Document ZJq53D1ZrL7QwNvoqDNwKOOzL

ETHYL NEWS INDEX--1954 PLAINTIFF'S ; EXHIBIT - ETCO-114 I ' ' AGRICULTURE Ahead of Tomorrow (The XO-121 tractor engine).............................................................................. July-August Blueprint for Abundance............................................................................................................................ May-June Down-to-Earth Champions (Plowing contest)........................................................................January-February Push-button Farm...........................................................................................................................September-October AUTOMOTIVE Driving for Safety (Teen-age Road-e-o)............................................................................................. July-August Exit the Horse (Dobbin's demise)..............................................................................................................May-June Highway Heraldry (Automobile crests)...................................................................................................March-April Horse Sense in Horsepower............................................................................................................... March-April Pesky Patents (Unusual automotive gadgets)...................................................................... September-October Spotlight on Accessories..................................................................................................................January-February "Taxi1'..................................................................................................................................................................May-June AVIATION Business on the Wing (Oil industry use of airplanes)...........................................................January-February ETHYL CORPORATION Ahead of Tomorrow (The XO-1 21 tractor engine) . .................................................... July-August Army Wants to Know, The (Testing light plane engines).................................................... January-February Building for Service (Expansion of research facilities).................................................... September-October Fellowship at Work........................................................................................................................ January-February For Better Sales and Service (R-T program)........................................................................................... May-June For Outstanding Service (Service station medal ad).................................................... September-October Gallonage Report (Gasoline sales figures)............................................................................................. July-August Ignition and Preignition (Amyl nitrate and ICC)............................................................................... March-April Indoor Highway (New facilities at San Bernardino)........................................................................May-June Meeting the Demand (Expansion of manufacturing capacity).....................................................March-April Picture of Opportunity (R-T motion picture)...................................................................... September-October Portrait of a Genius (Thomas Midgley, Jr.)........................................................................................... July-August Screen's the Thing, The (TV and movie advertising)........................................................................May-June TEL: Refinery Tool.............................................................................................................................................. May-June Three Decades of Service (Ethyl's 30th anniversary)........................................................................July-August "Whirling Pin Cushion" (New research tool)................................................................. September-October GENERAL INTEREST Days of Our Lives, The (World calendar)........................................................................September-October Dig This (The art of dowsing)...................................................................................................................... March-April Industry's Black Magic (Carbon black)........................................................................................January-February , ETC 28986 ETHYL NEWS INDEX--1954 (continued) Look at Lead, A........................................................................................... Nellie Bly Story, The..................................................................................... Power of Suggestion, The (Suggestion systems)................................. Right on Schedule (Making baseball's dates)....................................... Science Goes Fishing (Marine research project)................................. This Business of Freedom (A 252-year old company).......................... Town Meeting .................................................................................................. Voice of Freedom, The (Radio Free Europe)....................................... PETROLEUM Fuel Additives and Engine Durability.................................................... Guidepost to Oil, A (The Evans map).................................................... Information Unlimited (Oil company touring bureaus) John Herrick: A Profile (Portrait of an oilman)....................................... Knight Drivers (Heroic tank truck operators)....................................... Military Orders (Armed Services Petroleum Purchasing Agency) Refining Town, U. S. A.................................................................................... Rise of Suntide, The (Suntide Refining Co.).............................................. TEL: Refinery Tool........................................................................................... Things That Happen, The (Service station anecdotes) This Is Oil, Too (Unusual uses for oil)........................................................... SPECIAL ISSUE American Petroleum Institute annual meeting....................................... March-April . July-August September-Oetober March-April . July-August March-April March-April May-June September-Oetober . July-August . July-August . January-February May-June September-Oetober May-June . January-February May-June . January-February . March-April November-December ETC 28987 \w .. EWl A/mS ETC 28988 TT he services that Ethyl Corporation per forms on behalf of the petroleum industry in connection with the utilization of "Ethyl" fluid are many and varied. Depicted on the front cover are a few of these "extras." Readers will recognize scenes portraying Ethyl's road testing, farm, engine research, product supply, gasoline testing and safety services. O ne of our writers, returning to his desk after an absence of several hours, happily an nounced that he had just seen his first 3-D morion picture. This did not tally up because he was supposed to be gathering material for "Industry's Black Magic" (page 9). But it turned out that the writer wasn't goldbricking after all. The 3-D movie he had attended was a brand new one on the subject of carbon black, sponsored by a leading manufacturer of the product. i\dd intelligence about Wayne University (see "Fellowship at Work," page 12): It was named in honor of Gen. Anthony Wayne; it is among the nation's 20 largest collegiate in stitutions; it includes 10 schools and colleges and offers more than 50 curriculums; and it expects its present enrollment of more than 16,000 students to double by 1965. Tieniamin Franklin was one of the leading printers of his time. So pronounced and timeless was his success in the art, in fact, that Printing Week nowadays always coin cides with the week of Mr. Franklin's birth day in mid-January. One of the highlights of the annual observance is the display in major cities of the outstanding examples of printing produced in the United States during the pre vious year. Understandably so, we think, we were delighted that ETHYL NEWS was singled out for honors as a showpiece of the highly-selective 1954 Printing Week exhibi tion in New York City. BUSINESS ON THE WING..................................1 The fast-growing use of company aircraft "5 ` THE THINGS THAT HAPPEN..................................4 Unusual service station occurrences THE RISE OF SUNTIDE Newest of the country's new refineries 7 INDUSTRY'S BLACK MAGIC..................................9 Carbon black is a versatile product FELLOWSHIP AT WORK...............................................12 Industry's support of graduate study SPOTLIGHT ON ACCESSORIES................................. 16 Adding safety and comfort to automobiles JOHN HERRICK: A PROFILE........................................19 The biography of an oilman THE ARMY WANTS TO KNOW.................................21 Ethyl tests light-airplane engines DOWN-TO-EARTH CHAMPIONS .... 22 A contest for the world's best plowmen Opinions expressed in signed articles ere the aethers'. Ethyl News welcomes articles of timely interest submitted from outside sources. Upon request, the editors ere glad to grant permission to reprint material appearing in Ethyl News. Published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y., manufacturer of "Ethyl" antiknock com pounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. Edward L. Shoe, President Stanley T. Crossland, Vice President end Treasurer Herbert A. Savage, Secretary The . AMH zV m A tr after th In fact, quite v ting it : numbe ness fir ing to many c A PION ness ai leum fl plane b ETC 28989 L * - 4 Business 7 9 on the Wing 12 16 19 21 . 22 tiyl NW s sources, to reprin* je. New >ek comintiknock The oil industry leads in the use of company airplanes merican business is flying high these days in A. more ways than one. A tremendous boom in "business flying" set in right after the Axis knuckled down and it hasn't stopped yet. In fact, it's going stronger than ever and nobody knows quite when--or even if--the interest will level off. Put ting it statistically, in the nine years since war's end the number of airplanes operated by corporations and busi ness firms has quadrupled to 10,000. By 1956, accord ing to one estimate, there may be almost twice that many corporately-owned aircraft in operation. The petroleum industry, with its far-flung operations, naturally is the pacesetter. Almost one of every five planes owned by all business is an oil company craft. With more than 1,700 planes, the petroleum industry operates a fleet larger by hundreds than the combined fleets of all scheduled domestic and international air lines. Obviously the type of aircraft flown by oil and other companies varies from large multiengine trans ports to single-seaters and even helicopters. In size, company fleets range from one single-engine job to dozens of planes for a wide variety of functions. A pioneer in the use of busi ness aircraft. Phillips Petro leum flew this Ford trimotor jilane hack in the early 1930's. One of the largest air armadas is that of the Sinclair Oil subsidiaries. This numbers 22 aircraft, which are based in 11 different communities in 8 states. Five are single-engine units, used exclusively to patrol company pipelines. The other 17 craft, with a total of 124 seats, are available mainly to transport company personnel and property throughout the widely-scattered opera tions areas. A central shop is maintained in Sinclair's own hangar at Tulsa Municipal Airport. All overhaul, maintenance and rebuilding work is done there by the company's own corps of mechanics. By far the leading use of business aircraft is to speed executives and other key personnel from one place to another for meetings, conferences or a firsthand study of a field installation or customer problem. Some busi ness planes are outfitted as "flying offices." Winging along at 200 miles an hour in such craft, personnel are able to take care of office paperwork in comfortable privacy and to catch up on correspondence. Company Airlines Several of the large companies, oil as well as those in other industries, operate what constitutes almost their own airlines, according to the Aircraft Industries Association. The AIA cites Arabian-American Oil as an example. Its 21 planes carry personnel and equip ment across two continents. Each year company planes fly about 5.000 passengers on transatlantic flights. Aramco, reports AIA, employs 325 people in its "air line." 42 of them pilots. As a matter of policy, however, most companies do not fly their aircraft in competition with commercial air lines, but rather as a supplement to that service. Phillips Petroleum, for instance, operates its own fleet of planes. Even so, its employees fly more than a million miles a month on scheduled airlines on company business. But it is not always possible to obtain commercial flight accommodations, particularly in last-minute or Helicopters are well adapted for aerial exploration. emergency situations. It is then that the immediate availability of a company aircraft is appreciated. A tele phone call usually is all that is needed to have a com pany plane idling on the field, ready for take-off, by the time the hurried employee reaches the airport. Another consideration is that these planes can take off and land at virtually any of the nation's 6,000-plus airports, whereas the larger commercial airliners now utilize only about 10% of these landing fields. That means that the business aircraft can fly passengers di rectly to almost any community in the land. In addition to transporting people and equipment, oil companies find many other tasks for their planes. Cessnas, Pipers and other single-engine craft are counted upon to help patrol more than 300,000 miles of petroleum and natural gas pipelines. Oil exploration from the air, employing modern electronic devices, is becoming increasingly common. In some instances even helicopters are used to obtain information. Shell Oil. for one, relies upon the "eggbeater" for surveys of in accessible areas in its search for new oil-producing land. The distinction of being one of the oldest continuous Light users i It pur> execut Phi events of avi; Sohio "Spiri to stir Sohio state i Nee busine to ma policy "the s. dition when of the operat pilot's Org nary p the sa: license safety sider c painte At i the Nt compa miles Ohio millioi ETC 28991 Light planes are invaluable for patrolling pipelines. users of business aircraft belongs to Phillips Petroleum. It purchased its first plane in 1927 and its first so-called executive transport in 1930. Phillips was a pioneer in sponsoring various airplane events and demonstrations to promote the advancement of aviation. So was The Standard Oil Company of Ohio. Sohio sent its first plane, a sister ship of Lindbergh's "Spirit of St. Louis," around a wide part of the country to stimulate interest in the building of airports. Also, Sohio flew the first commercial autogiro in its home state as a means of encouraging aviation research. Needless to say, only the most skilled of pilots man business aircraft. Most companies go out of their way Among the oil executives who travel by com pany plane is B. Brewster Jennings, SoconyVacuum president, shown talking with his pilot. to make clear the authority of their pilots. Shell Oil's policy in this matter is typical. It states that the pilot is flying operations in 1946, now has a fleet of 17 planes. n s a I, i1. "the sole judge of mechanical, weather and other con ditions covering flight. His decision regarding how, when and where the plane will be flown is final." Many of the men who fly the dozen or more planes that Shell operates on lease are veterans of World War II. Each pilot's health is checked twice a year. Also honored for safe flying was the Sinclair group, with almost three million accident-free miles. In actuarial terms, business aircraft during 1952 compiled a safety record of less than 0.5 fatalities per 100 million aircraft-miles flown. This record is particu larly outstanding in view of the fact that more than two-thirds of business flying is off the major airways :S Excellent Safety Record and that landings and take-offs are made at airports of Organized programs of pilot training and extraordi all sizes and descriptions. The near-miracle represented nary plane maintenance have paid off handsomely in by this record is apparent when one considers that the safe operation of the 10,000 business aircraft now grandfather's horse and buggy was a reckless vehicle of licensed in the United States. So outstanding is this destruction in comparison with modem business air safety record that insurance companies actually con craft. It claimed 30 fatalities for every 100 million sider company plane pilots twice as good risks as house miles the collective dobbins traveled. painters. American business has an investment of about $200 At its annual meeting in St. Louis a few months ago, million in its over-all aviation activities and is spending the National Business Aircraft Association honored 16 nearly $75 million yearly to keep the aircraft in oper companies for flying their planes one million or more ation. It is certain that this investment will increase miles without mishap. At the head of the list was The considerably during the coming years as more and more Ohio Oil Company, with a record of more than five companies turn to ownership of aircraft as a means of million miles of accident-free travel. Ohio Oil began convenient, dependable, swift transportation. # ETC 28992 truly said that nowhere, but nowhere, is the drama of everyday living un folded so openly as it is in his place of business. Just recently, for instances young couple drove into a Dallas, Texas, station. The young man asked where he could find a preacher. The couple had a license and wanted to get mar ried. Having ascertained that it was no joke, the service station operator made a telephone call that brought a neighborhood minister hurrying to said i and s that i and f Set Burd door moto the o line sleep, static Ot servic a salt card clerg; locati Hen In ap serrm Its tl scien overt Ur the things tl A motorist loafing through Kansas wheat country one day last summer was more than surprised the scene. Then and there, on the apron of the station, the couple were married. After congratulations and when highway policemen flagged him down. He hadn't handshakes all around, they rode off on their honey broken any laws, the officers quickly assured him. moon. They just wanted to tell him that he had forgotten In Burghill, Ohio, a gasoline retailer played a lead something at a service station about 130 miles back-- ing role in one of life's more serious moments. A car his wife! swung into his establishment and a distraught husband It seems that while the man was in the service station asked for help. His wife had suffered a heart attack office his wife had gone to freshen up. After paying while they were riding along and needed immediate for the purchase, the motorist drove off. The dealer assistance. The quick-thinking dealer had his own wife called police as soon as the stranded wife made known telephone the local fire department's resuscitation her plight but it was several hours before the unsus squad and then administered artificial respiration to pecting driver was hailed. the victim until the Pulmotor crew arrived. Back at the station, he sheepishly explained to his Helping people in distress stands high in the service wife: "I thought you had gone to sleep in the back seat." station man's creed of business. But sometimes that's The incident is not a common occurrence but it is a two-way street and the station operator is aided in one of those many things that "can happen only at a return. Witness what happened to a dealer in Bur service station." Catering as he does night and day to den, Kansas. people of all temperaments and personalities, the sta He was awakened by the telephone's ringing at 2 tion operator really gets to see life as it is. It has been o'clock in the morning. "I'm in your place of business," 4 ETC 28993 atteni thievi kind once. In unus; no vi enter thievi ditiot Ar but ii and < ere, un lace ung xas, here uple narwas ator ught ig to said the voice at the other end. "Will you come down and sell me some gasoline?" After convincing himself that it was no gag, the operator hurried to his station and found the customer waiting. Seems the man was low on gasoline when he entered Burdett. The service station was dark but he tried the door anyway. To his surprise, it was unlocked. The motorist called the telephone operator and she rang the owner at his home. After buying a tankful of gaso line and apologizing for disturbing his benefactor's sleep, the traveler drove on. The dealer locked the station door--for sure this time--and went back to bed. Other good Samaritans were two employees of a service station in Hooven, Ohio. Soon after making a sale they found a billfold near the pump island. A card in it identified the wallet's owner as a Cleveland clergyman. Police were notified and they succeeded in locating the motoring pastor about half an hour later. He returned to the service station to claim his billfold. In appreciation, he handed the employees copies of a sermon he had been giving in churches in the area. Its theme--a lesson obviously not needed by the con scientious attendants--was, "Jesus will enable you to overcome temptation." Unfortunately, not everyone is as honest as the two 0 ing six cans of brake fluid over the floor of the station office. It was adding insult to injury so far as a Den ver operator was concerned when thieves not only ransacked his establishment but loaded the loot in his station wagon, which was parked inside, and crashed it through the locked overhead garage door to make their exit. But if service stations often are the victims of thieves, their personnel are adept at rounding up criminals. After their Independence, Mo., station had been bur glarized for the fourth time, the co-owners developed an ingenious device for nailing the next person who tried it. They rigged up an intercommunication sys- gs'that happen ition, and oney- lead\ car iband ittack cdiate i wife tation on to ervice that's Jed in 1 Bur- g at 2 mess," attendants. Service stations are a favorite target for thieves, and, as more than one dealer can attest, this kind of lightning does strike the same place more than once. In fact, one Kansas City operator considered it an unusual morning last summer when he found he had no visitors during the preceding night. His place was entered four times in a single week. In Portales, N. M., thieves broke into a station by removing an air con ditioner and then took the unit along with them. An intruder at an El Monte, Calif., station poured-- but it wasn't tea. He passed up money, tires, batteries and other merchandise and just concentrated on pour- tem, with the microphone under the counter in the station and a speaker in the bedroom of the nearby home of one of the partners. Then it happened. One morning about 4:30 the sleeping operator was awak ened by voices and noises coming over the speaker by his bed. Armed with a shotgun, he was at the service station in a flash. The intruders made a fast getaway in a car, but it's pretty certain they won't be back. Not only people are involved in the unusual hap penings at service stations. Animals and insects often get into the act, too. Bees, for instance. They may be honey-makers but they don't do a thing to sweeten up business at a serv- ETC 28994 'V. A puppy trapped in a burning service station in Dan bury, Conn., displayed more sense. He jumped into a restroom toilet bowl and stayed there until the fire was put out. The dog was singed here and there, but no doubt was glad to be still alive. And so are the little vignettes of life acted out at the service stations of the land. They are, the dealer will tell you, the things that go to make his job interesting. But a retailer in Holyoke, Mass., will experience none of these events. After 18 years in the business he has given up his station. Why? Doctors have just found that he is allergic to--you guessed it--petroleum. # ice station. Dealers in Keyser, W. Va., and Beaumont, Texas, can vouch for that. Each was visited by a swarm of the insects. The Keyser bees flew in and buzzed all over and around the pumps one busy Saturday after noon. The station owner twiddled his thumbs and turned away customers for two hours until the bee keeper showed up and induced his winged friends to return home to their hives. The Beaumont dealer wasn't so fortunate. He had to advertise in the newspaper for someone--anyone--to come and get the bees that had taken over his place. A man who was waiting at the station when it opened at 6 o'clock the next morning claimed the swarm. Not a Nightmare Horses are an oddity at service stations. They pre sent an even stranger sight in a lubrication pit. But that's just where one dobbin ended up in a Wheeling, W. Va., establishment. His rider sought temporary shelter in the station when a heavy storm struck sud denly. In moving about, the animal stumbled and landed--ignominiously but unhurt--at the bottom of the grease pit. It was freed a half-hour later by means of a makeshift ramp of planks. A cat, not a horse, plagued attendants at a Dallas service station. They found the feline upon raising the hood to service a customer's car. The cat didn't appre ciate its new-found freedom. It resisted the attendants' efforts to make it comfortable and dashed across the street under an automobile stopped for a red light. The cat then jumped up on the car's springs and rode happily off. 6 Strange things happen every day at service stations around the country. Here are a few of the gems of 1953: A car crashed into a Woodside, Calif., station for the eleventh time in the past few years. All of the accidents occurred when cars went off the road rounding a sharp turn by the station. An owl perched atop a gasoline pump is a com mon sight in a certain Minnesota station. The bird is a neighborhood pet and the mascot of the station, which, appropriately, is located in the community of Sleepy Eye. When a new station opened at a busy intersec tion in Spokane, Wash., its first customer was a man who had operated a station on the very same spot nearly 30 years before. Service station operators favor sharp competi tion, but they also believe in fair play. When a station in Round Lake, 111., burned out, com peting retailers immediately placed their equip ment at the disposal of the hard-luck deater's customers until he could get back into business. A dealer in Midway, Wash., was debating whether to rebuild and modernize his station when a truck settled the question. It slipped its brakes, rumbled across the highway and rammed into the station. No one was hurt but the building was wrecked. ETC 28995 The tvhe U paste trans; prodi Th of CO Thus, plishr ery is Ne in thi Suntii where plant refine petith Th, typica expan requir The nation's newest refinery towers over land where Texas cattle once roamed nequalled by any other industry is the petroleum U industry's near-S25 billion expenditure during the past eight years to improve and increase the production, transportation, refining and marketing of oil and its products. The bulk of this postwar capital investment has gone, of course, to enlarge and modernize existing facilities. Thus, even in the face of such an outstanding accom plishment, it remains a noteworthy event when a refin ery is built from scratch. Newest of the refineries that have been constructed in this country since the end of World War II is that of Suntide Refining Company, at Corpus Christi. On land where large herds of Texas cattle once grazed, the plant has risen in an area that already claims five active refineries, and so stands as a new symbol of the com petitiveness that marks the petroleum industry. The Suntide operation also serves as a timely and typical illustration of the industry's willingness to Even in advance of the refinery's formal opening this spring, Suntide Refining Company has announced its intention to spend several million dollars beyond the original multimillion dollar investment in order to in crease alkylation facilities and to double daily crude oil capacity to 70,000 barrels at a later date. The Corpus Christi refinery project was taken over by Suntide Refining soon after the company's incorpo expand as necessary to meet the nation's staggering requirements of petroleum and petroleum products. ration early in 1952. Sunray Oil Corporation will pro vide a minimum of 25,000 barrels of crude daily, and ETC 289^E> 7 has made available two top personnel experienced in refinery management. They are Floyd L. Martin, who is now president of Suntide Refining Company, and Ted C. Bodley, vice president and secretary of the new company. Mr. Martin had been associated with Sunray for 22 years and was executive vice president the last three of those years. Mr. Bodley was manager of crude oil supply and transportation for Sunray. Another vice president with long experience in the petroleum indus try is Herman G. Gunter, manager of the new refinery. Prior to affiliating with Suntide, he had served in execu tive capacities with three leading oil companies. Suntide plans to market chiefly on the East Coast, selling its products to other oil companies. However, facilities are available for shipping up the Mississippi and to Gulf Coast points, as well as by pipeline and railroad to inland markets. to a chemical known as tetramer, used in the manufac ture of industrial detergents. This material presently is in extremely short supply, so Suntide's output will do much to help ease the situation. Finally, in addition to the light products, the refinery will turn out consider able quantities of diesel fuel, jet fuel and kerosene. Storage facilities for the refinery total about 1.7 mil lion barrels, including sixteen 80,000-barrel tanks and three 55,000-barrel containers. The larger tanks form erly were located at the Longview, Texas, terminus of the Big Inch pipeline. They were de-riveted, knocked down into sheets measuring six by ten feet and then transported to Corpus Christi by truck. Within a reasonable distance of Corpus Christi are crude oil reserves estimated at 1.5 billion barrels. For the most part, the refinery's crude will come from the Keeran field, about 72 miles away. A pipeline, owned ft Tankers can be loaded at the rate of 10,000 barrels an hour at Suntide's docks. The nearly-completed Suntide refinery, a few miles northwest of Corpus Christi proper, obviously is the most modern possible. As an integrated unit of the lat est design, it will produce maximum yields of highoctane gasoline and diesel fuel as its principal products. Upwards of 35% of the refinery's daily production of motor gasoline, it is planned, will be premium and the rest, of course, regular grade. In addition, an ap preciable quantity of the highest grade aviation gasoline (115 145) will be manufactured and made available to the armed forces. These facilities can be directed to the production of commercial aviation fuel of 100/130 grade if necessary. One of the gas streams, propylene, will be converted by Sunray Coastal Pipe Line Company, runs from this producing area to Corpus Christi. Crude also will be obtained from several other major trunk pipeline companies in the area by exchange. To bring the crude from the terminals to the refinery, and to carry finished products from the refinery to dock facilities on the Corpus Christi ship channel, Suntide has built two 14inch products lines and an 8-inch crude line. Wedded together, the crude, the pipelines, the stor age facilities, and the complex equipment that make up the modern Suntide Refining Company refinery repre sent another step forward in the petroleum industry's program of fulfilling the nation's insatiable appetite for oil products. # ' 8 ETC 28997 1" rials in tl L civil unti of t rub! man ricui ever the are T of c; in ti ever mor betw mile Ji rubt ber i carb Witl pro\ sudc cold A tailo v. IS do to lilmd -mi of ked hen are For the ned i 1 ! { jm this will be jipeline e crude finished on the two 14- ' i f ) ) i :he stormake up ry reprendustrv's appetite ; n this era of synthetic fabrics, atomic energy and I jet propulsion, the importance of many basic mate rials long known to man often is overlooked. One item in this category is carbon black. Used for one thing or another since the dawn of civilization, carbon black has multiplied in usefulness until it has become a necessary ingredient of hundreds of today's products--from cosmetics to candy, from rubber to radios. In its many forms it is used in science, manufacturing, communications, transportation and ag riculture. Over 1.5 billion pounds--about 10 pounds for every man. woman and child--are made and used in the United States every year. Demand and production are constantly increasing. The most commonplace and yet most spectacular use of carbon black is in automobile tires. It has been used in tires for so long that most people don't realize they ever were any color but black. But carbon black does more than color the rubber. It makes the difference between tires wearing out after seven or eight thousand miles and giving five times that mileage. Just as carbon black lengthened the life of natural rubber tires, it made possible the use of synthetic rub ber tires. The cold rubber now used in tires relies upon carbon black to perform a most essential function. Without the resistance to abrasion that the product provides, a few hundred miles of travel and one or two sudden starts or stops would find vehicles traveling on cold rubber tires down to their wheel rims. Automobile tires contain upwards of four pounds of tailor-made carbon blacks. This results in an over-all tire industry consumption of more than a billion pounds each year. The black material is such a big part of our so-called rubber tires it has been estimated that 400 billion of the 500 billion miles American motor vehicles travel annually are not on rubber at all--but on carbon black. The rubber merely holds the carbon black together. Rubber--mostly for tires, but also for conveyor and power belts, raincoats and overshoes, medical and sur gical equipment, floor coverings and other uses--takes more than 90 percent of the country's carbon black. But in one of its more than 50 forms the sooty material is used in a long list of other diverse products: Paints, printing ink, leather finishes, linoleum, plastics and insulation; telephones, phonograph records, radio tubes and batteries; typewriter ribbons, carbon and photo graphic papers, cosmetics, fertilizers and insecticides; asphalt, cement, candies and food. A Fluffy Substance A special electrically-conducted black, when in cluded in airplane and tank truck tires, grounds static electricity that could ignite flammable materials. Carbon black is a semicrystallized form of carbon, one of the most common and plentiful elements occur ring in nature. It is similar in appearance and compo sition to the "dirt" Grandma cleaned from the chimneys of kerosene lamps. It is a fluffy, velvety substance made up of incredibly fine particles so tiny that a billion of them could fit on the dot of this "i." It is primarily this fineness rather than its color or 9 ETC 2899 S chemical composition that gives carbon black its value. One pound of the type used in tire treads, for example, has a total surface area of about 11 acres. Somehow-- even the best-informed industry scientists aren't sure how--this extreme fineness and the resulting extensive surface area enable carbon black to strengthen, toughen and increase the durability of the products in which it is used. This quality plus its permanence and ability to absorb light contribute to its versatility. Tracing carbon black's history, archaeologists have found evidence that a form of it was used by primitive man. He gathered it from hearthstones and used it to make the crude drawings that decorated the walls of his cave. The ancient Chinese collected the black on ceramic bowls and cones held over burning oil. The early Egyptians are known to have printed hieroglyphics on papyrus with ink containing lamp black. Centuries later Gutenberg employed the same material to give body to the ink used in his famous printing of the Bible. Modem furnace-method blacks impart a high degree of In the United States, a factory erected at New Cum resistance to abrasion. For this reason they are particu berland. W. Va., in 1872 produced the first commercial larly well suited for use in automobile tires and other carbon black. Today about 90 percent of the world's products in which long wear is important. supply is manufactured in this country. The present trend in carbon black manufacture is Product of Petroleum to the use of oil as the principal raw material. For eco nomic reasons, the use of natural gas is declining due Like so many other 20th century necessities, carbon to increased demands for it as a fuel. ^tL<- black is a product of petroleum. It is made by burning There are now about a dozen carbon-black-from-oil or cracking oil or natural gas in the absence of suffi plants in operation throughout the country, with others cient oxygen to consume, all of the carbon. Of the three under construction or scheduled to be built in the near principal manufacturing methods to date--the channel, future. When all of these facilities are in operation, the thermal and furnace processes--the latter is supplant country's capacity for carbon black made from oil will ing its two predecessors. be close to a billion pounds a year. That is more than f The channel process, most widely used until a decade the total of all carbon black production a decade ago. or so ago, makes use of small natural gas flames im pinging on a relatively cold, moving metal channel. The A Bright Future carbon particles collect on the channel and are scraped Carbon black seems to have a bright future indeed. off and collected at regular intervals. It is a versatile material with almost innumerable uses. In the more modern furnace method either natural Apart from its industrial and commercial applications, gas or oil is used as the raw material. Combustion and its high light-absorption qualities have made it im cracking take place in an insulated refractory chamber. portant in solar heating, ice melting and in increasing By controlling the fuel-air ratio and the furnace tem plant growth by raising soil temperatures. For the same perature many types of carbon black can be produced. reason, traffic engineers find it an economical means of Carbon-laden gases pass to a cooling tower after which softening light glare from highways by mixing it with electrostatic precipitators and cyclone collectors gather concrete. the particles. With an impressive list of past accomplishments to Carbon black made by the furnace process usually its credit and its current importance well established, possesses superior physical properties and can be made it's no wonder that carbon black so often is described in a variety of particle sizes for specific applications. as industry's black magic. # 10 ETc 28999 J The the industry is the largest consumer, but it also is used in floor coverings . , in the manufacture of certain types of steel. .. licationi carbon black is an ingredient of many products. -ee of rticuother ure is r ecog due im-oil others e near m, the nl will e than e ago. ndeed. e uses, ations, it imreasing e same eans of it with lents to blished. .scribed in fertilizers and insecticides . in carbon paper, typewriter ribbons, telephones in printing inks . . . and in radio tubes, resistors and batteries. ETC 29000 By Thom Yalos his year, as every year, thousands of young men Tand women are furthering their higher education of its kind--Bemie Gillis is working for his doctor's degree under an Ethyl Corporation fellowship, one of with a strong financial assist from American industry. 21 currently sponsored by the Company at universities Industry aid to deserving individuals, and to colleges the nation over. He receives a stipend of $ 1,400 for the and universities directly, totals millions upon millions year plus a minimum $300 for tuition. { of dollars annually and takes many forms. There are, to name a few types of assistance, scholarships, grants- He's Shooting High in-aid and contracted research. Another leading form Soon to embark upon his life's work, Dakota-born, of aid is the fellowship. This provides the financial Iowa-reared Gillis has high hopes and fond dreams for support that so many promising graduates need in order the future. He will not seek fame for fame's sake but he to carry on their work leading to a master's or doctor's naturally wants to climb as high up the ladder as his degree. There are about 20,000 fellowships (worth talents will carry him. A leading organic chemist of his. some S15 million) in force during the current aca generation? Owner of his own chemical company? Both demic year. Most of these are endowed by industry. ideas appeal to Gillis, but he knows that the answer Exactly what kind of youth is being helped under the depends on how much energy, enthusiasm and imagi industrial fellowship program? Bernard Thomas Gillis nation he himself contributes to his career. is about as typical as they come. He will be 23 years old He already has a foot on one rung of the ladder. on March 7, stands 6-3, weighs 192 pounds, is a keen With his professor, Dr. Calvin Stevens, and another sports enthusiast, worked his way through college, and chemist, Gillis co-authored a paper presented at the recently got married on little more than the proverbial American Chemical Society meeting in Chicago last shoestring. fall. The paper has been accepted for publication in the I Right now he is applying himself in the classrooms, Society's Journal. j libraries and chemical laboratories of Wayne Univer The paper was a progress report on the Wayne j sity. At Detroit's municipal university--second biggest group's study of epoxyethers, a new type of chemical 12 ETC 29001 ''v ~ compound first isolated by Cal Stevens some six years ago. As his project under the Ethyl fellowship, Gillis is adding to the knowledge of epoxyethers, which are use ful intermediates in obtaining chemical compounds that are hard to synthesize otherwise. He attends six classes and seminars a week, two of them evening sessions. The rest of the time he is free to work in the laboratory or do literature research at Wayne's strikingly modern Kresge Science Library. Here is housed one of the most complete collections of science volumes and periodicals in the world. Life at Wayne is a lot different than it was at Loras College, where Gillis got his B.S. two Junes ago. Lo cated in Dubuque, Iowa, Loras is a typical small-town college. In Bemie's undergraduate days the all-male enrollment was 1,500 (it's about half that now). His was the happy, carefree life of the average college stu dent. He made the varsity basketball team in his fresh man year--no slight feat at a strong "basketball school" Wayne's modern Science Hall is Bernie Gillis' "workshop." Wayne lemical v* A blackboabd session with his professor, Calvin Stevens. Gillis' busy program calls for six classes a week. ETC 2900 like Loras--but did not continue his athletic career long. There just wasn't time enough for both sports and his handyman' job at Dubuque's Mercy Hospital -- and Bernie needed the $30 the job paid each month. He was earning three-fourths of his college expenses. Wayne University, in the heart of Detroit, has what is known as a "sidewalk campus," with patches of grass and trees only here and there. Its enrollment ex ceeds 16,000. Wayne sprawls over several city blocks, is not "open" like Loras. But none of these things does Gillis mind. He is more mature now. The "rah-rah" phase of learning is behind him. He has new responsi bilities. He has a wife. And he has a burning desire to make good on the Ethyl fellowship and get out into industry and apply what he has learned. Wed Leas Than Year He first met his wife at the hospital back in Dubuque. She was studying to be a nurse. After a five-year court ship, Bernie and Arlene were married last August in Iowa City. They piled themselves and their personal possessions into the 1940 Chewy sedan they bought secondhand for $ 100 and pointed the car in a general northeasterly direction--toward Detroit, toward Wayne and toward the new milestone on the road to a career. To their surprise, the prewar auto made the trip from Iowa in one piece and without incident. In fact, it's still the family car. Home for the Gillises is a three-room apartment. It's about a 10-minute walk from the university and not much more from Grace Hospital, where Mrs. Gillis is a full-time nurse. There are 32 apartments--all alike --in the house. Several other Wayne married students live there and so do quite a few schoolteachers. These people are the Gillises' chief friends in Detroit. Bernie and his wife like sometimes to linger at the dinner table and dream out loud over a second cup of coffee. Their future goals are the same as those of every other young American couple. A home in the country. Their own family. A job that offers opportunity. A chance, through community and professional service, to strengthen the freedoms that make America strong and to enjoy those freedoms in peace and prosperity. In helping Bernie Gillis (and the thousands he repre sents) to achieve that future through a fuller education, industry is -- literally and figuratively -- extending the hand of fellowship. # Entertaining other married students is a big part of the Gillises' social life. 14 ETC 29003 Bernie Gillis operates on a well-balanced schedule that provides adequate time for study in Wayne's brand-new Kresge Science Library, an occasional bas ketball workout, corridor visits with university friends, necessary trips around the "sidewalk campus" and, finally, late evening relaxation at home. ETC 29004 Spotlighto y the time another year rolls around, automobile- B loving Americans will have paid out more than S9 billion (wholesale value) in buying up the nation's 1954 production of passenger cars. Not all of that sum will represent the cost of the basic product by any means. A good percentage of it will go to pay for the many acces sories that make U. S. automobiles the most stylish-- and the safest--in the world. This truly is the Accessory Age of automobiling. Now available for car purchasers who desire any or all of them are more than 70 items of optional equipment. Many of these are factory-designed and factory-in stalled. Others can be purchased from an automobile dealer, service station or other retailer and added to the car later. The list includes everything from the newest power driving features to a full-sized umbrella that folds up for storage in the glove compartment. You can pay as little as a few dollars for an accessory, such as a tissue dispenser. Or you can pay as much as S600. The latter figure is the present approximate cost of built-in air conditioning, one of the very newest of the extra features. Also on the new list is a unit that auto matically closes car windows and convertible tops the minute it starts to rain. For many years, until recently, Mr. Freeman was automotive editor of The Detroit Times. He is now Detroit editor of Motor magazine. in to fas mi in tu fo F ot Ct lit ETc 29005 on ACCESSORIES ile$9 J54 will <. A th ing. r all :ent. -inibile d to the reila You such 600. St of f the iutos the iotive or. of If air conditioning and the "weather guard" unit are in the future, many other major accessories unfamiliar to the general public even a few short years ago are fast on their way to becoming almost standard equip ment. Automatic transmission and power steering are in this category. Just how readily the car buyer accepts optional fea tures that promote driving ease, safety and comfort is found in the report of one automobile manufacturer. Fifty-four percent of the buyers of its 1953 models ordered power brakes, 52 percent tinted glass, 40 per cent power steering and 30 percent automatic head light control. By Public Demand In providing the extra equipment that often nearly doubles the price of the basic automobile, manufac turers are heeding the dictates of the motoring public. Some motorists, it is true, load their cars with acces sories purely for show. But, by and large, the func tional optional features incorporated into the modern automobile are there because both manufacturers and drivers realize that they make American cars not only the safest and most stylish but the most comfortable and easiest to handle as well. Accessories and optional equipment are almost as old as the automobile itself. The first horseless carriages fol lowed the lines of the wagons they replaced. They were high, heavy, cumbersome and not comfortable or beau tiful by present-day standards. But soon came accessories to brighten up the early models, make them safer and more useful. In fact, sev eral integral parts of today's cars were once acces sories--fenders, bumpers, horns, four-wheel brakes and windshield wipers. The car top, windshield, headlamps and speedometer were extras until 1910. Safety glass, adopted as standard equipment in 1928, was a highpriced accessory before that time. Even the electric self-starter began as an accessory. It was founded on necessity because of the many casual ties resulting from hand cranking. Now accepted with out thought as to its origin, the self-starter probably did more to popularize the motor car than any other single item. It was responsible for women taking their place behind the steering wheel. The self-starter can be classified as one of the first "safety" accessories. Others have come along with the years and have been incorporated into the automobile so that they are not even thought of now as accessories. Four-wheel brakes, for instance, figure importantly in making the modem motor car, with all its stepped-up horsepower and speed, safer and better. Others, of more recent origin, started out as extra cost items during the postwar days of hard-to-get new cars. Now they are much-desired safety features. Two examples are directional signals and the wind- 17 ETC 29006 i :I I shield washer. The automatic signals, which give better most cars in the future. That also holds true for power warning of turns than hand signals to both following brakes. and oncoming drivers, are fast becoming an item de The automatic headlight dimmer has had tougher manded by law. More than half of the states now re going as a postwar accessory. It works smoothly and quire them on new cars. The built-in windshield washer efficiently but it can't dim the lights on an approaching has won its right to become almost standard equipment car. Still it offers safety possibilities that cannot be dis because of its obvious aid to visibility. counted. Back-up lights also are a future standard item. Comfort items are even more numerous and equally Tinted windows are an extra cost item to which many popular. The leading accessory of all still is the heater. drivers have given their full approval. Number two on the popularity list is the car radio. It adds to the illusion that the modem automobile is a "living room on wheels." Of the more than 100 million The automobile air conditioning system must remain a luxury item for some time, although simplification of design and lower weight and compactness are already J radios in America, nearly 25 percent are car radios. bringing it down in price. There is talk of combining Rising to new heights are automatic transmission and air conditioning with the heating and ventilating system power steering. The latter, newer in its conception and as a single unit. With greater sales volume, this step perfection, has come forward fast in the past year or two. could in time make it almost standard equipment on In fact, power steering has taken the market by storm the medium- and high-priced models. and, with its popularity, prices are coming down. Women were its first enthusiastic supporters because Some Are Passing Fancies power steering removed the last barrier to equality at Wire wheels are strictly a "window dressing" acces the wheel--they could park in the same space as readily sory. No one can see them replacing the sturdy, depend as males. Then men began to realize that power steering able and safe steel disc. The "sparkle" they impart is not only took the effort out of driving but was a safety being duplicated in new wheel cover designs which go .i factor in emergencies, such as hitting an unexpected rut over standard wheels. Fe or rough shoulder at high speed. Accessories are constantly coming on the market. va Both automatic transmission and power steering Fertile minds design them and eager manufacturers ex stand a good chance of becoming standard items on try them out. Some, as noted, become so entrenched th * i, that they naturally become part of the car design. Others are fads and drop by the wayside. Recently, for in te. stance, a foreign inventor came on the scene with a in coffee maker that brews while you drive. Another of hi The variety of safety and comfort accessories available to the motorist is almost unlimited. fered an electric shaver to whisk off the whiskers en route. Such items make scarcely a ripple. But those acces sories which add to personal comfort, convenience and he m oi safety are what have made the American automobile lc the joy it is to own and drive today. # tr c n ii h ( ETC 2900] John Herrick: a profile nly a limited number of gifted men earn success O in more than one career during their lifetime. Fewer still are those who succeed in a whole array of varied pursuits and then pass along the benefit of their experience and the fruits of their labors to generations that follow. One of these select few is John P. Herrick. Oilman, newspaper editor and publisher, school teacher, banker, historian, author, real estate operator, insurance executive and philanthropist, Mr. Herrick arships he has established. He writes for several news has done a "heap o' living" in his lifetime. Now past 80, papers and he is an inveterate traveler. he retains fully his zest for life and his confidence in The career of John Herrick started in the early 1880's mankind. "I have great faith in people," he says. "I'm on the edge of the oil fields of western New York and optimistic about my fellow man." Pennsylvania. Into this exciting atmosphere he came Of the many occupational pursuits that he has fol at the age of 17 to teach school. But his life as a school lowed, John Herrick is probably best known as an oil master was brief. By 1886 the masthead of the Sharon man. A veteran of the early and often hectic days of Leader and Ceres Courant, weekly newspapers in the oil in western New York, he became an influential and region, listed 18-year-old John P Herrick as editor and respected oil producer. At one time he had an interest publisher. Five years later he established the Bolivar, in more than 150 wells. In furthering the interests of N. Y., Breeze, in the heart of the bustling Allegany his industry, he helped to organize the Pennsylvania County oil fields. Grade Crude Oil Association and was a founder and is now president emeritus of the New York State Oil Early Interest in Oil Producers Association. In recent years, this spry, alert, white-haired gentle While he was to continue as an oil region publisher for more than 20 years, the youthful optimist soon was man has divided his time between his home in Olean, captivated by the excitement of oil and the opportuni Y. near where his adventures in oil began almost ties it presented. "As fast as I made a dollar with my six decades ago, and an apartment in Los Angeles. His newspapers," he now recalls with a reflective look in life is far from inactive. He has written two books in his eyes, "I invested it in oil leases. And while I suppose Ae last four years. He retains a continuing interest in you'd say that in the long run I've been successful, I've (he college students who study under the many schol also invested in some failures." Experience, hard work--and good luck, be insists-- paid off. Over a period of years be became one of tbe best known and most successful producers in tbe New York-Pennsylvania region. His interest in petroleum has taken Mr. Herrick to practically every major oil-producing area in tbe United States, and twice he has made surveys of Euro pean oil fields. He has observed tbe industry in action over a long period of time and it is quickly apparent from his conversation and from his writing that he's proud to have been a part of it. "Oil has undergone quite a revolution," says this man who recalls when forked-stick diviners, mediums, fortune tellers, clairvoyants, astrologers and men who followed hunches tried their hands at locating new fields. "Nowadays," he says, "no one spends a dollar drilling for oil without first consulting geologists and geophysicists." John Herrick has lived to see great progress also in the other branches of the industry. He has witnessed the transition from spindly little pipelines a few inches in diameter to huge far-reaching systems pumping mil lions of barrels across the country. He has seen leaky wooden storage tanks give way to colossal steel reser voirs. He has watched the driller's bit eat thousands of feet into the earth to tap oil pools when once well depth was measured in only hundreds of feet. With a background and valuable experience in schoolteaching, newspapers and oil, Mr. Herrick went on to success in real estate, banking and insurance. But he has been no man to rest on his laurels. Constantly he has looked about for ways to reinvest some of the capital he has accumulated. In America's youth -- he calls our young people the country's greatest natural resource--he has found a fruitful field of investment. Endowed Scholarships About 20 years ago, he established the first of 26 perpetual free scholarships he has endowed at colleges and universities. "They just snowballed," he observes. "There are so many deserving young people. It's won derful what they can do with just a little help." Recipients of Herrick scholarships are selected by the board of admission at the institutions where they are offered, but Mr. Herrick requires that they be well qualified and in need of financial assistance. Through the colleges and through correspondence which his wife carries on with the students even after they have gradu ated, he keeps advised of their progress. To John Herrick, the scholarships do double duty. They assist needy students and at the same time help 20 perpetuate the memory of great Americans. Of those established at the University of Missouri, Alfred Uni versity, and Pennsylvania State University, some have honored Theodore Roosevelt, a "personal friend and a wonderful man"; Benjamin Franklin, "the greatest man of his day"; and Edwin L. Drake, who "died friendless and in poverty after setting this great oil in dustry in motion." Others honored by scholarships are Generals Pershing, MacArthur and Eisenhower. Mr. Herrick this year added a scholarship at St. Bonaventure University to honor the memory of Father Joseph De La Roche D'Allion, the Franciscan mission ary who visited the oil springs near what is now Cuba. N. Y., in the year 1627. Many of the scholarships are not limited to students in any specific courses. Those honoring Colonel Drake, however, are for the benefit of high school graduates studying at Penn State who intend to pursue an oil in dustry career in geology, mineralogy or engineering. University Trustee Although he never enjoyed the benefits of a college education himself, Mr. Herrick holds an honorary de gree from Alfred University and has served on that institution's board of trustees for a number of years. Besides his scholarships, Mr. Herrick keeps busy by writing, an interest which began with his first news paper work. Most of his newspaper articles today deal with the early romance of the oil industry. No one to live in the past, though, he is quick to point up the progress that has been achieved in his lifetime. There are three books on which Mr. Herrick's name appears as author, and all are the outgrowth of his per sonal experiences and of diligent research on his part. "Founding a Country Newspaper" appeared in 1938, and was followed in 1950 by "Empire Oil," the story of petroleum in New York State, and in 1952 by "Boli var, New York-Pioneer Oil Town." As alert as many men half his age, Mr. Herrick is a quiet and mannerly gentleman with a ready smile and a warm handclasp. When not traveling or contem plating one of his favorite philanthropic or writing projects, he occasionally finds time for deep sea fishing or for trout fishing in the clear, cool mountain streams of Wyoming. If there's a philosophy that has guided John E Her rick through his long and fruitful life, it probably is summed up best in a remark he made to a well-wisher on his 80th birthday. "I've had a lot of wonderful op portunities," he said, "to repay the world for all the good things it has given me." # ETC 29009 Can light airplanes be operated on all-purpose gasoline? ccounts of the recent hostil- A. ities in Korea, and previous be transported into combat, the field forces must also have avail ly of the battles of World War II, able aviation gasoline and avia are filled with reports of the he tion lubricants to satisfy the re roic missions achieved by small quirements of their own little air and seemingly-fragile light air corps. craft. These planes have per Now there is a movement un formed outstanding service in ar der foot to streamline the large tillery spotting, swiftly transport inventory of impedimenta. The ing field commanders, delivering Army is investigating the possibil messages and on occasion even ities of operating its light air evacuating wounded and speed planes on the all-purpose gasoline ing critically-needed supplies to and lubricants that are used by otherwise inaccessible locations. military automotive vehicles. As But if the exploits of these a part of this investigation, the planes have been well publicized, Army has requested the Ethyl what may not be known generally Corporation Research Laborato is that they actually are a part of ries in Detroit to assist in evalu the Army's ground forces. This ating the performance and dura presents a problem. It means that bility of light plane engines when in addition to all the other sup operated on automotive-type gas plies and equipment that must olines and lubricants. In connection with this pro gram, a special installation has been made in Ethyl's dynamom eter laboratory. An elaborate air circulation system simulates flight conditions for the engine being tested. The temperatures at four different locations in each cylin der are measured and recorded by sensitive instruments twice a min ute. In this manner any tendency toward preignition, which causes a sudden increase in temperature, is indicated immediately. Results of these tests, when evaluated, will assist authorities in determining the feasibility of operating the Army's light planes on motor fuels and lubricants -- another contribution toward in creasing the efficiency of Ameri ca's ground troops. # ETC 29010 21 Down-to-EartliC #r IT if The world series of plowing attracts experts in an agricultural skill almost as old as man By Richard F. Cook In the whole panorama of agricultural history, the pictures most typical of farming are those of plowmen tilling the soil. Such pictures start with primitive man scratching the surface of the earth with a crude hand held wooden implement. They culminate in a farmer at the wheel of a powerful tractor with brightly burn ished steel plowshares biting deep into the land, turning the green to brown. Plowing is one of the oldest steps in land cultivation. It still is one of the most important. The success of an entire crop--the future of a farm--begins with plowing. Plowing affects seed germination, plant growth, crop yield, weed infestation and soil erosion. Good plowing makes good farming. Like the many other skills that go to make successful farming, plowing prowess comes only after long years of intensive training and experience. Different types of soil and different crops" require different kinds of plow- 22 ETC 29011 ing. The slope of the land, the incidence of rocks and the threat of erosion all pose problems. The vagaries of the seasons and the weather are factors, so time is important. Plowing must not only be done well, it must be done at the right time. Since plowing has long been the universal hallmark of farming, plowing matches have been one of the most challenging and valued competitions to the farmer. Throughout the world, those who make their living from the land have for years demonstrated their plow ing skill at local, state and national levels. A few months ago, while the eyes of the sports world were focused on the baseball World Series, the eyes of the farm world turned to the rolling fields outside of Cobourg, Ontario, 70 miles east of Toronto. There a Crowds of interested spectators witnessed the match. work plowrope plow 40th some O edge of tl stret tong com tent chir and phe sup 1 ten test nat occ Ur of Nt the of E.' world series of another kind was being held. Champion plowmen from 11 countries of North America and Eu rope were competing in the first world championship plowing match. Staged in conjunction with Canada's 40th annual International Plowing Match, it attracted some 100.000 spectators. Over the huge tent city that had sprung up on the edge of Canada's No. 2 Highway flew the colorful flags of the nations represented. In the well-trodden grass streets of the tent city the accents of several European tongues were heard, and the distinctive clothing of the competitors and their countrymen was seen. Inside the tents were exhibitions and demonstrations by farm ma chinery and equipment manufacturers and oil refiners and marketers. Adding to the gaiety and holiday atmos phere were the inevitable refreshment concessions that id supplied everything from a cup of tea to a full dinner. CS is Serious Business st If there was a touch of carnival atmosphere in the tent city, there was none on the plowing fields. Con fk testants turned to their work with a skill and determi 'St nation indicative of the importance of their chosen -T. occupation to a hungry world. 1g For two days champion furrowers from Canada, the United States. Great Britain, Denmark, the Republic of Ireland, Finland, Holland, Sweden, West Germany, Id Norway and Northern Ireland pitted their skill against of the land and against each other. of On the first day, they worked their allotted half-acre - a of stubble land; on the second, an equal area of grass- Expebie.nced judges evaluated the work of plowmen. Jim Eccles demonstrates the skill that earned for him the honor of being named plowing's first world champion. ... At top, Eccles is pictured behind his newly-won tro phy, the Esso Golden Plow, with J. A. Carroll, president of the World Championship Plowing Organization, and L. D. Fraser, of Imperial Oil, who presented the award. 23 ETC 29012 Competitors from Canada ... Holland ... land or sod. They competed under a set of rules de signed to be fair to the different schools of plowing represented. Judges, themselves all expert plowmen and officials of plowing organizations in the countries competing, examined the work of the furrow-turners. As the sun set on the second day and the first shad ows of darkness settled over the plow-marked fields, the judges returned their verdict. James G. Eccles, a dairy farmer of Brampton, Ontario, was declared the world's champion plowman. Second place went to Odd Braut, of Norway, followed by Robert Timbers, of Stouffville, Ontario, who two days before had been crowned Canada's national champion. Fourth, fifth and sixth places were awarded to Allan Helin, of Sweden; Leslie Dixon, of Great Britain; and Olav Nedberg, of Norway, respectively. At a banquet that evening, winner Eccles was pre sented with the most coveted trophy in the plowing world--the Esso Golden Plow. Donated by Imperial Oil and affiliated Esso companies in Europe and North Africa, the plow is a copy of a 17th century English implement, the forerunner of practically all modern plows. Imperial Oil also donated the Esso Silver Plow, a trophy awarded annually to the Canadian champion. Esso companies sponsored the trips of the two-man plowing teams and their managers from the countries of Europe to the Ontario match. Imperial was their Finland ... host while they were in Canada and provided the fuel used in the tractors at the competition. Like other plowing matches, the events at Cobourg pointed up farming progress over the years. Forty years earlier, when the first Canadian match had been held, 31 horse-drawn plows and one lone odd-looking primi tive tractor had been entered. Now there were hun dreds of competitors in more than 45 different classes, but only a few classes were open to horse-drawn plows. Scores of modem high-compression tractors drew twoand three-bottom plows through the soil at speeds that far outdistanced the single-bottom horse-drawn ones. Promotes Goodwill Besides emphasizing agricultural progress, the world championship match provided an opportunity for the plowmen of the many nations to get acquainted and to exchange information about their specialty. More important, perhaps, it helped promote understanding and goodwill between the farmers and the countries they represented. In a world where the plow remains an essential tool for feeding hungry millions, it might well be a universal symbol of understanding. Certainly that is the hope expressed in the Latin quotation engraved on the base of the Esso Golden Plow: "Pax arva colat" (May peace cultivate the fields). # the United States ... Sweden ... Layouts and an direction this issue by Carsten Grande. Photo Credits: Page 1 (top and right), counesy Avco Manufactur ing Corp. and (bottom), counesy Phillips Petroleum Company; page 2 (top), courtesy Bell Aircraft Corp. and (bottom), counesy The Ohio Oil Company, page 3 (top left), counesy Shell Oil Company; pages 7 and 8. Jack F. Laws photos counesy Suntide Refining Com and West Germany. pany; page 9, counesy Columbian Carbon Company; page 10, cour tesy U.S. Rubber Company; page 11 (left center), Frederic Lewis and (bottom right), U.S. Navy; page 12, counesy Wayne University; pages 13, 14 and 15, Emerick W. Owen; page 19. Blackstone Studios; pages 22, 23, 24 and inside back cover, R. C. Ragsdale of Gilbert A. Milne & Co., Ltd. etc 290lz Why is automotive progress like a man washing his hands? Did you ever try to wash one hand? You know it's all but impossible. As the old saying goes,"One hand washes the other." Improving transportation is also a two-handed affair. One "hand" is the automotive industry. The other is the petroleum industry. Again and again, progress in one has been made practical by a complementary develop ment in the other. For example, it was the proved ability of the oil in dustry to provide high octane fuels, through improved refining methods and the use of "Ethyl" antiknock com pounds, that prepared the way for higher compression engines. And to prove that it works both ways, the en gineering genius of the automobile industry took full advantage of better gasolines to produce more and more efficient engines. Ethyl people, recognizing this interdependence be tween engines and fuels, have made it the keynote ol Ethyl's research and cooperative projects for the past 30 years. We hesitate to predict what future progress will bringbut one thing is certain--that this progress will be the re sult of two of America's greatest industries working hand in hand. And Ethyl research people will continue to wort with both industries and to serve in a very special way as liaison between them on problems of fuels and engines BEHIND the /ms gWl/t/SMS The lone car making its way along pic turesque Blue Ridge Parkway, near Rocky Knob, Va., on our cover, is the forerunner of the millions that will be traveling roads and highways throughout the country in the warmer weather of the next several months. Js if railroad timetables, weather condi tions, shifting franchises and the desires of 16 inafor league clubs were not enough, the lateness of Easter and accompanying Holy Days this year caused an additional compli cation in arranging the schedules for the current baseball season (see "Right on Sched ule," page 4). Because of the religious sig nificance of Good Friday, no games were planned for that day. ith a New Hampshire girl as his wife, several years' residence in the state, a degree from the University of New Hampshire and a favorite vacation spot in the foothills of the White Mountains, our reporter admits that he might be just a bit prejudiced. But he came back from his late-winter trip to the Enfield, N. H., town meeting (see "Town Meeting." page 9) with glowing reports of New England hospitality. During his stay in town, scores of local citizens went out of their way to make him feel welcome. The purpose of his visit was announced at the town meeting and the resulting cooperation, he says, helped make his task not simply less difficult, but downright enjoyable. \^jharles Harris, the Middleboro, Mass., dowser whose photograph helps illustrate our article on the subject ("Dig This," page J6), must be one of the more versatile wielders of the divining rod. He tells us that in addition to the cherry stick with which he is pictured, he has achieved markedsuccess using a pair of brass rods, and has found water for wel/s as deep as 75 feet. One of his satisfied clients is the town of Cotuit, on Cape Cod. which engaged him to find water to help satisfy the community's increasing demands. j I J I i i j | i ! ( ! Thom Tout, Editor Richard F. Cook, Aisoctat* Editor MARCH-APRIL 1954 HORSE SENSE IN HORSEPOWER .... Added power for safety, efficiency and economy 1 RIGHT ON SCHEDULE........................................ 4 Arranging Baseball's playing dates IGNITION AND PREIGNITION........................... Ethyl's new diesel fuel and gasoline additives 6 TOWN MEETING...................................................... Democracy at work in New Hampshire THIS BUSINESS OF FREEDOM........................... The story of a 252-year-old company THIS IS OIL, TOO............................................... Petroleum has a wide variety of uses DIG THIS................................................................... Dowsing for water and other things HIGHWAY HERALDRY........................................ A roundup of automobile crests MEETING THE DEMAND........................................ Expansion of Ethyl's manufacturing facilities 9 r0 13 mode Th ~ powe 15 horse (5 "hors A\ 16 is ovt 18 WI natioi on th 21 A LOOK AT LEAD............................................... 22 How the metal is mined, refined and used Opinions expressed in signed articles are the authors'. Ethyl Newt * ; welcomes articles of timely interest submitted from outside sources j Upon request, the editors are glad to grant permission to reprint u material appearing in Ethyl News. J Published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y., manufacturer of "Ethyl" antiknock com pounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. ?: j Edward l. Sh*a, Prtsidtnf SfanUy T. Crotsiand, Vic* President and Treasurer Hrb*rt A. Savagt, Secretary 1 ETC 290n s onHORSE SENSE IN By A. R. Lauer F THE 1954 automobiles, eight models boast 200 O horsepower or better. Only two of last year's models were so powerful. The majority of the new models offers higher horse power than last year. The minimum increase is four horsepower. Three models carry as many as 55 more "horses" than they did in 1953. A verage horsepower of all current makes and models is over 150, a sizable jump over last year's 133. *** What does this added power under the hoods of the nation's motor cars mean? There is sharp disagreement on this point. Some view it as a continuation of what they call the "horsepower race"--a race, they say, only death can win. This thinking stems in part at least from a com pletely erroneous mental association of high horse power with wild, uncontrolled car speed. Those who take the opposite view look upon the in creased horsepower that has been built into automobiles year after year as a genuine and measurable contribu tion to vehicle performance and highway safety. Accident statistics and engineering reports clearly support the latter group --those who consider horse power the driver's friend in need and not his mortal enemy. The facts as they stand cannot be refuted. There is no validity to the widespread belief that as horsepower a car's ability to move out of a tight road situation may spell the difference between life and death." has increased, car speeds and the highway death rate have increased proportionately. As more and more horsepower was being engineered into our passenger cars, in fact, the motor vehicle death rate dropped steadily until now it is the lowest ever. This rate is 7.0 fatalities for every 100 million vehi- hour. Under most driving conditions, that is not con sidered excessive on the open highway. Speed alone is not the villain it is made out to be. Speed undeniably does become a menace, however, when improperly used. To illustrate: 60 miles an hour is the normal limit along most stretches of the New wi or an io' hif cie-miles. Twenty years ago the rate was more than twice as high. Measured another way, fatalities for every 10,000 registered motor vehicles now number 7.2. another all-time low. In 1934, when there were only 25 million vehicles as against more than twice as many now, the rate was more than double that of today. As for total deaths, more people were killed on the highways in 1937 and 1941 than the 38,300 who died in motor vehicle accidents last year. The average road Jersey Turnpike. But let fog close in, as it often does at the northern end of the Turnpike, and even 35 miles an hour could be speeding under such conditions of limited visibility. Again, on ice, a speed of only 20 mph may be dangerous. Vp to the Drix er The burden thus falls where everyone agrees it right fully belongs --on the shoulders of the person behind t oft au wii In: bet for an> speed at that time, it should be noted, was about 40 the wheel. He is the decisive factor in nearly every high miles an hour. Now it is closer to 50 mph. None of this is intended to minimize what is still an appalling traffic toll. There is no group nor individual who would not immediately wipe out this penalty of motoring if such were possible. But what these figures do show--and show rather clearly--is that horsepower, way accident that occurs. That applies whether the car is powered by 68 horsepower (the lowest of any 1954 model) or 235 (this year's highest). A keen observer t ma era ski tws ; is . the in itself, is not the killer many imagine it to be. If we go back 20 years, we find that the death rate, by whatever yardstick, was more than twice what it is now. Horsepower in the 1934 automobiles averaged 111. It is more than 35 percent higher today. But--the automotive death rate has not climbed with horse power. In fact, it has continued a downward trend. On a graph, the rising "average horsepower" line and the falling "deaths per 100 million vehicle-miles" line have continued their separate ways until now the former is 6 to \ fer' 1 r. PO' *" mo an '' for ant x< | the at its highest point and the death rate at its lowest. " rec t utue of Horsepower What leads the average person to associate higher horsepower with higher speed is a general misconcep ; in 5 by spet tion of the value of each added horsepower. Many motorists seem to think that one added horse I power permits a gain of one mile per hour in car speed. spr ! Automotive engineers tell us, however, that it takes five or more additional horsepower to increase speed by one us,' fact mile an hour at the upper speed ranges. It must also be WOl remembered that a great deal of the increased horse intf power is used to operate accessory equipment, such as r kni air conditioning and the various other automatic de blai vices found in modem automobiles. This dissipates some of the added horsepower. 1946 kni 1954 met Even with advanced horsepower, motorists are driv ing at almost the same average highway speed that they did at the close of World War II --about 50 miles an Proof that horsepower, in itself, is not a killer is provided in this graph. While average horsepower has risen sharp ly in recent years, the death rate has declined. 1 bile earl 2 ETC 29019 will note, proportionately, as many or more speed violations and haz ardous driving practices by drivers of lower-powered cars as by those of SPEED ** LIMIT higher-powered cars. It is true that added horsepower often has been a selling feature of FOG AHEAD automobiles -- but not necessarily with the emphasis on higher speed. Instead, horsepower increases have been made to improve vehicle per formance, to better fuel economy and to cut engine wear. Because it allows fast acceleration or "extra zip" in the middle-speed range, increased horsepower actually may well contribute to the safe op eration of a vehicle in the hands of a skillful driver. The difference be tween a close shave and an accident "...35 miles an hour could be speeding under conditions of limited visibility.' is a matter of seconds. It is during those few seconds that a car's ability to move out of a tight road situation may spell the dif ference between life and death. Improved acceleration resulting from added horse power is, therefore, a definite safety factor. The average motorist may need a sudden burst of speed to prevent an accident only once or twice in his lifetime. It is com forting to know that the power for that emergency, if and when needed, is readily available. Oddly enough, there are those, although sincere in their desire to reduce highway casualties, who do not recognize this safety factor. Bills have been introduced in several state legislatures to require the installation by automobile manufacturers of governors to hold car speeds down to specific limits. Lhe author of this article, Prof. A. R. Lauer, is director of the Driving Re search Laboratory, Industrial Science Research Institute, Iowa State College. He also is a wellknown consultant on fleet personnel selection and driver testing and training. His views on how highway accidents may be reduced are summarized in these words: I | 1954 provided ;n shorp' One lieif of Governors In a recent editorial, Collier's summed up the wide spread opposition to speed-governors. ". . . it seems to "s." said the magazine, "that laws compelling manu facturers to put governors on high-horsepower engines wuld not accomplish the purpose for which they are intended. It is as if cutlers were compelled to make dull '`n'ves. lest someone should cut himself on a sharp blade. The better solution, of course, is to teach the knife wielder or the car driver how to use the instru ment in his hands with skill and wisdom." The proper use of the power of the modem automosile is a lesson that all Americans must learn at the wrliest moment. = "Every driver education course in the country should emphasize the proper use of power. "Speed zoning of certain areas along the high ways with adequate marking is necessary. "Every driver should know and abide by his particular range of safe speeds. "Our studies over the years have indicated a need for each driver to have his personal speed range stamped on his operator's license. If this were done--and enforced--there would be no feeling against increase in horsepower of automobiles. A sensible and well-qualified driver will not misuse horsepower." 29020 etc Schedule Baseball games don't just happen--theYyT^ttee'-lplanned that way hich two teams always open the major league Wbaseball season at home? How many Sunday home dates is each team en titled to during the baseball season? Games may be played on any night of the week but one. Which one? Right now, those teasers and scores more like them are foremost in the mind of a man who has surrounded himself with railroad timetables, calendars, weather surveys and an assortment of other apparently unre lated data. The decisions he makes--based on thou sands of mathematical possibilities--may well deter mine the two teams that play in the 1955 World Series. The man who is making these important reckonings is Harry Simmons, secretary of the International League. Because pennants can be won or lost on the breaks of the schedules, it is a baseball rule that they be prepared by someone not associated with either major league. Harry Simmons inherited the job two years ago from an ex-banker in Boston, Clement Schwener, who had made up the schedules for more than a quarter of a century. When he sits down, as he did a few weeks ago, to draft the following year's lineup of games, Simmons has a hundred-and-one items to take into considera tion. These are the standard year-after-year factors. When you pile on an unexpected turn of events like the transfer last fall of the St. Louis Browns' franchise to Baltimore, the schedule-maker could become an aspirin company's No. 1 customer. What specifically are some of the things Simmons has to keep in mind? 4 Well, for one, all clubs in both leagues must get an equal break on Sunday and holiday dates. Sundays at home usually number about 12 and the best a club can get is two of the three baseball season holidays as home dates. Simmons must also keep in mind that no road trip should extend more than three weeks. Then he must remember that Washington and Cincinnati always open their seasons on home grounds, and sometimes a day in advance of the regular season. April 19, Patriots' Day, means special treatment as a holiday in Boston. Weather a Culprit Weather figures very prominently in the schedule making. Both the American and National League schedules are based on four trips east each year by the western clubs and four trips west by the eastern clubs. One year the western teams travel east first; the next, the eastern teams go west first. There is good reason for this. A detailed study of past weather conditions shows that more games are rained out during the last week of April and the first week of May than during any other two-week period. Hence, with one-half of the teams at home one year and on the road the next, the weather factor is equalized. The possibility that bad weather may play hob with close pennant races in the last few weeks of the season also has to be taken into account. Simmons has done that this year by providing three complete open dates after Labor Day in the American and two in the Na tional League for rescheduling rained-out games. The various state and city "blue laws" are of nc direct concern to the schedule-maker since they do not ETC 29021 it get an ndays at chib can as home no road Then he iti always netimes a . Patriots' i Boston. scheduleil League ear by the :em clubs. ; the next, iod reason conditions ng the last iian during -half of the e next, the ty hob with the season \s has done open dates > in the Na- ire of no ey do not 7 W Schedule-maker Harry Simmons with some of the many "tools" of his trade. prohibit^ playing of games but merely stipulate the starting anM finishing hours. Even so, Simmons must be familiar^ ith those laws and keep in mind that teams unable ta complete their scheduled games during the permissible hours may have to re-book those games for a,<fate later in the season. It Baltimore. Boston, Brooklyn, New York City, Philadelphia and Pittsburgh, for instance, all Saturday night games must be halted at 11:59 p.m. regardless of the game situation. Thus it is possible that a game held up by rain or one with lots of hitting and runuaking may not get through the four and a half innings (hat constitute a "completed" game before the oneminute-to-midnight curfew. That means the contest has o be rescheduled for a different date. With Trains in Mind If Harry Simmons is a walking encyclopedia of rail^ad information, it is because timetables play a key parbin the preparation of the baseball schedules. Not ill players enjoy flying. Therefore, the major league schedules must be made up with train times in mind. The moij confining "hop" in the National League is the one fr&m St. Louis to Pittsburgh--not because of the distance involved, but simply because of the way 'he train schetfiile works out. The rules say there must x an interval of at least four hours from the time a 'isiting team alrives in a city until game starting time. Traveling by AJtierican League teams this season will he somewhat complicated by the fact that Baltimore (s a "western" clue Addine to Simmons' headaches are such economic factors and major league rules as: Teams from the same city never play at home at the same time (the New York Giants and Brooklyn are exceptions) and games must be played in the stadium for which they were originally scheduled unless every club in the league agrees to a change in site. Following custom, Simmons will have his 1955 schedule ready for presentation to the American and National Leagues by the middle of this August. It will provide for each team to play the others 22 times, but it will not show night games. The clubs themselves indicate which home games will be played under lights, but none can be scheduled for Sunday night. For four months or so, all clubs will scrutinize Harry Simmons' handiwork from all angles. Most of the teams will make several changes in his schedule draft, mostly along the lines of combining single Sunday and Mon day games into Sabbath doubleheaders and providing for night games which now are such an important part of baseball. Occasionally a team will find Simmons' schedule just about perfect. The St. Louis Cardinals, for instance, made only one switch in the current sea son's games as outlined by Simmons. They were sched uled to open the season by entertaining Chicago in a two-games series. The Cards cut this to a single game and rescheduled the Cubs for a later open date. Whatever woes Harry Simmons may have now in seeing that 16 baseball teams are just where they should be on each of 167 playing days pale as he views the future. Ahead lies certain major league status for Los Angeles and San Francisco. And who knows? Maybe even for Seattle, Denver, Houston, et al. db ver since that day 33 years ago when Thomas Midgley's long search E for an antiknock compound led to the discovery of tetraethyl lead, autom operat Ethyl Corporation has been contributing to the effective utilization of an ign fuels in internal combustion engines. Through the years, the Company's fouhnj research laboratories, automotive engineers, chemists and fuel technolo which gists have worked closely with oil refiners and engine manufacturers to convei improve engine design and performance, and to develop better and more Befi effective fuels and fuel additives. In the course of this work, nearly one of cot million hours of multi- and single-cylinder dynamometer engine tests and Too, s 100 .million vehicle-miles have been accumulated. concer Two of Ethyl's most recent contributions are fuel additives which are to wh providing practical solutions to problems that have been of concern to effectis 'Ethyl" Diesel Ignition Improver x w idely known as DB-36 amyl nitrate during the V \ several years in which it has been extensively tested, the diesel fuel additive has been designated " `Ethyl' diesel ignition improver." It has been accepted by diesel engine manufacturers, diesel fuel producers and diesel engine operators. It is in commercial use in Navy diesel fuel and premiumgrade automotive diesel fuel on the West Coast, in city bus fuel on the East Coast, and in regular-grade auto motive diesel fuel and in railroad diesel fuel in several parts of the country. Acceptance of this additive enables the petroleum industry to produce larger quantities of acceptable quality diesel fuels, adds flexibility to refinery opera tions and simplifies storage and transportation prob lems. To diesel engine operators and manufacturers it means that more fuel of the desired quality will be available throughout the country. In helping boost the output of diesel fuels, "Ethyl" diesel ignition improver eases a supply situation that has been growing more acute. The increased use of diesel power, particularly on the nation's railroads and in automotive vehicles, has been accompanied by a six-fold increase in demand for diesel fuels since 1941. For the future, it has been estimated reliably that by 1960 demand will be about nine billion gallons, or al most 50 percent greater than it now is. To keep pace with the growing diesel market, many refiners have turned to the use of distillates from cata lytic cracking operations and straightrun distillates from naphthenic crudes. While these stocks generally have high heat content and low pour and cloud points --all desirable characteristics--they tend to be some what low in ignition quality. This shortcoming often causes difficulties, particularly in starting diesel en gines at low temperatures and during warm-up or operation at low loads. Low ignition quality increases the time lag, or "ignition delay"--the interval between the time the fuel is injected into the cylinder and the time it is ignited by the heat of (Continued on page Sj Ethyl's extensive reseorch ond testing facilities made possible the development of the new fuel additives. 6 ETC 29023 automobile and diesel engine manufacturers, oil refiners, car owners and operators of diesel-powered equipment. The two new Ethyl products are an ignition control compound which reduces preignition and spark plug fouling in passenger car engines, and "Ethyl" diesel ignition improver, which upgrades the ignition quality of many middle distillates and thereby converts them to diesel fuels of satisfactory quality. Before they went into commercial production, both products had been, of course, subjected to extensive programs of research and testing. Too, samples for evaluation were made available to the industries directly concerned with their use. The results of these tests and the full-scale use to which both products are now being put have demonstrated their effectiveness. ,v nition al- Ignition Control Compound including engine design and fuels, fuel additives and lubricants. ince it was announced last November, Ethyl's S ignition control compound has aroused wide inter est throughout the oil industry. Already, it is being Engine designers, in their efforts to reduce the for mation of deposits, had investigated several mechanical solutions. One of the most promising of these was the used in premium grade gasoline in commercial quan development of more compact combustion chambers tities by some 20 refiners in the United States and to provide less surface on which the deposits could Canada and is being purchased for export to more than accumulate. This modification has been effective to 15 foreign countries in Europe, Asia, Africa and the some degree, but as compression ratios have been in Pacific by another half-dozen American companies. creased, the deposits, even in the reduced areas, often Use of the additive in motor gasoline is effectively re are enough to cause preignition. Moreover, future ducing preignition and spark plug fouling. trends in engine design point to higher compression In performing its dual role, the ignition control com ratios and leaner fuel-air mixtures, both of which tend pound serves to reassure the automotive industry that to increase preignition. present and future engines made better through im For its part, the oil industry has been faced with the proved fuel utilization will not problem of producing gasoline that would effectively be limited by preignition and eliminate all the noises that motorists call "knock," spark plug fouling. For the oil whether it is true knock or the result of preignition. industry, it eliminates the In many instances this has involved raising the octane necessity of adding octane number of the gasoline higher than that required to numbers to gasoline merely overcome knock, because many automobiles require a for the purpose of suppressing higher octane fuel to overcome preignition than to preignition. overcome knock. When it first approached In its approach to the problem of preignition and the problem of preignition and spark plug fouling, Ethyl Corporation, for many years, spark plug fouling, Ethyl Cor has studied the use of fuel additives. Finally, it found poration was aware that for one which, more than any other tested, satisfied the mation of the deposits which rigid requirements that had been established for com create the problem is influ mercialization of such an additive. That one is the ha- enced by a number of factors loalkyl phosphorous compound (Continued on page 8) 7 ETC 29024 I >. Ignition Control Compound (Continued from page 7) "Ethyl" Diesel Ignition Improver (Continued from page 6) that is now being widely used in the oil industry. compression. A prolonged delay at this critical point in At the time of the product's introduction, the re the engine cycle can lead to knocking and misfiring, search and development work on Ethyl's ignition con with possible engine damage, smoke and objectionable trol compound was discussed with members of the exhaust fumes, and loss of power. petroleum and automotive industries. Representatives By raising ignition quality of low-cetane distillates of both industries expressed great interest in the addi of otherwise good quality, "Ethyl" diesel ignition im tive. Oilmen were interested from the standpoint of prover makes them acceptable diesel fuels. availability of an effective means of controlling two Tests which Ethyl Corporation has conducted (sev increasing problems. The automotive industry's interest eral in cooperation with oil companies and engine man was on the basis of eliminating two barriers to further ufacturers) have demonstrated that the cetane number engine development and increasing customer satisfac of all kinds of diesel fuel--regardless of the type of crude tion with present engines. from which they are obtained, the refining method used, In performing its function, the ignition control com or the sulfur content--can be raised successfully with pound acts to alter the composition of deposits so as "Ethyl" diesel ignition improver. On the average, four to reduce their harmful effects. cetane numbers can be gained from the addition of The deposits which cause preignition and spark plug 0.1 volume percent. Moreover, these added cetane missing tend to accumulate in combustion chambers numbers generally are equal in quality to natural ce and on spark plugs under conditions of low-speed, low- tane numbers. temperature city driving. When the plugs heat up dur ing acceleration or periods of high-speed driving, the A Handy Tool deposits lose electrical resistance. This permits the cur Besides enabling refiners to produce larger quanti rent to leak away, and the plug misfires. ties of diesel fuel by including stocks that formerly Deposits on combustion chamber walls may become were unusable for the purpose, the new additive con incandescent when they reach certain temperatures. stitutes a handy tool for delivering fuels of uniform This can cause the fuel-air mixture to ignite before it cetane quality. It adds flexibility to refinery operations is fired by a controlled spark jumping across the gap by reducing the amount of selective blending required of the spark plug, and is the most common cause of to produce diesel fuels of satisfactory cetane number. preignition. Further, "Ethyl" diesel ignition improver enables re Tt*st R^snh.s finers, if they wish, to blend stocks for the desired pour point, flash point or volatility. In evaluating the effectiveness of Ethyl's ignition In addition, the additive simplifies oil industry stor control compound, fleets of passenger cars have trav age and transportation problems. Often one product eled some l'/2 million vehicle-miles. Comparisons of can be maintained and distributed for both heating and fuels with and without the additive have shown that diesel fuel purposes. The portion for diesel use can the Ethyl ignition control compound reduces preigni then be upgraded as needed. tion frequency up to 70 percent. Other tests demon "Ethyl" diesel ignition improver is a selected blend strate that it lowers the octane requirement to suppress of primary amyl nitrates. Since it is non-flammable, preignition below that required to overcome knock. relatively non-toxic and insensitive to either thermal In tests for spark plug fouling, fuels treated with the or mechanical shock, only ordinary care is required additive have enabled some passenger cars to operate in shipping, storing and blending. The additive is a more than double their previous mileage before miss liquid at temperatures down to --190 F., and can be ing due to fouling occurred. In other cases, cars have mixed readily in all proportions with diesel stocks. run approximately five times farther without missing. While amyl nitrate in various forms has long been Backed by Ethyl's more than 30 years' experience known in principle as a cetane improver, the Ethyl in providing useful additives to the petroleum industry, blend is the best from a combined cost-effectiveness the ignition control compound provides an effective standpoint. This has been demonstrated in extensive and economical solution to the dual problem of pre research, testing and development work and in the full- ignition and spark plug fouling. # fc scale commercial operations where it is used, ir 3 i March. r maple * patche: towns, s In hall: | to elec I of mun I da for t ] Tow tion th j penden hundre i mont, and Cc 8 t- etc 29025 IF rea Si lm l-zUrZT-T i Ira Wherever Enfield citizens met, local issues were discussed for days before the actual meeting. town meeting O',n the second Tuesday in March, when the sap had just begun to flow in the maple trees and remains of winter's snow were gray patches in the shadows of the woods, New Hampshire towns, as they had for generations, held town meetings. In halls up and down the state, the citizenry assembled to elect local officials and to speak its mind on items of municipal business listed in the "warrant," the agen da for the meeting. Town meeting is a democratic New England tradi tion that dates from before the Declaration of Inde pendence. It is held during February and March in hundreds of towns in Maine, New Hampshire and Ver mont, and in those in Massachusetts, Rhode Island and Connecticut where population increases have not caused it to become unwieldy and therefore impractical. In Enfield, N. H. (pop. 1,600), interest in this year's town meeting ran unusually high. Besides such rou tine items as electing town officials, approving the bud get and voting road improvements, there was the touchy question of preservation or replacement of the old cov ered bridge over the Mascoma River on the Enfield Center road. No one questioned the sentimental or pic turesque qualities of the old structure, but there was a sharp division of opinion based on practicality, safety, and assurance of financial aid from the state that would accompany a new bridge. The pictures on these pages show how Enfield dis cussed and settled the bridge issue and others of local importance. ETC 29026 While his partner, James Reagan, pumps gas oline, Archer Cummings, service station owner and businessmen's association president, dis cusses the warrant with teacher Muriel Jondro. Dan Oosselin, 28, paymaster at the American Wool en Company's Baltic mill and one of New Hamp shire's youngest town meeting moderators, presiding. Selectmen in a pre-meeting huddle: Thomas lorden, local funeral director, who spear headed opposition to the covered bridge; Eugene King, whose service as selectman dates from 1 924; and Arthur Rock, 82, whose term expired on meeting day. School closed at noon so teachers could attend the meeting. Though students were not required to be present, mony watched from the bolcony. 10 ETC 29027 After marking his choices for town officials, Clifford Goss turns in his ballot. Voting was so dose on two offices, a recount was required. A luncheon of baked beans, brown bread, cole slaw, apple pie ond coffee was served in the town holl basement by local women. Planning Board Chairman Glendon Poland speaking against a measure authorizing se lectmen to sell town-owned real estate. ETC 29028 1 The meeting over, votes counted and new officers sworn in, it was after 10 o'clock before selectmen left for home. Police Chief Francis LaBounty, who doubles as town hall sexton, bids them good-night from the doorway. 12 Whitney Hall, Enfield's civic center, was built in 1900. On the first floor are selectmen's office, library and American Legion and GAR meeting rooms. The opera house, where town meeting is held, occupies the entire second floor. Tower of unpainted brown shingles was added during World War II as aircraft spotters' post. The "battle of the bridge" raged for almost half of the three hours required for the meet ing. After a heated debate, Enfielders voted to replace the old structure with a new one of concrete and steel. They also: Elected a selectman, cemetery agent, over seer of the poor and nine other officials; sanctioned, in a close vote, games of beano in the town; voted SI00 to the Dartmouth-Lake Sunapee Region for publicity and advertising; and transacted "further business that legally came before" the meeting. Tempers had flared, personalities had been injected into the discussions, but after the issues had been voted most differences of opinion were forgotten. The people of Enfield, like those of many other New England towns, returned to their homes thankful that, in a world where freedom is fast disappearing, they still could practice democracy. # of on l', ETC 29029 ihi. ?4 J this Business of Freedom y A 252-year-old leather company is a study in American free enterprise n a side street in downtown Philadelphia, hid Found in the Rhoads story is the key to its own suc O den from Independence Hall, Betsy Ross House cess and to that of many of the country's older business and the city's other historic sights, stands a different organizations. The company is a living case history of kind of monument to American freedom. Unlike well- the growth of American industry from a handicraft known points of interest, this one is not listed in guide operation to a modem manufacturing system; how in books, visited by sightseers or studied by schoolchil dustry has survived and prospered in spite of changing dren. Yet in all the 48 states it would be hard to find an conditions and keen competition. establishment more unique and at the same time more typical of America. Evident From Start This landmark is the main office of one at the na Free enterprise has been evident in the Rhoads story tion's oldest--the second oldest, to be exact--business^ from the start. firms, J. E. Rhoads & Sons. Joseph Rhoads, founder of the firm, had no advan Older by almost three-quarters of a century than the tages. He was the son of a religious emigrant. But like United States itself, the company is a study in the free many other enterprising Americans he saw a potential dom of opportunity provided by the American system market for a product--in his case, leather for clothing, nd in the enduring qualities of privately-financed busi farming and handicraft purposes--and so he set out to ness. For more than 250 years now J. E. Rhoads & supply it. He cleared some extra land, built a vat or two, Sons has continued in business, successfully concen- dug a few pools and troughs, and started tanning. The tadng on a single pursuit--the tanning and working of year was 1702. The place was Marple, Pa. leather. Throughout its long history the concern has Today, 252 years and eight generations later, the remained under the personal direction of the members f one family. Rhoads family is still operating the firm. Sound financing, wise management, the loyal and 13 ETC 29030 able support of its employees, and an uninterrupted belt the name "Tannate" was applied. Since then the succession of male Rhoads are responsible for the com trade name has been promoted until it has become pany's record of endurance. Most important of the rea synonymous with all of the company's products. sons for its success have been the ability to anticipate Rhoads belts now drive machines in all parts of the the changing markets for industrial leather goods and United States and throughout the world. to organize the research, manufacturing and sales meth Industry has experienced other great changes since ods to satisfy those markets. the hand-tool-to-machine transition of Jonathan In the words of Philip G. Rhoads, a partner since Rhoads' time. When technological changes have 1935, the company's creed has been to "keep up with threatened to curtail use of certain of its products, the times, be leaders in our field, render real service to Rhoads has studied and successfully developed others our customers, be desirable people to work with and to take their place. Such a move to adjust to changing for, and keep the organization sound and solid so that conditions was the introduction of leather packings for it will have a good chance to survive in the unknown pneumatic and hydraulic equipment. The production future." and sale of packings have increased almost continuous During the firm's first 150 years or more, it experi ly down to the present. enced and survived the problems Through the years, J. E. Rhoads that were common to handicraft & Sons has built an organization of industries of the times. Operations skilled and loyal employees, many and capital were limited--confined of whom have been with the firm pretty much to long hours, hard 25 years or more. The family at work, careful supervision, pride in mosphere has extended beyond the quality of product and saving for partners to members of the entire expansion. staff. As a result, employee turn Then came the 1860's, probably over has been exceptionally small the most crucial period in Rhoads' and labor relations harmonious. history. These years encompassed a great transition from hand to ma What's Ahead chine labor--a result of the Indus The present organization is di trial Revolution. Power transmis rected by Edgar, Philip and Rich sion was a part of the change and ard Rhoads, seventh generation leather belts were to play a big role. The Rhoods homestead in Marple members of the family, and John, Jonathan Rhoads, then the firm's an eighth generation descendant of head, was alert to the times. He shifted from the tan the founder. Each of the partners is responsible for one ning of soft calfskins to the processing and manufac or more phases of the company operation. ture of industrial leather from heavier cattle hides. For the future, the Rhoads firm, like many other He moved manufacturing operations to Wilmington, American businesses, is seeking to develop new prod Del., to provide for expansion and he adopted labor- ucts and to provide for the plant expansion that is so saving mass production methods. From then until now, urgently needed. But no matter what the product or J. E. Rhoads & Sons has been a recognized leader in how produced, Rhoads has no intention of modifying its field, pioneering in research, manufacturing and its sales agreement. This unique guarantee states: "If new products. our product sold under this guarantee does not prove In enlisting the help of science, Rhoads early in this more economical to you, considering increased pro century set up a chemical laboratory to work out basic duction and durability, than similar products of other and specific manufacturing problems. Later a physical manufacturers which you have used under similar con testing laboratory for gauging product uniformity and ditions, we will upon its return make you a refund of durability was added. The plant was relocated twice whatever part of our original charge you claim is a fair , to provide added space and improved facilities. adjustment." Always striving to improve its products, Rhoads Drawing on more than 250 years of experience and worked with an old German tanner of Doylestown, Pa., operating on principles such as these, J. E. Rhoads & and developed a rounded leather belting superior to Sons intends to remain a solid, if small, part of the anything of its kind on the market. To this new type of American industrial scene. # 14 ETC 29031 **__ V, ., % Left, transparent plas tic instruments made of petroleum derived methyl methacrylate are used in surgery. This new sensitive prac tice golf ball is expand ed cellular plastic, a product of oil. This Is Oil. Too ith each passing day, it becomes more and more appar Went that petroleum is just about the most versatile and most useful of all the natural resources bestowed upon us. One fact alone indicates the tremendous industrial importance that petroleum has achieved, aside from its major use as a fuel and lubricant: Within the past 25 years, hydrocarbons from petroleum and natural gas have become a source of raw mate rials for more than 2,500 different chemical products. Today, largely through the magic of petrochemistry, petrol eum, in one form or another, is used (if not required) in the manufacture of such varied items as cosmetics, tires, insecti cides, piping, and fingerprint remover. It also goes into such other products as synthetic fabrics, floor coverings, plastic bot tles, fertilizers and adhesives. A few of the countless other unusual uses of oil are pictured on this page. # * ^ - 'AJS..V ' * 1 The tough hide of circus and zoo elephants is pre served and softened by regular applications of oil. Above, plastic containers on some new tank trucks are made partly from oil. _ Below, home swimming pools are made of vinyl plastic, an oil product. \i ETC 29032 X jt Dowsers-for-oil abounded in the 1860's and 1870's when Char industry pioneers turned to almost any aid, however year- seemingly fantastic, in their search for petroleum. posit i A few weeks ago, a man with The whole thing seems to have started back in Ro parti a forked peach tree branch clenched firmly in his hands walked gingerly about the farm of a neighbor not far from Springfield, Illinois. Armed only with the Y-shaped man times, if not earlier. As later ages were to have their palmistry, phrenology and tea leaf-reading, so did the Romans have their virgula divina. These "di Tt used haze tree branch and a strong belief in his own ability, his aim was to find a water supply much needed in that droughtstricken part of the country. Suddenly, as the man was about to take another step, the point of the branch "pulled down" toward the vine sticks," cast on the ground much as in the modem game of pick-up-sticks, fell into patterns (so the belief was) of portentous significance which could be re vealed only by the professional augurs. Such great Roman writers as Cicero and Tacitus described with the r are < .r holh prov sprir ground. When the farmer dug at the spot, he located vast respect the mysterious powers of these ancient two underground streams of water, sufficient at the out soothsayers. set for the daily needs of his family and 75 head of Not until the 15th century, however, is there an} N cattle. record of the use of the forked stick to locate the re of re The man with the forked branch, of course, was a sources hidden deep in the earth. Miners in the Han sitivi practitioner of the ancient and honorable science--or mountains of what is now Germany employed such fesse superstition--of dowsing. sticks while prospecting for minerals. Imported to Eng restr Dowsers are willing to try to locate anything from oil land in the time of Queen Elizabeth, they fell into dis to lc to buried treasure. The claims they make range from use there as mining declined. But then, one alert man f calit. absolute guarantees of success (or no charge!) to mere reasoned, if the sticks could be made to locate ore de r. who hopeful appraisals of their chances of good luck. Where posits, they could be used as well to indicate hidden * to lc i this leaves the average probability of success is any sources of water. He tried it. It worked, or, at any rate, ? pern 5 one's guess, but the interesting fact remains that many an audience was convinced that it worked. So was bom * D people reared on a farm can remember at least one or the dowsing rod. ' - w-he, \ two dowsers whose wells gave forth water undeniably The history of dowsing from that time on has been howi and plentifully. one of virtuosity, specialization and adaptation to the * resei 1 16 ETC 29033 s whan iwevr iny has been on to tbe Charles Harris, of Middleboro, Mass., a dowser for 20 /ears, shows how he holds a divining rod and the position to which it is "pulled" by underground water. tharth. Records of the time indicate a rather notable lack of success. Dowsers often were beheld peering into dry holes with a visible air of puzzlement before an nouncing pontifically that the wildcatter (by now soured forever on dowsing) had not dug deep enough --or perhaps too deep. Other dowsers merely vanished into more obscure parts of the country after collecting their fees--and before the accuracy of their "gifted" predictions could be tested by sweating well drillers. In truth, the oil dowsers never did come through in promised fashion. Had they done so, the petroleum in dustry would not find it necessary to spend the tremen dous amounts of time, money and enterprise it does to locate oil's hiding places. A few quick non-dowsing statistics: Last year more than 49,000 wells were drilled at an. average cost of more than 550,000 each. Some of thcindividual wells cost $1 million or more. On the average, only one out of 44 wildcat wells turns out to be'an economic producer. Dowsers to the contrary .^ahen, there is no cheap or easy way to find oil. Books on Dowsing particular problem that presented itself at the time. Temperament and taste vary the sort of rod or twig used. Many dowsers in America have settled on the hazel as the tree peculiarly attuned to responding to the mysterious "pull" of underground waters. But there are devotees of the cherry, peach, willow, beech and holly. A few dowsers, perhaps in deference to the im provements of a mechanical age, even swear by watch springs and metal rods. Not Only Water Nor is there universal agreement respecting the kind of resources to which a dowsing rod is--or is not--sen sitive. The overwhelming majority of dowsers pro fesses the ability to locate only water. Indeed some restrict their claims modestly to possession of a power to locate merely running water and in only certain lo calities. From time to time, however, dowsers appear '*bo. like their German forebears, swear to their talent to locate various metallic ores and minerals--especially Petroleum. Dowsers-for-oil abounded in the 1860's and 1870's *ften oil industry pioneers turned to almost any aid, however seemingly fantastic, in their search for the vast 'nerves of petroleum we now know are concealed in But skepticism of the reputed skill of the dowser is by no means unanimous. Kenneth Roberts, for one, believes passionately in the power of the truly gifted dowser. The noted novelist has written two books on water dowsing and has organized Water Unlimited, Inc. This is a corporation devoted to the discovery by dow sing of water flowing underground even in presumably arid localities--if, of course, such water exists. The cor poration's chief dowser claims sufficient power to be able to dowse not only on the land itself but also on a map or merely a sketch of a particular piece of land. A well-known English scientist, Sir W. F. Barrett, after watching the activities of a number of dowsers with a rather jaundiced eye, concluded that the move ment of the dowsing rod is controlled, perhaps uncon sciously, by the dowser himself, not the "pull" of underground water on the rod. However, he went on to admit, it remains conceivable that the dowser--rather than the rod--is responding to some stimulus sent forth by the hidden liquid to which "ungifted" persons are not sensitive. And so dowsing continues to have its supporters and denigrators. Oilmen and hydrologists, of course, are almost universally disbelievers. But even they might be inclined to remark wistfully from time to time, "Wouldn't it be nice if dowsing really worked?" # ETC 29034 17 Our passenger cars sport a wide variety of distinguishing crests ften seen, but seldom studied, are the crests O that grace American-made passenger cars. These crests--or emblems, medallions and insignia, as they are also called--are found in various positions on the automobiles. Some are placed at the front cen ter of the hood; others at the steering wheel's center, on the hub caps, or on the trunk lid. Wherever they appear, they serve to distinguish the car as much as its styling, body design and other char acteristics. Automobile manufacturers obviously trea sure the crests as valuable business assets. Millions of dollars have been spent through the years to promote their use, and some of the crests are copyrighted in many countries of the world. As can be seen on these pages, the crests run a wide range of design. At the two extremes alphabetically, for instance, are the Buick crest with its (in the lan guage of heraldry) "Buck's head erazed in chief, and a cross couped and pierced" and the simple, yet dis tinctive, "W" of the Willys. ep BUICK--Based on the ancestral arms of the ancient Scottish family of Buik (as the name was then spelled). Featured are a buck's head and cross, separated by a band. CADILLAC--The coat of arms of Antoine de lo Mothe Codilloc, French explorer who founded the city of Detroit. The seven pearls in the coronet atop the shield indi cate that nobleman's descent from as many ancient courts of France. CHEVROLET -- Lacking heraldic significance, the main figure reportedly was designed by W. C. Du rant after he had noticed this type of emblem in a hotel room wallpaper pattern during his travels. CHRYSLER -- This ``seal of quality" has been the of ficial Chrysler medallion for more than 30 years. i F ! DE SOTO--Adopted from the coat of arms of Her nando de Soto, discoverer of the Mississippi, after whom the car is named. I f. f * etc 29035 DODGE--One of the most elaborate and colorful of car crests, its origin has never been confirmed. Prominent are a bear ^ and a knight's helmet. i HENRY J--No doubt about this emblem of one of the nation's newest passenger cars. It is designed from the signature of Henry J. Kaiser. FORD--In use since the 1950 models, the crest was derived by stylists from a coat of arms dating back to 17th century England. In each of Ihe three fields is a golden lion. HUDSON -- The fortresses on either side of the triangle sym bolize the "strength and integ rity" of the manufacturer; the ships, "the adventurous spirit" of its engineers. KAISER--This emblem, created by automotive stylists, features a split block K mounted atop a spread-eagle standard. LINCOLN -- Prominent on this crest, as on those of some other makes, is a knight's helmet. The shield's central figure, re cently changed, once re sembled more a sunburst than a cross. iM MERCURY--In addition to the head of the Greek god, Mercury also dis plays this crest. It is gold with a red shield. 19 ETC 29036 . i NASH--Of fairly recent vintage, the crest is the creation of de sign stylists. There is no special import to the markings. I PLYMOUTH -- The emblem has appeared in many forms during the past 25 years, but always carries as its central figure an illustration of a sailing ship like that used by the Pilgrims in their historic voyage to America. STUDEBAKER-This is the insig nia of the 8-cylinder model. Other Studebaker models also bear the V-shaped emblem, but with on instead of the "8." I WILLYS - The una dorned bevelled "W" has embel lished all cars of this make since the ve hicle's inception in 1952. OLDSMOB1LE -- Like some other car makes, Olds employs two emblems. This one appears on the outside of the vehicle. On the steering wheel is a crest of heraldic significance. PACKARD--The Packard family coal of arms has appeared on all models since 1928. Atop the shield is "a cormorant in her piety pricking blood from her breast to feed her young." PONTIAC--The car was named after the famed Indian warrior and not the Michigan city in which it is made. It is only natural then that it features Eth refi As laun ufac prov Con cent t; indie pour E prog ingc meet com ecor over duct Ir gran alre; ETC 29037 Ethyl is expanding plant capacity to help 3t !s a d er -ie le. es 1 Ii i. refiners meet greater calls for gasoline As the result of growing demands for "Ethyl" antiknock compounds, Ethyl Corporation has launched a 12-month program of expansion in its man ufacturing facilities. When completed, the program will provide an increase of approximately 15 percent in the Company's production capacity at its manufacturing centers at Baton Rouge and Houston. This increase in Ethyl's manufacturing capacity is indicative of the importance of "Ethyl" antiknock com pounds to modern automotive and aviation gasoline. Each succeeding year since World War II has brought progressively greater calls for gasoline of ever-increas ing quality. Mindful of its key role in helping oil refiners meet these calls and of the importance of its antiknock compounds to the petroleum industry and the nation's economy, Ethyl Corporation already has invested well over $100 million during this period to increase its pro duction capacity. In the major phases of this postwar expansion pro gram, the capacity of the Ethyl plant at Baton Rouge, already the largest of its kind in the world, was greatly expanded, and a new manufacturing center was built at Houston. This second plant increased the Company's productive capacity by approximately one-third and provided an additional source of antiknock compounds at a time when the Korean war and the demands of na tional defense coupled with civilian consumption were "ding for unprecedented quantities of high-quality gasoline. Ethyl's present plant expansion comes during an era wden an increasing automotive population is establish ing new record demands for motor fuels and when re In the postwar era, gasoline consumption has soared from 30 billion to more than 50 billion gallons annually. liable estimates are for still larger gasoline consumption in the next few years. Modem refining methods and techniques and ex panded refining facilities, of course, will play a large part in enabling the oil industry to provide ample sup plies of high-quality gasoline. In addition, refiners will continue to use antiknock compounds to add flexibility to their operations and to add economically the octane numbers that will raise their gasoline to the desired level of octane quality. In again expanding the productive capacity of its manufacturing plants, Ethyl Corporation is providing further assurance to the nation's oil refiners that ample supplies of these needed antiknock compounds will be readily available. # 21 ETC 29038 The ancient metal plays an important role in modern technology Is appearance, construction and "get-up-and-go," there's virtually nothing about automobiles that makes you think of lead. Their lines, their finish and their performance are bright and sprightly. Lead, on the other hand, because of its weight, its softness and its dull gray color, usually is associated with ponderous sluggishness. "Heavy as lead" is one expression that comes to mind. And yet it is lead that helps make possible the quick starts, the rapid acceleration and the dependable per formance that have come to be an accepted part of modem automotive transportation. The automobile is, in fact, the largest single consumer of lead in our 20th century technology, and automotive use of lead is still on the increase. hi Batteries, (hisoline anti Solder Almost half of the 1.1 million tons of metallic lead that will be consumed in the United States this year will go into the batteries that start our cars, trucks and buses; into the tetraethyl lead that improves the quality of the gasoline that powers them; and into the solder that secures their radiators, wiring systems and many other pans. Automotive uses of lead, of course, are developments of this century, but the metal itself has been serving man for thousands of years. With gold, silver, copper, tin and iron, it is one of the six so-called prehistoric metals. Its use is as old as the ancient Chinese, Egyp tians, Greeks and Romans and as modern as atomic energy. In one of its significant new uses, for example, lead provides a shield against the harmful rays encount ered in harnessing the atom. Many of the qualities and characteristics that made lead attractive and usable for the ancients still are im portant considerations in its employment in modern science and technology. Among these are its softness, plasticity, weight, low melting point, ability to alloy 22 readily with other metals, and its resistance to corrosion. Lead is essential in the manufacture of chemicals, paints, building and plumbing materials and insecti cides; in communications, chemical construction, met allurgy and a variety of other industries. It is an ingredient or the chief material in white lead, a paint pigment; red lead, a corrosion preventive for steel; cast ing metals; type metal; lead foil; ammunition; galvan izing and annealing materials; lead sheets, traps, pipes and bends; cable coverings; and many other industrial and commercial products besides the batteries, tetra ethyl lead and solder already mentioned. In recent years, the story of lead consumption has been one of marked changes. Uses that once were major ones have, in several instances, gone into a decline as plastics and other metals and materials have taken lead's place. At the same time, uses that a decade or two ago were insignificant have moved to the fore. During the 1920's, for example, cable coverings and white lead were two of the most important uses. Re cently, with the development of plastic cable coverings and the introduction of microwave communication, less lead has been used for cable coverings. White lead also has decreased in importance as titanium and other ma terials have taken its place in paints. Molten lead is upgraded to a high degree of purity through a series of smelting and refining operations. T} auto: in va ethyl and' trig p A; comj corpi tegra Hou: als ft "Eth ETC 29039 XU i Specially-designed power equipment increases the effi ciency and adds to the productive capacity of lead mines. The tremendous postwar growth of the nation's automotive population, on the other hand, has resulted in vastly increased use of lead in storage batteries, tetra ethyl lead and solder. So much so, in fact, that batteries and TEL rank first and second among all lead-consum ing products. As the world's foremost manufacturer of antiknock compounds. Ethyl Corporation is the second largest corporate consumer of lead. At the Company's two in tegrated manufacturing plants, at Baton Rouge and Houston, metallic lead is one of the basic raw materi als from which tetraethyl lead, the active ingredient in Ethyl" antiknock compounds, is made. The lead is Uod-ocid storage batteries provide power for starting, ighting, ignition and accessories in automotive vehicles. melted and mixed with sodium to form a lead-sodium alloy. The alloy is reacted with ethyl chloride to pro duce raw tetraethyl lead, a colorless oily liquid. This liquid is steam distilled and treated further and is blended with dye and other chemicals to produce "Ethyl" antiknock compounds. Like over-all United States consumption, Ethyl's supply of metallic lead comes from three principal sources, each about equally divided: Domestic produc tion, foreign production and reclaimed scrap. At the beginning of the last century most of the world's lead came from the mines of England and Spain, but by 1900 the United States had become the leading producer. Commercial deposits now are found in many other parts of the world. The United States, Mexico, Canada and Australia are the major suppliers In the use of atomic energy, lead pro vides a shield against harmful radiation. 23 ETC 29040 to the world market. Yugoslavia and several countries in Africa and South America also are producers. Of the world's lead mines, those in St. Francois County in southeast Missouri are among the largest. In the 140 years that mining operations have been in progress more than seven million tons of pig lead have been produced from southeast Missouri ore. With the exception of the rich Broken Hill mines in Australia, this is greater than any other area in the world and accounts for approximately one-third of all United States output. In this country, lead is also found in commercial quantities in Idaho, Arizona, Utah, Colo rado and Montana. In the various localities where it is found, lead occurs in several mineral ores. Galena, a sulphide of lead, is the most common of these. Galena veins vary in thick ness from a fraction of an inch to many feet. Commer cial deposits usually are found at very great depths. In exploring galena deposits, diamond core drills are To assure uninterrupted production, Ethyl Corporotion maintains inventories of lead at its manufacturing plants. The productive mines of southeast Missouri have Ion; been the leading source of lead in the United State. I used to penetrate the ground and bring up samples of the earth's strata in areas where outcroppings indicate the presence of lead ore. Drilled from 500 to 1,000 feet apart initially, holes are sunk closer and closer together until it becomes possible to outline from the surface the areas covered by the ore bodies. In actual mining operations shafts are sunk to the depths of the ore vein. Digging, or "drifting," as the miners call it, is done along the course of the vein. I I Mwlmnisv/l Mint's Modern technology has been harnessed to increase the efficiency and productive capacity of many of the more advanced lead mines. Specially-designed pieces of power equipment scoop up ore rock and load it for transportation to the mine shaft, where power hoists carry it to the surface. Electric railroads powered by locomotives up to 25 tons in size have for years been the principal means of subterranean transportation. A recent development, providing greater flexibility and economy in mining operations, is the use of automotive vehicles for underground ore movement. Some lead ores are rich enough to smelt directly into metallic lead as they come from the mine, but these are scarce. Most must be "milled" into "concentrates" at the mine head by one or more of several crushing, grinding and flotation operations. With a concentration of only 2l/i to 3 percent of lead in the ore, transporta tion of the unmilled ore any distance would be eco nomically impractical. At smelting plants, the concentrates are reduced to metallic lead in huge furnaces, usually after being roasted to reduce the sulfur content. Smelting opera tions are followed by a series of refining processes to remove impurities that may give the lead excessive hardness or other undesirable characteristics. The refined lead is cast into bars, or pigs. In this form it is shipped to fabricators and processors who convert it into the antiknock compounds, battery plates, solders, building materials, paints, chemicals and the many other metals and materials that are so necessan to modern living. # Layouts and Art Direction: Carsten Grande. Photo Credits: Cover. David W. Corson, from A. Devaney. Inc.: page l. photograph by Donato Leo of Scope Associates; page 3. courtesy N\ ). Turnpike Authority; page 5. David Bier: pages 9. 10. 11 and 12. Camera Associates; page 15, Frederic Lewis and courtesy Lin-O-Plast Corp.. American Cyanamid Co.. U. S. Rubber Co. and N. V. Zoological Society; page 16. sketch from Empire Oil by John P. Herrick. Dodd. Mead & Co.; page 17, courtesy Charles E. Harris; pages 18. 19 and 20. courtesy Genera) Motors Corp.. Ford Mow Co., Chrysler Corp., Hudson Motor Car Co.. Packard Motor Car to.. Nash-Kelvinator Corp.. The Studebaker Corp. and Vk illvs M1^ Inc.; pages 22 (bottom). 23 (top) and mside back co'er. courw* St. Joseph Lead Co.; page 23 (bottom left), courtesy Esso Sianojv Oil Company, and (bottom right), courtesy U. S. Atom.c tnc r Commission. ETC 29041 The man who is never at his desk The girl who answers the phone for one of Ethyl's auto motive engineers must have a pretty frustrating job. These men are almost never at their desks. You see, helping bus, truck, and taxi-fleet owners get more efficient operation is not something you can do very well from an office swivel chair. So Ethyl automo tive engineers spend the bulk of their time out in the field working with oil-company sales and technical people in their contacts with fleet service managers. This offers two important benefits to refiners. Ethyl customers get quick and direct cooperation. At the same time, knowledge gained from direct contact with the field enables our laboratory people to keep research directed in the most productive channels. Our "get out in the field" operation is by no mean> confined to our automotive men in the field. Engineers from Ethyl's Research Laboratories are constantly a' work with farm-tractor people, passenger-car builders and airplane-engine manufacturers on developments that in the long run may prove important to gasoline refiner' and distributors. These hours our men spend away from their desks art the most valuable hours. They provide the first-hand knowledge and experience that enable us to give refiner the most effective assistance. We feel -- and we think you'll agree with us-ih* reliable technical service is an important ingredient t Ethyl antiknock service. ETH/l A/rVS BEHIND wyij/ws Rtchord P. Cook, Editor -MAY-JUNE 1954- (^listening under a warm summer sun in the color photograph on the front cover is Ethyl Corporation's West Coast storage terminal at Wilmington, Calif. Convenient to the many refineries in the Los Angeles area and to others in the Far West, the terminal, like its East Coast counterpart at Edge Moor, Del., maintains reserve quantities of "Ethyl" anti knock compounds to meet promptly the spe cial needs of customer oil companies. In the specialized field BLUEPRINT FOR ABUNDANCE . More food for a growing populace THE VOICE OF FREEDOM . . Radio Free Europe in action TEL: REFINERY TOOL.................................. A vital ingredient of modern gasoline FOR BETTER SALES AND SERVICE . . Recruiting and training service station helpers 10 of agricultural journalism, REFINERY TOWN, U.S.A................................ 12 Ladd Haystead, whose by Some of the nation's smaller oil towns * line appears on "Blueprint for Abundance" (page 1), is a recognized authority. Since childhood, which he INDOOR HIGHWAY.................................. New controlled-weather room at San Bernardino 15 spent with one foot on a farm and the other in a THE SCREEN'S THE THING........................... 16 f print shop, he has had wide experience as a Ethyl's drive-in theater and TV advertising farmer and writer. He has been everything in farming from chore boy, through hired `TAXI''................................. 18 hand, to foreman, supervisor and owner, and is the author of many articles and books on 7.5 billion passengers a year farm subjects. A native of the Pacific North west who makes his home in Rutherford, N. J., Mr. Haystead now is. among his other EXIT THE HORSE .... More evidence of Dobbin's demise 20 activities, an agricultural consultant, pub lisher of a farm digest, and counselor to the KNIGHT DRIVERS........................... 22 sine Committee on Agriculture of the American Petroleum Institute. The men at the wheels of tank trucks cole ly t! i Of i i One of the oldest and the newest of the Am many services that Ethyl Corporation pro Opinions eepressed in signed articles or* the authors'. Ethyl Nswi woicomos articios of tim*ly intorost submitted from outsido sourest. diet vides for its customer oil companies are fea Upon request, the editors or* glod to grant permission to reprinl afte tured in this issue. "The Screen's the Thing," materiel appearing in Ethyl News. a ce on pages 16 and 17, tells of increased "Ethyl" gasoline advertising during the peak driving Published by Ethyl Corporation, 100 Park Avenue, New mg months, and "For Better Sales and Service," York 17, N. Y., manufacturer of ''Ethyl" antiknock com on pages 10 and 11, explains Ethyl's recruit pounds, used by oil companies to improve the antiknock ing and training program for service station quality of aviation and motor gasoline. personnel. Premium gasoline advertising has been provided by Ethyl since its antiknock compounds first were used in gasoline, while the R. T. program is the latest addition to its Edward 1. Shea, President Stanley T. Croislend, Vic* President and Treasurer list of services. Herbert A. Savage, Secretory .. i i L. ETC 29045 .`fit&.i *! r>f/*-,***>*-*- > r >-^ : w^?fcss S^4 >T>f(St - 'vta/'T* Wsfi-Jf ; & :Sf v^t : - ?*.. -5* vV 10 12 15 16 18 20 22 print Blueprint for Abundance _v* By Ladd Haysiead Afew years ago a new cult appeared in the area of American agriculture. These people, quite sincere and with well-documented arguments, sent a cold chill down consumers' backbones by stating blunt ly that within the current generation we would run out of adequate food, fibre, fats and oils; that, in short, America would become a have-not nation. The pre dictors of such tragedy are called neo-Malthusians, after the political economist who forecast, more than a century ago, that the world's birth rate was overtak ing its food potential. Agricultural assets, present and future, refute predictions of a food shortage True, the present birth rate is the highest in history. True, there is very little more new land that we can count on to add to productive resources. And, true, we are constantly depleting our present land supply by loss from erosion, the expansion of cities and towns, and the building of roads and parks. Still, when you balance all these liabilities against the assets, present and in the works, you get an en tirely different picture that is on the optimistic side. To start with, any competent agricultural observer will tell you without fear of argument that we aren't beginning to farm as well as we know how. While two million farms contribute better than 90 percent of our commercial output, three million more contribute scarcely enough to be a market factor. Very often the latter are too small to be worked economically and 1 ETC 29046 usually the practices prevailing on them are outmoded and inefficient. Rarely do they take advantage of the host of machines, chemicals and techniques which have brought about the modem agricultural evolution. Why don't they? First, there is a natural reluctance on the part of many farmers, particularly the older ones, to give up the "safe" and traditional for the new. Hybrid corn was around for 20 years before it began to gain wide acceptance. Second, lack of capital resources (includ ing credit) stymies many who otherwise would try the new techniques. Third, successful use of the new ideas demands a sharply upgraded management ability which many do not have or are not in a position to acquire either through temperament or educational background. And, sadly enough, there are many who take the ills and negatives of farming as heaven-im posed factors which are to be accepted with fortitude but not actively combatted. Take waste and spoilage. Nobody has an accurate figure, but it is generally agreed that about $5 billion worth of agricultural products are lost annually be cause of weeds, insects, rodents, fungi and such stor age hazards as weevils. Yet, nearly all of that waste could be eliminated by universal usage of chemicals and techniques presently available. Acts of God A great source of loss is from acts of God--damage by hail, storm, flood, drought and the like. Only a starry-eyed dreamer would say that such things could be brought under man's control by, say, 1975. But some of them at least seem to be on the way to control. Work already done indicates that hailstorms may be decreased by cloud seeding. Floods can be minimized by upstream dams. Storm-resistant strains of plants are coming in a steady stream from the plant breeders' laboratories. Drought can be fought--if not conquered --by portable irrigation systems, by new drought-resis tant plants such as the Coastal Bermuda grass now giving a good account of itself in the Texas drought, by heavier fertilization and by proper land usage. That last is currently to the point. The "black bliz zard" that hit the old Dust Bowl in February was caused, in part, by careless and unwise use of land during the wheat boom of recent years. Such unmoral conduct could be ended by enactment of a land-use law. Stopping the forces of destruction, or even decreas ing them substantially, is but one of the many ways that farm production can be stepped up, if and when we need it. For instance, the national average produc- 2 ETC 29047 * S tion of a dairy cow is only a little better than 5,000 pounds of milk annually. Yet in some dairy sections a cow that does not produce 10,000 pounds or over is cut out of the herd. There is no reason--with present knowledge of nutrition, available feed, veterinary sci ence and its concomitant medicaments, and artificial insemination--why the national average should not be as high as any good herd average. A few short years ago, a poultryman who could bring off a three-pound broiler in 13 weeks was reck oned an astute operator. Now if he doesn't do it in eight weeks with consequent savings all along the line, he soon may be out of business. You can take two or more years to feed a steer to a market weight of a thousand pounds, and many growers are doing just that. But today's smart cattleman does the job in one year-and gets a higher grading out of the animal. Thus the present beef herd of the nation could have its production upped mightily with no more land or knowl edge than we possess right now. IT hy A ol i? We still haven't assayed the biggest of all reasons why we may be wondering what to do with surpluses io 1975. If production could go up so dramatically as it did in the World War II decade, what's to stop it from doing it again? Have our scientists, technicians, machinery design ers, chemists, plant breeders and the host of other people with agricultural skills done all they can? Shall we shut down the Patent Office as someone around Civil War time suggested because "there is nothing left to invent"? Are we going to stop conservation and the greater yields it brings with only 37 percent of the job done? Are we going to halt the Bureau of Reclama tion's ambitious programs (although one might won der why the Bureau is so active today when we don't know what to do with all the crops we raise on existing land)? Can we predict that nobody can build a better tractor, create new insecticides, herbicides and antibi otics, or find a way to cure Bang's disease? In short, in this dynamic land with its freedom of mind, isn't it alnost impossible to stop Progress? It is reasonable to suppose that by 1975 we will be doing the fertilizer job that we know now ought to be dooe. We will know vastly more about soil tillage, Plant nutrition, soil conditioners and the control of Posts. Farm machinery will be even more refined and Oproved. There will be a great many more self-propoDeds. We will do more processing or partial fabriaoon in the field (with such as forage harvesters). There will be fewer but bigger farms, all fully mechan ized. More preparation for the market will be done on the farm with less preventable waste. Most of all, chemicals will grow in farm usage. From seed to harvest, chemicals now can play an important part in every farm undertaking--but only a few farmers so use them. Twenty years from now virtually all farm ers will take for granted what a relatively few do now. One question might be raised that demands a straight answer: What about the declining manpower on farms? Will there be enough help to get in the much larger crops of 1975? That can be answered by pointing to the 1940 dec ade when millions of workers departed the farm at the time gross production was increasing 40 percent. Ma chines don't get tired. A seven-man haying operation 15 years ago is a one-man (plus tractor and equip ment) job today. Huge threshing crews of 30 to 40 men have been cut to two men on the combine and one man to pick up the loaded trailers and haul them from the field. The list could go on through almost every crop with no end in sight. Almost weekly some new labor-saving device or machine is added. Currently it is the bulk handling of milk--taking the fluid from cow to tank truck without the use of human hands. In years to come, then, instead of many farm labor ers there will be a comparatively small force of highly trained, very skillful technicians. Slide rules will re place "rule of thumb" just as they have in industry. Hence, the neo-Malthusians notwithstanding, I be lieve that the Ezra Benson of 1975 still will be trying to figure out how we can find more export markets for our farm produce. Both oil and chemicals will find the farm still a major consumer, and the American house wife will enjoy an even larger selection of food when she goes to the super-supermarket. # 3 ETC 29048 powerful voice. It is Radio Free Europe, one of the few remaining links with freedom still available to the 76 million oppressed people of the nine captive satellite countries that separate Russia from the rest of Europe. RFE broadcasts almost without letup around the clock, piercing the Iron Curtain with messages of truth --and hope. In keeping alive the oppressed peoples' love of freedom until liberation can be achieved, Radio Free Europe also is keeping the Kremlin constantly off balance. No one can better interpret what keeping the Soviets off balance means than Admiral H. B. Miller, executive director of the Oil Industry Information Committee. "Min" Miller recently completed a term as president of the Committee for A Free Europe, of which RFE is the striking arm. As such, he visited and revisited the free capitals and key cities of Europe for a year. He saw firsthand the results that Radio Free Europe is achieving. Wherever he went, he was followed by Com- RF the Euj mit use sigi of < trie all Th sib i Tilt VOICE of FREEDOM i By Them Yates munist radio and press bleatings about "Miller, the i: bloody representative of the American oil capitalists." f you had lived in conquered Hungary one recent I winter, you would have been allowed to turn on the heat in your home or office only when the outside tem perature dipped to a ridiculously low level. This was the Communist way to conserve fuel and at the same time subject humans to undue suffering for the welfare of the State. But your shivering body soon would have Coming from Moscow, the Admiral considers that one of the nicest compliments ever paid him. It also is a testimonial to RFE's success in harassing the Soviets and their henchmen. The effectiveness of RFE is exhibited another way. It has been estimated that RFE renders at least 12 Red Army divisions hors de combat. In other words, the ar "i th R e> told you that the "official" temperature readings nearly Soviets must deploy that many more divisions as gar always were faked - on the high side. Then things rison troops to keep check on restive populations than changed. A voice from the other side of the Iron Cur tain broadcast the true temperatures, and the Red pup would ordinarily be required to do the job. Does RFE really get through to the captive people" n Ic pets were forced to abandon their devious scheme. "Min" Miller can tell you about that, too. One bit of Or, if you were a slave laborer at the Jachymov uran proof is that the Soviets spend about $100 million a ium mines in Czechoslovakia, you would have found year--many times as much as it costs to operate RFE conditions in the work camp as deplorable as man's --in conducting the world's greatest "jam session" over mind could conceive. Suddenly one day you would have the airways of Central and Eastern Europe. But more noticed a change of heart in the guards. They not only direct proof comes from the thousands of escapees *ho showed signs of kindness, but even attempted to curry make their way into friendly hands. Without Radio prisoners' favor. Again the voice from the West had Free Europe, they agree unanimously, the spirit of the spoken. captive people might have been broken long ago. There is nothing mysterious or secret about this all- Despite the millions it spends in trying to jam the f 4 Etc 29Q4q RFE broadcasts, the Soviets have not been able to stop the flow of truth across the Iron Curtain. Radio Free Europe maintains 26 short- and medium-wave trans mitters in Western Germany and Portugal. Each can be used on a different wave length. By using specially de signed directional antennas, RFE is able to put signals of over one million watts into each of the satellite coun tries. Further, to insure being heard, RFE daily i all its transmitters to each country for half-h This so-called saturation broadcasting h ahptfst impos sible to jam. Mail smuggled past censpr<&Jf^'the Communists' own shrieks of protest, R^tfnfCspaper denunciations of RFE, and Red cabj^^t members' broadcasts "refuting" RFE's "tujifad^ts" -- all these attest that Radio Free Eump^Srcgrams are the most listened to and the mj f^Kted and believed of any behinjl the Ima-eGrtain. lis fact, to put it mildly^hs^^psrtlnnerving effect on the Kremlin andJ*ff^5((pefgovernments. Red Faces Red Imagine, for instance, the consternation in Soviet political circles when RFE scooped the Communists aitVi waive rj. Stalin's illness and dcaih^jours before the ifffTri'3r,y 1'n Kr>"t passing, Radio Free Europe filled the air in saturation ^broadcasts with the news that "Stalin is dead! Your iSElHnnis^ppressors no longer have a leader!" 1 ~ fir that Red puppets in Poland te found themselves in wh^ ^|u u -kil for an RFE-pre- plot. To set the trapTREE^aired fictitious state- fictitious persons. Not aa?hig-mlet the atements go unchallenged, the Polishp? "imerview'edrSe^non-existent persons and published their "denials" qf the^REE quotes. Red faces in high Red places were c^P^Bh wlwu Radio Free Europe exposed the plot to its Us?N^sin Poland. Radio Free Europe was fohlui in 1949 as an The Czechs who crashed the Iron Curtain in a homemad 'link exemplify the ardor of Europe's oppressed millions. ETC 29050 ( i ( RFE "truthcasts" help combat the hate-America campaign conducted by the Soviets in the satellite countries. From powerful transmitters in Western Germany and Por tugal, messages of hope are broadcast to captive people. independent American enterprise by a committee of private citizens, and is financed by the contributions of American businesses and individuals. (Donations can be mailed to Crusade for Freedom, in care of local postmasters.) That is one big difference between RFE and the Voice of America, with which RFE often is confused on this side of the Atlantic. Voice of America is an official United States Government operation. It broadcasts to many countries, not just the Soviet satel lites, and so can devote only a limited amount of time each day to any one country. For the most part, it tells about the wonders and glories of the United States. Radio Free Europe, on the other hand, offers little information about the United States as such. Rather, it employs known and respected exiles and escapees from the target countries--writers, political leaders, en tertainers, editors, etc. They speak to their fellowcountrymen not as propagandists for another nation but as free men talking to men who are determined to be free. To appreciate what this means, imagine for the moment that a Soviet-type dictatorship has been im posed upon the United States. Then imagine that there has sprung up in Canada a great radio station of Americans-in-exile. Suppose that men and women you knew and trusted--men and women like Dwight Eisenhower, Bing Crosby, Walter Reuther, Margaret Chase Smithbroadcast messages of hope and encouragement over that station. Would you listen to it and believe what they said? You bet you would! To keep up with the news, RFE maintains 16 bu reaus from Stockholm to Istanbul. Refugees fleeing to the West are interviewed almost as soon as they touch foot on free soil. They are questioned about living and working conditions back home -- even on such fine points as bus schedules and the price of eggs. Further information is gleaned from the hundreds of Iron Cur tain newspapers and publications that come RFE's way, and from monitoring broadcasts emanating from the Communists' own radio stations. Tito-uay Squeeze That is how Radio Free Europe is able to bring about a change in, say, the guards at the Czechoslovakia uranium mines. Calling guards by name on its broad casts, RFE tells them that it knows how brutally they are treating the slave workers and that unless they change their ways they will "never escape trial and punishment when liberation comes." The guards are caught in a two-way squeeze. They know that with at least 80 percent of the people in Iron Curtain countries still strongly anti-Communist (most authorities agree on this), liberation surely will come one day. More im mediately they fear what the Communists call a "show trial." The Reds stage such demonstrations every now and then to ease public censure. The idea is to show that the guards, in acting so brutally, had violated orders; that the Communists never wanted the people abused or exploited. Usual results of the show trials are dis missal of the "disobedient" guards and a general bet tering of conditions at the labor camp. When such miracles as this can be accomplished in the eyes of captive people, it is little wonder that citi zens of the satellite nations tell RFE "You give us hope ... the Reds are jumpy . . . you spark our will to re sist . . . keep it up." RFE intends to do just that. It wiD not only "keep it up," but plans in the days ahead to expand its coverage through more hours of broadcast ing and more and stronger transmitters. In more ways than one, Radio Free Europe definitely is on the beam. # 1 cc lo si al of ] flc cc m a m m & m w T fii <x TE 6 ETC 29051 REFINERY TOOL By Christopher C. Vogel etraethyl lead so often is thought of purely in Tterms of obtaining gasoline antiknock quality that its corollary role in refining operations is sometimes over exact economics. And no doubt arises from such un knowns as operating costs, yields and maintenance. TEL helps refiners to capitalize on the important looked. Tetraethyl lead is a refinery tool. Indeed, con premium gasoline market in two ways. It makes it pos sidering the fact that it is found in over 95 percent of sible to increase the production of a premium of a given all motor and aviation gasolines, tetraethyl lead is one octane number. It also permits a premium fuel of higher of the most widely used refining tools. octane number to be produced. If TEL's value as a refinery tool could be summed TEL, moreover, permits the optimum production of up in one word, that word would be "flexibility"-- both premium and regular. A refiner can take maximum flexibility in operating a refinery, flexibility in meeting advantage of interchanging fuel components between Jt competition and the public's changing octane require grades, diverting high quality materials to the premium ia ments, flexibility in planning for the future. grade and regaining the octane quality thus lost in reg d- Considering TEL's primary role, refiners know as ular by adding TEL. The same flexibility helps a re *y a general rule that TEL is the most efficient and eco finer to produce aviation gasoline--and still keep his nomical means of obtaining antiknock quality under motor fuel market. TEL thus is a key blending tool. nd most trying circumstances. Up to 3 cc. of TEL per At the same time, TEL helps to overcome occasional ire gallon is used in motor fuel. In many cases, this maxi fluctuations in antiknock quality at refineries, and there at mum use level is also the most efficient use level. Even by maintains uniform quality. The flexibility of TEL ies where the economics of a given refinery dictate that permits refiners to use as much--or as little--TEL as ree TEL use be held a little below the maximum, the re is actually required to maintain that product uniformity. im- finer always has at hand, at no capital expense, an By increasing the flexibility of gasoline production, iow octane improvement method about-which he knows the TEL helps to increase the flexibility of refinery opera- now that TB. provides much of the flexibility required in round-the-clock refinery operations. lent used dis- bet- ,,>d in : citihope to rt* It will ;ad to dcasl- initety tl H f if ft t: r - Vtt Ii ; ^ it - T .* + :4 2905- tions throughout the year. As gasoline fractions go into heating oil, as heating oil fractions go into gasoline, the leverage of TEL helps refiners to achieve the de sired distribution of products season by season. In the summer, for example, some refiners must charge more gas oil than their crackers can handle. As a result, the surplus is cracked in thermal equip ment. The resulting thermal naphtha is frequently so low in octane number that, considered alone, it cannot be improved to marketable quality. But by adding it to their gasoline pools--and increasing the TEL content --the refiners are able to market this naphtha and also meet peak demands. The same situation holds true for marginal straight-run naphtha. TEL also helps refiners adjust to fluctuations in fuel oil demand. Consider a refiner who has to charge more crude oil in order to meet a seasonal heating oil demand, and yet has only limited marginal capacity in which to process the crude. The low octane gasoline produced from such crude would in all probability be unmarket able. except for TEL. On the other hand, consider a situation where crude costs are high and the demand for distillates is low. In this situation, refiners want as much gasoline--and as little middle distillates--as possible. By using TEL, they are able to cut down on yield-reducing gasoline improvement processes and at the same time minimize the production of lower-priced heavier fuel byproducts from costly crude. Besides helping to overcome fluctuations in demand, TEL also helps to make certain needed processes pos sible. A good example of this is seen in heavy fuel oil, which has been a marked problem in some areas. Coking Processes Unable to dispose of their residual fuel oil com pletely, a growing number of refiners have been turn ing to coking processes which convert the heavy fuel oil into gas, gasoline and coke. As it happens, gasoline produced by thermal coking is inferior in octane num ber. By pooling this gasoline with their other stocks-- and adding TEL--refiners are able to market the fuel. Accordingly, coking operations become feasible. As a refinery tool, one of TEL's most important benefits to refiners relates to long-term marketing plans. Refiners are constantly looking ahead to the future, gauging the quantity and the quality of the products they will be called upon to produce. With TEL, they have flexibility and latitude in projecting future im provements and additions to capacity. For example, suppose a refiner has scheduled new 8 TEL helps refiners to capitalize on the premium gaso line market by enabling them to increase premium production and raise octane number readily. The fit refiner time c During wars and periods of national emergency, TH. helps provide increased quantities of high-quality gasoline for military as well as civilian use. ETC 29053 The flexibility provided by TEL mokes it possible for refiners to produce aviation gasoline and at the same time continue to manufacture motor fuels. low-octane gasoline produced by refiners striving to meet seasonal heating oil demands can be upgraded to marketable quality by the use of TEL. octane improvement facilities during the next five years. New plants aren't built overnight, and making the com pletion date of a new unit coincide exactly with market demands is almost impossible. With TEL, however, a refiner can either defer the start of new construction, or miss its completion date, by as much as a year or more. In the same sense, a refiner may be planning an ex pansion in plant facilities -- and may meanwhile be studying one or more experimental processes under de velopment. Here, too, TEL gives him time -- time to complete his development work, compare his experi mental process with present commercial processes, and determine which process is best suited to his needs. Guard against Overbuilding Once again, it is to the refiner's best interest to build new equipment only to the extent economically justi fied, thereby minimizing outlays of capital. With TEL, he can guard against overbuilding by using TEL for incremental quality improvement should his installed capacity at any time be inadequate. These, then, are some of the practical considerations which guide refiners in their day-to-day use of TEL. During war or periods of national emergency, TEL does double duty--giving the final lift in antiknock quality to high octane materials diverted from motor to aviation gasoline and offsetting the loss of the high octane gasoline fractions taken out of civilian fuels. As can be seen, then, TEL plays a real and vital role in the operations of any refinery. How big a role that is can be seen in one fact: If all the motor gasolines produced in the United States were pooled together, their average octane number would be 88 at present levels of TEL usage. But without TEL, that average octane number would drop to 76. In terms of regular and premium gasoline, the average motor fuel, with out TEL, would drop from 86 to 73 octane number for regular and from 93 to 84 for premium. It is some 31 years since tetraethyl lead was first introduced in gasoline. One of the remarkable things about TEL is how it has enhanced each advance in re fining technology during this period. For as each major process has come along, TEL has continued to step in and make good gasoline better. Reflecting its increasing value, the oil industry uses more TEL today than ever before, twice as much, in fact, as only six years ago. Today, as when it was first introduced, TEL enables the oil industry to produce the most efficient gasolines, to conserve crude petroleum, and to achieve other worthwhile economic benefits. In so doing, TEL stands as one of the industry's most useful refinery tools. # 9 ETC 29054 i For Better Sales ai bvious, even to the most casual observer, is the was one in which it could be of service, Ethyl formu O great transformation that has taken place in re lated the recently announced nationwide program to tail gasoline outlets in the last few decades. Simple supplement the efforts of the oil industry in attracting filling stations where "gas, oil and water" once were and holding high caliber service station attendants. dispensed to a relatively few intrepid car owners long The Ethyl program, which is concerned with recruit since have given way to complete modern service sta ing and training employees, is designed to assist the tions that supply the needs of America's 50 million industry in building and maintaining a better and more motorists. stable service station force. It is intended to help deal A number of factors, of course, have contributed to ers recruit capable personnel and help their employees the great change. But heading the list are men-the men become better salesmen for the products at the stations. who own, operate and staff the stations. It is these men Ethyl's first step was to talk with a number of people --dealers and attendants--who, by their constant atten who have an interest in, and a knowledge of the recruit tion to duty and their eagerness to help have established ing and training of service station personnel. Then fol a universal reputation for service. lowed the survey in which nearly 5.000 representative Oil companies, large and small, are justifiably proud dealers throughout the country were queried. of this enviable reputation of their retail outlets. As a part of their efforts to continue the service and increase Survey Findings the sales of their products, the marketing departments The survey pointed up the fact that while dealers of many companies are stepping up their efforts to help themselves are enthusiastic about the service station dealers select and train good, steady, reliable attendants business, fully half of them find that it is difficult to hire -a problem that has become more acute recently. competent men, either part-time or full-time. Less than Always anxious to serve better its customer oil com 50 percent of their employees have been with them panies, Ethyl Corporation has followed with a great longer than one year, they report. Moreover, of the deal of interest the oil industry's efforts in this direc 4,562 interviewed, 2,917 stated that they had lost at tion. Knowing how vitally the service station personnel tendants during the year. Nearly half of the men who problem affects the entire industry, Ethyl conducted left did so because they were "unsatisfactory." a far-reaching survey in an effort to shed some light As far as the dealer is concerned, high turnover can on the causes of the problem and to develop workable be very costly, due to inexperienced help during the solutions. When it became apparent that the problem break-in period and the cost of training a continuous Ethyl's first step was to talk to people familiar with the service station personnel problem. line pan> prob whic & has 1 servi does since corn; ance Si busii on tf secui felt : grarr capa A gram desir field, and i the v the i. he si to ini ETC 29055 lershire and train attendants... and Service line of new men. From the viewpoint of the oil com pany, aside from the loss of product sales, there is the problem of having a reservoir of good material from which to select new dealers. Equally important is the effect on the public, which has been educated to expect prompt, courteous, efficient service. Motorists are quick to criticize service which does not measure up to these high standards. Further, since the man at the pump is the average citizen's only contact with the oil industry, the attendant's perform ance is important from a public relations standpoint. Since the oil industry believes that the service station business is equal to or better than other lines of work on the basis of income, working conditions, enjoyment, security, opportunity and return on investment, it is felt that an effective information and recruiting pro gram can help attract larger numbers of potentially capable attendants. A feature of the recruitment portion of Ethyl's pro gram will be a new motion picture intended to create a desire among young men to enter the service station field. Available for showing to business groups, schools, and dealer organizations, it will stress the opportunities the work offers. For the dealer, the film re-emphasizes the importance of his business, portrays those qualities he should seek.in a job applicant and shows him how to interview and select candidates for jobs at his station. The Ethyl survey reached nearly 5,000 dealers. In addition, there will be a booklet for distribution to those who are wondering what line of work to enter. Another feature will be a recruitment kit for the service station dealer, which will tell him where to re cruit, how to hire, and what to do with new employees. It also will include interview questionnaires for the dealer to use, and other practical aids. Advertising Campaign The motion picture, the booklet and the dealer kit will be ready for oil company use by the latter part of August. They will be followed, in the fall, by an adver tising campaign, directed to students, to interest them in service station work. The training phase of the program will emphasize product information. Based on Ethyl's wide experience in educational and training programs with scores of oil companies, it will help instill in service station em ployees a new appreciation of the products they sell. Plans call for the recruiting and training program to be carried on cooperatively with Ethyl's customer oil companies, which in turn will take it to their dealers. By working along these lines, Ethyl hopes to assist oil companies and their dealers in improving the effective ness of their service station attendants. # that o * feature of the new program will be a motion picture Pointing up the advantages of service station work. A booklet and recruitment kit for dealers will be included in the supply of materials. etc. 29056 etroleum and its products have become so woven into the fab Pric of life in America that in towns and cities throughout the country evidence not only of their use but also of their manufacture has become more and more commonplace. The term "refining town" no longer means only such giants as Philadelphia, Bayonne, Port Arthur, Houston, Long Beach and Bakersfield. Today the skeletal steel of refinery towers and the smooth roundness of storage tanks punctuate the skyline in some 36 of the 48 states. Scores of small towns are the homes of refineries which together are helping to satisfy the nation's seemingly insatiable appetite for oil. Pictured on these pages are scenes from a few of the many smaller communi ties that are a part of "Refining Town, U.S.A." # ! LOVELL, WYO., on the Shoihone River, near the Montana border, is the site of an Ohio Oil Company refinery. Looking west on Broadway, the main business street in DRUMRIGHT, OKLA., where Tide Water Associated operates a refinery. i i T a ii 8 & The facilities of Continental Oil and New Mexico Asphalt & Refining in ARTESIA, N. M., produce about 80 percent of the gasoline consumed in that state. The 78-year-old courthouse is a landmark in WARREN, PA., where the offices and manufacturing facilities of United Refining are located. The David A. Howe public library and community center building in WEUSVIILE, N. Y,, site of a Sinclair refinery. ,11 Iff. One of the country's northern most refining towns is SUN BURSTS MO NT., where The Texas Company operates oil processing facilities. *y.. rA. ffS ETC ^905g REFINING TOWN, U.S.A. Santa Maria Union High School and Junior College in SANTA MARIA, CALIF., where Sunray Oil, Douglas Oil and Western As phalt & Refining manufacture oil products. The offices and refinery of Cosden Petro leum in BIG SPRING, TEXAS, make this county seat of Howard County an oil town. MOUNT VERNON, IND., on the Ohio River in the southwestern corner of the state, boasts this spacious high school and the refinery of the Indiana Farm Bureau Cooperative. M encou it can freak count! or othc The and to a spec: Corpoi for aut The weathe one of which added t The Jefferson Davis parish courthouse in JENNINGS, LA., "Cradle of Louisiana Oil" and site of Evangeline Refining's refinery and a Stanolind recycling plant. 14 Another river refinery town with an imposing school building is SCOTTSBLUFF, NEB., on the North Platte, site of a Coopera tive Refinery Association plant. Hear weather tion dehides b. Perate< `road" ] without other co 'he open Mode ETC 29059 jouthwestern hool and the -.hool building 3f a Coop*'0' otor vehicles traveling a new highway to be search laboratories in Detroit, the new installation at M completed in Southern California next spring will San Bernardino is the end result of more than 25 years encounter frigid temperatures ranging as low as zero, of design, construction, and use of chassis dynamome it can be reliably predicted even at this early date. The ters for the precise evaluation of gasoline quality. freak weather--for that usually balmy section of the The pin-point accuracy required in knock rating country--will not be the result of any eclipse, solstice gasolines in vehicles necessitates a controlled environ or other celestial phenomenon, however. ment and climate that may be reproduced day after The vehicles being subjected to the freezing blasts-- day. This the indoor highway provides in full measure. ad to temperatures as high as 120--will be traveling c special '`indoor highway" to be constructed at Ethyl Artificial Weather Corporation's research laboratory at San Bernardino Here, practically regardless of the outside weather, `or automotive fuel and engine studies. octane number requirements of vehicles and the road The, fingertip availability of such extremes of octane numbers of gasolines can be accurately mea `tather, and of any desired temperatures between, is sured under standardized conditions of temperature, one of the chief advantages of new testing facilities humidity, road gradient and wind velocity. Further `hich will be housed in a new wing extension to be more, a given set of weather conditions can be exactly dded to the Ethyl laboratory's main building. reproduced at a later date, thus allowing comparisons Chassis Dynamometer of newer cars and gasoline stocks with older ones. The range of temperatures, altitudes, and road gra Heart of the new equipment will be a "controlled dients in the vicinity of the San Bernardino laboratory *eather" chassis dynamometer setup, a power absorp- creates vehicle operating conditions that are representa w device which will permit the rear wheels of ve- tive of most areas of the United States and, therefore, 'des being tested to rest on rollers so that they can be are utilized extensively for durability and endurance perated indoors under actual driving conditions. Thus testing. But since Southern California does not gener rnd" knock rating work can be carried on at any time ally experience naturally cold weather, the new indoor `nhout interference from traffic, inclement weather, or equipment at San Bernardino is expected, in addition complications which often delay such studies on ^cpen highway. to its other advantages, to prove especially valuable in cold starting and engine warm-up studies, and tests Modeled after similar equipment at Ethyl's main re having to do with carburetor icing. # ETC 29060 15 S -'S 5 O '* sr = = 5. r Screen's the Thing Drive-in movies and TV are helping to sell more premium gasoline ain street traffic in the small Iowa town never with building restrictions relaxed and automobile travel M had been much of a problem before, but it cer in full swing, there were less than 1,000 of the new tainly was that night 40 years ago. A crowd of people fresh-air movie "houses." This year, however, industry had overflowed the sidewalk and was standing in the surveys reveal, more than 4,500 drive-in theaters are street. Horses and buggies were stopped, streetcars showing Hollywood creations to enthusiastic patrons. halted, and the few automobiles in town backed up for And the end is not in sight. a couple of blocks. What's responsible for the great boom in outdoor Before the local one-man police force reached the entertainment and what kind of an audience is it that center of the throng, he had spotted the cause of the is attracted to "through-the-windshield" viewing of mo jam. It was the Alexander boys and some newfangled tion pictures? Most of the answer to this twofold ques idea of theirs. tion is found in one word: Families. On one side of the street, above the family shoe Increases in family attendance which have been in store, they had stretched several bed sheets. On the evidence for the last several years will continue this other, they were using an old stereopticon machine to year. It has been predicted that family groups will make project animated slides on the makeshift screen. Inter up 70 percent of drive-in theater audiences in 1954. spersed among the pictorial slides were advertising mes sages bearing the sponsor's name. ^nstter a Need Thus, the annals of advertising history record, was Drive-ins are popular because they have answered a born the outdoor movie theater and motion picture ad need for the young families of America. They solve the vertising-media of entertainment and advertising that baby sitter and the parking problem, for they eliminate today are reaching new heights of popularity and effec both. Parents can go out for an evening's entertainment tiveness. while the youngsters sleep in the back seat. They can The fact that outdoor screen showings were pion go dressed in their shorts or slacks, and even take a eered four decades ago may come as news to those who sandwich, if they want. These and other conveniences have viewed their emergence, along with that of tele help explain why drive-in theaters today account for 20 vision. as the two great post-war phenomena of the percent of the nation's total box office receipts. entertainment world. But while the birth took place While the drive-in theater has come into its own only that long ago, most of the growth of drive-in theaters recently, motion picture advertising, the other product has come in the last few years. of that small-town Iowa experiment of 40 years ago, Before World War II, there were but a few roadside has been helping to sell the products of some of the theaters scattered across the country. As late as 1947, country's leading manufacturers for some 35 years. Two of the most popular entertainment media of the post war era carry Ethyl's gasoline sales message to millions. ati m; set set |W TC 29061 Long before their distribution was expanded to include the outdoor movie-goer, commercial films were in wide use in conventional theaters. Talcing advantage of film advertising--before the big new drive-in theater audience--Ethyl Corporation is a leading user of such films, or Minute Movies, as a part of its effort to help oil companies increase their premium gasoline sales during the peak driving months. Over the last several years, Ethyl has found that spec tators at drive-in theaters are an ideal audience for a gasoline sales message. As motorists seated right in their own automobiles, they are receptive to an explan ation about the difference top-quality gasoline can make in their car's performance. Surveys conducted at service stations in areas where these messages are pre sented at drive-in theaters disclose that many of the Jimmy Powers, nationally known sportscaster, emcees the popular television program, "The Big Playback." premium gasoline sales can be traced directly to the Ethyl Minute Movies. In Ethyl's expanded summertime advertising, pre mium gasoline movies are this year being shown at over 350 drive-in theaters in 16 states for a period of 20 weeks. These theaters have an average weekly audi ence of approximately 2,000,000. While the drive-in theater advertising is reaching a predominantly rural audience, Ethyl's 1954 television advertising is being seen by car owners in urban areas. Planned for a 26-week period, the TV series features, lor the second year, the popular sports program, "The Big Playback." Launched in most areas in May, this last-moving entertainment is now completely under way and is being seen weekly over 45 television stations with a potential coverage of 13.2 million TV sets. featuring Jimmy Powers, nationally known sportscaster, "The Big Playback" appeals especially to men, Entertaining and at the same time hard-selling commer cials are featured on TV and at drive-in theaters. who, surveys show, influence most retail gasoline sales. It brings back on the screen thrilling moments in sports history. Outstanding episodes in baseball, football, box ing, track, racing, and other more unusual sports are recreated. The Max Baer-"Kingfish" Levinsky slugfest is shown; the Ohio State-Notre Dame gridiron battle of 1935 is replayed; Count Fleet is pictured winning the 1943 Kentucky Derby; and Babe Ruth's farewell appearance at Yankee Stadium is re-enacted. Guest Stars Too, on each show, a well-known sports figure ap pears as Jimmy Powers' guest and gives TV audiences the authentic story behind some of their outstanding exploits. Helen Jacobs of tennis fame, the Brooklyn Dodgers' Jackie Robinson, Wilbur Shaw of automo bile racing, and the illustrious "Four Horsemen" of Notre Dame are a few of those appearing. To help promote the premium gasoline sales of Ethyl's customer oil companies, both the drive-in the ater Minute Movies and TV programs use entertaining and at the same time hard-selling commercials featur ing the talented artist Tex Antoine. Taking a serious subject like knock, Antoine makes it easy to understand and fun to watch. He presents a compelling reason for buying the best gasoline--all with a few deft strokes of his pencil and a brief, convincing message. In addition, the TV series includes messages from Jimmy Powers himself. Some of these concentrate on the added value of "Ethyl" gasoline, while others are designed to supplement the oil industry's public rela tions program. The latter are devoted to such subjects as safe driving and the bargain a motorist gets every time he buys a gallon of gasoline. Thus, during the peak driving months, Ethyl Cor poration is using the two most popular new types of entertainment--television and drive-in movies--to sup plement the efforts of individual oil companies in tell ing of the advantages of top-quality gasoline. # 17 ETC 29062 iach year more than 1.5 billion collective Americans clamber into motor cars not their own and pay (on the average) between 50 cents and a dollar to be taxied to destinations usually a mile or two away. If not the backbone of the nation's urban transpor tation system, taxicabs are one of the main vertebrae. At last count, there were just about as many taxis in operation throughout the country as city buses, street cars, trolley coaches and rapid transit units combined. IThere are more than 100,000 ^ vehicles that could answer the call when Phi While all but the trolley coaches carry more passengers ' tax. in the average year, the taxicab is the leader far and away in miles traveled. The latest figures available show people who want to go places hail a... pop S that in 1953 the nation's taxicab fleet covered a total of Ne\ ll more than 4.8 billion miles. i: I What the taxicab has in its favor over other means Yor muv of public transport is that the passenger may select his ope; starting point, route and destination. You can't, for Frai instance, board a bus or street car at just any corner fror and tell the driver which way to go in reaching your betv destination, which, in turn, may be blocks off the regu mar lar route. But you can hop into a cab wherever you taxi i happen to be and get driven to Jones and Smith Streets alio' by way of Green Boulevard, if that's the way you hap the ; pen to prefer to travel at the moment. by a A See .Yo Decline City It is this fact that is expected to maintain taxicab usage, in terms of passengers, at its present level. The number of people carried by each of the five principal means of urban transportation has fallen off each year since the peaks were reached in the 1946-48 period. But, relying on the "choose your origin, route and des tination" advantage, the taxicab industry feels that it will continue to carry about 1.5 billion passengers in a normal year. The big-city pedestrian who has tried unsuccessfully to hail a cab during a sudden shower or a rush hour might consider this incredible, but taxis in the United States now number about 76,500. Not included in that total are the so-called livery cars and cabs that are operated by individual owners. If they are counted, the taxicab total jumps to over 100,000. As might be expected, the most taxicabs --some 12,000 of them--are based in New York City. Then, perhaps not as expected, comes Washington, D.C., with 9,000 units on the streets. Chicago and Philadel- form II is th the t rulin mob othe; Pc Chec taxic bly li 6,00i A> taxic. acter back as pa and s accou that ; taxica 18 ETC 29063 phia are the only other cities with more than 2,000 taxicabs in operation. New Orleans, our 16th city in population, is a surprising fifth in number of cabs. Specifications for taxicabs vary from city to city. New York's are the strictest of all. For instance, New York does not allow the use of luggage trunks. Cabs must be equipped so the vehicle trunk cannot be opened. Also, alone among the major cities except San Francisco, New York traditionally has not allowed front seat passengers and has insisted upon a partition between the driver and the rear seat. That partition marks the difference--in the trade, at least--between a taxicab and a limousine. The latter has a full front seat, allowing two passengers to ride beside the driver, and the front and back seats are not necessarily separated by a partition. A local law soon to become effective in New York City permits any standard four-door five-passenger au tomobile to serve as a taxicab on city streets. No longer is the partition necessary and passengers may occupy the front seat next to the operator. The effect of this ruling is to permit any regular United States stock auto mobile to be used as a taxicab provided it meets the other specifications. Perhaps the most familiar of all large-city cabs is the Checker. This is the only vehicle built specifically as a laxicab. Checkers flow off a Kalamazoo, Mich., assem bly line at a rate of eight vehicles an hour, or between 6.000 and 8,000 a year. As much as they look very much alike at first glance, taxicabs and passenger cars have many different char acteristics. For one thing, in taxicabs, styling takes a back seat to other more practical considerations, such as passenger headroom. Purpose-built cabs are heavier and sturdier than private cars, and those factors help account for the low maintenance and operating costs diat are so essential to the profitable operation of a taxicab fleet. But it is inside the vehicle that the significant taxicab improvements have been made in recent years. Nota bly, steering has been made easier through mechanical changes, and indications are that power steering soon will be offered as optional equipment on the new cabs. As for other modern extra items now being featured on automobiles, automatic transmission and air con ditioning both are future taxicab possibilities. In addition to easier steering, another major improve ment in taxicab design and construction of late is in creased driver comfort. Seats that can be positioned up and down as well as forward and backward now make it possible for drivers to be more comfortable than ever before during their long hours of sitting behind the steering wheel. Front and side vision have been im proved, more front seat legroom has been provided, and better driver compartment cooling has been achieved. The Big Problem But the big problem of taxicab operation is not one that can be overcome through vehicle improvements. That is the problem of traffic congestion. Of all the methods of urban transport, the taxicab is the fastest and most direct way of taking people from where they are to exactly where they want to be over the route they want to travel. But like the motor bus and street car and trolley coach, the taxicab finds it more and more difficult to negotiate its trips expeditiously due to the choking number of vehicles on the streets of our towns and cities. Basically the problem that every city of any size faces is to transport a great number of people into the center of the community in the morning and then move them quickly back to their homes in the outlying dis tricts in the evening. The eventual solution to that prob lem, more than one authority thinks, lies in fuller use of public transportation, both the mass carriers and the ubiquitous taxicab.# 19 ETq; 29064 Exit the Horse t hasn't quite reached the point where the sight of I a horse cantering down the street causes youngsters to rush to their mothers' sides and gasp "What's that?" in tones of mingled incredulity and fear. Nor has Equus caballus been completely relegated to the zoo, the bridle path, and the celluloid film of western movies. But it's more and more obvious with each passing year that "the old gray mare ain't what she used to be." One look at the roads and highways of the country and it's apparent that as a means of transportation, the horse has all but disappeared. The once-familiar taunt of "Get a horse!" that rang in the ears of early motor ists is echoing back over the decades in another form to haunt the children of those who hurled it. In those rare instances where a horse and carriage ventures forth in the face of an ever-increasing stream of cars, trucks and buses, the rein-holder is admonished to "Get a car!" Even on the farm, where Dobbin's demise has been more gradual, the trend is unmistakable. Whenever and wherever he looks up from the manger, the horse sees the handwriting on the bam wall. The prospects for the propagation of his breed are far from encouraging. A number of developments of recent months bear nothing but ominous news. Among the signs of the times is the report that after enjoying 65 years of free rein, the Saddlery Manufac turers Association has finally called "Whoa!" to its activities and disbanded. Seems that membership had slipped to a mere 17 firms, and combined annual busi ness had slowed from a $50-million-a-year gallop in 1910 to a $3-million walk in 1953. Good-bye Gloves Meanwhile, a Milwaukee glove-manufacturing con cern, one of the oldest in the country, closed its doors with the observation that "Making gloves is a horseand-buggy business." As glove-users, car owners are a flop, it develops. What do they do for cold hands? Why, just turn on the heater, of course. And speaking of horse-and-buggy businesses, a cen sus of manufacturers reveals that production of such horse-age vehicles as wagons, carriages, pushcarts, wheelbarrows and sleighs now employs little more than 4,000 workers. Quite a comedown from a peak of al most 78,000 wage earners early in the century. The horseless carriage more than took up the slack, of course, as the upsurging automobile industry created more than 10 new jobs for every one it put an end to. Automotive developments, too, have battered down the walls of the animal's last stronghold--the farm. A graph showing the combined horse-mule population of America's farms compared with their total number of tractors and trucks confirms that the hay burners defi- ^ 38m 4=--/Toji M. 4MF JHL. s-- o 3111^1 jwiE ETc 29065 it after mufac- to its lip had il busiUop in ig cons doors . horsers are a s? Why, nitely are slipping while the gasoline burners are pulling ahead. For several years now, the truck-tractor popu lation of the farms has exceeded that of the beasts of burden, and every year the gap is widening. It was almost 20 years ago that Ethyl Corporation teamed up with petroleum and farm machinery engi neers to develop the high-compression gasoline tractor. A whole new farm market came into being as American farmers by the thousands hitched their plows and their destinies to the tractor. That the exchange of organic for mechanical horsepower has been a profitable one is attested by the fact that while there are now fewer farm workers and the average farmer works fewer hours, total farm output is at an all-time high. Even the county fair and that other farmers' field day, the plowing match, where with braided mane and tail and brightly colored trappings Dobbin once strutted his stuff, now bear evidence of his demise and that of his country cousin the mule. In Lansing, Mich., the State Agricultural Commission has announced that no longer will it offer prize money for fair horse-pulling contests. These exhibitions of equine strength appar ently have lost all significance and provide "nothing but entertainment," the commissioners announced. "Our prize money must go to further the interests of agriculture, and it doesn't look as though horse-pulling contests do that any more." Similarly, mechanization has killed off Mule Day in Paris, Tenn. This century-old celebration, where local politicians, youngsters, the Chamber of Commerce, and just about everyone else for miles around whooped it up in lively fashion, has been plowed under by the trac tor. Seems there are only a few mules left in those parts, and those that do survive are much too old and feeble for such carryings-on. The International Plowing Match at Cobourg, On tario, last fall, offered more evidence in the same direc tion. Hundreds of plowmen were entered in the more than 45 different classes of competition, but the hands of all but a few held steering wheels--not horse reins. Retired from Service In the United States Army, the caissons still go roll ing along, but neither the horse nor the old army mule supplies the motive power. Everything is self-propelled or mechanized. An army horse population that totaled 325,000 during World War I had, by this year, all but disappeared. A nosebag count by the Quartermaster General in April turned up only 145 horses and 251 mules still on active duty. And so it goes. On the streets and highways, on the farm, in the armed services, everywhere you look, the horse is becoming more and more a vanishing Ameri can. The animal that has played such an heroic part in world history is preserved more in statues and in mem ories than in usefulness in this automotive age. The fact is, as an elder statesman of the horse family was heard to observe sadly recently, "If Paul Revere were to make his famous midnight ride tonight, he'd probably make it in a jeep." # ETC 29066 Drivers The day's work begins for o fonk truck driver at the loading rack where his vehicle takes on its cargo. Wayne L successful Tank trucks and the men who drive them have established outstandiwords /< By Franklin G. Wilson* eorge was our car-pool driver the other morning. G Traveling along a narrow, winding road, we drew up behind a gasoline tank truck--one of those big 4,500-gallon jobs. There was no chance to pass. George began to fidget. "Take it easy," I counseled. "We've got plenty of time to get to work." "I know, but I'm scared of that confounded truck," he grumbled. "Afraid it'll blow up." "Oh come now," I kidded. "Did you ever hear of one blowing up?" "W-e-1-1, not exactly. But I still feel uncomfortable." George sighed with relief when the tank truck blinked for a turn down a side road. "Rolling bomb," he muttered, as he stepped on the gas when the high way was clear. Tank trucks have had accidents, to be sure. So have baby buggies. So have people who slipped on a cake of soap in the bathtub. But over the years tank truck drivers have compiled an enviable safety record. The fire chief who got his name in the newspapers by re ferring to tank trucks as "rolling bombs" just didn't know his statistics. Director. Safety and Fire Protection Services. American Pe troleum Institute. 22 In 1952, the record of 23,675 tank trucks was al most 417 million miles of travel, with only 1.63 reportable accidents per 100,000 miles. In other words, each truck was driven an average 61,350 miles before it suffered a mishap of any consequence. The industry's outstanding vehicle record goes a long way toward explaining why the best means yet devised for transporting oil on the last and most important leg of its journey from well to consumer is the tank truck. If tank trucks were "rolling bombs," oil companies would be hard-pressed to find drivers for them, to sa> nothing of replacing wrecked vehicles and their valu able contents. The safety record is all the more impres sive considering that tank truck drivers are on the road at times of heaviest traffic and in all kinds of weather. Safety has greatly influenced the design of modem Sofety is the watchword on the highway . . . mcikir [Lai I ETC 29067 Wayne Lacy, of Socony-Vacuum, demonstrates His successful fire-fighting technique to his fellow drivers. itandimcords for safety and dependability , alortcach re it long ised \t kg ruck, anies j say valupresroad ather. odern tank trucks. They are built of high-tensile steel. Their dome covers are equipped with automatic vents which make it next to impossible for the load to explode. In case of fire, the vents snap open and allow the vapors to escape and burn harmlessly above the tank. Modern trucks also are equipped, from stem to stem, with every other known device to make them ultra-safe. Already noted is the fact that accidents involving tank trucks are few and far between. When mishaps do occur, the truck's cargo seldom spills or bums. If fire does break out, it usually is brought under control quickly, often by the operator himself or a fellowdriver. Oil company drivers are fully trained and prop erly equipped as first-class fire fighters. Detroit witnessed vivid proof of these facts one Sep tember day a couple of years ago. Wayne "Red" Lacy, who mans a tractor and tank truck train for Socony-Vacuum Oil, was flagged down while making deliveries in the Detroit suburbs. Up ahead, another tank truck had caught fire and its driver had been injured. Lacy grabbed the dry-chemical extinguisher from his truck and ran to the scene. From his company train ing, he knew two things that were important to know at the moment: there was little danger of the truck ex ploding; and exactly how his extinguisher worked and what it could do. Shielding his face from the intense heat, Lacy climbed into a position where he could at tack the flames that were shooting up above the dome covers. One shot from his extinguisher put the fire out. Front Page Story Red Lacy hurried back to his own truck before any one had a chance to learn his name. But an alert news paper reporter, who jotted down the license number of the truck, got in touch with the Socony-Vacuum people in Detroit. Result: a front page story about Lacy's heroism in which he proved that even should a modem tank truck catch fire there is virtually no chance of an explosion. On other rare occasions when a tank truck is in volved in a fire, the reporting often is more sensational and less accurate. Banner headlines and frightened whispers sometimes spread the myth that what is ac tually one of the safest vehicles on the road is a men ace to the community. The result often is a flurry of protests to local governments and thoughtless proposals to restrict tank capacities. Of course, all the safety precautions in the world can't protect a truck if it has a careless driver. That is why oil companies put their drivers through thorough training courses, including tests that would confound the average motorist. Every one of them must prove that he can think and act fast in an emergency. Because tank drivers are professionals, they can man euver their big vehicles with precision. Consider the and at possible danger spots. ETC 29068 Tank trucks are the best means yet devised for trans porting oil on the last and most important leg of its long journey from well to ultimate consumer. t I I i t r- ,i1 '* 3 actions of George Wagner, of the Ruan Terminal at Dubuque, Iowa. Late one afternoon he was moving up a long grade into a little Wisconsin town. Near the crest of the hill he saw in his rear-view mirror that a bakery truck was overtaking him at high speed. In the other direction, a line of five cars was about to meet him. Just as the bakery truck started to pass, Wagner swerved his transport onto the highway shoulder and applied his brakes skillfully so as not to ram a culvert that might have upset his vehicle. The bakery truck managed to get back into its proper lane just in time. Besides avoiding accidents themselves, oil truck drivers often render assistance to other travelers who have been less fortunate. Everyone almost certainly has at some time seen one of the big tanks parked at the roadside while the driver was helping a motorist. Some mishaps might have had serious consequences With the increasing use of domestic oil burners, the tank truck driver has become a popular neighborhood figure. without such alert assistance. Last year, for instance, Stanley Smithem, a driver for Union Oil of California, was en route to Marysville, Calif., when he came upon a parked but unattended lumber truck. A rear tire and part of the truck and cargo were in flames. Smithem succeeded in putting out the flames with an extinguisher, but the tire continued to smolder. He ran back to his truck for a shovel and then heaped sand over the tire until the fire department arrived and quenched the burning rubber with floods of water. Three Lives Saved The fires which tank drivers help to put out are not always on the highway. On his fuel oil delivery route in North Philadelphia early one morning, Anthony Tulina, of Atlantic Refining, saw smoke belching from a store. Two terrified women were screaming from a second story window. A third was at an attic window. Tulina cautioned the women not to jump and then rushed to the rear of the building where the fire seemed worst. He kicked open the locked back door and with the fire extinguisher from his truck directed a stream of chemicals into the blaze, keeping it in check until policemen came and led the women to safety. There are today more than 150,000 tank truck drivers like Red Lacy, George Wagner, Stan Smithem and Tony Tulina wheeling their big units over the high ways of the nation. Theirs is the important job of de livering essential oil products when and where they are needed. They do that work efficiently--and safely--be cause they know their jobs--from the ground up. # A tank truck driver on night delivery in New York 9" directions to a motorist near the United Nations build""? Layouts and Art Direction: Carslen Grande. Photo Credits: Cover, L. A. Todd; page 2, U. S. Department of Agriculture; page 3. Frederic Lewis; pages 4, 5 and 6, Crusade for Freedom photos courtesy American Heritage Foundation; page 5, art work courtesy The Advertising Council; page 7, courtesy Shell Oil Company; page 8 (bottom), courtesy American Trucking Associations; page 9 (lop), courtesy United Air Lines, and (bottom), courtesy American Petroleum institute; pages 12, 13 and 14, courtesy The Ohio Oil Company, The Texas Company, Sinclair Refining Company the Big Spring, Texas. Drumright. Okia., Alma, Mich.. Warren, pjArtesia, N. M., Santa Maria, Calif., Mount Vernon, Ind.. ScotubMj. Neb., and Jennings. La., Chambers of Commerce; page 16 it**10" right), A. Devaney, Inc.; page 19, courtesy Checker Cab Manuuciu-- ing Corp.; pages 22, 23 and 24, courtesy Standard Oil Company > Jersey); inside back cover, courtesy Socony-Vacuuro Oil Compaa. Tc 29069 There are mighty few cars equipped with TV sets. In fact, in some states it's illegal for safety reasons to put a TV set in the front compartment. But Ethyl has discovered how to bring TV commer cials selling your best gasoline, right into the car. That is to show these commercials in drive-in theatres. Judging from the results, it's an excellent way to sell petroleum products. During the past three summers, we used more than 500 drive-in theatres to supplement the coverage of our TV shows. Our minute movies reached an estimated weekly audience of 3,350,000 in 1953. But more impor tant than coverage figures was the strength of the impres sion left with car owners. We checked with service-station operators within a reasonable driving range of individual theatres after the showing of our films. Again and again we were told pre mium sales had gone up and that many people mentioned having seen the Ethyl films. In fact, these films proved so successful in influencing motorists outside the TV areas that we are including selected drive-in threatres in our 1954 advertising plans to help sell more "Ethyl" gasoline. We wondered if per haps some of our friends in the merchandising and adver tising end of the oil business might not be interested in hearing of this relatively new--but proved--way of selling petroleum products. Ethyl's use of drive-in movies to help sell your best gasoline is another service we are happy to perform for our friends in the oil industry. ETC 29071 ETC 29012 naeMrnsF BEHIND THE/t&ft? ! 1 1 .Among the hundreds of historic points of interest visited by the nation's tourists this summer is our cover subject -- picturesque Fort Ticonderoga, on the shore of Lake Champlain, in New York State. With modern automobiles supplying most of the transpor tation and oil company touring bureaus (In formation Unlimited, pages 1-3) supplying many of the maps, routings and travel hints, vacationers are having one of the best sum mers on record. I frherever there's a worthwhile project under way, it seems, there's always oil in dustry participation. So it's not surprising to hear that among the oilmen supporting the National Teen-Age Road-e-o (Driving for Safety, pages 6-8) is H. D. Carmichael, auto motive superintendent of Standard Oil of Kentucky, in charge of personal interviews of contestants in the national finals. hough there is a striking contrast in size and physical makeup between the large fish being caught by the Lou Marron-University of Miami expedition for billfish research (Sci ence Coes Fishing, pages 17-19) and the tiny algae cells found in oceans, lakes and ponds, it's significant to note that scientists conduct ing studies of both are looking to the waters of the world as possible sources of more food for a growing global population. Since the famous Nellie Bly was, among her other accomplishments, the "self-proclaimed inventor of the first steel barrel for oil prod ucts," (The Nellie Bly Story, pages 20-22) it is only natural that American Flange & Manufacturing Company, a present-day man ufacturer of such containers, should have more than a passing interest in her. So it war that American Flange devoted a great deal of research to a book on the world traveler, re porter, crusader and businesswoman that it published a few years ago. En/yi/i/sh/s Richard F. Caak, Editor -----------------------JULY-AUGUST 1954----------------------- INFORMATION UNLIMITED.......................................1 The work of oil company touring bureaus PORTRAIT OF A GENIUS...................................... 4 A painting of Thomas Midgley, Jr. N DRIVING FOR SAFETY............................................ 6 The Teen-Age Road-e-o in action AHEAD OF TOMORROW......................................9 Research on tractors of the future A GUIDEPOST TO OIL.......................................... 12 The Evans Map of 1755 ha THREE DECADES OF SERVICE..............................14 Highlights of Ethyl's history SCIENCE GOES FISHING....................................IT Oilman Lou Marron's research expedition THE NELLIE BLY STORY...............................20 A brief biography of a famous woman GALLONAGE REPORT ...............................23 Ethyl's gasoline sales summaries Opinions expressed in signed article* or* the author*1. Ethyl Nsr welcomes articles of timely interest submitted from outside tourers. Upon request, the editors ere glad to grant permission to reprint materiel appearing in Ethyl News. Published by Ethyl Corporation, 100 Park Avenue, Ne* York 17, N. Y., manufacturers of "Ethyl" antiknock com pounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. Edward l. Shea, President Stanley T. Crostlond, Vice Fresident and Treasurer Herbert A. Savage, Secretary a sc his que: L pan; of tinfo to n no a the ( A tour her ( she i to Wi O Pany COur from ring biggj ETC 29073 Oil company touring bureaus help millions of motorists enjoy kappier, safer, more worthwhile travels No, the man at the touring bureau counter was assured as he was handed marked maps tracing a scenic auto route from New York to San Francisco, his request was not an unusual one. Many such re quests are received almost every week. In that case, the man came back, would the oil com pany kindly provide him with the names and addresses of two or three motorists who had asked for similar information in the last few days? You see, he wanted to make the trip to the West Coast all right, but he had no automobile. He was in hopes of persuading one of the other prospective travelers to take him along. And then there was the woman who came into the touring bureau and requested an unusually large num ber of road maps. When asked where she was going, she replied, "Oh, I'm not going anywhere. I want these to wallpaper my son's room." Of the several million requests that flood oil com pany touring bureaus every year, these two are, of rourse, exceptions. The overwhelming majority are from motorists who are sincerely seeking help in plan ning automobile trips. Right now, in what may be the biggest travel year in history, there are on America's highways and at its vacation spots motorists who are enjoying happier, safer and more worthwhile travels because of the assistance provided by the oil companies that maintain travel information services. It's no wonder that these services have become so popular. They have been developed to such an extent in some cases that they supply prospective travelers with information that not only helps them plan their trips, but also tells them how to put their house in order before they leave, how to prepare the family car for the journey, what to take, how to pack, and even how to entertain the children en route. This plus lots more helpful information adds to the success, enjoyment and often the economy of the trav els. And it's all free for the asking. Important Market Just how important vacationers are to the oil indus try is seen in a few quick statistics. It is estimated that 85 percent of the 75 million Americans taking a vaca tion this year will travel by automobile. The average family of four will cover 1,200 miles in a little over 10 days and will spend between $500 and $600 en route. Almost 20 cents of every vacation dollar will go for the purchase of gasoline, oil, automobile main tenance and repairs. It has been as a part of their efforts to reach this huge market of vacationers by automobile that a num ber of oil companies have developed the services of their touring bureaus. Portrait of a Genius E. 1. Shea, Ethyl Corporation president, speaking at the unveiling of the portrait of Thomas Midgley, Jr. ne june day 38 years ago, a young man not long quent marketing of "Ethyl" gasoline and formation O out of college reported for work with a research of Ethyl Corporation have been cited as "outstanding company in Dayton, Ohio, as "the new laboratory as achievements in private enterprise." sistant." He finished his first couple of assignments in Not only did the discovery of TEL as an antiknock short order and asked what he should take on next. usher in an era of great transportation progress, it also Tucked away in a storage closet, the assistant was made possible the conservation of vast amounts of told, he would find a box of instruments that "the boss" crude petroleum by promoting more efficient utilization had gotten together to study a problem called "knock." of gasoline in an engine. Speaking at the Midgley por Why not get the box and see what he could do with trait unveiling ceremony, Mr. Kettering hailed "Ethyl" the instruments? antiknock compounds as "one of the most important Thus began the extensive and intensive search for economic factors in the world today." He estimated a gasoline antiknock agent. Thus began, too, a long that the widespread use of tetraethyl lead in gasolines and fruitful association between two men. One of them, saves the motoring public about S2.5 billion annually. owner of the Dayton laboratory, was destined to be come the most famous "boss" in the world--"Boss Ket," Made Many Contributions the beloved Charles F. Kettering, first president of Ethyl If he had accomplished nothing more than the dis Corporation and still a member of its board. The other covery of tetraethyl lead as an antiknock agent, Tom was Thomas Midgley, Jr., who although he had grad Midgley would have been assured a niche in chemical uated from Cornell University in mechanical engineer history. But he succeeded in many other fields as well. ing, was to win lasting fame as a creative chemist. It was Tom Midgley who produced Freon, the refrig Tom Midgley has been dead 10 years now, but his erant that has been such a boon to refrigeration and memory and his works live on. Particularly does Ethyl air conditioning. It was he, with others, who saw the Corporadon revere him because it was his discovery of possibility of "mining" bromine from the sea. It was he the antiknock properties of tetraethyl lead that led who conducted researches into natural and synthetic directly to its formation. "Midge" served as an officer rubbers that were years ahead of their time. It was he of Ethyl from its incorporation in 1924 until his death. who collaborated in making the first flying bomb--three To honor anew the man who "contributed so greatly decades before the Germans used this weapon in World to more pleasant and efficient living," an employee War II. And it was he who pioneered the first synthetic "rcmony was held recently at the Ethyl Research Lab- high-octane aviation fuel. ratories in Detroit. The occasion was the unveiling-- President and board chairman of the American ty E- L. Shea, Ethyl president--of a portrait of Mr. Chemical Society (at the same time), winner of the Midgley to hang in the lobby of the Laboratories' main major awards in the field of chemistry, recipient of building. A black-and-white reproduction of the paint- honorary degrees, Thomas Midgley, Jr., was indeed one *8- done by Thomas E. Stephens, appears opposite. of those individuals who left more in the world than he Mr. Midgley's tetraethyl lead research, the subse- took from it. # Driving for Safety That's just what youngsters are doing in the Teen-Age Road-e-o quarter of a million teen-agers in more than decided to do something about the high percentage of A a thousand communities throughout the country traffic accidents involving the nation's younger drivers are far more skillful and safety-conscious automobile and the adverse public attitude toward these drivers. The age dr ing to drivers than they were a few months ago--all because But despite its recent origin, the program already has assem of a nation-wide competition that reaches its climax proved its worth. It has provided teen-agers with an duce t .1 in Washington, D. C., this August. opportunity to improve their driving habits and atti gram < The competition is the Teen-Age Road-e-o, spon tudes. In so doing, it has won the enthusiastic endorse by the sored by the United States Junior Chamber of Com ment of safety authorities, newspapers, police officials, From; merce, American Trucking Associations, and Liberty parents, the teen-agers themselves, and just about every to 80,( Mutual Insurance Company. one interested in reducing highway accidents--particu million The better drivers are the more than 250,000 young larly those involving less experienced drivers. Patt. sters who participated in the local and state Road-e-o's during the spring and early summer. Poor Safety Record ican T skillful The Washington event is the national finals of the Young drivers--those under 25 years of age--make edge o Road-e-o in which winners from the 48 states and up only about 15 percent of automobile operators on judgme from Hawaii compete for the honor of being crowned the road, statistics show. Yet they are involved in nearly reachec "National Teen-Age Driver Champion," a $1,250 schol 25 percent of all fatal accidents and in 19 percent of day of arship, a striking trophy and other lesser awards. the personal-injury accidents. These percentages be have a As national competitions go, the Teen-Age Road-e-o come all the more disproportionate in view of the better not hav is quite new. It was launched just three years ago when eyesight, sharper reflexes and superior physical condi for six n the Junior Chamber of Commerce (Jaycees, for short) tion with which young people are naturally endowed. Weel First event in Road-e-o competition is the straight-line driving test--between delicately balanced balls. Serpentine driving, in which markers must not be touched, calls for unusual deftness behind the wheel. test ore ri tr ETC 29077 age of drivers irivers. dy has /ith an id attiidorseifficials, t everyparticu- :e--make ators on in nearly ircent of ages be:he better ;al condiendowed. Before moving outside for practical tests, Road-e-o entrants take a written examination. The figures and the resulting skepticism toward teen age drivers on the part of older people were so disturb ing to Junior Chamber of Commerce safety chairmen assembled in St. Paul, in 1951, they took steps to re duce them. Out of their concern, the nationwide pro gram quickly sprang. That it has caught on is attested by the ever-increasing number of Road-e-o participants. From a relative handful two years ago, the totals soared to 80,000 in 600 communities last year, to the quartermillion in 1,030 towns and cities in 1954. Patterned after the National Truck Roadeo of Amer ican Trucking Associations, the competition calls for skillful handling of an automobile, a thorough knowl edge of good and safe driving practices, and mature judgment. It is open to drivers who will not have reached their twentieth birthday on or before the last day of the national finals. Each entrant is required to toe a driver's license or learner's permit, and must not have been convicted of a "moving" traffic violation lor six months prior to the contest. Weeks and often months of intensive study and practice on the part of participants are first put to the test in local competitions held in April and May. First item on the agenda on Road-e-o Day is a written ex amination which accounts for 40 percent of the total score. In it, eager entrants are required to answer a number of questions on many phases of driving. In cluded are queries on handling a car on hills, curves and in traffic, driving in snow and fog, mechanical breakdowns, and such specific sticklers as the legality of passing on the right under certain conditions and freedom to exceed speed limits in cases of emergency. Challenging Tests _The written phase of the contest concluded, the Road-e-o drivers m ove outdoors for a series of practical tests. These are a stiff challenge even to the most expert. Carefully scrutinized by judges whose score sheets call for ratings on even the smallest detail, the teen agers are required to: Drive forward and backward for 100 feet, keeping the car's left wheels in a straight path 11 Vi inches wide; drive forward and backward through Parallel parking in a 22-foot space beside a simulated curb is another of the required skills. ETC 29078 i a weaving, serpentine course 25 feet wide without touching stanchions or barrels that mark the route; attain a speed of 20 miles an hour, pass between two closely placed stanchions, reduce speed and come to a smooth stop on a designated white line; park parallel to a simulated curb in a 22-foot space; and negotiate It is true, of course, that only about 50 teen-age drivers reach the finals and only one can be singled out as national teen-age driver champion, but in striv ing for this coveted honor thousands of young drivers are becoming thoroughly familiar with the principles and practices of skilled and safe driving. a sharp offset curve. If these tests don't make difficult reading, they do Many Coopprate call for skilled driving. The performers' every move, even to the way in which they get into the car and the While the basic program is sponsored by ATA, Liberty Mutual and the Jaycees, many more organiza smoothness of their driving, is carefully scrutinized tions are participating at the local level. Insurance men, and evaluated. This coupled with the fact that the cars high schools, police departments, Kiwanis, Rotary and they drive are not ones to which they are accustomed other service clubs, and similar groups are helping to adds to the severity of the tests. organize the Road-e-o's, to interest the youngsters in Kppner Compptitiun them and to conduct them. In many communities, local automobile dealers provide the cars used in tests. Winners of local contests have about a month for rest and further study and practice before they vie with Evidence of the increasing popularity of the program is seen in the demand for Road-e-o contest materials other community champions for state honors. At the which has been growing rapidly. Typical of the letters higher level the competition is keener and the tests requesting material is that of a New Jersey police officer more difficult. The problems on the written quiz are who had investigated an accident involving a teen-ager. tougher, the practical phase of the contest calls for more The accident, the officer reported, was caused not by expert maneuvering, and another requirement is added. recklessness or speed, but lack of driver education, Besides the type of driving already described, the teen experience and use of proper judgment. age driver at the state Road-e-o must drive in actual "It is because of this that I am requesting you to city traffic with a keen-eyed judge at his side. send me whatever information and materials you have I The select drivers who reach the national finals un concerning your Teen-Age Road-e-o, so that recur dergo four days of competitions and tests in Wash rences of this mishap will not take place," the officer ington. Besides competing in tests similar to those at wrote. "Your Road-e-o is the type of program we |! the state level, they must undergo a psycho-physical need to help end needless accidents on the highways. i reaction timing test, a personal interview, and the I wish we could have had such a program last year. Seibrecht driver attitude scale. If we had, this accident might have been avoided." r Parents, policemen, school officials and members of civic and service organization! are contributing to the success of the Teen-Age Road-e-o program in many communities. century, the plaa field in > iortably his h'ork tractor / /, ""tder tht The e> <s produ horsepo* an engine 'red by g. ETC 29079 Ahead of Tomorrow The XO-121 is a valuable research tool for planning future tractors It is sometime later in the 20th <tn\ury. The exact year doesn't matter. Neither does 'ht place. It could be a corn field in Nebraska, a wheat itld in Kansas, or a rice field in Louisiana. Seated com1onably on a trim, sleek tractor, a farmer goes about W work swiftly and surely. Outwardly, perhaps, the Victor looks very much the same as tractors have h'tiys looked. But wonderful things have happened vder the hood. The engine is a far cry from those of, say, 1954. It J producing substantially more belt and drawbar V'tepower--and with improved fuel economy. This is * trtgine of greatly increased compression ratio powtti by gasoline of exceptionally high octane number. * * * An idle dream? Not at all. Things have been known to happen fast in agricultural circles. Why, only back in 1935, you could have counted on your fingers the number of tractors on America's farms that were pow ered by gasoline and equipped with high compression engines. Today, not even two decades later, the farmer finds the combination of gasoline and high compres sion indispensable in his task of feeding all of this country and much of the rest of the world besides. Eighty percent of the more than 4.5 million tractors now in use are so powered and so equipped. Mindful of this overwhelming preference on the part of the farmer, and mindful too of the year-after-year improvement in gasoline antiknock quality that per mits engines of correspondingly higher compression 9 ETC 29080 .HMMMf***'' sum mm Research and engineering personnel from Ethyl and Oliver cooperated in planning and developing the efficient engine. A view of the tractor power plant on display. Ch rec pri Tur in i gir ful ratio, The Oliver Corporation has embarked upon a tractor engine research program that looks far "ahead of tomorrow." On the basis of results thus far, Oliver indeed likes what it sees. As the first step in its long-range program, Oliver chief engineer, and H. K. Dommel, the company's > has brought the 12 to 1 compression ratio engine out supervisor of experimental engineering. of a dream world and made it a valuable research tool. The XO-121 had its conception about two years ago, It unveiled just such an engine recently at the annual they related. A gasoline engine was decided upon be meeting of the American Society of Agricultural Engi cause "that continues to be the most widely used fuel" neers in Minneapolis. The super power plant, with its and because the antiknock quality of gasoline has been compression ratio almost double that of current pro steadily increasing to the point where "the average duction tractor engines, requires specially-blended gas octane number of today's regular gasoline is higher oline of above 100 octane number (Research). than that of premium gasoline of 1947." The engine will never be produced commercially. It was the desire to determine the prospects of taking Its value lies in the fact that it is a handy research tool advantage of increased gasoline quality by engine de which engine designers and fuel technologists can test, sign and to establish just what octane number increase study, tear down, reassemble and use as a guide in the means in terms of engine efficiency that led to develop development of more efficient power for the farmer. ment of the XO-121. Ethyl Cooperates Explaining how the engine's 12 to 1 compression ratio was decided upon, Messrs. Morrell and Dommel Oliver calls its new research engine the XO-121. said: The X stands for experimental, the O for Oliver and "Since the introduction of gasoline engines into the the 121 for 12 to 1 compression ratio. It was Ethyl farm tractor field, compression ratios have in general Corporation's privilege to cooperate at all stages in the moved upward to over 6 to 1. Even though the returns development and testing of the XO-121. "We felt that from a continued inching forward above 7 to 1 can be since Ethyl had been over similar ground before with worth-while, we felt that there was much more to be automotive engines," said an Oliver announcement, learned by making a real leap into the future. The 12 "its background would assist us in gaining the maxi to 1 compression ratio was selected since we felt that mum potential benefits from high-compression design." it was far enough ahead of present practice to yield a Details of the experimental engine were disclosed in clear-cut answer to our major question: Will the high- a paper presented before the American Society of Agri compression route really yield major improvements in cultural Engineers meeting by T. H. Morrell, Oliver's power and economy?" 10 ETC 29081 From extensive laboratory and field studies came, and full trottle, the XO-121 produced nearly double in most affirmative fashion, the "clear-cut answer" the belt and drawbar horsepower of the 1935 model. sought. In these tests, the XO-121 (mounted in a con And it delivered almost 50% more power than today's. ventional Oliver "88" chassis) was matched against the On the basis of these results, The Oliver Corporation Oliver model "70" tractor, introduced in 1935 and still could rightfully boast that it "had constructed the most remembered as the leader in high-compression effi efficient tractor engine ever built." ciency for its time, and against the company's current 0, production model "77." Since the displacement of all Practical in Construction e- three engines is almost identical, the tests were ex The test results become all the more impressive in 1" tremely valid. view of the fact that the XO-121 is not a "hot rod" en On a dynamometer in the research laboratory, the type of engine or "souped up" conventional tractor S XO-121 delivered an amazing 92% more horsepower engine, and that the fuel required to power it is in no ter per cubic inch than the 19-year-old model and 44% sense a "trick" gasoline. The experimental engine is more than the current production model. In fuel econ quite practical in basic construction. Its components mg omy, based on horsepower-hours per gallon, the "ahead and the materials used are most ordinary as one thinks de- of tomorrow" experimental power plant was 36% and of pistons, carburetors, and other parts, although ase 30% better respectively. obviously each part has been carefully studied and op- Much the same success was achieved in field tests. integrated into the final design in such a way that it Compared under varying loads and speeds at both part contributes its full share to the efficient production of don power and fuel economy. mel Having already proved that the principle of high- Mounting the XO-121 on a dynamometer in the research laboratory for the measurement of its horsepower. compression as a means of gaining power and economy in farm tractor engines is practical and sound, and that there are no operational problems which limit the use of compression ratios up to 12 to 1, the future role of the XO-121 is clear. While it will never be seen on the farm, it will surely lead to tractors with improved performance. It will be a yardstick for new standards of tractor engine design and performance. The XO-121 will serve as a beacon to guide engine designers and fuel technologists in their never-ending effort to provide the American farmer with the very best in mechanized equipment. # n ETC 29082  sag I to bubbles to the surface from deep 11 springs. Two of the men in the cabin 11 wii Fn are aware of the oil springs. A third 11 me is destined to learn about them and I1 lor t;"wo hundred years ago there issued from Benjamin Franklin's inhabited only by "wild Indians, to tell Lewis Evans where to locate bears and rattlesnakes." Precious them on his map. 1I |1 Wa printing shop in Philadelphia a docu few white men had visited the area. Washington, only 21, had braved 1I Wa ment headed "A General Map of the Remembering all that, just how could the dangerous Pennsylvania wilder- 11 Ph: Middle British Colonies in America." a man -- particularly one such as ness to carry an ultimatum to the II reP If the title was ordinary, the map it Lewis Evans, who had never traveled French army commanders from Gov- 1I J self was not (as history was to that part of the Colonies -- pinpoint ernor Dinwiddie of Virginia. The 1I sur prove). the locale of oil? message protested the encroachment 1I ing Drawn by Lewis Evans, then as The answer is found in an episode of "the King of Great Britain's Ter- 1I cot now an obscure name, the map of history, little known even though ritories" and demanded the "peace- 1I rat. turned out to be a work of political, it marked the entrance of George able departure" of the French. 11 wa: military and social significance. Cer Washington upon the world's stage. I ext tainly one of its outstanding features Flash back to a cold night in De In the Party 1I tor was the appearance of the word pe cember 1753. Inside a log cabin at One of Washington's companions 11 ver troleum near the present site of Oil Venango (now Franklin), Pa., was Tanacharison, chief of the Sen- 1I bot City, Pa. This, so far as is known, Washington and a motley group of ecas. Also in the young major's party 1I tier was the first prior notation on any men are huddled around the big fire was John Davison, a rough trader 1I 1 document that oil existed at almost place. Mostly the men drink brandy who served as Indian interpreter. 1[ tasl the very location where Colonel and argue the future of America. The French commander who re Drake brought in his epoch-making A few miles away, a black liquid ceived the group at Venango was well in 1859. Capt. Philippe Joincare. He and Tanacharison were familiar with the nearby oil springs if none of the others was. There is no proof that oil was a subject of small talk among the others in the wilderness cabin that December night while Washington and Joincare bandied words prelimi nary to war. Well might it have been, however, since later events indicated that the trader Davison had learned the location of the springs while ac companying Washington on this very mission. ETC 2,9083 After delivering his warning mes sage, Washington returned directly to Virginia. He gave Governor Dinwiddie so alarming a report of French intentions that Virginia im mediately began raising troops. The long and bloody French and Indian War was about to get under way. Davison parted company with Washington and made his way to Philadelphia. There he delivered a report of his own--to Lewis Evans. Evans, who made his living as a surveyor and draftsman, was prepar ing a map of the trans-Allegheny country. The need for a truly accu rate map of the region was great. It was essential not only to define the extent of French and English terri torial claims, but to settle contro versies among the Colonies over boundary lines and to encourage set tlement across the mountains. Evans had undertaken a difficult task indeed. No surveys existed of the wild country, but--largely through his good friend, Benjamin Franklin-- he gained access to many informative documents from official Colonial Wes. Helpful material also came from the journals kept by travelers. Most of his information though was gathered from trappers, scouts and traders like John Davison--men who actually had seen the west. Fresh from his exciting adventures with Washington, Davison painted for Evans a vivid verbal picture of the country around the French forts t0 the north of Pittsburgh. He told also about the oil springs. These Evans located on his map by writing "petroleum" near what is now Oil City. This, to repeat, was the first known written mention of the pres ence of oil at what proved to be the industry's birthplace. The now-historic map was pub lished on June 23, 1755, as part of a geographical pamphlet written by Evans and printed by Benjamin Franklin. "A General Map of the Middle British Colonies in America" received an enthusiastic public recep tion. Throughout the French and In dian War, it was relied upon heavily by the British in their military cam paigns. At war's end, it provided a mine of information for settlers push ing westward. It was used extensively as a guide in land transactions and in the consideration of inter-colonial boundary disputes. Ethyl Owns Copy Few original copies of the map re main today. Of those still in exist ence, one is owned by Ethyl Corpo ration as part of its collection of historical petroleum documents and oil memorabilia. With his map, Lewis Evans made an extremely important contribution to the American Colonies. He helped to set the direction and unlock the limits of the country's westward ex pansion. Even without this, his name would have survived in the histories of the oil industry. For it was Evans who first brought to light, for all to know, that oil existed in the rolling hills of Pennsylvania. It was Fate that made man wait another century to claim that legacy. # Evans' map indicated the pres ence of oil at two places. At one of them, a century later, the in dustry was born. decade Ethyl's history, which dates from before the Company's incorporation 30 years ago, is one of many contributions to progress Cl M pe isi j t was the year that Great Britain M w C Id swapped prime ministers in midstream (Stanley Baldwin for J. Ramsay U MacDonald), and America's voters decided that Calvin Coolidge > c should go on occupying the White House. It was a year of goodwill Id (ft gestures between once-enemy nations. The French began pulling their P< ti; dj ht L. 0 troops out of the Ruhr and the Germans sent their dirigible, the ZR-3, on a visit to the United States. It was a golden year of the Golden Age (ft Id Q of sports. Rogers Hornsby slammed his way to a still-record .424 < batting average. Jack Dempsey and Bill Tilden were at their peak, and 0 Id a golfer named Bobby Jones was attracting no little attention. 0 c: P: IT S< Id That was something of the world of 1924--the world into which Ethyl Ui ft Corporation was born 30 years ago as the pioneer marketer of chemical X y- compounds to improve the antiknock quality of gasolines. While August 18, 1924, was its corporate birthday, Ethyl actually had its beginnings years before. They go back to 1912, the year that Charles Id F. Kettering began the study of knock; to 1921, when Thomas Midgley, Jr., U who was to become a founding officer of Ethyl Corporation, dis > ft Id covered the magical antiknock properties of tetraethyl lead; and to (ft 1923, when the first "Ethyl" gasoline was sold, and later that same 0 year when Standard Oil Company (Indiana) became the first major oil company to distribute gasoline containing "Ethyl" fluid. (ft Ui Q These were some of Ethyl's early milestones. Many others mark the < U highway of progress down which the oil and automotive industries Id 0 have traveled during the past three decades. Not all of Ethyl's contribu ( U o g I; ir a k V F Ld tions to this progress can be cited. But the following are some of the Id tt more outstanding: X h b 14 THREE DECADES OF SERVICE THREE DECADES OF SERVICE three `OE of senlce T H R E E D E C A D E S O F S E R V IC E T H R E E D E C A D E S O F S E R V IC E 1924 Formation of Ethyl Gasoline Corporation, with Charles F. Kettering as president and Thomas Midgley, Jr., vice president and general manager. First spectacular public demonstration of su periority of "Ethyl" gasoline. Cars so powered fin ish one-two-three in famous Indianapolis race. 1925 Earle Webb becomes president of Ethyl when Mr. Kettering resigns to return to active research work. ("Boss Kef' has remained a director of the Company down to the present.) First Company-sponsored advertisement ap pears--in The Saturday Evening Post. (Ethyl adver tisements currently are seen on television and at drive-in theatres, as well as in national magazines, helping oil companies sell their best gasoline.) Voyage of S. S. Ethyl, former Great Lakes cargo ship converted into floating chemical factory, proves that bromine, a chemical required in the manufacture of "Ethyl" fluid, can be "mined" from sea water on a commercial basis. 1926 Dr. Graham Edgar, Ethyl's director of research (and later a vice president), creates the octane , scale, permitting for the first time uniform meas urement of the antiknock quality of gasoline. (The octane scale remains the universal yardstick of gasoline quality.) 1927 Transfer of Ethyl research laboratories from Yonkers, N. Y., to Detroit started. Move puts laboratories in center of automobile manufacturing industry. (The Ethyl Laboratories in Detroit, fflong the most modern and best equipped of their kind in the world, continue to work with the petrobom and automotive industries on the interrelated problems of fuels and engines.) With an increasing number of refiners using 'Ethyl" fluid, it becomes possible for motorists to sty "Ethyl" gasoline throughout the country. 1928 First gasoline testing laboratory begins opera tions. (Ethyl now maintains five testing laborator ies as a service to oil refiners and marketers. They are located in Yonkers, Baton Rouge, Kansas City, Tulsa and San Bernardino, Calif.) 1930 Company undertakes to supply oil companies with special "Series 30" engine for testing and knockrating gasoline. Both the engine itself and its knockmeter are devised and perfected by Ethyl. First shipment of "Ethyl" antiknock compound by railroad tank car. Previous shipments made in drums. (Ethyl Corporation now owns and operates --exclusively for the shipment of antiknock com pounds--several hundred specially-built tank cars.) 1933 Ethyl makes available its "Q" brand of anti knock compound for improving regular grade gaso line. Heretofore, only premium gasolines contained the tetraethyl lead additive. By adding antiknock compound to regular grade fuel, oil companies are able to offer motorists a better buy without in creasing their capital investment. 1934 Plant for extracting bromine from sea water begins operations at Kure Beach, N. C. Plant pro duces ethylene dibromide, a major ingredient of "Ethyl" antiknock compound. Ethyl Corporation engineers pioneer develop ment of gasoline-powered high compression farm tractor, opening door to more efficient farming in less time and providing petroleum industry with a new market for its major products. 1935 Road research laboratory established at San Bernardino to take advantage of California's year'round test weather and area's great natural prov ing ground. (Ethyl test vehicles have covered millions of miles in fuel-engine studies.) re s OF SERVICE THREE DECADES OF SERVICE (Continued on page 16) ETC 29086 T H R E E D E C A D E S O F S E R V IC E Three decades of service 1937 Operations begin at new "Ethyl" antiknock compound manufacturing plant in Baton Rouge. Construction of the plant started in 1936 as it be comes evident that present manufacturing facilities will not be adequate to meet ever-increasing de mand for "Ethyl" antiknock compounds. (The Baton Rouge plant today is by far the largest of its kind in the world.) 1941 New bromine extraction plant at Freeport, Texas, goes into operation. Capacity of plant, oper ated by Ethyl-Dow Chemical Company, is more than 84 million pounds of ethylene dibromide a year. 1942-1945 Ethyl Corporation contributes to war effort in several ways, most important of which, of course, is providing record amounts of "Ethyl" antiknock compounds for military and civilian use. During the war, Ethyl increased its output of tetraethyl lead by 43 percent, to give America and her allies ample supplies of the vital product. Other Ethyl contributions to the war effort: Construction and manufacturing efficiencies, changing the company from a net consumer to a net producer of scarce chlorine; assistance in two synthetic rubber programs; successful completion of some 50 major research projects for the armed forces; staging of hundreds of special gasoline handling shows for armed forces. 1947 To render fuller service to customer oil com panies, Sales Department is reorganized on a re gional basis. Regional headquarters are New York City, Chicago, Tulsa and Los Angeles, with dis trict offices in other key cities. Edward L. Shea named third president of Ethyl, succeeding Mr. Webb, who served for 22 years. 1948 Field terminals at Edge Moor, Del., and Wil mington, Calif., begin operations, providing oil companies with additional sources of supply of "Ethyl" antiknock compounds. 16 1949 Forty million dollar expansion of facilities and equipment at Baton Rouge plant completed. In creased production needed to help meet record demand for "Ethyl" fluid. Ethyl Antiknock, Ltd., with headquarters in Toronto, formed to handle sale of "Ethyl" fluid to Canadian oil companies. 1950 Ethyl announces startling results of an exhaust ive study of gasoline quality and gasoline prices covering the past 24 years. Study reveals that two gallons of modem gasoline do the work of three gallons of 1925 fuel and yet the price (excluding taxes) is just about the same. Ethyl develops series of road tests to dramatize the impressive "Two Equals Three" story. 1952 Opening of new Ethyl Corporation manufactur ing center on the Houston Ship Channel. The plant increases Ethyl's tetraethyl lead capacity by about one-third. The most modern facility of its kind anywhere, the Houston plant opening climaxes Ethyl's $100 million postwar program of manufac turing capacity expansion. 1953 Ethyl announces development of an ignition control compound to be added to gasoline to re duce preignition and spark-plug fouling. (More than 75 companies now are using this Ethyl prod uct.) Announcement of the ignition control com pound follows by a year Ethyl's announced development of "Ethyl" diesel ignition improver (DB-36 amyl nitrate), an additive to improve the ignition quality of diesel fuels. 1954 Announcement of Ethyl's newest service to the oil industry--the "R. T. Program," through which the Company will help oil companies to recruit and train high calibre service station personnel. To meet the growing needs for "Ethyl" antiknock compounds and to provide further improvements in its research services to the oil and automotive in dustries, the Company undertakes renewed expan sion of its manufacturing and research facilities, = ETC 29087 Oilman Lou Marron devotes his angling prowess to a marine research project omewhere of! the west coast of South America, a S trim cabin cruiser makes its way through the bluegreen waters of the South Pacific. From a distance, the craft looks quite like other modern boats of similar size ith which deep-sea fishermen of the United States are quite familiar. But a closer look reveals that this is 'Omething special. The neatly lettered words ``Explorer, Brielle, N. J., L. S. A." on the shiny mahogany transom tell that this *>oat is five thousand miles from its home port. And >hen there is the unusually broad beam, the tall look out nest with its specially designed seats for two people, md the powerful lifting boom. The boat in question is a fishing cruiser all right, but 11 is not bearing pleasure-bound fishermen on a vacaan cruise. Instead, it is the floating headquarters, lab oratory and workshop of a scientific marine expedition. And in refutation of the old adage about the incompati bility of oil and water, this water-borne research cruise is headed by an oilman--Louis E. Marron, chairman of the board of Coastal Oil Company, Newark, N. J. Well known to the deep-sea fishing fraternity through out the world as "Uncle Lou," Mr. Marron is co-spon sor of "The Lou Marron-University of Miami South American Pacific Expedition for Billfish Research" and is manager of the expedition in the field. For Mr. Mar ron, the research venture presents an opportunity to devote to the interests of science the wide knowledge of fishing he has gained in 30 years of outstanding salt water rod and reel achievements. The expedition, conducted in cooperation with the Marine Laboratory of the University of Miami, of Coral Gables, Fla., hopes to reveal many of the hitherto un solved mysteries of the zoology and hydrography of the South Pacific. New information about the large ocean fish is of vital importance, particularly at this time when many authorities are looking to the sea as a major source of food for the world's growing population. 17 etc 2908b Species in which Mr. Marron and the anglers and scientists accompanying him are primarily interested are the broadbill swordfish, marlin, big-eye tuna and other large fish of commercial and sports fishing im portance. Almost nothing is known about the life pat tern of these creatures--their migrations, growth rates, places and times of spawning, age at maturity, number of eggs laid, feeding habits, sex ratios, parasites, or lon gevity. Before marine zoologists can formulate intelli gent plans for the sensible utilization and conservation of these important food fish it is necessary to determine such vital statistics. This is the expedition's goal. The field, or more properly the water, phase of the work is expected to take six months a year for each of the projected five years of the expedition. Much of the remainder of each year will be spent in the Marine Laboratory studying the group's findings. The area of marine research extends up the Pacific coast of South America from the northern part of Chile to Panama. While catching and studying the fish of these waters, the researchers also will engage in studies of the currents, winds, temperatures and chemical com position of the ocean they traverse and attempt to re late them to the fish life. With the success of the expedition dependent on the catching of a large number of a variety of fish, Mr. Marron's wide experience in deep-sea fishing is of ut most importance. In one of the first phases of the work off Iquique. Chile, early this summer, for example, more than 100 striped marlin and swordfish were caught. All these fish were scientifically weighed, measured and dissected in order to obtain more information about them and to remove certain organs for shipment to scientists at the University of Miami Marine Labora tory for further study. Skilled Fishermen Adding their experience and skill to that of Mr. Mar ron in the fishing aspects of the expedition are Mr. Marron's wife, Mrs. Eugenie Marron, a champion angler in her own right who has held over nine world's records in her 20 years in the sport, and Mr. and Mrs. John Manning, of Los Angeles, both internationally known salt water fishermen. Heading the scientific aspects of the venture is Luis Rene Rivas, research associate of the Marine Labora tory and associate professor of zoology at the University of Miami. Working with him are other scientists of the Marine Laboratorv. Launching its five-year program late this spring, the expedition did research on black, striped and silver marlin off the coast of Panama, and to the south. Later, it moved to the waters of northern Chile for work with broadbill swordfish, the marlins and other large fish of the area. Much of the summer is being spent off Talara and Cabo Blanco, Peru, with studies there directed mainly to black marlin and big-eye tuna. Fished Many Waters Extended fishing cruises in foreign waters are nothing new for oilman Lou Marron. Pursuit of his avocation has taken him to the Atlantic, Pacific, and Arctic Oceans, Iceland, Scandinavia, and the Mediterranean Sea. For three years he was a member of the United States team at the International Tuna Cup matches at Wedgeport, Nova Scotia, and he is holder of numerous trophies for his conquests over giants of the deep. Blending a career in oil marketing with one in fishing has provided a full life for Lou Marron. As chairman of the board of Coastal Oil, he can look back on some 35 years in wholesale and retail fuel oil distribution. And he can remember without much difficulty when his business interests left him with much less time for fishing than they do now. A native of New York City who has lived most of his John A Wr. ond South Ar with jorr hey too the fi "orine re ETC 29089 I some ition. when \e for of his life in New Jersey, Mr. Marron started in retail fuel oil after gaining business experience in his father's coal dealership in Glen Rock, N. J. Though he had been an avid fisherman from his youth as a result of frequent trips to the Jersey shore, Mr. Marron never let sports interests interfere with business pursuits. From a single retail fuel oil outlet, he expanded first to widespread retail operations in northern New Jersey, and then into the wholesale end of the business, with the construction of a terminal on the Passaic River and later a deep ater terminal at Newark. Large tankers from the Gulf Coast now unload millions of barrels of fuel oil every year into Coastal Oil storage tanks for distribution over a wide area. The opportunity to relate a thrilling sports hobby to the interests of science in a project such as the billfish research expedition is very rewarding to Lou Marron. When he or members of his party land a big catch, they know that it's more than sport. It's an important step in the accumulation of information that may well en able scientists to point the way to new food supplies for the world's growing millions. # \ i ETC 29090 ixty-five years ago, Nellie Bly carved herself a S slice of immortality by circling the globe in 72 days, 6 hours and 11 minutes. Slow time today, of course. But in Nellie's generation such a pace was blinding speed. That trip--in which she raced the fictitious Phileas Fogg of Jules Verne's best seller, "Around the World in 80 Days"--was what has kept Nellie Bly's name alive even in this day of jet planes and atomic-powered sub marines. But there were many other figurative feathers VERNE'S`BRAVO' Thi Fnack Rsaaoar it Ecstasy 0m tin Aettmmat if "Dm Waffs" Veyapr. A Grot Journalistic Triumph. Vern* Followed Every Step of the Journey on Hit Globe*. HIS PHXL&AS FOGG OUTDONE. Aa ExtraordinarilyIntwrewtifig Intar. vi#w with the Wutnrd of Amiana -Ma*. Varna Join* in tba Con* cratulatioo*--High Coeaplimaata for "Tha World" and Its Ripit* Matathw from All Soureat--This Ooa Achiaaamant Hat Mada **Tha World" tha Boat Known Journal in Exittaoe*. [C*ffri4U. ItM.ta Ctmpmi. tYis*kPrWt*$*UFu, ]blUbing (iraout Casio mspatcb TO TU9 WOSU>. J Pabji. Jta. U.--Just as soon ss ths bsmsaxc mchai Tbs Woilp aOca D**' Valiia Bly hsd rsachad in the large hat with chenille dots that the fabulous Nellie so often wore. Miss Bly was one of free journal ism's top-drawer lady reporters; she was a crusader for human rights; she was a successful businesswoman in an era when woman's rightful place was thought to be in the home. And she was, those in the petroleum industry particularly will note, the self-proclaimed inventor of the first mass-produced steel barrel for oil products. Nellie Bly was born Elizabeth Cochrane, 87 years ago in Cochrane Mills, Pa., a town that her father had founded. She of the flossy brown hair and deep, search ing hazel eyes was a girl of frail health during her school years. Also, it has been written, she was "shy and sensi tive to the point of meekness." None of these, however. A Nellie Bly as she appeared at the outset of her famous ^ world tour, and a newspaper account of her triump ETC 29091 was t ary c. up in Jm ally a was < Eliza start auspi the o Good given was g by St *f*er lov_ fe ite, c cided her managing editor, would be Elizabeth Coch rane's nom de plume. The only difference was she as sumed the "ie" ending of the first name. Nellie Bly soon moved into the "big time" of New York City journalism. It wasn't easy, but she talked her way into an audience with the great publisher, Joseph Pulitzer. A book, "The Story of Nellie Bly," published in 1951 by American Flange & Manufacturing Co., Inc., tells of that interview: "The crafty Pulitzer knew a good thing when he saw it. He listened to her suggestions for stories. She had a flair for the sensational. . . Pulitzer was impressed, and perhaps also he was softened by her hard-luck story of being broke and alone in the big bad city. Nellie fired every gun in her actress' repertoire and Pulitzer fell before her persuasive personality as a whole nation was to do just two years later." Inspiration had forsaken Nellie as she sat alone in her furnished room one Sunday afternoon in 1889 search ing for an idea for her weekly newspaper story. "I might as well go around the world," she mumbled in despera tion. Then, having said it, she asked herself, "Why not?" She had to play the role of actress again to convince Pulitzer that it would be a dramatic promotion stunt for his New York World, but in four days she was ready. A girl of but 22, she sailed on Nov. 14, 1889. Her imme diate destination was London, but her final goal was to be back in New York in 75 days, five less than Jules Verne's character had consumed in his storybook jour ney. Across Europe, through the Suez Canal and Indian Ocean, and on into China, Nellie sped by steamer, train, sampan, ancient wheeled cart, burro and every other as to serve as a handicap as she fashioned her legenday career. What she lacked in other respects she made p in brains and fortitude. fudge Cochrane died, supposedly wealthy but actu al' a poor man, while his soon-to-be-famous daughter as still in her teens. So it was poverty that directed Elizabeth Cochrane's footsteps to Pittsburgh and the an of her multifaceted career. That began, quite inauspiciously, when she wrote an answer to an article in te old Pittsburgh Dispatch entitled "What Girls Are food For." So outstanding was the reply that she was li'en a job on the newspaper at $5 a week. Also she >as given a pen name. "Nelly Bly," a spiritual written Stephen Foster, was popular at the time. That, de- a career in business, Nellie Bly returned to her first ^-newspaper reporting--until her death. ETC 29092 available means of transportation. She spent Christmas the purpose and its female president said the firm could in Canton; New Year's Eve aboard a Yokohama-bound make 1,000 barrels a day "if I am let." vessel in wild seas. One of Nellie Bly's proudest boasts during her last At San Francisco she was whisked aboard a special years was that she had "worked out the steel barrel to train. All across the land she was acclaimed a heroine. perfection, patented the design, put it on the market, Crowds buckled police lines for a sight of her. Men bore and taught the American public to use the steel barrel." her bouquets. Pittsburgh and Philadelphia officially A veteran employee of the then Tide Water Oil Com feted her en route. Then when the special train lurched pany was to recall almost 30 years later that his firm into the terminal at Jersey City, three stop watches had in 1908, or thereabouts, "bought the first drum clicked the exact second that Nellie alighted. She had from the famous Nellie Bly of the Ironclad Manufactur done in little more than 72 days what the world had ing Company of Brooklyn." thought it impossible to do in less than three months. As her company grew and prospered, Nellie was un Not one to rest on her laurels, Nellie took a deserved able to maintain intimate touch with all its operations. rest and then resumed her career as a crusading moral On paper, her firm was a sound one, the world's largest ist in the columns of The New York World. Then, in manufacturer of steel barrels. Actually it had lost $2 1895, when she was 28, she was married to a man 44 million through a series of forgeries of her signature. years her senior. He was Robert L. Seaman, a wealthy Brooklyn manufacturer and president of the Ironclad Cleared of Indictment Manufacturing Company. It was to be a short marriage She became embroiled in litigation. Her name was of nine years, terminated by Mr. Seaman's death. smeared. Her fortune was gone. In 1914 Nellie Bly was He had given his wife the Ironclad company as some indicted for obstructing justice in the case by refusing thing of a belated wedding present. It was a debt-ridden to show her firm's records. Four days after pleading not firm that made all sorts of sheet metal products, from guilty to the indictment, she sailed for Europe, a broke coal scuttles to riveted boilers. But after five years of operating Ironclad under "modem efficiency processes, and broken woman. There she remained, mostly in Austria, throughout the war. But the longing to be home V many of which I devised myself," Nellie Bly had in her in America was too strong to resist. She returned in tioi control a company that did a gross business of one mil 1919 to surrender herself and face the five-} ear-old due I lion dollars annually. court charges. Nellie was cleared of the indictment and nat It was during a trip to Europe in the early 1900's soon returned to her first love--newspaper reporting. ob\ that she noticed the use there of steel containers for On the morning of Jan. 20, 1922, at the age of 56. ess. glycerine. She determined to turn out similar barrels in she died of pneumonia on a New York hospital cot. are the United States for "the transportation of oil, gasoline, Elizabeth Cochrane Seaman was no more. But Nellie wis and other liquids." A separate company was set up for Bly was to live on. it the ont pre The development of steel barrels for transporting its products wos of consider able importance to the burgeoning oil industry i the early 1900's. issi thr fur boi ery sor Th rna wi< grt avj me ret ETC 29093 Gallonage Report Gasoline sales figures issued by Ethyl serve refiners and marketers ith more than 3.5 billion gallons of gasoline to refiners and marketers throughout the United States. Wgoing to fuel the country's motorized transporta With the increasing size and scope of the oil indus tion in an average month, it's obvious that the pro try's widespread operations, compiling reliable figures duction and distribution of this major product of the on gasoline sales presents a number of problems. Be nation's oil refineries is a big business. It's just as cause of the very nature and makeup of the industry, obvious, too. that reliable figures on gasoline sales are millions of gallons of gasoline are constantly on the essential to refiners and marketers of gasoline if they move--through hundreds of thousands of service station are to control current operations effectively and plan wisely for the future. pumps, through bulk plants and pipelines, and in tank ers and tank trucks around the country. This, in itself, That is why the reports of gasoline sales throughout makes it difficult to measure gasoline sales accurately the country, issued monthly by Ethyl Corporation, are at any one time. one of the most valued of the many services that Ethyl provides for the oil industry. Tax Receipts These reports, which Ethyl has been compiling and Other obstacles are encountered in the utilization of issuing for a number of years, are made possible data which might appear to indicate gasoline consump through the cooperation of oil companies who willingly tion. For example, motor fuel tax receipts reported by furnish their confidential sales data. These data are the individual states throughout the country often both useful and unique because they reflect actual refin- reflect sales of non-gasoline fuels, which cannot be ety sales, reported regularly by oil companies supplying accurately separated from gasoline sales. A second diffi some 97 percent of the country's gasoline requirements. culty lies in distinguishing, in available gasoline sales This cooperation enables Ethyl to present careful esti data, motor from aviation gasoline on one hand, and mates of total gasoline sales by states and on a nation premium from regular on the other. Still another prob wide basis, and, equally important, sales in the different padesof gasoline. lem is avoiding duplication in compiling authentic figures. The Ethyl reports show sales of both automotive and Based as they are on gasoline sales reported by oil aviation gasoline and also provide a breakdown of refiners, the Ethyl reports present an authoritative pic motor gasoline sales according to the premium and ture of gasoline consumption. regular gallonages involved--all of which are important A good indication erf current trends in gasoline sales The gasoline sales figures published by Ethyl reflect actual refinery sales reported by oil companies. is seen, for example, in reviewing the Ethyl reports for the first six months of this year. To July 1, an analysis of these reports shows, more than 22 billion gallons of motor gasoline had been sold in 1954. While these sales are just two percent higher than in a corresponding period last year, they do repre sent an all-time high. And they are 38 percent higher than in 1949, five years ago. Regular grade gasoline sales amounted to over 15 billion gallons in the first half of this year, or one per cent over the same period last year. This was approxi mately 4.5 billion gallons more than the corresponding regular grade gasoline gallonage sold up to July 1,1949. Premium gasoline sales outstripped the rise in sales of regular gasoline, increasing five percent over the first six months of 1953, as compared to the one percent increase for regular. Premium sales of seven billion gallons for this half year are a full 32 percent over their 1949 level. Equally impressive is the ratio of premium gasoline sales to all motor gasoline sold, as shown in the Ethyl reports. Premium sales amounted to 31 percent of all automotive gasoline sold in the first six months of this year as opposed to 30 percent in the same period in 1953. While this year's premium sales ratio is below the postwar high of 39.4 percent set in 1946, it is inter esting to note that actual premium sales are 34 percent higher than in the period January 1 to July 1, 1946. Yearly Reports Of the states contributing to this year's record gaso line consumption, California takes most of the honors. The Golden State accounted for the most premium gas oline--one billion gallons; for the highest individual total gasoline consumption--almost two billion gallons; and for the highest premium sales ratio--53 percent. Consolidating its monthly reports, Ethyl also pub lishes yearly reports of gasoline sales which present figures for all categories covered in the monthly re ports. These yearly reports show sales by states for every month of the year, and state and nation-wide totals by quarters and for the year as a whole. The annual report for 1953 was prepared earlier this year and was distributed several months ago. With the cooperation of individual oil companies, then, Ethyl is able to prepare and present careful esti mates of gasoline consumption in the individual states and throughout the country. These reports are designed to serve the oil industry as a useful tool in studying seasonal variations in demand, in gauging gasoline's growth year by year, and in making plans to satisfy the calls for this major product of the nation's refineries. = Millions of gallons of the motor gasoline consumed in summer months take vacationing Americans to beou*' spots such as Newfound Gap on the Tennessee-Noii Carolina line in Great Smoky Mountains National Poo Lavouts and Art Direction: Carsten Grande. Photo Credits: Cover. Hkiachrome by David W, Corson, through A. Devaney. Inc.; pages 2 and 3, courtesy Shell Oil Company and Standard Oil Company (New Jersey); pages 6, 7 and 8. courtesy The (Mamaroneck. N. Y.) Daily Times, Town of Mamaroneck Police Department, and National Teen-Age Road-e-o: pages 9, 10 and 11, Emerick W. Owen; pages 17. 18 and 19. courtesy Louis E. 'JarT0"; page 20 (bottom left), The Bettmann Archive; pages 20 tboiiom right), 21 and 22, courtesy American Flange 4 Manufacturing Company; page 24, courtesy Derby Oil Company; inside back co't A. Devaney, Inc. I etc 29095 mm iv' t- . ;' News from down on the farm It wasn't so long ago that most tractor dealers harvested a growing crop of complaints about valve failures every season. Now complaints about valve burning are becom ing as rare as buckboards. Why? To make a long story short: Back in 1950, an Ethyl survey of 12,000 tractor dealers disclosed that valve burning was becoming increasingly serious. And, even though this was largely a mechanical problem, petroleum refiners and marketers also were concerned because they were hearing about it from their customers. We knew that valve rotators had successfully prevented valve burning in heavy-duty trucks--and would be equally effective in tractor engines. So, as a service to the petro leum industry, we decided to tell tractor manufacturers, dealers and farmers of our experience. We organized an educational program promoting valve rotators. Nearly half a million rotator booklets were dis tributed and Ethyl valve-rotator films toured the country. Ethyl demonstration trailers followed through with com plete information on valve-train servicing, installation methods and the like. And, of course, strong advertising was placed in tractor trade publications. Result: Today, rotators are available at the factory for more than three-quarters of the tractors produced. (Only one model could be so equipped in 1950.) And more than 95% of all tractors made since 1939 can now be equipped with rotators. MOST IMPORTANT, VALVE BURNING IN TRACTORS IS NO LONGER A PROBLEM. This is another example of how Ethyl's unique posi tion in the industry enabled us to perform a valuable service and protect an important petroleum market Etc 29os- lets were disI the country gh with com- installation ig advertising he factor)' for duced. (Onl) i.) And more -) can now he JRNING 1> )BLEM. i unique pot ent a valuable n market. Headlights and taillighis from passing auto mobiles stretched the threads of gold and red across the nighttime photo reproduced on our cover this issue. The work of New York photographer J. Alex Langley, the picture was taken in Queens County at the intersection of Union Turnpike, Grand Central Parkway, Van Wvck Boulevard and Queens Boulevard. Photography enthusiasts may be interested to know that it was made by a Meridian camera with a Goerz Rectagon three-inch lens on daylight Ektachrome film. The exposure was for five minutes at F16. In our January-February issue, an article by Siler Freeman, Detroit editor of Motor, de scribed modern automobile accessories and optional equipment and the big part they play in today's car market. Now along comes a piece by free-lance writer Mike Rivise (Pesky Patents, pages 8-10) telling of some of the many goofy attachments that have been pat ented for use on the family auto. Obviously, there's little similarity between the two. Mr. Freeman pointed out that progress and com petition have led car manufacturers to adopt everything that makes a practical contribu tion to the comfort, safety and dependability of their products. Mr. Rivise is the first to admit that automotive gadgets like those cited in his article often get no further than Patent Office files, but he does think some of them are quite amusing. Speaking of suggestion systems, as we are in The Power of Suggestion, pages 19-21, there's a timely story out of the Carter Oil refinery at Billings, Mont. Seems the installa tion is interlaced with pipes of many sorts, including a number of high pressure steam lines. Determining which were the hot pipes by the touch system was resulting in too many burned fingers on the hands of maintenance crews. And spitting on the pipes was frowned on as an undesirable practice. Then one of the refinery workers came up with an award winning suggestion -- supply the pipefitters with water pistols. One squirt from the aque ous firearm and a hot pipe gives itself away in a miniature burst of steam. --------------------- SEPTEMBER-OCTOBER 1954 --------------------- MILITARY ORDERS............................................1 How A5PPA purchoses oil for the armed forces PUSH-BUTTON FARM......................................4 Mechanized agriculture pays off BUILDING FOR SERVICE..............................7 Expansion of Ethyl's research facilities PESKY PATENTS................................................. 8 Unusual automotive gadgets are a dime a dozen "WHIRLING PIN CUSHION"....................... 11 One of Ethyl's new research devices FOR OUTSTANDING SERVICE.......................12 Service station men deserve a medal THE DAYS OF OUR LIVES............................. 14 A look at the proposed World Calendar PICTURE OF OPPORTUNITY.......................17 Ethyl's R. T. Program features a new movie THE POWER OF SUGGESTION .... Suggestion systems spawn good ideas 19 FUEL ADDITIVES AND ENGINE DURABILITY . 22 Testing proposed fuel additives twiligh In tl steam t In I smooth In ti States < motor j andgre The bij the sea barrels tary in product Opinions expressed in signod articles art tho authors'. Ethyl Nswi wolcomot articlos of timely intorost submitted from outsido towrcri Upon request, tho editors oro gtod to grant permission to ropr>nt matorial appoaring in Ethyl Nows. Published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y., manufacturers of "Ethyl" antiknock com pounds, used by oil companies to improve the antiknock quality of aviation ond motor gasoline. Edward L. Shoa, Prosidont Stanioy T. Croisland, Vico Prosidont ond Treoiuror Herbert A. Savage, Secretary fridenc t<on to reqi military fSPPA ETC 29099 MILITARY ORDERS rfifMrnrtaiiA liifiil 7 I The Armed Services Petroleum Purchasing Agency buys oil for our defense forces t an airbase in Greenland, a jet fighter roars down Al the broad runway and takes off into the Arctic tvilight. In the Far East, ships of the Seventh Fleet on patrol stam through the troubled waters of the China Sea. 3 In West Germany, a convoy of Army trucks rolls "f moothly down an autobahn. | *** $ In these and hundreds of other places in the United Slates and throughout the world, jet fuels, aviation and k motor gasoline, diesel and fuel oils, and lubricating oils 1 ad greases are the lifeblood of America's armed forces, llhe big part they play on the ground, in the air and on 14* sea is seen in the whopping total of 172 million larrels of petroleum products purchased for the miliir 'ary in the last fiscal year, and in the cost of these products--almost one billion dollars. Buying oil in such huge quantities and making sure that it is available around the globe where and when it is needed, obviously is a big business. It's so big, in fact, that a special joint organization of the Army, Navy and Air Force--the Armed Services Petroleum Purchasing Agency--was created and exists for no other purpose. Now in its seventh year, ASPPA (pronounced az'pd) provides a case history of successful unification, in one function at least, of the armed forces. Directed by offi cers of the Army, Navy and Air Force on a rotating basis, and staffed by experienced civilians, the joint agency works for both government and industry. For Uncle Sam, it consolidates purchases of all petroleum products for the services under one roof, thus elimi nating duplication and waste and fostering efficient and economy. For the oil industry, the existence of agency with standard specifications and a single medj 5d i bidence of the competi- to supply the huge *1 requirements of the liiary is seen at this bid opening. ETC 29100 .1 of operation simplifies for refiners and marketers the submit prices and to attend bid openings, if they wish. mt sale of their products to the services. Bidders to whom contracts are awarded are notified th< This fiscal year, ASPPA is buying some 42 million and purchasing officers at military installations are in ret barrels of aviation gasoline, 69 million barrels of jet formed. After the supplier has signed the contract wit fuel, 12 million barrels of motor gasoline, 19 million which sets forth price, time and method of delivery and tio barrels of diesel fuel, 44 million barrels of Navy Special manner of payment, his subsequent dealings are with bic fuel oil. and lesser quantities of marine gasoline, diesel fuel, heating oil, and lubricating oils, greases and pack aged petroleum products. With the installations of the services stretching around the globe, with demand for different products varying from time to time and place to place, with availability of certain items and of stor age capacity sometimes limited, these totals actually represent thousands of individual purchases from many different suppliers. A recent invitation to bid on fuel oil, kerosene, motor gasoline and diesel oil for the purchasing officer at the place where deliveries are made. Payment is made by the branch of the service using the products. In negotiated bids, suppliers are sent a Request for Proposal and submit bids in the same manner. Follow ing receipt of these bids, ASPPA discusses prices and terms of delivery with suppliers and after the best pos sible terms have been arranged, awards the contract. Competition Keen Set of low cha ecc fica NaAd din ASPPA's Regions 3, 4 and 5, embracing 20 Midwest ern, Southwestern and Rocky Mountain states, listed 1,387 separate prospective purchases. In keeping in contact with suppliers of oil products, ASPPA maintains a file of some 1,500 qualified bid ders. Through a careful system of indexing, it is able to determine at any given time what suppliers are inter ested in bidding on the different products and can thus circularize them with invitations to bid. ASPPA purchases are made by two different meth ods--advertised bids and negotiated bids. Most pur chases--exceptions usually are aviation gasoline and service contracts -- are made by the advertised bid method. Qualified suppliers are informed of the quan tity of each product required, points and methods of delivery, and when bids must be in. They are invited to With hundreds of companies competing to supply petroleum products to the services, the American pub lic is the big winner. Besides centralizing all ArmyNavy and Air Force oil buying in one agency and streamlining their specifications. ASPPA is able to buy the best products at the lowest prices. Evidence of this was well publicized recently in the case of an ASPPA contract on which some 218 companies competed and which was awarded to a South Carolina jobber. Of the 1,500 companies on ASPPA's qualified bid ders list, all but about 100 are in the "small business" (under 500 employees) category. While many of these companies are not in a position to bid on large quan tities of such products as avgas, jet fuels and Navy Special, they, often bid successfully on domestic postcamp and station requirements for smaller quantities of Na fort imp l sup, offil of S the ter Sup Sup A tatei Col. offic 2 ETC 29101 Tha job of ASPPA it to provide potrlaum product* for Hto tarvieo* wharavor they may bo noodod. Hare, a (loot tonkar refuels two Navy vassal* at taa. . - _Jotfuel,on*of thaprincipal items par%g^gJl|i^L3/ cfcasad by ASPPA, i> about to b tran*. farad from an oarial tankor to tha tanks of a B-47 high in the sky. ........-*--........ .. --. '-ieavr motor gasoline, kerosene, fuel oil, and lubricants in their vicinities, ASPPA's small business specialist, cur rently Lt. Earl M. Pittman, SC, USNR, works closely with the smaller companies, advising them of invita tions to bid and helping them to prepare and submit bids properly. In active operation since May 1, 1948, the Armed Services Petroleum Purchasing Agency is an outgrowth of the experiences of World War II and the years fol lowing, when oil products for the military were pur chased in large quantities but with less efficiency and economy. Before 1945, each service had its own speci fications and made its own purchases, with the ArmyNavy Petroleum Board working with the Petroleum Administration for War (PAW) in attempting to coor dinate purchases and distribution. Then as a step toward integration, the Joint ArmyNavy Petroleum Purchasing Agency (JANPPA) was formed in 1946. This agency--not as joint as its name implied--was replaced by ASPPA two years later. Under the Secretary of the Navy for the purposes of supervision and control. ASPPA works closely with the offices of the Assistant Secretary of Defense in charge of Supply and Logistics. Its directorate is composed of ffie supply chiefs of the three services--the Quartermas ter General of the Army, the Chief of the Bureau of Supplies and Accounts of the Navy, and the Director of Supply and Services of the Air Force. ASPPA's directorship, a two-year tour of duty ro tated among the three services, is currently filled by Col. Arnold C. Gilliam, of the Army. Fourteen other officers, equally divided among the services, constitute the remainder of the military personnel who direct the work of the 114 civilian employees in the agency. Petroleum product requirements are passed on to ASPPA by the Petroleum Branch of the Army, the Navy Fuel Supply Office, and the Fuels and Lubricants Branch of the Air Force. ASPPA's Purchase Division, through its aviation fuels, bulk fuels, domestic fuels and packaged products and specialties branches makes the purchases, and through its service contract branch ne gotiates and contracts for storage and servicing facili ties. A special officer coordinates the alkylation expan sion program with industry and government. Works tcith Overseas Commands The Distribution Division works closely with the area petroleum officers of overseas commands in coordinat ing the supply and distribution of products to the vari ous theaters and replenishes supplies at domestic coastal terminals. These complex operations involve co ordinating the movement of tankers with the Military Sea Transportation Service from the Gulf, East and West Coasts of the United States, from the Carib bean, and from the Persian Gulf to ports around the globe. In buying and coordinating the distribution of petro leum products, ASPPA's work is as vital as the prod ucts it buys and as far-reaching as the bases where they are used. From its offices in the Navy's Bureau of Yards and Docks Annex in Arlington, Va., it reaches out to draw on the vast production of the American petroleum industry and put it at the disposal of the Army, Navy and Air Force wherever it may be needed. # 3 ETC 29102 Push-button Mechanized agriculture is on display at Lynn Wulkan's Minnesota showplace An automatic waterer, electrically heated in win ter, allows cows to quench their thirst at will. Field crops ore spread over this A frame and dried by hot air blown up from a portable drier spotted below. ETC 29103 ii far ill hat does a farmer do on his day off? Why he Wvisits a farm, of course. At least there are some 3,000 farmers who take this kind of a busman's holiday every year. They are the 3,000 who annually visit the 240-acre farm of Lynn Wulkan near Hector, in south-central Minnesota. There's a good reason why these tillers of the soil make the trek to Hector. Lynn Wulkan's place is a working example of how modem agricultural engineer ing developments can reduce manual labor, increase profits and take lots of the uncertainty out of farming. Wulkan's is a "push-button" farm in many respects, mechanized from field to silo to bam and henhouse tod back to field again. His crops are cultivated, harvested, transported, dried and stored mechanically; his livestock is fed automatically; and his barns are cleaned in mechanized operations. Wulkan is a poultry and dairy farmer, and one of the first things that intrigues visitors is the cafeteria style in which his hens are fed. At set intervals, a time clock activates a conveyor belt system that takes feed out of a hopper and carries it through the laying house. The 500 laying hens hardly have to move; they just stand and peck to their hearts' content. "Daily egg production is about 75 percent," Wulkan tells visitors with pride "--almost 50 percent greater than the average farm flock's output." Egg production and his dairy herd account for most of Wulkan's income, but by using modem agricultural machinery he also raises such crops as flax, soybeans, alfalfa and com. Most of the com and alfalfa crops are used for livestock feed, and here he has another mechanical time-saver--a portable crop dryer. Wulkan harvests his feed crops early, when the mois ture content still is high, and then dries them with this 5 ETC 29104 At the wheel of a tractor, Wulkan is silhouetted against the modern building where his machines are kept. forced hot air unit. This eliminates much of the hazard of adverse weather encountered during the later, more usual harvesting season. "Best of all," this progressive farmer reports, "my crops retain their quality. My alfalfa hay, for example, tests 22 percent protein con tent. That's six percent over the average." This way, too, he saves two-thirds more of the leaves on his crops than when they are left in the fields to dry and fall off. "It's the leaves that have the food value, not the stems," he declares. The flax and soybeans are cash crops. By drying them with forced heat he can store them safely until market prices are favorable for selling. Wulkan's cattle barn is a picture of efficiency. A complete ventilating system draws off the humidity that could otherwise create an unhealthy atmosphere for the cows. Too, an automatic barn cleaner removes all manure via conveyors, dumping it directly into the spreader parked outside. Every second or third day the tractor is hitched up to haul it to the fields. Milk-handling Equipment Milking machines have been in use on the farm for three decades, indicating a long-time interest in mech ' > anization. Also in the dairy bam is equipment for cool Two of the many labor-saving devices--a portable belt elevator for transferring grain and a crop drier. ing milk, a hot water heater and other equipment needed in preparing the milk for shipment. The Wulkan dairy herd feeds itself, too, through stanchion-like openings at the base of a self-feeding "haymaker" silo. Sixty tons of alfalfa are blown up to the top where an oil-fired dryer reduces the moisture content. When they are hungry, the cows merely put their heads through the apertures in the base of the silo and are gravity fed. During the winter there is an auger- type device which can be switched on to agitate the silage and keep it from freezing. Also nearby is an automatic waterer where the cows can quench their thirst as they desire. Lynn Wulkan is no "checkbook" farmer. Farming lynn Wulkan's son Wesley, who with his father oper ates the farm, is shown refueling a combine and, below, with a specially bred bull calf from the farm's herd. is his life and the source of his income. His $100,000 investment in mechanization is devoted to making farming more profitable and life more enjoyable. Because of it he has time to serve as president of the board of the McLeod Cooperative Power Association and, appropriately enough, participate in the activities of the American Society of Agricultural Engineers as an associate member. It even permits him to get away for a little fishing once in a while, and to take a vaca tion in the winter. When they hear things such as this, it's no wonder other farmers come to study his operations, = ETC 29105 Building for Service i Ii /ncreased technical assistance to the oil and automotive industries is the goal of EthyVs research expansion million-dollar expansion program and a realign A ment of activities are included in Ethyl Corpora tion's plans for broadening the scope and effectiveness of its research and technical services to the oil and automotive industries. Part of Ethyl's continuing efforts to serve customers and related industries even more efficiently, the new steps are designed to increase the value of Ethyl's research contributions to oil refiners and engine manufacturers with whom the Corporation has worked closely for many years. The expansion of research facilities is being under taken at Ethyl's central research laboratories in Detroit and at its manufacturing center at Baton Rouge. Major additions to laboratories are being made at both loca tions in order to provide still larger facilities for re search and development programs. Additional wings to house new engineering and chemical laboratories will be built at Detroit. At the Baton Rouge plant, where the Corporation's pilot plant and development laboratory are located, a new twostory addition will virtually double the present develop ment laboratory. The expansion program is related to the recent re alignment of Ethyl's research activities. Under the new organization plan, the Detroit laboratories are respon sible for all research programs in the automotive prod ucts field, while research and engineering on chemical products and on manufacturing processes are concen trated in Baton Rouge. # New additions to Ethyl's cen tal research laboratory at Detroit, above, ond to the de velopment laboratory at the Baton Rouge plant, right, are Part of the expansion. I 7 ETC 29]06 Pesky Patents There's almost no limit to the long list of zany automotive gadgets By Mike Rivise n making the American automobile the safest, most I comfortable and most stylish in the world, designers and manufacturers of modern passenger cars have over looked no possibility--no practical possibility, that is. Standard items, plus a variety of accessories and op tional equipment, combine to give today's motorist everything in the way of transportation luxury. But besides the many innovations that have been in corporated into modem cars, there are, bulging the files of the United States Patent Office, scores of auto motive ideas which, though patentable, have never been adopted by Detroit. And it's no wonder. Developed in all seriousness, most of these gadgets, even their in ventors agree, aren't exactly suited for widespread com mercial adaptation. Many provide nothing more than a good chuckle to automotive progress. Some of these inventions are described pictorially; others rely on laboriously wordy explanations. Many are so complicated that a combined word-picture ac count of their purpose, method of construction and operation serves only to confuse the bewildered reader. In the early days of the horseless carriage, weird automotive patents, of course, were a dime a dozen. But the surprising thing is that even in this day of power brakes, power steering, power windows and automatic transmissions, the odd ideas continue to pour in. Some are as modem as atomic energy and as timely as the recent Chicago floods and the high waters that accompanied the furious female East Coast hurricanes. These floods and hurricane-driven high waters were anticipated by the inventor of a double-duty automobile luggage carrier. A two-piece hull, which when folded one piece over the other holds the baggage, may be opened up in case of flood to become a boat. Or, in the event of sudden incompatibility on the part of two car passengers, the two halves can be launched separately. A citizen of France has come up with an auto-on-the- prote forwc and y locati Sol intrig moti\ ing. the P In tache> front starts of the tion i the pi An Wash: nator moun idea i: ( I ETC 29107 half-shell for which the U. S. Patent Office granted him protection just last year. One press of a button, and the forward position of this doorless vehicle falls forward and you enter or leave depending on your desire and location at the moment. Solution to the parking problem, too, seems to have intrigued a number of would-be Edisons with an auto motive bent--especially before the days of power steer ing. Their ingenious solutions now grace the files of the Patent Office, but few autos. In one case, a foot lever, pump and rollers are at tached to the rear axle. The driver simply noses the front of his car into the desired parking space and then starts pumping on the foot lever. Presto, the rear end of the car raises itself and then rolls sideways into posi tion in the cramped quarters. At least, that is the way the patent reads. Another parking solution that got the nod from Washington is even more spectacular. Its clever origi nator designed a platform fitted with casters and mounted vertically on the rear of the automobile. The idea is to tip the car up into a vertical position so that it comes to rest, front bumper high in the air, on the castered platform. The driver simply rolls it into any abbreviated parking space that may present itself. OK for weight lifters and circus strong men perhaps, but what about the rest of the world's weak mortals? Even the absent-minded haven't been forgotten. It's not unusual to hear of a man whistling at a car--espe cially if there's a pretty girl at the wheel. But here's a switch that falls into the "man bites dog" category. For get to remove your ignition key and this device whistles at you until you go back and retrieve it. JVo Sleeping Allowed The car also talks back in another patented inven tion that anticipates the eventuality of the driver falling asleep at the wheel. Just what activates the mechanism is not quite clear but just try dozing off and a red light on the dashboard flashes on and off, sending brilliant beams into your drooping eyes. Ignore this preliminary warning for just a few seconds and a noise loud enough to waken not just the snoozing driver but the dead them selves will blast you back into full consciousness. One inventor concerned with the possible necessity of whislcing his family to safety in the event of atomic attack has patented his plans for converting his sedan into living quarters. Sleeping, plumbing and cooking facilities that can be used while the vehicle is moving along at normal road speeds are included. The in genious developer of this plan would move the engine, storage space, stove and sink to the rear of the car and install a table and adjustable seats in the passenger com partment. And, taking a page from George Pullman's book, lower and upper berths are provided where four adults can sleep comfortably without interfering with the driver, who presumably remains seated. A gadget which even this clever man overlooked has been provided by another patent holder who's sure to gain favor with the ladies who want to check on the arrangement of their hair-do en route after dark. His invention: an illuminated mirror, and also for milady's 9 ETC 29108 convenience, an extra supply of face powder and rouge. Among the other comforts of home available on the road is one for the growing number of high-fidelity recording fans. This patented device makes it possible for them to drive and have their music too. It provides for a magnetic wire sound reproducer which can be mounted on the dashboard and plays the driver's favor ite tunes through the car's radio loudspeaker. Movie-goers Remembered Even the drive-in theater-goer hasn't been forgotten by the parade of automotive patent holders. A Texan, perhaps while suffering from heat exhaustion at an outdoor theater, is the developer of a system for piping cool air into autos parked in front of outdoor movie screens. The refrigerated ozone is wafted gently through hoses provided by the theater owner and all the patron does is tuck the business end inside his car. Oh yes, he mustn't get so intrigued with the goings-on on the screen that he forgets to close his car windows -- air conditioning the whole state of Texas might be too big a job for the equipment provided. Safety and accident prevention are the basis of many of the bright ideas for automobile improvement on which the Patent Office has smiled. In one case, the device has taken the shape of inflatable safety cushions. These are installed on the steering wheel, the instru ment panel and even on the back of the front seat-- if you want to go so far as to provide protection for those lovable back-seat drivers. When the balloonequipped vehicle is braked to a sudden stop or strikes a formidable object, compressed air from a tank under the hood rushes in to inflate the cushions and provide all hands with a happy landing. This patent is somewhat reminiscent of one granted many years earlier for the protection of careless pedes trians. This provided for the automatic rolling out from the car of a thick blanket to protect the falling foot traveler from an abrupt and uncushioned arrival on the pavement. At the same time, wedges were to be mechan 10 ically inserted in front of the wheels to keep the onrushing car from steamrollering the prostrate form. And for the peace of mind of the nervous passenger, there's a gadget that enables him to stop the car inde pendently of the driver and beat a hasty retreat before his nerves are completely shattered. Realizing, perhaps, that this one would give the back-seat driver an unfair advantage, the inventor designed this device for use by front-seat passengers only. On and on. the list of automotive patents goes. There's one for almost every part of the car and for every imaginable circumstance--even for the late-rising commuter. This one is guaranteed to let him finish that second cup of coffee and still make the drive to the station in time to catch the 8:15 in the morning. What is it? A time clock that can be set the night before to go off, start the car, and have the engine all warmed up when the tardy commuter comes racing out and across the back yard to the garage. # ETC 2S1Q9 o char A disk help that most auto; the n the ii ating stride A1 strun ment In mour "Whirling pin cushion" That's the nickname for one of Ethyl's neu-est research tools ne of the latest devices to be used in Ethyl Cor with the engine cycle so that the individual pins move O poration's continuing studies of combustion past a specially constructed opening in the cylinder chamber deposits is the revolving disk pictured above. head of the test engine and pick up deposits as they Affectionately called the "whirling pin cushion," the are being formed--from exactly the same portion of disk was developed by Ethyl Research Laboratories to the cycle each time. help determine what can be done about the deposits Later, the deposits which have formed on each pin that build up in modern gasoline engines--one of the are "fingerprinted" by X-ray diffraction so that a com most formidable problems facing the petroleum and prehensive picture of their composition can be accu automotive industries. When researchers understand rately formulated. the nature of these deposits and how they form through Through the development and use of the "whirling the interaction of fuels, oil, additives and engine oper pin cushion," Ethyl researchers are now able, for the ating conditions, they will have made an important first time, to trace the step-by-step formation of com stride toward rendering the deposits harmless. bustion products at all phases of the cycle. This and Although the "whirling pin cushion" is only one in other new test instruments in use at the Ethyl labora strument out of hundreds in this research, its develop tories are helping to piece together the fundamental ment may prove to be highly significant. knowledge which will assist in opening the door to en In using the "pin cushion." the new device is gines and fuels of far greater efficiency than are possible mounted in a special test engine. It is synchronized with the information available today. # 11 ETC 29110 1 ' For outstanding service to the American ) I l f i ( t \j i i \ for keeping rest rooms so deon we like to stop with the whole family ... i i! for being o friendly information bureau when we roll into a strange town ... ETC 2.911* an motorist AS ONE OF ITS CONTRIBUTIONS to Oil Progress Week this year, Ethyl Cor poration published an advertisement cit ing service station men "For outstanding service to the American motorist." The advertisement, which was seen by some 30 million people, pointed out that there actually isn't any medal for these men, ' but "there should be one for all the big and `little' things they do for the rest of us." Reproduced here is the illustration from the advertisement. The accompany ing photographs picture some of the "big and `little' things" for which service sta tion men were cited. # for offering ui a real bargain. Although the gasoline they sell us is 50 percent better thon the fuel of 1925, its price is only slighfly higher (exclusive of taxes). In fact, : o gallon of top-quality gasoline costs less today than a gallon bottle of distilled waterl The proposed new World Calendar offers many advantages. Us advocates claim merican business, by necessity, works with the Al calendar, but is the calendar working with Ameri can business? That is the question some people are asking very earnestly today. Our calendar is inconsistent, they say, noting how dates vary from one day of the week to the other, de pending on the year, and with no apparent reason. Fur thermore, the quarters are not equal, the number of working days in each month varies, and many of the holidays on our present calendar occur in the middle of the week, when they might come on either Friday or Monday, if efficiency is desired. To alleviate these troubles and to bring balance into the method of reckoning time, the United Nations is now considering a resolution to streamline this Grego rian calendar that we are using. Big Money-Saver Supporters of the measure claim that in business alone the new calendar would save billions of dollars. It would simplify accounting, they say, release railroads from the task of making up new time schedules every year, aid schools, courts and other institutions in set ting opening and closing dates for their sessions, and generally reduce confusion in an overly confused world. In the proposed new calendar, called The World Calendar, there would still be 12 months and 52 weeks in a year. But each year would be exactly the same as the last and the quarters would be equal in length, containing 91 days, 13 weeks, or three months. Each month would have 26 week days, plus Sun days; each year would begin on Sunday, January 1, and each working year would begin on Monday, January 2. Each quarter would start on a Sunday and end on a Saturday, and most mid-week holidays would be per manently eliminated. To accomplish this reform, the first month of each quarter (January, April, July and October) would be allotted 31 days. All the other months would have 30 days each, February included. Since this adds up to only 364 days, and since there are 36514 days in a year, an international holiday, called a Worldsday, would be inserted at the end of each December, but probably would not be designated December 31. An other Worldsday, also a holiday, would follow June 30 every fourth year to replace the traditional February 29 as leap year day. Advocates of The World Calendar point to regular ity and consistency as the outstanding virtues of the new method. For instance, Election Day, at present the first Tuesday after the first Monday in November, would always be on Tuesday, November 7, on The World Calendar. Proponents of The World Calendar suggest that mid week holidays be shifted to Monday. Long week-ends not only are good for the general health, they say, but also are beneficial to industry in reducing absenteeism. Standardization of holidays also would enable busi nessmen to plan ahead more accurately in anticipating such things as gasoline demand, retail trade, newspaper circulation, and electric power loads. The only holiday with which The World Calendar does not deal is Easter. The question of when Easier should fall is a religious one, The World Calendar 14 Th. da Jar ETC 29113 c.c\** 1Y JANUARY FIRST QUARTER FEBRUARY S 10 1 17 21 24 30 31 I2J4S 6 T * S 10 11 12 II12 13 14 IS II 14 IS 16 17 10 IS 1019 20 21 2220 21 22 2124 2S 26 2S24 2720 29 27 24 12S4S C 7 9 10 11 12 1114 IS 1C IT 14 IS 20 21 22 2124 29 24 27 24 291011 SECOND QUARTER MAY THIRD QUARTER AUGUST SEPTEMBER I 234S6 123 7 9 10 II 1213 4 5 S 7 I 9 10 10 II 12 13 14 1* 1ft 14 IS 16 17 IS 19 20 II 12 U 14 IS 14 17 17 It 19 70 21 22 23 21 22 23 24 25 24 27 10 19 20 21 22 23 24 24 2S 24 27 24 29 30 20 29 30 31 2S 24 27 20 29 30 OCTOBER FOURTH QUARTERN I NOVEMBER | OECEMBER I 234 S 0 7 0 9 10 It 12 IS 14 IS 16 17 18 19 20 21 22 23 24 2S 26 27202930 12 3 4 S 4 7 0 9 10 11 12 13 14 IS 16 17 10 19 20 21 22 23 24 25 26 27 20 29 30 31 C.P& >N o^- FIRST QUARTER JANUARY FEBRUARY MARCH 0 M TWT r s $ M TW T r o 0 MTWT F B 1 234567 12 3 4 12 8 9 10 11 12 13 14 5 < 7 8 9 10 11 3 4 5 6 7 8 9 IS 16 17 16 19 20 21 12 13 14 IS 16 17 18 10 II 12 13 14 15 16 22 23 24 25 26 27 28 19 20 21 22 23 24 25 17 18 19 20 21 22 23 29 30 31 26 27 28 29 30 24 25 26 27 26 29 30 SECOND QUARTER APRIL MAY JUNE S MTWT F S * M TWT r s S MTWT r o 1 2 3 4 5 (7 12 3 4 12 9 10 M 12 13 14 5 6 7 8 9 1011 3 4 5 6 7 8 9 15 16 17 18 19 20 2t 12 13 14 15 16 17 18 10 11 12 13 14 15 16 22 23 24 25 26 27 28 19 20 21 22 23 24 25 17 16 19 20 21 22 23 29 31 26 27 28 29 30 THIRD QUARTER JULY AUGUST SEPTEMBER S M *T W T r $ S M T W T r s S M T W T W t 1 234567 12 3 4 12 8 9 10 11 12 13 14 5 6 7 8 9 10 11 3 4 5 6 7 8 9 15 16 17 16 19 20 21 12 13 14 IS 16 17 16 10 11 12 13 14 IS 16 22 23 24 25 26 27 26 19 20 21 22 23 24 25 17 18 19 20 21 22 23 29 30 31 26 27 26 29 30 24 25 26 27 28 29 X FOURTH QUARTER OCTOBER NOVEMBER DECEMBER S M TWT r s S MTWT r s 0 MTW T W % 1 234567 12 3 4 I2 8 9 10 II 12 13 14 5 6 7 8 9 10 II 3 4 5 6 7 8 9 15 16 17 16 19 20 21 12 13 14 15 16 17 18 10 11 12 13 14 15 16 22 23 24 25 26 27 28 29 30 31 19 20 21 22 23 24 25 26 27 28 29 30 17 IS 19 20 21 22 23 i 24 25 26 27 28 29 30 w] | Worldsday, (a World Holiday), W or 31 December [365th doy), follows 30 Decembor every year. * The Leopyeor Day, (another World Holiday), W or 31 June follows 30 Juno in loop years. The Gregorian calendar for 1955 and The World Calen dar. On The World Calendar, all years start on Sunday, January 1, and have four identical quarters of 91 days. Elisabeth Achelis, founder and president of The World Calendar Association, with Meghnad Saha, India, and James Avery Joyce, Great Britain, at a United Nations meeting on The World Calendar. $3 Association says, and is a matter for the various churches to decide upon among themselves. Under our present calendar, Easter can occur on any date between March 22 and April 25. Obviously, this 35day variation has an important effect upon trade, with an "early" Easter frequently hurting it, and a "late" Easter encouraging people to buy. Of Old Origin Although The World Calendar as currently pro posed is the work of hundreds of scientific minds, its origin goes back to 1834, and an Italian priest, Abbe Marco Mastrofini. In that year he published a schol arly book with the impressive title: Amplissimi Frutii da Raccogliersi sul Calandario Gregoriano Perpetuo. Freely translated that is "Final Results of Research on Perpetualizing the Gregorian Calendar." The Abbe proposed a year of 364 days, beginning with Sunday, January 1, and ending with a 365th "extra-calendrical" day to be designated a holy day or eighth weekday. In leap years there was to be another extra day which would be called "inter-calary day." 15 ETC 29114 ,t Thus, Mastrofini was the pioneer of the one or two sta bilizing days which calendar reformers subsequently have adopted. The problem of accounting for these extra days, while at the same time constructing a balanced calen dar. was the block upon which other calendar reformers had stumbled. For the year is not exactly 365Vi days long. It is 365 days, five hours, 48 minutes and 45.51 seconds in length. This is 11 minutes and 14.49 seconds less than 36514 days. Not much, but enough to amount to 19 hours in a century, and in 1,000 years to make the calendar about a week behind schedule. This is precisely what happened under Julius Caes ar's calendar. By 1582 the vernal equinox, when the sun begins moving northward again and so marks the first day of spring, was ten days late. It came on March 16 11, although the Council of Nicea of the Roman Cath olic Church had decreed in 325 A.D. that it was to fall on March 21. There was nothing to do but to correct the calendar by taking out ten days. This was done by Pope Greg ory XIII, who directed that the day after October 4, 1582 should be called October 15. Thus, the present Gregorian calendar that has been in use for almost 400 years was established. Pope Gregory also saw to it that this discrepancy would not come up again for thousands of years, by eliminating three leap years every four hundred tears. Thus the years 1700, 1800, and 1900 were not leap years, but the year 2000 will be. This simple formula will keep the calendar approximately correct with the seasons for about 3,300 years. As with any proposal with far-reaching effects, there is opposition to The World Calendar. Among its vig orous opponents are two religious groups -- Seventh Day Adventists, and some Orthodox Jews. Both groups firmly maintain that the use of the "Worldsday'' device will make one week every year eight days in length, and that the seven day week was divinely ordained, and to change it would be sacrilegious. Organized Backing Support for the movement is organized in The World Calendar Association, a non-profit organization with headquarters in New York and affiliates in many cities of the world. Heading The WCA is Miss Elisa beth Achelis, a dedicated and long time proponent of calendar reform. Besides the greater order which she holds this new calendar would bring into the world, Miss Achelis sees it as one major point upon which all the nations of the world might unite and set an example of international cooperation. Along with Miss Achelis there is an impressive list of individuals and organizations in a variety of fields who favor calendar reform. Among these are the comp trollers of some leading American business firms. In answer to a survey, several hundred of these corporate officials indicated that the present calendar does cause business complications which a new calendar might eliminate. Advocates for the change in calendars point to January 1, 1961, as the ideal date for the switch to be made with a minimum of difficulty. At that time both the World and Gregorian calendars begin the year on Sunday, January 1. But whether there is to be a change in the system of numbering the days of our lives is something that only time will tell, s? 1 i A tl ETC 29115 PICTURE OF OPPORTUNITY A new motion picture, "Pick Your Tomorrow," is one of the major tools of Ethyl's Recruiting and Training Program >*** E n alert young man is wondering what line of A. business to choose for his life work. He is seeking independence, variety, contact with people, a good in 4T come and security. His investigation of several fields and his final decision that the service station business is the best one for him is the story of Ethyl Corpora While "Pick Your Tomorrow" lauds the service sta tion's newest motion picture, "Pick Your Tomorrow." tion business, it doesn't dodge the hard facts of service Told in flashback, "Pick Your Tomorrow" is one of station life. It tells young men that they may have to the major tools of Ethyl's Recruiting and Training Pro work long hours at times, and will certainly get their gram, developed to help oil companies assist service hands dirty. On the other hand, the film stresses the i station dealers in improving the caliber of their attend ants. The 20-minute sound, color movie is designed for openings for the average man to become his own boss, and to run his own independent business, with oppor showing to high and trade school groups, to veterans, tunity for an interesting, worthwhile and successful and to business, civic and youth organizations. It por career. trays the advantages of service station work with the For dealers, the film serves as a reminder that they aim of influencing promising young men to enter it. are in a good business, and reinstills the feeling of pride The movie relates the lively adventures of the main that comes from the satisfaction of an important job character as he explores banking, factory work, retail well done. "Pick Your Tomorrow" also helps crystallize store selling, and the service station business. Using an in the dealer's mind a picture of the type of man needed evaluation chart he has devised for himself, the young for service station work, and offers some helpful hints man scores each field on the four main qualities he on how to interview and select men effectively. seeks in a job. In the end, it shows how and why serv Based on the results of a nation-wide survey of ice station work scores highest for him. nearly 5,000 service station dealers, conducted by Ethyl Designed to appeal to young men, the movie shows the main character telling his friends why he chose service station work. In an interview with a successful dealer, many of the facts of service station life are fully explained. l V. > ETC 29116 Corporation earlier this year, the Recruiting and Train ing Program is designed to help oil companies over come the problems encountered in service station at tendant employment and training. The survey pointed up the fact that dealers themselves are enthusiastic about the service station business but fully half of them find it difficult to hire competent men, and many report that their business is suffering from a high employee turnover. In Ethyl's study of the problem, it was found that one of the best pools of potentially good service station attendants are high school graduates and young men coming out of the armed forces. Accordingly, the film and other phases of the R.T. Program have been shaped to appeal especially to them. * 1 Besides "Pick Your Tomorrow," Ethyl has prepared and is making available to oil companies a booklet entitled "Which Way Am I Going?" The booklet may be used as a supplement to the movie or may be dis tributed alone. It advises young men to take a good look at themselves before choosing a career. Four yard sticks--independence, type of work, income and se curity--are suggested for possible job evaluation, and the service station business is presented in the light of these standards. The booklet points up the opportunity for inde pendence; explains the personal qualifications required of good potential attendants; tells that service station J A" work pays as well as comparable jobs in most commu nities; and emphasizes that service stations supply needed goods and services in an important market. Designed for Dealers A second booklet, also a part of the R. T. Program and designed for dealers' use, is entitled "Who's Wear ing Your Face?" It points out to dealers that hit-or-miss methods won't get them the kind of men they need. "Who's Wearing Your Face?" reminds dealers that their attendants are their representatives and that the future of their business will be determined by the qual ity of the service these men render to their customers. It shows how such places as high schools, state employ ment services, church and youth councils, veterans' organizations, classified advertising and other agencies plying a mill!' totaling Sugg of all . off for roads, pitals, govern For econon ployees compai are acq the con can best be used to obtain good employees. Also in the booklet are suggestions on the qualities to look for in a good attendant--ambition, curiosity, friendliness, honesty, initiative, mechanical aptitude, enthusiasm and others. Sample interview question naires, score sheets for evaluating job applicants and employment application blanks also are supplied. Supplementing the motion picture and the two booklets that it is currently making available, Ethyl is planning an advertising campaign designed to show young men the opportunities that exist in the service station field. .By pointing up the importance of the service station in America's automotive way of life and by emphasiz ing the opportunities that exist for young men in this field. Ethyl Corporation feels that its Recruiting and Training Program can assist the oil industry in build ing a better, more stable sales force at the front door of its business. # Sugg accepte Seldom store or boss to operato want to cartoon warmes the com would 1 suggesti One through aging e compan cently, i j acceptal wr*e^v-> '- >'*.' tv- -CS Ine Fower offTlf s?^` Tfc - /* \^: estion ....._ . ... ........................... Niw IDEAS am paying off for tfwlr originators and for American business and industry i TT'iiu " lfn i iifiii-irinrnritifriiiiri'irtfftrirttfBMiitf'ifefiiiiii.ilii. method for developing ways to do things better, /V believed to have roots in medieval Venice, is sup- ilying American business and industry with more than million new ideas a year and employees with awards Jtaling about $7 million annually. Suggestion systems are in use in at least 8,000 firms f all kinds throughout the country. They are paying ff for oil companies, research laboratories, stores, railads, public utilities, automobile manufacturers, hostals, mills, airlines and for Federal, state and local ivemments. For suggesting ways of doing jobs more efficiently, onomically, safely, or quickly, thousands of emyees are being rewarded with cash prizes, bonds, mpany stock or gift merchandise. In addition, they i acquiring the desirable feeling that they are part of : company team, and that their ideas are wanted. Universally Accepted Suggestion systems have become so universally epted that old wheezes are rapidly fading away, dom these days will a suggestion box in a plant, re or office contain anonymous forms advising the s to "go take a bath," or urge the dowdy telephone rator to "wise up and dress more attractively if you u to get ahead." Employees today don't guffaw at a oon showing the board chairman giving only "our mest thanks" to a mousey clerk for an idea to save company $2 million per year. They know the clerk Id be rewarded generously for any such valuable :estion. 'ne large manufacturing concern with many plants ughout the country is a strong believer in encourg employees to submit their ideas through the pany-wide suggestion system. In a single year re- y, it paid out nearly S2 million for some 33,000 stable suggestions. Even the average size of awards for suggestions varies widely. In a typical recent year at nearly two dozen different firms, it ranged from a low of $11.30 to a high of $71.18, according to the National Asso ciation of Suggestion Systems. A down-to-earth philosophy seems to be the rule among oil companies with effective systems. SoconyVacuum is typical. The company believes the primary objective of a suggestion system is to help improve efficiency and economy. The cost of maintaining the system is carefully checked each year, and Socony is certain that it is a sound money-saver. Certain leaders in the suggestion system movement i J&x % Suggestion boxes where ideas can be submitted on prepared forms are used in most systems. 19 etc 2911s OnSTefJndu11ry' champion iogg*ifrn'j_ Gaorga Kurtz, of Armstrong Cork, who- ha^. boon rawardad for 605 workable ideas. use a formula based on an idea's annual saving to the company in determining what a fair award should be. Take the case of a woman employee at Eastman Kodak. The camera manufacturer awarded her $900, and then increased the total to $4,000 seven months later when a study showed her camera part design sug gestion was saving more than had been anticipated. A harried clerk at Chicago's Drake Hotel found that the cost of broken dishes per year was staggering. He suggested labeling sample pieces of glassware and china with their cost to the hotel, and displaying them in a case. Breakage was reduced by over $7,000, and the clerk got a reward of 10 percent. About one out of every four employee suggestions is accepted, and successful suggesters usually are paid 10 to 15 percent of the first year's saving. Many ideas involve changes or innovations so simple that industrial engineers have overlooked them. At the Johnson & Johnson surgical dressing plant in New Jersey, for example, a wrapper thought one long piece of waxed paper would do just as well as two shorter ones. When the company found she was right, she collected $2,500. 20 How do suggesters get their ideas? It's hard to say exactly. One General Motors employee can credit im patience for being $750 richer today. Process forms were annoyingly cumbersome in her typewriter. Irri tated, she sat down at home that night and did an out standing job of redesigning the form. All kinds of human emotions, selfish and altruistic, can stimulate constructive thinking--anxiety to get a job done quickly, impatience with detail, a desire to become more productive, and of course, the hope of winning awards and earning recognition. To be successful, a suggestion system must be set up and operated with thoroughness and finesse. No system can grow and prosper by itself. In organization and execution, considerable variety exists, but basic prin ciples have become axiomatic. A system must be care fully planned, capably staffed and well publicized. Em ployees on all levels must know who is eligible for awards, and on what basis they will be given. Most companies use suggestion boxes, where ideas can be turned in on forms, accompanied by a sketch or model if necessary. All suggestion system managers agree it is imperative to collect and process recommen ETC 29119 dations quickly, and to make awards for acceptable better maintenance methods, improved clerical and suggestions without delay. office procedures, and safety innovations. Suggestions usually go first to a central office which Some historical uncertainty exists on how suggestion routes them to the head of the department involved. systems reached this country. One account is that an Investigators then weigh the merits of suggestions. In American industrialist spotted a slot in a doge's palace most cases, a committee decides whether an idea is in Venice, where public suggestions could be left. The worth adopting or not. American then brought back the idea for trial among Tact and consideration must be used when ideas are employees at his plant. not accepted. It is ideal if someone from supervision The first system still operating here was set up by sees the employee personally and explains why his sug Yale and Towne Manufacturing Company, Stamford, gestion has been turned down. Conn., in 1880. National Cash Register commenced Ethyl's System operating its plan in 1894; Eastman Kodak and Bausch and Lomb Optical in 1898; General Electric in 1905, I Ethyl Corporation, with a system introduced last and Westinghouse Electric in 1910. ' June, is a successful newcomer to the ranks of com- The greatest development came during and after | panies using suggestion systems. Indicative of the en- World War II, including expansion of the idea into | thusiasm with which the Ethyl plan has been accepted Federal departments and agencies. The Bureau of the I is the fact that about 35 percent of all Ethyl employees Budget in Washington estimates a saving of close to `submitted suggestions in the first four months as op- $170 million after suggestion systems were introduced f posed to a national average of 22 percent. Close to into the government. " 150 ideas have been accepted, with awards ranging Although suggestion systems have their opponents, from $10 to $535. substantial growth of the plans seems to assure them of Ethyl's suggestion system is working for the benefit a permanent and larger place on the American scene. of customer oil refiners, as well as for the company and If awards to employees represent 10 to 15 percent of its employees. Awards have been paid for improve the first year's savings to employers, business and in ments in processing sodium and for handling ethyl dustry would indeed be short-sighted if they threw away chloride, essential chemicals used to make "Ethyl" a chance to save more than $70 million a year. antiknock compounds. Two checks went to an Ethyl A serious attitude toward suggestion systems is well sales engineer for suggesting a simpler and better established, but even today a proposal comes along method for filling customer-bound "Ethyl" fluid tank now and then that's good for a laugh. An airline re cars, and for improving an "Ethyl" fluid mixing plant. cently, received this idea fox reducing the take-off load A variety of cash awards also has been presented fSf^^dn its planes: ``Remove pita fFenFtffiner^iyea^ listen Bafora suggestions cm ba adopted and awards given, lliec^ must tint be thoroughly investigated and approved. x.,* A ETC 291^0 A Fuel Additives and Engine Durability Additives must pass many tests before they can be introduced to the public he increasingly widespread use of a variety of Tadditives in petroleum products is widely recog nized as one of the outstanding trends in oil refining in recent years. These chemicals, often added only in minute quantities, can work magic in changing the characteristics and improving the performance of motor fuels, lubricating oils and greases, and fuel oils. In gaso line alone, additives are helping to improve antiknock quality. lengthen exhaust valve life, increase stability, inhibit rust, prevent carburetor icing, and suppress spark plug fouling and preignition. Introduction of a new fuel additive is no hit-or-miss proposition, however. Behind each one are months and often tears of research and development work and ex haustive testing in the laboratory and on the road. For not only must the additive do the job for which it is intended, it must have no undesirable effects on engine durability. It must be trouble-free from the time it enters the fuel tank until the exhaust gases pass out of the tailpipe and clear the rear bumper. Durability Factors The ideal fuel additive should not attack fuel system parts, leave deposits in the intake system, raise the en gine's octane-number requirement by leaving combus tion chamber deposits or increase its preignition ten dencies. It must not increase the tendency of spark plug deposits to short out the plug, increase engine wear, impair engine cleanliness, increase bearing cor rosion, shorten intake valve life, or increase exhaust system corrosion. Of these durability factors, intake system deposits and exhaust valve life are among those requiring the closest attention in the development of new fuel additives. As the word implies, durability means long life. In studying additives, durability tests establish the extent to which these additives lengthen or impair the life of the engine, or increase its tendency to wear out or per- & The at a papt Engine Kerley Corpor ing dei seated t ing of t neers, t 22 ETC 29121 The accompanying article is based on a paper entitled "Fuel Additives and Engine Durability" by A. E. Felt, R. V. Kerley and H. C. Sumner, of Ethyl Corporation's Research and Engineer ing department. The paper was pre sented at the National West Coast Meet ing of the Society of Automotive Engi, neers, at Los Angeles, August 16-18. PREVENT CARBURETOR ICING LENGTHEN EXHAUST VALVE LIFE Li PREVENT RUST PREVENT VALVE WEAR AND STICKING SUPPRESS SPARK PLUG FOULING PREVENT KNOCK AND PREIGNITION \ IMPROVE ENGINE CLEANLINESS Fuel additives make many contributions to better engine performance I form unsatisfactorily. For example, if a certain comipound shows promise of successfully suppressing prefignition and spark plug fouling in gasoline engines, it [must meet the durability requirements already described | before it can be commercially produced and marketed. Usually the product passes through four stages of [tests. If it fails to pass any one, it must be rejected, or [improved sufficiently to make it satisfactory. Chemical laboratory testing is the first stage. Here [the product is screened for such characteristics as storhge stability, corrosiveness, effect on rubber, solubility, [compatibility with other additives, and reactivity with [the fuel itself or with materials likely to occur in the | fuel system or crankcase of an engine. Single-cylinder engine tests next help evaluate the [product in terms of valve life, combustion chamber de[ Posit effects and noticeable good or bad effects of the idditive in general. Single-cylinder engine tests usually are preliminary to the multi-cylinder engine tests which follow. They have a definite place, however, since they provide important basic information while using a mini mum of fuel and of costly experimental quantities of the proposed additive. Obviously, single-cylinder engines do not perform exactly like multi-cylinder engines because of differ ences in design, in cooling, and in the distribution of fuel and air to the various cylinders of a multi-cylinder engine. The results of single-cylinder tests are merely indications which must be verified by tests in multi cylinder engines. Multi-cylinder engine tests in the laboratory, and later on the road, subject the proposed additive to con ditions of much greater severity. Now the program of evaluation becomes extremely complex and expensive. Research management must select the types of engine and test methods which will best typify the conditions 23 ETc 29122 the additive will encounter in actual day-to-day usage. A number of variables are involved--temperatures ranging from arctic cold to desert heat; heavy-duty truck use and light passenger car operation; and vari ations in designs and materials among the different en gines. Even in engines of the same make and model there are production changes from time to time or slight deviations from standard production dimensions and adjustments. Only a research organization with broad experience in engines can make the proper selection of test engines and methods. Obviously it is impractical to test thoroughly every make of engine. Therefore the engines which are se lected must typify a large percentage of all engines both in design and durability characteristics. It is imprac tical to attempt spark plug fouling tests on engines whose plugs do not foul during owner operation. Like wise, valve durability tests on engines known to be free of valve problems would be unwarranted. On the other hand, it is equally short-sighted to condemn a proposed additive because of poor results in an engine known to be chronically lacking in durability. Single-cylinder engine tests and preliminary multi cylinder engine screening tests eliminate those additives which drastically reduce durability in usually durable engines. Supplementary laboratory tests also are con ducted, usually under severe conditions, to determine the additives' effect on such factors as engine cleanli ness, bearing corrosion, intake manifold deposits, and wear of valve assembly parts and cams. Fleet Tests An additive which passes laboratory and road tests satisfactorily is almost invariably subjected to further testing by fleets of passenger cars or commercial vehi cles. Such tests are cooperative in nature since the fleet operators must be willing to keep good records, permit time for periodic inspections of the engines, and be willing to use the special fuels and lubricants provided. Tests in a large commercial fleet usually provide data on many vehicles in a short time at relatively low cost. Often, simultaneous tests are run in two or more fleets widely separated geographically and varying from each other in the types of vehicles, terrain traveled, operating conditions and climate. By this means, the research engineers obtain a much broader picture of the additives' performance than would be possible with laboratory tests alone. Thus, it is apparent that the oil industry and those who supply its additives spend millions of dollars and many research hours in testing and perfecting these miracle additives for petroleum products. The results of these efforts are readily seen in the outstand ing performance of the fuels and engines that power the automobiles of today. # A test cor from Ethyl Corporation's laboratory at So" Bernardino traversing some of the varied terrain that makes Southern California a valuable proving ground. Layouts and Art Direction: Carsten Grande. Photo Credits: Cover. Ektachrome by J. Alex Langley: page 1, courtesy American Petroleum Institute; page 2. courtesy Armed Serv ices Petroleum Purchasing Agency and U. S. Army; page 3, courtesy U. S. Navy and Boeing Airplane Company: pages 4. 5 and 6, Many Nordstrom; pages 12 and 12. courtesy Standard Oil Company (Nf Jersey), Shell Oil Company and Esso Standard Oil Company: page courtesy The World Calendar Association: page 16. Philip CencT* and courtesy Lin-O-Plast Corp.: page 20. courtesy Armstrong Corn u o. A dwJ\ Helping dealers to find the right man Have you heard about the new program to attract and keep better-quality men in service-station jobs? It's a new Ethyl service. Called Ethyl's Recruiting and Training program, it will, we believe, be a valuable supplement to the work of individual oil companies, and the committees of the API and other associations which are concerned with this problem. Here, in brief, is the story. First, to get the complete national picture, we asked more than 4,500 dealers employing more than 15,000 attendants to tell us about their personnel problems. Nearly all reported they had difficulties in recruiting, hiring and training their people. So much so, that nearly half of those hired left because they were "unsatisfac tory," and nearly 60% of the men working as attendants had experience of only one year or less. So we sat down with vocational-guidance people and men from the petroleum industry and worked out our R.T. (Recruiting and Training) program. We reasoned, after a good deal of study, that if more people knew of the fine opportunities available in servicestation employment, better men would be interested. So a film, booklets, and special kits were created to take this message to young men and their families. We hope this new Ethyl service can help your dealers build a better and more stable service-station sales force. Our prime objective is to help the industry in one of its more vulnerable areas: the front door of its business. ETC 29125 Framed by the outline of a spherical storage tank, our cover photo, by Laurence Lowry, shows a section of Chicago, host city to the API annual meeting. tichard F. Cook, Editor AMERICAN PETROLEUM INSTITUTE ANNUAL MEETING ISSUE NOVEMBER-DECEMBER 1954 Signing In........................................................... 2 Fundamental Research...................................... 6 Public Relations.................................................9 Refining............................................................... 11 Measurement.................................................... 13 Camera Candids............................................... 14 Marketing......................................................... 16 Transportation.................................................... 19 Board of Directors...............................................23 Financial and Accounting............................... 26 Dateline: Chicago...............................................28 Until Next Year Offstage............................................................. 30 Production........................................................ 33 APIC.................................................................. 35 Receptions........................................................ 36 1st General Session........................................ 38 Lubrication........................................................41 At Random........................................................42 Safety and Fire Protection............................. 45 2nd General Session........................................46 Statistics............................................................. 48 Committees at Work........................................49 .......................... 51 Published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y., manufacturer of "Ethyl" antiknock compounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. Edward L Sh#o, President Stanlay T. Crosiland, Vic# Pracidanl and Trtoturir H#rb#rt A. Savaga, S#cr#tary FJLrom THE STANDPOINT of attendance, amount of work accomplished, value of papers presented, and any other yardstick that can be applied, the 34th Annual Meeting of the American Petroleum Institute was one of the most fruitful that has been held. Even the weatherman cooperated by supplying balmy days as the record-breaking total of 6,530 oilmen gathered in often-blustery Chicago, November 8 to 11, for an intensive round of committee meetings, group and general sessions, and other business connected with conducting the affairs of the petroleum industry. A complete cross-section of the industry was on hand as scientifically minded exploration and research men, producers, refiners, transporters and marketers of oil and its products, from companies large and small, met for the four days and more of the conclave. Following a custom established at the time of the first post-war annual meeting in 1946, ETHYL NEWS again is happy to devote its concluding issue for the year to photographic coverage of the API gathering. It is hoped that the hundreds of photographs that have been assembled in these pages will serve as a worthwhile reminder and memento of the record-breaking 34th Annual Meeting. THE EDITORS 11 .J I ETC 29128 I C. E. Skinner, Gulf Oil, and William M. Pritchard, Coastal Tank Lines vice president, sign in. Some of the thousands who attended the meeting wait their turn at the busy registration desk. A n all-time high in attendance was set at the 34th annual meeting of the American Petro leum Institute. The API registration staff was constantly busy as 6,550 oilmen signed in for the biggest of the Institute's gatherings. The rec ord attendance pushed the all-time attendance at annual meetings to nearly 100,000. In 1953, the attendance had totaled 6,348, just 45 short of equaling the previous all-time high of 6,393 set in 1952. The Conrad Hilton Hotel was again headquar ters and meeting place for this, the 23rd annual meeting held in Chicago, except for the Insti tute's Transportation division, which was based at the Palmer House. On these four pages are some typical scenes of the busy throng signing in for 1954. This s' vlded 2 ETC SIGNING IN Dr. K. G. Mackenzie, of his own firm, looks over a poster announcing the Fourth World Petroleum Congress to be held in Rome next year. Soxie Dowling, of the registration staff, gives William R. Boyd, Jr., a meeting program as the former API president signs in. ETC 29130 SIGNING IN Rodney S. Durkee, Lane Wells board chairman and David F. Cocks, Standard of Kentucky vice president, fill out their registration cards. Chatting ore Fred L. Hartley, Union Oil, and Gale Adams, General Petroleum vice president. Between them in the background is Everett Wells, Ashland Oil executive vice president. Conferring in the lobby are R. H. Anders, J. A. Collins, and Phil S. Justice, all of Sun Oil. 5 H. Lovejo; toomrock O 'etroleum vie The registration board provided a quick find out who i William Solberg, of Northwestern Refining, registers 4 for his hotel room in the Hilton. ETC 29131 SIGNING IN Discussing a point are J. L. Latimer, Magnolia president; H. L. Poole, Union Tank & Supply Co. vice president; and Vance Hyman, of Sipanam. Gordon Gano, Cities Service Refining, and Vice Presidents H. O. Harder, of Sunray, and T. A. VanGriethuysen, of Continental. . Lovejoy, Continental Oil; Leo J. Wilmeth, irock Oil; and David C. Phillips, Falley ileum vice president, exchange cards. 3ut who was attending the meeting. Looking over the meeting program are O. H. Cun ningham, Delta Refining, and R. A. Young, M.F.A. Oil. 5 ETC 291s2 A color slide projector sponsored by Research Project 48 interests F. C. Davern, of Esso Standard. (ince its inception in 1951, the Fundamental Research group session has been the official kickoff event of each API annual meeting. This year was no exception. Following opening remarks by Howard G. Vesper, vice president of Standard Oil Company of California, and the presentation of two Certificates of Appreciation by Dr. Robert E. Wilson, chairman of the API board's Research committee and board chairman of Standard Oil (Indiana), the Monday morning session heard progress reports on the seven Institute research projects on the composition and properties of petroleum. Hugh W. Field, chairman of the API advisory committee on Fundamental Research and vice president of The Atlan tic Refining Company, presided. A portion of the large audience that attended the Fundamental Research group session in the North Ballroom. Among at the were Lovell, poratic of Uni< L. lym of Ca search, sessio W. D. Humb man S. Humb Harry I Shell D > 'V * Jt x rSL " V * *' As V V * "g ;s ,, * \ *"* lV Vr V-- > ^ SX ra -'X L\ ^ . T" Seated outside the meeting room are Alphonse A. Corona, vice president of American Oil; D. J. Smith, American Oil president; and Bruce K. Brown, Pon-Am Southern president. En route to the Fundamental Research session, N. E. Birch and M. J. Fowle, both of Atlantic Refining, take a moment for a corridor conversation. Reportir Brattain The grc were de ETC 29133 FUNDAMENTAL RESEARCH Among those heard at the group session were Wheeler G. Lovell, of Ethyl Cor poration; G. R. Lake, of Union Oil; Arthur L. Lyman, president of California Re search; H. W. Field, session chairman; W. D. Seyfried, of Humble Oil; Sher man S. Shaffer, also Humble Oil; and Harry Sutherland, of Shell Development. Reporting for Project 50 was R. Robert Brattain, of Shell Development. Dr. Robert E. Wilson presented Certificates of Appreciation to (above) Thomas V. Moore, of Standard Oil Development, and (below) Leslie C. Beard, Jr., of Socony-Vacuum. 7 V' FUNDAMENTAL RESEARCH The Sunday meeting of the Research Proj ect 47 Advisory committee. E. R. Brownscombe, of Atlantic Refining, is chairman. make cot properly non told morning "Industn men shot don on a The at don Com from G. ' going nat Two Standard Oil Company (Indiana) men interested in petroleum research are Pike Sullivan and J. K. Roberts. The Research Project 42 Advisory committee in all-day session Sundoy. Audience members filing into the Fundamental Research session. ETC 29135 TH ANNUAL API PUBLIC RELATIONS MEETING Ihe AMERICAN PEOPLE will make correct decisions on governmental issues if they are properly informed, Louisiana's Governor Robert F. Kenaon told a standing-room-only crowd at the Monday noming Public Relations session. In his address entitled `Industry Must Speak Up," the governor stated that oil men should see that the public gets full and frank informaion on all questions affecting the industry. The audience also heard that the Oil Industry Informaion Committee had a "terrific" year in 1954, in a report om G. Stewart Brown, the public relations group's outoing national chairman. Above, H. S. M. Burns, Shell Oil president, who presided; R. F. Kennon, governor of Louisiana, and G. Stewart Brown, Stand ard of California public relations mana ger, both speakers; and W. R. Huber, of Gulf Oil, new OIIC national chairman. Recipients of OIIC Certificates of Appreciation were: C. D. Hill, Carter Oil; E. A. Williford, Continental Oil; A. D. Eubank, Quaker State Oil; and D. R. Ferris, Gulf Oil. Right, Public Relations Directors Emerson Smith, of Continental Oil, and James Haskins, of American Oil____Below, part of the large audience that crowded the Grand Ballroom for the session. \ ETC 29136 Among those at the luncheon meeting of the Public Relations committee of the API board of directors were A. A. Stom. bough. Standard of Ohio board chairman; Col. T. H. Barton. Lion Oil board chairman; and H. B. Miller, OIIC director' W. Newto day aftem talks by ot Rockefelk Foreign F know-how Communi; casting, F United Stt vances in crease our to the two 54 candid division's j John W. N< and relirin David Rock National Be Three public relations men in a huddle are Conger Reynolds, of Standard of Indiana; Warren Drew, of Gulf Oil; and William Finnegan, Jr., of Humble. A view of some of those in attendance at the Monday afternoon meeting of the OIIC Planning committee. Fronkly* Woltman, of Sun Oil, is chairman. ETC 29137 API TH ANNUAL MEETING 1 resided over by John W. Newton, outgoing API vice president, the Mon day afternoon Refining session featured significant talks by outstanding authorities in two fields. David Rockefeller discussed "The Businessman's Role in Foreign Policy," pointing out that business and know-how abroad can help erect a barrier against Communist aggression. Speaking on weather fore casting, Francis W. Reichelderfer, chief of the United States Weather Bureau, predicted that ad vances in electronics and nuclear fission will in crease our knowledge of meteorology. In addition to the two talks, the audience heard the names of 54 candidates for membership on the Refining division's general committee. John W. Newton, Magnolia Petroleum vice president W and retiring API vice president for Refining, and V David Rockefeller, senior vice president of The Chase ^ National Bank, a featured speaker. Above, E. B. McConnell, Standard of Ohio vice president, who was elected API vice president for Refining, succeeding Mr. New ton. . . . Above right, W. W. Scheumann, Cities Service Research and Development vice president, reported for the nominating committee. . . . Right, F. W. Reichelderfer, a session speaker. ETC Seated in the audience at the Refining group session were T. R. Shaw, of Phillips Petroleum; H. G. Gunter, vice president of Suntide Refining; and R. W. Burns, of Carter Oil. Photographed informally before the start of the meet ing was this Sinclair Refining threesome: V. L. Brophy, H. L. Lussow, and E. J. Bassett. Below left, also in the audience were C. W. Shaffer and Howard M. Johnson, both of Socony-Vacuum.... Below, numbered among the representatives of Cana dian oil companies in attendance were J. G. Light, MeColl-Frontenac, and D. L. Campbell and A. G. Farquharson, vice presidents of British American and McColl-Frontenac, respectively. in API "Measu and Pet Monday of petrc approxi improve accelera loss-red Oilmt particip. stressed accurac; The trer manual speaker; A general view ot oilmen in the audience at the Refining session in the North Ballroom. ETC 29139 lOR THE FIRST TIME in API history, a symposium was held on "Measuring, Sampling, and Testing Crude Oil and Petroleum Products." The audience at the Monday afternoon session was told that losses of petroleum and its products will amount to approximately $350 million this year, and "any improvement in the ability to measure could accelerate the development and evaluation of loss-reduction practices." Oilmen from the United States and Canada participated in the panel discussions. They stressed the need to seek the best measuring accuracy which can be obtained economically. The trend should be toward the minimizing of manual operations insofar as practical, the speakers all agreed. H. C. Packard, of Shell Oil, who presided at the symposium, presents a Certificate of Apprecia tion to Bert Martin, Service Pipe Line (retired). Among those participoting were P. E. Frank, Sinclair Refining; O. D. Stallard, Magnolia Pipe Line; and A. H. Newberg, Service Pipe Line. Also active in preparing and presenting papers were J. H. McClintock, Esso Standard; J. D. Jones, Gulf Refining; George Supple, General Petroleum; and S. H. Dowdell, British American. William Watson, of Clark Oil & Refining, and John Crawford, vice president of the same firm. API In the audience at a Transpor tation division committee meet ing are H. D. Carmichael, of Standard of Kentucky, and M.D. Scott, of Standard of Indiana. J Jack Vyn, of Northwestern Re fining, and D. D. Hornbeck, of Ethyl, between sessions. Makin C. M. Pictured in the Conrad Hilton lobby are Robert Yancey, Ashland Oil; C. O. Garbrecht, vice president of Bay Petroleum; and R. A. Whealy, of Ashland. R. C. Murphy, of Ethyl, with Vice Presidents C. H. Thayer, of Sun, and W. R. Argyle, of Sinclair Refining. This threesome consists of Lewis Gross, Taylor Oil and Gas; Fred Sewell, Taylor vice presi dent; and Truman Gish, of Naph-Sol Refining. ETC 29141 CAMERA CANDIDS Milo Dahl, of Midland Cooperative Wholesale, and Ralph Booker, executive vice president of National Cooperative Refinery Association. Vv- \i . VS- = Making up this happy group are E. H. Johnson, Enjay Company; C. M. Davison, Penola Oil president; and S. W. Fay, of En[ay. Left, a camera study of G. E. Wynn, Mid-Continent Petroleum vice presi dent . . . Right, Arthur Jago, of Shell Oil, and Charles Warner, Houston Oil vice president. In this California delegation are L. F. Strader, Richfield Oil; Milton Lewis, of Ralph M. Parsons Co.; N. F. Simmonds and C. R. McKay, of Richfield, and M. F. Weill, of Ethyl. ETC 29142 Robert M. Bartlett as he called the Division of Marketing's group session in the Grand Ballroom to order. TA WO WELL-ATTENDED MEETINGS, the first a group session on Monday afternoon and the sec ond an open business meeting of the General Committee on Tuesday morning, were con ducted by the Division of Marketing. Robert M. Bartlett, vice president of Gulf Oil and outgoing API vice president for Marketing, presided at both. Featured speakers at the group session were Malcolm P Murdock, vice president of Ethyl Corporation, who introduced that Company's new film on service station personnel recruiting; Edward F. Howrey, chairman of the Federal Trade Commission; James E. Dyer, president of Sinclair Refining; A. M. Rippel, of Phillips Pe troleum; and M. N. Vining, of Diesel Oil Sales. The 1 noon New API vice president for Marketing is J. G. Jordan, vice president of Shell Oil, shown here as he delivered a com mittee report at the business meeting. Below, enjoying a pre-session chat are J. M. Gardiner, president of Republic Oil Refining, and Harry B. Hilts, secre tary of Empire State Petroleum Asso ciation. . . . Below right, Edward F. Howrey, who spoke on "The Federal Trade Commission and Business." Jame pet c spoke erf the Factu Gas ' Certif tion v. indue I i a m: Henry gon C of Sin ert M Oil; A tional leum Grave Water Harpe per C made ETC 29143 MARKETING The hotel's Grand Ballroom was filled nearly to capacity for the Monday after noon group session, first of two meetings held by the Division of Marketing. Malcolm P. Murdock told about Ethyl Corporation's R-T Program and introduced a motion picture used in connection with this project. James E. Dyer, A. M. Rippel and M. N. Vining spoke on various phases of the general topic "The Factual Story of Natural Gas Vs. Distillate Fuels." Certificate of Apprecia tion winners in Marketing included Russell S. Wil liams, of Gaseteria; Henry Schwartz, of Para gon Oil; James E. Dyer, of Sinclair Refining; Rob ert M. Bartlett, of Gulf Oil; Adrian Ogle, of Na tional Congress of Petro leum Retailers; and B. I. Graves, retired, of Tide Water Associated. John Harper, president of Har per Oil (extreme right), made the presentations. % ft V V i .. V1 I li I J ETC 2914 These interested session-goers ore Horace Davenport, vice president of Pocahontas Fuel, and E. 6. Faust and Edward Diggs, of Esso Standard. Below right, in the audience at a Service Station Ad visory committee meeting are Leon Serven, of Atlantic Refining; A. W. Holmes, vice president of Miller & Holmes; and A. C. Stapf, of Gulf Oil. Below, J. H. Meyers, of Socony-Voeuum, and Herbert Willetts, Socony-Vacuum vice president. - ' rrs Frank A. Watts, of Humble, mak- S. H. Elliott, Standard of Ohio vice ing a Marketing committee report. president, reporting on nominations. Everett Wells, Ashland Oil executive vice president, calling the roll. Photographed at a Division of Marketing display fable were J. R. Patton, vice president of Trinidad Leaseholds; Helen Griffin, of Pacific Iron Products; James B. McNallen, of the API; Kitty Brown, of Pure Oil; and James D. Elder, of Cooperative Refinery Assn. 18 ETC 29145 TH ANNUAL API cCTji TRANSPORTATION MEETING V,r aried aspects of the vital role pf transportation in the oil industry were covered by several papers and discussions at three group sessions and se oral committee meetings. Brig. Gen. Evan M. Houseman, speaking for Maj. Gen. Paul F. Yount, U. S. Army Chief of Transportation, told a Monday audience that more than 65 percent of the tonnage shipped overseas during the Korean conflict consisted of petroleum and petroleum products. For shipments inside the United States he cited the growth of pipe lines as "the most spectacular development of oil transportation in the past few years." Other topics discussed at sessions included radiographic inspec tion of petroleum pipelines, filtering practices, corrosion, and trans portation's role in the growth of integration. ~I George H. Hill, Jr., Cities Service Petro leum vice president, presided at the Mon day session. u Brig. General Evan M. Houseman, U. S. Army Transportation Corps, spoke Monday. U. Transportation's part in industry integration was the subject of a talk by Prof. John G. McLean, of Harvard University. The nominating committee report was presented by Edward F. Morrill, Sohio. Harry G. Schad, Atlantic Refining vice president, spoke on "Good Will Is Good Business." N ETC 29146 TRANSPORTATION Speakers at the Pipeline Symposium Tuesday morning were J. C. Stirling, Service Pipe Line; R. K. Paine, Standard of California, who pre sided; W. G. Horstman, Plantation Pipe Line vice president; and Harold Hovland, president of Industrial X-Ray Engineers. At the afternoon Pipeline Symposium, L. F. Kahle, Standard of Jersey (left), presided. He is shown here with speakers S. G. Kershner, Texas Pipe Line vice president, and W. L. Kennedy, Jr., and A. H. Newberg, both of Service Pipe Line. I G. R. Olson, of United Gas Pipe Line, and A. L. Christy, of Pure Oil, check the Transportation program. A view of part of the audience at one of the Transportation group ses sions in the Red Lacquer Room at the Palmer House. J. E C. t at t This Vic< W. mor Pre: O. I TRANSPORTATION Among recipients of Certificates of Appreciation at a Transportation group session are S. S. Smith, Shell Oil (retired); F. B. Hufnagel, Jr., Sun; A. M. Gee, Ohio Oil (retired); G. H. Hill, Jr., Cities Service Petro leum, who made the presentations; W. F. Jones, Gulf; A. B. Gorman, Esso Standard; and H. L. McReynolds, Socony-Vocuum (retired). C. W. Keith, and T. R. Aude, both of Service Pipe Line, heod for a session. J. E. B. Gibbons, Koppers Co.; C. C. Keane, Great Lakes Pipe Line; C. D. Faires, and H. E. Dischinger, both of Shell, listen to a speaker at the Monday group session. A. L. Klein, Republic Oil; William M. Johnson, Gulf; and J. H. Gies, Esso Standard, form a threesome at the Transportation Club dinner. This Ohio Oil quintet includes Vice President H. C. King, W. J. Wilson, L. B. McCammon (retired), ond retired Vice Presidents E. B. Redpafh and O. F. Moore. TRANSPORTATION Incoming president of the Pipe Liners Club, Loren F. Kahle, Standard of Jersey, is congratulated by retiring president, J. L. Latimer, Magnolia Petroleum president. Earl R. Smith, Vendome Tank Car Co., and F. C. Brentlinger, El Dorado Refining. T. is ci ann; reelt clair M. ] ing, of R port. Brev Vact dent: ard t W. tion) ident Transportation Club officers are: R. R. Hooper, Cities Service, secretarytreasurer ; Lee R. Cowles, Standard of Indiana, outgoing president; Clyde F. Dowd, Tide Water Associated, incoming president; Paul J. Bond, Pure Oil, 1 st vice president, and W. O. Narry, Richfield Oil, 2nd vice president. J. W. Fagan, Cities Service Pipe Line, ond P. H. DuVal, Arkansas Fuel Oil vice presi dent, at a group session. An overall view of the Pipe Liners Club dinner. ETC 29149 BOARD OF DIRECTORS Th* institute's Board of Directors, as is customary, met several times during the annual meeting. Among other matters, it reelected P. C. Spencer, president of Sin clair Oil, as API board chairman; Frank M. Porter, president of Fain-Porter Drill ing, president; Charles S. Jones, president of Richfield Oil, vice president for Trans portation; Lacey Walker, secretary; and B. Brewster Jennings, president of SoconyVacuum, treasurer. New API vice presi dents named were E. B. McConnell, Stand ard of Ohio vice president (Refining); A. W. Thompson, of his own firm (Produc tion); and J. G. Jordan. Shell Oil vice pres ident (Marketing). Below, at the head table at the several meetings of the Board of Directors were API officers lacey Walker, secretary; P. C. Spencer, chairman; and Frank M. Porter, president. Above left, among the units within the Board of Councillors meeting on Tuesday morning to select candidates for election to the Board was this Refining group. . . . Above, David Stroop, of the API, and Joseph Russell, Gulf Oil vice president, presided at the Councillors' gathering. Left, a general view of some of the API board members in attendance at one of that group's meetings. ETC 29150 OF DIRECTORS Joseph 1. Dwyer, of the API staff, records at tendance at a meeting of the Board. Reese H. Taylor, Union Oil president, and J. J. Cosgrove, Continental Oil board chairman, in conversation at the Board reception. Wiley Butler, Coastal Oil president; Charles L. Suhr, chairman of Pennzoil; and Paul G. Blazer, Ashland Oil chairman. Right, pictured informally before the start of a meeting are H. B. Fuqua, chairman of Texas Pacific Coal and Oil, and Maston Nixon, presi dent of Southern Minerals. . . . Below, Deep Rock President W. H. Garbade and Cosden Petroleum President R. L. Tollett. Abov Buttri leum, of Ar In thi lovej Pew, Stant presi< presit Belov M. G Stanc the d ETC 29151 BOARD OF DIRECTORS Above, a camera close-up of Frank Buttram, president of Buttrom Petro leum, and Alfred Jacobsen, president of Amerada Petroleum. In this directors' foursome are John M. Lovejoy, Seaboard Oil director; J. N. Pew, Jr., Sun Oil board chairman; Stanton K. Smith, Smith Oil & Refining president; and R. L. Milligan, Pure Oil president. Below, A. W. Peake, president, and M. G. Paulus, vice president, both of Standard of Indiana, host company at the directors' reception. Eugene Holman, chairman of the board of Standard Oil Company (New Jersey), and L. S. Wescoat, chairman of The Pure Oil Company's executive committee. ETC 29152 J. R. Mulvey, of Humble Oil & Refining, receives an API Certificate of Appreciation from Max Lorimore, Financial and Accounting committee chairman. API I 'I MEETING In what amounted to an all-day meeting broken only by lunch, the API Financial and Accounting committee sponsored morning and after noon group sessions on the annual meeting's second day. Main speakers were an oil company president (Robert G. Dunlop, of Sun Oil), a professor of business conditions (P W. McCracken, of the University of Michigan), an economist (Edwin B. George, of Dun and Bradstreet), and the assistant comptroller of an oil company (Max Lorimore, of Union Oil). It was a busy day for Mr. Lorimore in particular. In addition to addressing the afternoon session, he pre sided at the morning meeting. Robe lion While A. R. Bell, Jr., of General Crude Oil, looks on, W. F. Styler, Jr., of Deep Rock Oil, fastens his Finan cial and Accounting name badge. Large audiences attended both Financial and Accounting ses sions. Below is part of the morning group. Two company controllers in the afternoon audi ence were A. A. Buzz!, of Shell Oil, and Ralph Martin, of Standard Oil Company (Ohio). ETC 29153 FINANCIAL AND ACCOUNTING P. C. Salman, of Socony-Vacuum Oil, who presided in the after noon, with Edwin B. George, one of the session's speakers. The South Ballroom, scene i of the two group sessions, was filled to overflowing on each occasion. These are some of the standees. Right, taking things easy for a moment are William J. Nuelle, vice president of Petrolite, and O. K. Pryor, part ner in Price Waterhouse. Below left, S. D. Williams, of Sohio Petroleum, gets a pre view from a poster. Below, at the morning ses sion were Edwin H. Brown, vice president of Clark Oil & Refining,- Ralph A. Hart, of Standard of Ohio; and G. L. Townsan, of American Re publics. etc 29l54 i An annual meeting fixture is the Mon day morning press conference of API President Frank M. Porter. With him is Fred VanCovern, of the API. New officers of the Association of Pe troleum Writers are Henry Ralph, of The Oil and Gas Journal, board chair man; LeRoy Menzing, of Fort Worfh Star-Telegram, vice president; Russell Palmer, of Petroleum World, presi dent; and Clarence Mantooth, of Tulsa World, secretory-treasurer. Two of the busier press members were Wanda Jablonski, of McGraw-Hill, and Robert Spann, of World Oil. I Thb world was told about the 34th annual meeting of the American Petroleum Institute by every available means of communication. Thou sands of words were written by reporters and feature writers for newspapers and magazines, hundreds of press photographs were taken, and scores of radio broadcasts and telecasts featuring oil news and per sonalities either emanated "live" or were recorded and filmed for studio showing at a later time. The Association of Petroleum Writers (APW). as customary, staged its annual meeting in conjunction with the API convention. Dolores cago off the API, F. E. Wc tive vice tain Oil i dinner g On an A the noti James E. tion, one presiden ration. Brig. Ge petroleur fense, ch tor of No DATELINE: CHICAGO In this group ore Milburn Petty, of The Oil Daily and Petty's Oil Letter; Keith Fanshier, of The Oil Daily; Eloise Michel, of the API press room staff; and George Weber, of The Oil and Gas Journal. Dolores Schovone, of the OIIC Chi cago office, and J. Richard Shaner, of the API, register W. W. Flenniken and F. E. Woodring, president ond execu tive vice president of the Rocky Moun tain Oil & Gas Association, at the APW dinner gathering. On an API broadcast with Bob Elson, the noted commentator (left), are James E. Boudreau, of Ethyl Corpora tion, and Carl B. Anderson, Jr., vice president of An-Son Petroleum Corpo ration. Brig. Gen. W. W. White, director of petroleum logistics, Department of De fense, chats with Herbert Yocom, edi tor of National Petroleum News. Hard at work in the API press room are L. J. Logan, of World Oil; Lawrence Eldred, of Associated Press; Fletcher Swank, of Daily Oklahoman; Karl Hess, of the OIIC; and Fred Orehek, of Chicago American (back to camera). ETC 29156 ft 1 H. E. Brandli, president of Cities Service Oil (Pa.); George H. Shaw, a director of Cities Service Company; and S. B. Irelan, president of Cities Service Oil (Del.). Enjoying a corridor chat are J. O. Balzer, of Ethyl Corporation, and J. L. Sewell, Taylor Oil and Gas president. Below left, in pleasant con versation are E. Allan Mor row, president of Roosevelt Oil, and W. E. Randolph, of the same company. Midwesterners both are G. W. Sanders, assistant vice president of Pure Oil, and George Woodruff, Globe Oil & Refining secretary and treasurer. Up frc ident % ETC 29157 OFFSTAGE * idoy Afterno - NOVEMBER ' I ton 1 Up from Tulsa was T. E. Fitzgerald, vice pres ident of Mid-Continent Petroleum. /> 'S f Roy S. Reed, of His own company, listens intently to R. A. Wotowitch, well-known retired oilman who is organizing a ``caravan" to the 1955 API Annual Meeting in San Francisco. Iv: \ A S\*, Above, Clark Oil & Refining men all are John Stackner, com pany treasurer, R. 1. Grogan, R. G. Atkinson and I. H. Dawes, company vice president. . . . Left, an all-Canadian group is formed by W. R. MacArthur, vice president of North Star Oil; Oscar B. Lewis, vice president of Ethyl Antiknock, Ltd.; and John Holliday and W. J. Dubesky, of North Star. Below left, W. E. Schoeneck, vice president of British Ameri can Oil, and R. O. Garrett, of Arkansas Louisiana Gas. . . . Below right, L. A. Dollahan, of Ethyl Corporation; Gus Han sen, executive vice president of Osceola Refining, and Don ald R. Nelson, of Leonard Refineries. Xk ETC 29158 OFFSTAGE R. D. Bushelt, of Ethyl; T. A. Mangelsdorf, of The Texas Company; and T. B. Kimball, of Sinclair Refining. Time out from a busy round of annual meeting sessions is taken by L. W. Moore and T. A. Aldridge, both vice presidents of The American Oil Company. Both of Aurora Gasoline Company are Soma Kurtis and Peter A. Blasco. Paul G. Benedum, presi dent of Hiawatha Oil & Gas, and Erie G. Christian, secretary of Cities Service. Photographed as he buzzed for a Conrad Hil ton Hotel elevator was C. A. Day, of Richfield Oil. Below, Edward W. Gould, Jr., president of Cape Cod Oil; W. W. Wilson, secretary of CushmanWilson Oil; and V. H. Kellerman, secretary-treasurer of Star Oil. ( t It F ETC TH ANNUAL API PRODUCTION MEETING vJroup sessions conducted by the Division of Pro duction on Tuesday and Wednesday afternoons pre sented seven speakers who voiced, among others, these evaluations and forecasts: The Federal Government does not "want to socialize the natural gas industry;" petroleum producers are spending record sums of money in competing for off shore oil; the petrochemical industry will not "come anywhere near revolutionizing the market outlook for oil and gas production;" settlement of its oil dispute may enable Iran to balance its budget within a year without any direct U. S. aid; Canada, despite its huge expansion in recent years, still is able to produce only about 65 percent of its petroleum product needs. A. W. Thompson, president of his own company, was elected the new API vice president for Production. Left, two of the speakers at the first Production session were Jerome K. Kuy kendall, chairman of the Federal Power Commission, and T. G. Hughes, presi dent of Oronite Chemical. Below left, co-chairmen on Tuesday were S. C. Oliphant, vice president of Tennessee Production, and Harold Den ton, of Sun Oil . . . Below, Gardiner Symonds, Tennessee Gas Transmission president, another featured speaker. ETC 29J6o PRODUCTION Four of Production's five Certifi cate of Appreciation winners are shown with John G. Pew, Sun Oil vice president and outgoing API vice president (extreme left), who made the presentations. They are D. V. Carter, of Magnolia Petro leum; C. E. Reistle, Jr., a Humble Oil director; J. C. Johnston, of Continental Oil; and P. A. Mills, president of Moody Engineering. I Wednesday afternoon session participants were (seated) N. E. Tanner, president of Trans-Canada Pipe Lines; R. L. Minckler, president of General Petroleum; Howard Page, Standard of Jersey director; and Dean A. McGee, president of Kerr-McGee Oil Industries. Standing behind them are George E. Cannon, of Humble Oil, and Milan G. Arthur, of Union Oil, who presided. U. S. Senator Robert 5. Kerr, board chairman of Kerr-McGee Oil Industries, scans a newspa per before the start of a session. f f ETC 291 61 John H. and Cy API TH ANNUAL MEETING APIC A n overflow audience attending the American Petroleum Industries Committee group session was called "to arms to keep industry free from government controls." The strong appeal to fight government intervention was voiced by B. L. Majewski, president of Great American Oil. He was the ses sion's only speaker after Governor George Craig of Indiana had to cancel his scheduled talk. Joseph P. Walsh, of Sinclair Oil, the APIC chairman, who presided at the session. Left, B. L. Majewski addressing the Tuesday afternoon meeting in the North Ballroom____Below, Oscar John Dorwin, Texaco vice president, was among those seated at the speakers' table. By a poster announcing the APIC session are F. S. Clulow, Shell Oil vice president, and T. B. Rendel, also of Shell. MOtltt MU.W0M dd I "sU, John H. Bivins, director of the American Petroleum Industries Committee (left), and Cyrus S. Gentry, Wolverine Pipe Line president, sat on the rostrum. B.LMMWW jj i ^ i * API TH ANNUAL Above, at the Continental-Youngstown-Emseo reception, (reading clockwise) were R. S. Ramsay and Claude F. Reynolds, both of Gen eral Motors; Robert Denny, Chero kee Labs; M. J. Rzasa, Cities Serv ice Research and Development; Wallace Barrett, Fox Rig & Lumber; David A. Garrick, Cherokee Labs; and W. W. Scheumann, Cities Serv ice Research and Development vice president. . . . Left, H. L. Hunt and H. L. Williford, both of Hunt Oil, share a small table. . . . Below, at a Dresser Industries luncheon table (reading counterclockwise), are Leonard F. Ward, president of Ward Williston Drilling; L. S. Rich ardson, A. W. John, Claude Leach, F. W. Hertel, A. M. Mouser, and J. M. Tharp, Jr., all of Tide Water. This over-all view of the Continental party shows the bountiful serving ta bles and attractive settings. Allan V. Hoffman, of Pennioil, was one of the many who attended a Sinclair reception. 29163 etc RECEPTIONS A threesome at the Sinclair recep tion are C. F. McGoughran, Sinclair Oil Corp. secretary, Herbert B. Smith, president of Sinclair Oil & Gas, and Gelston Howell, of Ethyl Corporation. Vice presidents Harry A. Jackson and Herschel Hyde, of Tide Water, pictured at the Gulf Oil gathering. Among those serving themselves at the Dresser luncheon are (from left) W. A. Skibbe, Davison Chemicals, and Frank B. Burnes, Kerr-McGee Oil Industries. I I ; v**' W. B. Simpson, Hope Natural Gas, and F. H. Willibrand, Sohio Petroleum, are greeted by J. B. O'Con nor, executive vice president of Dresser Industries, at the latter company's Tuesday luncheon. ETC 29164 API Frank Porter, API president, as he delivered his annual report on Wednesday morning. Xhe annual meeting's two general sessions, both of which were presided over by P. C. Spencer, chairman of the API Board of Directors and president of Sinclair Oil, were held Wednesday and Thursday mornings in the Conrad Hilton's Grand Ballroom. API President Frank Porter delivered his traditional annual report at the first session. Speaking on the same program were M. J. Rathbone, Standard of Jersey president, and Douglas McKay, Secretary of the Interior. Mr. Rathbone discussed some of the problems the oil industry faces. Secretary McKay, addressing the session for the second consecutive year, pointed out that sales of oil leases on the outer continental shelf will benefit every individual in the country by adding to the federal treasury. On the program of the 1st General Session were M. J. Rathbone, president of Standard Oil Company (N. J.l; P. C. Spencer, API board chairman; Douglas McKay, Secretary of the Interior; Frank Porter, API president, and Wallace Pratt, geologist and retired Jersey Standard vice president. A, entatic Achie' knowr ard Oi In a man S noted, richnc but in Mr. dustry source recipie as an of poll Ameri. A balcony view of part of the audience that attended the session. 38 ETC 29165 1st GENERAL SESSION \I highlight of the 1st General Session was pres entation of the API Gold Medal for Distinguished Achievement to Wallace E. Pratt, internationally known geologist and retired vice president of Stand ard Oil Company (N. J.). In awarding the coveted medal, API Board Chair man Spencer read the accompanying scroll, which noted, in part, that Mr. Pratt's "career has been rich not only in material services to your countrymen, but in spiritual gifts as well." Mr. Pratt, in response, lauded the petroleum in dustry for having contributed more than any other source to the science of geology. The 69-year-old recipient, an author and philosopher of note, as well as an outstanding geologist, termed "the absence of political barriers" the key to the success of the American oil industry. API FORUM 1954 ' and Thursday Mommas novemkk to* mi M-wo* CONRAD HILTON GRAND MUROOM .>. Spedten at General Session* ETC 29166 1st GENERAL SESSION i> D. A. Hcrris and J. E. Morgan, both of Standard of Indiana, at the session. R. R. Johnston, of Gulf Refining, and G. E. Millican, of Gulf Oil. Gilbert & Barker Manufacturing was represented by J. A. MocDonnell, Lawrence Marchese, and President I. C. Jacobs. i 3 i i T,* in pet Symo sion c Mr petrol ter ar more creast E' the s excee cent, A super Nava "Coo Petro M. H. Marr, president of Marr Co.; D. T. Ring, Woverly Oil vice president, and J. P. Jones, of Pennsylvania Grade Crude Oil Assn. B. S. Winters and G. W. Smith, both of Sinclair Refining, were in the audience. Fred Moore, of Magnolia Petroleum; F. W. Bartlett, a Socony-Vacuum director; and Henry Cortes, a Magnolia director. i> A por that sessic ETC 28'61 n4 'W;l^ t,,e increasingly important role of engineers in petroleum marketing was described by B. G. Symon, of Shell Oil, at the Lubrication group ses sion on Wednesday afternoon. Mr. Symon said the marketing of upgraded petroleum products makes it "inevitable that bet ter and higher-paid sales engineers will become more numerous and that their prestige will in crease greatly." R V! Keyser. Jr., of Socony-Vacuum Oil, told the session that the supply of lubricating oils exceeds estimated 1954 demand by about 25 per cent. compared with 10 percent in 1948. A third speaker was Capt. W. C. Latrobe, supervisor of shipbuilding for the U. S. Navy and Naval Inspector of Ordnance. His topic was "Coordinated Agreements Imperative to Naval Petroleum Logisticians." Speakers at the Wednesday afternoon Lubrication group session were P. V. Keyser, Jr., B. G. Symon and U. S. Navy Capt. W. C. Latrobe. Left, unpacking his bulging briefcase before start of the session, at which he presided, is Rudolph Cubicciotti, vice president of L. Sonneborn Sons. I i ETC 29168 r I API 4 A In front of an APIC display are Robert Sears, of Phillips Petroleum; Charles E. Webber, of Sun Oil; Carroll D. Fentress, of Department of the Interior, and Walter C. Huffman, of Sun Oil. Above, W. B. Aronow, Unity Petroleum president, and Edward V. Frary, Union Oil, relax in a company suite at the Hilton . . . Below, A. H. Bingham, Ethyl Corporation, and R. C. Sauer, vice president of Standard of Ohio. ETC 29169 AT RANDOM Chicago Club on Tuesday evening. ETC 29170 AT RANDOM > * Otis H. Ellis, counsel for the Na tional Oil Jobbers Council, at a committee meeting. Two company vice presidents: W. F. Stroud, of Atlantic Refining, and H. S. Chase, of Tide Water Associated. This fivesome is W. T. Davis, president of Aetna Oil; C. J. Liv ingstone, of Gulf Oil; E. J. Gay, consultant; Col. E. S. Ronan, Jr., Defense Services Committee, and Col. A. C. Gilliam, director of Armed Services Petroleum Purchasing Agency. Appreci talks or the Safe sion on Josep on "A Safety." I ists be t; j than fe Stanl ecutive outlinec for oil c of their Above, talking in the registration room are A. M. Bell, of Gulf Oil; Warwick M. Downing, chairman of the Colorado Oil and Gas Conservation Commission; and Hugh A. Stewart, U. S. Department of the Interior . . . Below, relaxing are Russell B. Brown, Inde pendent Petroleum Association; Jeff Davis, of Lion Oil; and C. N. Barton, vice president of Lion. Above, W. K. Warren, chairman of Warren Petroleum, and Palmer Hughes, of M. W. Kellogg . . . Below, two Standard of Indiana men snapped between sessions were Charles Chapman and Martin H. Hassold. ETC 29171 SAFETY AND FIRE PROTECTION Iresentation of an API Certificate of Appreciation to a retired oilman and two talks on highway safety were features of the Safety and Fire Protection group ses sion on Wednesday afternoon. Joseph E Walsh, of Sinclair Oil, spoke on "A Balanced Program for Highway Safety." He suggested the nation's motor ists be taught pride in skillful driving rather than fear of careless driving. Stanley Learned, chairman of the Ex ecutive committee of Phillips Petroleum, outlined a comprehensive safety program for oil companies to follow in the operation of their vehicles. B. G. Crane, of DuPont, who presided at the session, is flanked by speakers Stanley Learned and Joseph P. Walsh. 4 Franklin G. Wilson, API safety director, presents a Certificate of Appreciation to William E. Soden, retired from Sun Oil. I Two of the speakers of the annual meeting's dosing assemblage were General Lucius D. Clay and Robert B. Anderson. P. C. Spencer, president of Sinclair Oil and API board chairman (above left), presided at the session, W. M. Vaughey (above right) was the leadoff speaker. His topic was "The Minors and The Majors." Climax of the record-breaking 34th annual meeting was the 2nd General Session held Thursday morning. Be fore departing for home, oilmen once again gathered in the Grand Ballroom --this time to hear a leader of their own industry, a former military hero who is now an outstanding business man, and an oilman who is filling a position of high trust in the Federal Government. In order of appearance, the speakers were W. M. Vaughey, president of the Independent Petro leum Association of America; Gen. Lucius D. Clay, board chairman of Continental Can Company; and Rob ert B. Anderson, Deputy Secretary of Defense. In honor of Veterans' Day. the November 11 session was opened with an invocation by Dr. Robert B. Hayward, of Chicago's Fourth Pres byterian Church, and the singing of "The Star-Spangled Banner." Amon{ Mullin' ETC 2 91T 3 2nd GENERAL SESSION f z*? Among the eorly arrivals were V. 1. Elliot, Leon Serven and C. E. Mullins. All are with The Atlantic Refining Co. J` Above, W. R. Boyd III, of Cities Service, and C. E. Cummings, of The Texas Company. This audience threesome is l. V. Stanford, vice president of Sin clair Refining; E. L. Steiniger, presi dent of Venezuelan Petroleum; and A. E. Wafts, vice president of Sinclair Oil. In observance of Veterans' Day, the Gen eral Session opened with the singing of the national anthem by Louis Sudler, of Chicago. ETC 29174 group session sponsored by the Com A mittee on Petroleum Statistics and featuring predictions of the outlook for busi ness in general and the petroleum industry in particular for the coming year attracted a large audience to the South Ballroom on Wednesday afternoon. John W. Boatwright, of Standard Oil Com pany (Indiana), predicted that 1955 would see a 4.3 percent rise in total demand for all oils, to a level of 8,460,000 barrels a day. In his speech, Allyn P Evans, president of Lionel D. Edie and Company, told the session that the over-all business picture for next year is "a normal four percent growth." m , if-* Above, H. P. Hohenodel, of Cities Service, and J. C. Walker, Cities Service Research and Development, ot the meeting ... Above right, Henry Schwall, of Shell Oil, who presided . . . Right, K. E. Beall, Phillips Petro leum vice president; J. A. Carlson, of Kewanee Oil; and H. W. Hinkle, of Phillips Petroleum. 48 annual i group ; mittees | cement protect i tee met days t ETC 29175 API TH ANNUAL MEETING COMMITTEES AT WORK TLhere was far more to the annual meeting, as always, than the busy schedule of group and general sessions. Behind the scenes, com mittees were hard at work on matters ranging from cementing practices to pipeline hydraulics to personal protective equipment. In all, more than 130 commit tee meetings were held. These began on Friday, three days before the convention's formal opening, and continued through the last day, when the central committees on Accident Prevention and Fire Protec tion staged a joint meeting. Carter Camp, of Standard of California, address ing the Marketing Personnel Training Committee. Flanking him are E. J. MeClanahan, committee chairman and Standard of California vice presi dent, and l. T. White, of Cities Service Petroleum. Left, addressing the Service Station Advisory Committee, of which he is chairman, is C. Z. Hardwick, Ohio Oil vice president. At the table are William Tell and M. A. Dimling, both Ohio Oil; R. i. Connor, of Gulf Oil; and A. M. Ogle, NCPR vice president . . . Below, at the Central Committee on Highway Transportation meeting were Fred Hague, of Sun Oil; J. J. Powelson, of Esso Standard; M. E. Nuttila, of Cities Service, chairman; W. D. Carlson, of Standard of Indiana; and C. T. Thomas, of General Petroleum. ETC 29176 COMMITTEES AT WORK Chairman T. A. Atkinson, Douglas Oil vice president, and R. B. Sale, of Continental Oil, of the Program and Publications Committee. around a annual ir close. Wi pletion o crowd of There the best was also Above, H. W. Ladd, of Stanolind Oil and Gas, and C. S. Perkins, of Union Oil, who addressed the Petroleum Industry Buyers Committee . . . Above right, B. Brewster Jennings, Socony-Vacuum president, a featured speaker at the same meeting. Beside him is A. R. Eimer, Standard of California, chairman. j j Left, a general view of the Smoke and Fumes Com mittee meeting. W. L. Stewart, Jr., Union Oil vice president, is chairman . . . Below left, the Jobber Advisory Committee in session on Sunday. I C. E. Davis, Shell Oil vice president and chairman of the Automotive Research Committee, and William Gunn, of the API staff. HHK!" ETC 29TT1 i TH ANNUAL API UNTIL NEXT YEAR MEETING I,LNEVITABLY THURSDAY rolled around and the biggest American Petroleum Institute annual meeting in its 34-year-old history came to a close. With the convention officially over upon com pletion of the morning General Session, the record crowd of oilmen prepared for their trips home. There could be no doubt that not only was this the best attended of all API annual meetings, but it was also one of the most serious and productive. \. 'IT " 1 In the hotel checkout line are F. C. Smelter, of Walworth Company; Luis Herrera, of Mene Grande Oil; and Lee Guill, of Chicksan Company. Preparing to leave from the Conrad Hilton lobby are E. D. Brockett, of Mene Grande Oil; M. F. Hazel, of Oil Well Supply; A. E. Chester, Magnolia Petroleum vice president, and U. S. Senator Robert S. Kerr, of Oklahoma. Left, R. O. Baumgartner, of Socony-Vaeuum, rings for an elevator. .. Center, P. A. Peterson, of Cities Service, and R. K. Schulze, of Shell Oil, set to return to New York . . . Right, J. B. Sleeper, of Skelly Oil, makes a last-minute telephone call. : K: A f f- ul f'.'rhU ! i^ UNTIL NEXT YEAR Above, at the Hilton's railroad ticket office are J. A. Mussler and Ross A. Brewer, both of Continental Supply. . . . Left, be fore he returned to California, the camera made this candid shot of David E. Day, Richfield Oil vice president. R. C. Brown, president of W Hudson's Bay Oil & Gas, y waits for a taxicab. John Harper, president of Harper Oil, boards the bus for the airport. Loaded down but smiling is Wayne E. Kuhn, of Texaco. TC 29179 American Petroleum Institute 35th Annual Meeting SAN FRANCISCO November 14-17,1955 ETC 29180 2,000,000 petroleum people are doing a great job! Because Americans have enjoyed a bountiful supply of petroleum products at low cost for so many years, the average person is likelyto take for granted the wonder ful service performed by the U. S. petroleum industry. To give this splendid record the recognition it truly deserves, this message is published by ETHYL CORPORATION, N.wYe>rki7,N.Y. manufacturer* of "Ethyl" antiknock compound used by refiners to improve gasoline To show what a tremendous bargain gasoline is today, both quality and pricewise, there's nothing like the facts and figures. First of all, two gallons of today's gasoline will do the work of three gallons of 1925 fuel. Obviously, modemhigh-octane gasoline is worth more! Second--and here's the surprising thing-- the price* of this far better gasoline is only slightly higher. Why is gasoline such a bargain? Two reasons: 1. U. S. oil companies have spent millions to develop new and better refining processes to make continuously better gasoline. .2 Keen competition among the nation's thousands of oil companies has held down the price of these better gasolines. So next time you say, "Fill 'er up!"--remember, you're getting top value for your money. exclusive OP TAXES ONE OF A SERIES OF ADVERTISEMENTS IN SUPPORT OF THE OIL INDUSTRY'S PUBLIC RELATIONS PROGRAM ETC 29181