Document bagmjo3QBdnqrJ89183rwEdgO

INDEX "ETHYL NEWS 1947 AUTOMOTIVE A Lift to Education....................................... September Cars in Reel Life.................................................... July Crime Route (Hijacking)................................ October Going Concerns (Businesseson Wheels)..............April 66 Million Passengers a Day....................... February Super Service for Trucks.................................. August AVIATION Airways to Oil................................................. October The Farmer Takes Wings......................................July CORPORATION ACTIVITIES and PERSONNEL ITEMS Bond, Clinton W., Resident Manager at Baton Rouge................................................October Boyd, T. A., Elected President, American Society for Testing Materials....................... August Bromine from Sea Water for "Ethyl" Antiknock Fluid.................................................. July Crossland, Stanley T., Elected Treasurer. .November Ethyl's Farm Services......................................... August Ethyl's Safety Service...................................September Ethyl Wins Advertising Awards Honorable Mention ........................................................... April Griffiths, Percy L., Dies. ...............................November Helping Tomorrow's Scientists....................... October Knock Testing Engines.......................................March Lewis, Oscar B., Named Assistant Sales Manager ...................................................... March Manufacturing Capacities to be Expanded.........July McCuen, Charles L., Elected to Ethyl Board of Directors.................................................. November Murdock, Malcolm P., Named Assistant Sales Manager....................................... September New Field Terminals to Serve Refineries.............. July Pattern for Progress (Ethyl Farm Film)............ October Research Laboratories, San Bernardino.............. June Research Laboratories Reorganize for Greater Service.......................................November Research on "Ethyl" Cleaner....................... February Road Show...................................................... January Schaefer, John H., Transfers to Baton Rouge. . . .July Services of Ethyl Corporation in the Bus and Truck Field..................................................October Shea, Edward L., Elected Ethyl's New President................................................September Smith, John T., Dies.................................... November Testing for Viscosity of Lubricating Oils. . . .January The Private Life of a Fuel............................November Thomas, Dr. Charles A., President-Elect of American Chemical Society....................... February Webb, Earle W., Elected Board Chairman . September Weston, Russell B., Named Advertising Manager .................................................... January What Fuels for Tomorrow's Engines?.................April What is Octane Number? (Ethyl Slide Film). .March Workshop for Progress.............................. September You're Telling Us! (Uses of "Ethyl" Cleaner). .March FARM More Power to Farmers.....................................August Underground Farm......................................... January FICTION Bad Dream.................................................... February Hotter Than a Firecracker.....................................June GENERAL INTEREST Abner Started Something.................................... April America's Oldest Mines.....................................March A New Cycle for Bermuda................................ August A Proud Heritage........................................... October Boswells of Broadway.....................................January ETC 28491 Burning Up the Ice.........................................February Capitol Punishment............................................. April Clipping You is Their Job.................................. March Don't Cross the T-Men.....................................February Downstairs America............................................. July Easy Does It!................................................November If the Toft-Hartley Law is Going to Work. .November It's o Bet................................................................. July Leonardo: Medieval Modern......................... January Moby Dick on Rye............................................. March Paper and Ink Giant.........................................August Peck of Mischief......................................... September Radar on the River............................................. March Sentinels of the Sea.......................................February Teen-Age Tycoons.........................................October Tell a Dog by His Nose.................................. January There's a Law Against It............................September Weothervane for Business.....................................June "We re on the Air".....................................November What Future for Greenland?.............................. Morch Will DDT Control all Insects?.................... September Your Maine Course.......................................... August PETROLEUM Another Great American Industry Seeks Support From John Q. Public......................................... June API Souvenir Convention Issue...................December A Well to Remember.................................... February His Pitch Was Oil..................................................June His Target Was Oil.........................................January Lovejoy, John M., Chairman, API Public Relations Committee.......................................June Planning Tomorrow's Sales (Sinclair Program). August Riding Out the Telephone Strike......................... June They're Turning From Coal to Oil....................... April PICTURE STORIES Double Life in Hollywood..............................January Models of Safety........................................... February ETC 28492 IN THE TJAIMNTUTA1CRY 1947 Russell B. Weston, who will complete his 20th year with Ethyl Corporation in April of this year, has been promoted to the position of advertising manager. In serving for the past nine years as assistant advertising manager, he has assumed increasing responsi bilities in directing various sales promotion programs planned in cooperation with the sales departments of the Corporation's customer oil companies. Mr. Weston, a native of Buffalo, N. Y., and a graduate of Union College, Schenec tady, N. Y., joined Ethyl Cor poration in 1927 as a field representative in the New York division. Three years later, he was assigned to the New York general office. Ap pointed assistant advertising manager in 1938, he has com bined this position in recent years with that of sales pro motion manager. An impor tant part of his work has been to direct the production and distribution of Ethyl's grow ing library of motion pictures and slide films for use by oil companies in their farm, fleet, and service station sales ac tivities, and by farm equip ment retail dealers. ROAD SHOW 3 In response to the interest expressed by oil executives in its navef approach to the subject, Ethyl's wartime safe handling of gaso line show has been revised for presentation at refineries throughout the country. LEONARDO: MEDIEVAL MODERN 7 More than giving fhe world great works of art, da Vinei was responsible for countless inventions and discoveries that ere by words to the 20th Century. UNDERGROUND FARM 10 Tiny, white edible "buttons" are the sole crop of this unusual farm in the Berkshire mountains of Massachusetts. BOSWELLS OF BROADWAY 12 Thanks to the jottings of the columnists who cover the Gay White Way, newspaper readers are "in" on everything from political forecasts to the doings of their favorite radio entertainer. DOUBLE LIFE IN HOLLYWOOD 16 Movie star "stand-ins," although without face or name to the general public, are very important people on the film sets. HIS TARGET WAS OIL 19 Bight decades ago, the new-born petroleum industry appeared to be dying, when Colonel Roberts came forth with a life-giving remedy. . . . In ordtr to wldon the folds of roador Interest In Ethyl News, wo frequently publish articles contributed by writers not associated with Ethyl Corporation. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles of timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" anti-knock compound, used by oil com panies to improve the anti-knock quality of aviation and motor gasoline Earl* W. W*bb, president; Percy L Griffiths, vie* president end treasurer; Julian C. Gensolei, secretary ETC 28494 The gasolir over a novelf dameni ful por herent was th Traaspwer, w! of Ethy personr niques fuels. Now, interest in this of safesimilar pany p, ground people, believed terest w while fo ROAD SHOW A new, mobile Ethyl production re views, in unique manner, the know how of handling gasoline safely 6 ie 19 ed ng ntly Hon. f thm irc. ; 17, N. Y. com;ofi'ne i)x, *crter) The story of safe handling of gasoline has been told over and over again. Yet in the re-telling, a novel presentation of the basic fun damentals can serve a highly use ful purpose in dramatizing the in herent hazards of gasoline. Such was the experience of the Air Transport Command during the war, when it enlisted the services of Ethyl Corporation to instruct its personnel in oil industry tech niques for handling and storing fuels. Now, in view of the continued interest of the petroleum industry in this method of telling the story of safety, Ethyl has prepared a similar presentation for oil com pany personnel. While it covers ground that is familiar to most oil people, the unique approach, it is believed, lends an appeal and in terest which will make it worth while for many audiences. Above, the presentation "in action.' Inset, the five Ethyl demonstra tors by the station wagons being used to transport the equipment new ethyl production -- the explosive power of gasoline, as well A story of the safe handling of as its hazards when improperly han gasoline -- has "hit the boards" anddled or used. Prepared for refinery is currently on a nationwide tour of groups, the show runs approxi oil company refineries by five "road mately one hour and is designed for company" units. on-the-spot presentation in any re Chief performer in Ethyl's mo finery. In addition to refiners" per bile show is a company safety' en sonnel, however, it is felt that em gineer. Through the use of an as ployees in sales operations will find sortment of novel pieces of custom- the production of interest and value. built equipment, he presents a series The five "road companies" -- of simplified demonstrations which each consisting of an Ethvl safety illustrate dramatically the fire and engineer and his assistants -- began ETC 28495 last month to take the show to re fineries in all sections of the coun try on schedules being worked out with the individual oil companies. It is expected the production will be "on the road" throughout this vear, and that showings will be of fered at 400 to 500 refineries. Of the five demonstration groups, one is covering the East, one the Mid west, two the South and the South west, and one the Pacific Coast. The show is an outgrowth of Eth\Ts safety work with the armed forces during the recent war, and has been prepared in response to continued postwar interest in the subject of safe handling of gasoline. Ethvl was asked to cooperate with the Air Transport Command, for one, in devising and presenting such a wartime show because of the large numbers of GIs who were unfa miliar with gasoline, but who had to be assigned to handle it in large quantities during the fighting. In revising the show and incor porating into it a more comprehen sive series of demonstrations, the services of several Ethyl engineers were required for a period of almost one year. So thorough have been their preparations that the show is completely fireproof, a precaution that extends even to the coat worn by the Ethyl representative m charge. Theme of the Show Throughout the show, the point is stressed that the same character istics of gasoline which make it such a useful source of power at the same time create its greatest hazard. These characteristics, of course, are its high heat energy' and its volatil ity. As everyone knows, coal, wood. and kerosene also possess great heat energy, but they' must first be heated themselves before they give off suf ficient vapors to ignite and burn. This is not the case with gasoline. Because of its high volatility, gaso line vaporizes at ordinary tempera tures and pressures, and thus need not be heated before its vapors will bum. This is a highly desirable qual ity in a motor fuel, making for quick starts and rapid acceleration, among other advantages. But from the safe ty standpoint, this same characteris tic calls for competent attention at all times in the handling of gasoline. The Ethyl show reviews, in sev eral demonstrations, both the power of gasoline and its separate hazards. In its liquid form, gasoline presents a distinct kind of hazard, and should not, of course, be swal lowed or allowed to come in contact with the skin for a pro longed period of time. As a vapor, gasoline represents both a fire and explosion haz ard, and also is toxic to the human body if sufficient quantities are inhaled. When a fire occurs, it is the gasoline vapor-air mixture and not the gasoline itself which actually burns. But before that fire can result, it is ex plained, the gaso line vapor-air mixture must be with in the so-called combustible range, meaning a certain percentage of gas oline vapors in proportion to the amount of air present. If outside this rang "ric the B sizei is it con* exar gall, pori cent pori in a appj feet be c exp I fact ma\ thar part the forr stor rich This den :>~ One of the series of demonstrations (left) illustrates how carbon dioxide smothers burning gasoline vapors. Inset, liquid gasoline will not ignite, as a sparking device held under its surface shows ETc 28496 range, the mixture is either too "rich" or too "lean" to sustain fire, as the case may be. Bv the same token, it is empha sized how relatively little gasoline is required to establish a hazardous condition in a tank or drum. For example, it is pointed out, a single gallon of gasoline completely va porized forms 30 cubic feet of con centrated vapor. This amount of va porized gasoline mixed with the air in a small bulk plant tank of the approximate volume of 3,000 cubic feet (a :o,ooo-gallon tank) would be enough to place that tank in the explosive range. Thus is stressed the fact that a so-called "empty" tank mav be a greater potential hazard than the tank which is filled or partlv filled with liquid gasoline. In the latter case, the vapors which form above the liquid gasoline stored in a tank usually are "too rich" to ignite. An effective demonstration in the show points up the hazards of gaso line vapors from the standpoint that they are colorless and heavier than air. A few drops of gasoline are sprinkled onto a dry rag and the rag is placed in a deep pan, from which extends a glass rube, open at both ends and angled downward. A cigarette lighter is placed at the mouth of the lower end of the tube. Onlookers cannot see the colorless gasoline vapors flowing down the tube from the dampened rag, but within a few moments the vapors are ignited bv the lighter, and the flame travels rapidly back up the tube, setting fire to the cloth in the pan. Because of their tendency to flow downward and settle in low places, the demonstration shows, gasoline vapors present a constant source of danger wherever there is a leakage of gasoline, and the escaping liquid vaporizes. This characteristic of gas oline vapors likewise creates the haz ard of explosion and fire within an enclosed container or tank, or in a pit. Further, the settling of vapors at a low level results in a deficiency of oxygen, endangering any work man who might enter an empty tank without wearing a proper protective mask. It also is explained how gaso line vapors tend to displace the nor mal amount of oxygen (approxi mately 16% of total air) required to support life. It is common knowledge, though frequently overlooked or forgotten, that three conditions must be pres ent before a fire can occur and sur vive. These are (1) the fuel itself, in the form of vapor; (1) air, or to be more exact, the oxygen from the air; and (3) the ignition tempera ture of the vapors, meaning the tem perature at which they will ignite. Although fire fighting is outside This meter and heating element are used to Tank ventilation methods are vividly illustrated demonstrate gasoline vapor's ignition temperature through use of tank and air mover models t ir \e ;h ur an ;X- thae, ^asthe this I I ft*- the scope of the Ethyl show, the theory of fire control is discussed briefly. As pointed out, the removal of any one of the three elements of fire -- the fuel, the oxygen, or the ignition temperature -- will extin guish the flame. The elimination of each of these three elements is shown in successive demonstrations, which serve to illustrate the principles used in fire fighting equipment and meth ods. In addition to the explosive and fire hazards of gasoline, its toxic haz ards also are outlined. It is explained that gasoline vapors in excess of onetenth of 17c by volume -- or one part of vapors to 1,000 parts of air -- render that atmosphere unsafe to breathe. Besides that of gasoline, the toxicity of blending agents and gas oline additives also is reviewed. In discussing the toxicitv of tetraethyl lead, active ingredient of Ethyl anti knock compound, it is noted that the minute volume of 400 micro crams of lead vapor in too cubic feet of air is considered to be the maximum safe breathing limit. Because concentrated tetraethyl lead is poisonous. Ethyl Corpora tion has developed comprehensive safety procedures governing the ad ditive's manufacture, shipment, and blending with gasoline. The whole system of handling and mixing Ethyl brand of antiknock compound is so designed that no individual shall come in contact with the fluid. The refinery blending system essentially is closed, and the actual antiknock fluid is transferred from shipping containers to gasoline under a vac uum. The -final portion of the Ethyl show treats with the various meth ods in use for cleaning gasoline stor age tanks, especially the removal of toxic vapors. A plastic tank, constructed to scale, is used for demonstration pur poses, and a chemical smoke is em ployed in place of actual gasoline vapors, which could not be seen due to their lack of color. Also used is a miniature air mover, operated on the same principle as a full-scale commercial unit. Through the use of these pieces of equipment, it is possible to observe closely the be havior of "gasoline vapors" during the process of vapor-freeing a tank. They also permit illustration of the relative efficiency of various meth ods of gas-freeing storage tanks. In the actual cleaning of a leaded gasoline storage tank, it is pointed out, there is the possibility of haz ard from liquid gasoline; of the fire, explosion, asphyxiation and poison hazards from gasoline vapors; and finally the possible hazard from tet raethyl lead as a liquid, vapor or dust. How some of these hazards are overcome is portrayed in dem onstrations with the plastic model tank, the miniature air mover, and the chemical smoke. A brief discussion of the activities of the Ethyl safety department on behalf of customer companies rounds out the hour-long presenta tion. One of these activities, as many refinery and bulk plant personnel know, is to make available the serv ices of safety7 engineers whenever a storage tank that has contained The demonstration to stress the fact that gasoline va pors flow downward. Here, ignited vapors have (lashed back up the tube to the pan leaded gasoline has to be entered for cleaning or repair. These men act in an advisory7 capacity7 from the lead standpoint, and attend as many as 300 tank cleanings a month. .Mention also is made of the new developments in tank cleaning pro cedures, particularly in the field of tank design as an aid to this opera tion. Advantages to be gained from further research in tank cleaning methods, especially pertaining to tank ventilation, also are discussed. Naturally, improved safety and lower operating costs are the goals in this line of endeavor. The Ethyl show now on tour of refineries is being presented in the hope that, through its informal dis cussions and its simplified demon strations, the presentation may con tribute to a wider understanding of the usefulness of gasoline and of the reasons why proper safety7 proce dures are necessary. 6 ETC 28498 C c wo: groi of 1 reig turn whi< largt wor inati long and.7 was seen, these Leon In to Ar cis I, and rollec destn erectc dence eigner The F his fei memo At pursue Litt. of his huge s had w stroyei invade: of An^ petitioi stroyec haste t< he ble\ from a "-N 1 A The 15th Century da Vinci was more than a famous painter. He was an inventor 500 years ahead of his time MEDIEVAL MODERN ne day early in the nineteenth O century a group of French workmen were digging in the grounds of Amboise, historic estate of Francis I, the French king who reigned in i 500. By accident they turned up an old, unmarked grave, which yielded a human skeleton so large that even the unimaginative workmen were amazed. Later exam ination revealed that this man, now long dead, was approximately six and a half feet tall with a skull which was the largest that had ever been seen. It did not take long to confirm these as the remains of the great Leonardo da Vinci. In his old age Leonardo had come to Amboise at the invitation of Fran colors mingled and ran down the cis I, and it was there that he died wall while Leonardo stood helplessly and was buried. As the centuries by regarding the fruits of his work. rolled on, the winds and the rains Today, Leonardo's fame rests destroved the tombstone Francis mainly on his paintings, The Last erected for him and removed all evi Supper and Mona Lisa. But only dence of the burial place of the for eigner, Leonardo the Florentine. The French had forgotten him and his fellow Italians had not held his memory too much alive. A tragic fate seemed always to pursue Leonardo. Little remained of the great works of his art. In Milan, for instance, a huge statue of a horse on which he Leonardo built and ac tually "flew" a flying machine I right!. He designed a screw pro pel Ier Ibelo wI to drive the "plane," but lacked a sufficient en gine. The illustrations in this article are his own had worked for 16 years, was de stroyed by the arrows of the French invaders. The painting. The Battle of Anghiari, which he did in com petition with Michelangelo, was de stroyed before his eves when, in haste to drv his still-wet painting, he blew hot currents of air on it from a make-shift stove. The wet within the past few weeks, it was revealed that The Last Supper now is but a "jumble of faded colored blots," due to its exposure to the ele ments after the building in which it was sheltered was hit by bombs dur ing the war. However, had the noted artist never painted or worked in sculp ture his achievements in mechanical science and engineering would have marked him as a man of genius. Leonardo was a modern man of sci ence whose discoveries, although discovered anew by later genera tions, are bywords to us of the twen tieth century. Aircraft engineers have stated that if Leonardo had available at the time a suitable means of motive power, the flying machine he designed and built would have been capable of successful flight. From the aerody namic standpoint, his "plane" met all ETC 28499 scientific requirements. His flying machine had been designed and con structed after exhaustive studies of flight made from a minute observa tion of nature. Leonardo painstak ingly described the principles of structure and movement in the wings and tails of birds and insects, and finally he selected the bat as the principal model for his machine. He made a test flight from a high hill overlooking a lake. The resultant crash and injury to his assistant who "flew" the craft restrained him from making further tests. However, a very limited glide demonstrated that with the proper materials and mo tive power a successful flying ma chine could have been made. His awareness of the need for driving power led Leonardo to think of utilizing in flying a screw pro peller which he had designed for ships. In general this propeller re sembled the type now used in heli copters. Had he a light motor suf ficient to drive the propeller, Leon ardo would have been successful in producing an effective airplane. This, of course, had to wait until the advent of the gasoline engine. Strangely enough, the great painter of The Last Supper and Mona Lisa listed engineering as his profession. Contracts from Caesar Borgia, Lodovico Sforza, Francis I, and the Pope justify his calling him self such. As an engineer he designed and carried out plans for the con struction of canals and for the drain ing and reclamation of marshes. There still remains in use around the city of .Milan in Italy a canal sys tem which Leonardo constructed. So well was this work done that modem engineering found no need to replace it. Leonardo incorporated in his work a system of locks to overcome the varying levels of ter rain through which his canals ran. In a sense these construction jobs were a gigantic one-man show, the likes of which have never been equalled, for most of the tools used were invented by Leonardo him self. While building the Milan canal system, Leonardo invented the wheelbarrow, the movable derrick, the self-dumping derrick, and vari ous means of moving and cutting rock. The means he employed to raise a column are the same as those used in setting upright the obelisks of New York and London. Adviser on Hydraulics As adviser on hydraulics to Fran cis I, Leonardo filled his notebooks with encyclopaedic studies of the nature of water. Three centuries later the invention of the hydraulic press brought to fruition Leonardo's writings on the pressure of water in closed vessels. Of all the plans on town planning, sewage disposal, and architecture submitted to the French king, only the plan for a beautiful spiral staircase, whose flowing curves were suggested by a sea shell, was carried out in the royal palace. Turning his great mind to military affairs, Leonardo wrote comprehen sively of warfare and its methods. In a sense he may be said to be the in ventor of the modem tank and armored car, for he designed "cov ered chariots, secure and unattackable, which, entering among the enemy with their artillery, there is no multitude of men-atarms so great that they will not break them; and behind these, infantry will be able to follow wholly unarmed." For motive power this time, Leonardo designed a series of wheels which the men inside the "cov ered chariot" pumped with their legs as we to day ride a bicycle. A cannon operated by steam is among his inventions. It consisted of a copper tube, one-third of which was placed over a fire. When the breech grew sufficiently hot, water, poured into the barrel, instantly vaporized and discharged the pro jectile. For constructing heavier ar tillery pieces, Leonardo drew up plans for welding and reinforcing the breech which are in use today. The list of inventions that streamed from his mind are well-nigh endless. Whereas men like Galileo, Marconi, and Edison confined their genius along single paths, Leonardo reached out into all directions and came up with discoveries that are now a mat ter of necessity for industry' and everyday life. Some of these are the glass globes which enclose our lamps, derricks, pulleys, screw-jacks for raising heavy objects, the broiler for pre paring meats, a stone-saw, a metalplaning machine, a rope-making ma chine, the suspension wheel used to day on bicycles and motorcycles, a machine for boring out pipes, and a host of devices required in the proc ess of spinning cloth. The inventions of this mvriadminded genius of the Renaissance ran the gamut from wheelbarrows to diving suits, from life-preservers to propellers, from airplanes to sub marines. Of submarines, however, Leonardo refused to make known any information. "I do not publish 8 01 hi ec m b\ to th C a o i T, ft tf h or divulge this thing," he wrote in his notebooks, "owing to the wick edness of men, who could use it for murders at the bottom of the sea, bv breaking ships and sinking them together with the men contained in them." It is not without reason that this man who probably possessed the greatest of all intellects should have been described by the sixteenth cen tury biographer, Vasari, as being "divine." At any rate, his niche in history is secure. Da Vinci's design for a fife-shaper is shown above a recently con structed model Irightl. Teeth were indented in the blank file through the automatic rise and fall of the cold chisel Some 500 years before he advent of the mod ern subway, Leonardo prepared the prophetic plan above, in which he visualized the pos sibility of underground streets within cities ^ connon operated by steam was among the noted Pointer's inven- His plans *elding the hreeth of heavier 9- " o-re in11 wusaev oown to this day fn addition fo his other talents, Leonardo also knew architecture. Above, his scale draw ing of an edifice of the era. Da Vinci, incident ally, was left-handed and wrote from right to left, making it ex tremely difficult to de cipher his notations In a sense, da Vinci was the inventor of the modern war tank. His design for a "covered chariot," behind which "infantry will be able to follow wholly un armed," is shown at bottom of the sketch below. The upper drawing is Leonardo's conception of a horse-drawn device for dismembering enemy troops .. Wvi i'h V V-Vi-IV' , A -* - > . r-;l*-*.> ' * "if * - '. ; .< etc"28501 . ' Mf* - -r r v Jk'iiw'rnt w. ci ec th st bi ra Neither sun nor season affects these unusual farmers, who grow their crop in an abandoned limestone quarry By John C. Kelly verywhere weather is the E farmer's constant worry. But grade of lime. Here is Peter Skorput's farm, underground and in up in the Berkshire Hills of Massasome wavs upside down. chusetts, where the old-timers speak The "sky" is stone and from it of onlv two seasons -- "winter and ice-cold springs, clear as crystal, drip the Fourth of July" -- a raiser of and fall to irrigate his year-round perishables goes about his business crop of mushrooms. The "sun" is a indifferent to frost and rain. Peter series of electric lights and the Skorput does his farming under weatherman's job goes begging, for ground. it is always 50 to 55 degrees Fahren It doesn't look like a farm at first heit in the mushroom fields. Under sight. From the outside one sees just foot is a thick layer of sawdust. The four sealed tunnel entrances in the irrigation pump and electric gener sheer cliff face of an abandoned ating plant run on gasoline. limestone quarry. Then an opening Long ago in the West Stockbridge door reveals over zoo feet of gal section there were iron mines, leries, blasted bv the now-departed manned by men who left their work quarrvmen while seeking a higher to follow George Washington to Valley Forge and on to Yorktown. In '61 their grandsons responded to the appeal of Abraham Lincoln for volunteers. But the country they had helped found and preserve grew be yond them; ore from the Mesabi Range, cheaply handled bv steamshovel, put the Eastern pits out of business. Fields worked out and quarries exhausted, the ridges and shallow cup-shaped valleys of Rock dale reverted to wilderness, pic turesque and highly attractive to the new bonanza crop of summer visitors to Massachusetts. The Skorput mushroom farm lies out "where the owls fight with the chickens," half a mile from a paved road and nearly as far above. It is reached bv a winding rutted track that skirts alder swamps and inches over brambly ridges, deeply shad- hi 10 ETC 28502 I n. to or >ad beabi im: of and and >ckpke to imer n lies h the )aved . It is track inches shad owed by dense stands of forest. The limestone galleries are crowded now with long tiers of earth-filled frames -- 1,200 of them, three feet long by 30 inches wide -- stacked until they resemble a crib bing built of old crossties along a railway right of wav. The trays were bought, ready-filled and planted, from a commercial seeder. The other three ingredients, plenty of circulating air, water, and pa tience, Peter Skorput and his five sons possess. The five strong sons come in handy, for the seed beds must be sprayed with water for three weeks. All the while, the elder Skorput watches with his expen's eye and worries if the crop will germinate. He has customers ready and wait ing in Boston, Hanford, Springfield and nearer towns. They are served by his own trucks and express ship The tunnels (right) that once opened upon the limestone quarry now serve as entrances to the underground farm Weighing a shipment of mushrooms. The canvas, above, is used to deflect the flow of the springs in the quarry ments, but mushrooms have a prima donna's temperament and may ditch the show at the last minute. If all goes well, tiny white "but tons" dot the black loam, growing to picking size in five to seven days. The present seeding has filled over 7,000 baskets with three pounds apiece of choice fungi, and 10,000 more baskets are awaiting filling. Then the trays will be emptied, re filled with fresh earth and loam, new spawn introduced and the younger generation will resume sprinkling. The "farm" is geared to produce from 3,000 to 4,000 baskets per month, but orders have outstripped this capacity. Consequently, a con ventional windowless concrete block structure is under construction to hold another 200 frames. Underground though he is, Skor put finds that his worst enemy is that plague of surface farmers -- the mosquito. Mushroom root spawn is a delicacy to the winged pests. Therefore when mushrooms are picked, root and all must be taken and the hole carefully filled with earth. If this is not done, the skeeter staggers from his meal of spawn to rest on a nearby fungus and when ever the mosquito sits, a spot of mold appears. Just as the mushroom farm is im pervious to weather, so its market remained unaffected by meat short ages. Steak or no steak, the custom ers call for mushrooms; a man in Hartford reports that he likes them for breakfast. The seven Skorputs, who can take their mushrooms or leave them alone, prefer them grilled. But after twelve years of handling the white luxuries, Mrs. Skorput has reached the point where she serves mush rooms only on certain days. As son John J. savs: ``If w-e ate so many we got sick of them, how could we work at growing them in the mine? " n lC 28o03 Millions of fans avidly read the daily outpourings of the newspaper columnists who cover the stage, screen and radio #^ By Paul 0D. Green ot long ago, readers of Punch readers often is gauged by the num N were amazed to find in that ber of "exclusive" items he prints. venerable British humor publication Of all the many columnists in the a "news" item which read: "There various categories -- gossip, foreign is an extraordinary report current in affairs, the Washington scene, and Washington that an important docu advice-to-the-lovelom -- the news ment that was to have been pub paper-reading public generally looks lished by a columnist has come into upon the Boswells who cover the the hands of the U. S. State Depart Broadway beat as the most fascinat ment." ing. To their readers, typewriter tap While intended as nothing more pers like Walter Winchell, Louis So than an amusing commentary on the bol and Ed Sullivan are prophets, Washington scene, Punch's item philosophers, pundits and humani serves to emphasize the stature and tarians rolled into one. A mere hand pre-eminence that so-called "per ful of words in one of their columns sonal journalism" has attained during can be the open sesame to a Holly the span of two world wars. Only wood career for an obscure singer a comparatively few years ago the or a struggling actor. What they say, columnist was a rare species of news and how they say it, sometimes paperman. Today his popularity is makes or breaks a politician or the such that virtually even- newspaper composer of a new song. And their of note carries at least two familiar public appeals for a rare serum or by-lines over "pillars" that discuss drug have been known to save the topics ranging from a movie star's life of more than one seriously ill divorce to the atom bomb. youngster. The men and women who write about New York, Washington, Chi Other Headliners cago, Miami, Hollywood and inter In addition to Winchell, Sobol mediate points are among the most and Sullivan, some of the other penetrating and tireless members of widely-read Broadway columnists the vast Fourth Estate. Top-notch are Dorothy Kilgallen, Leonard syndicate writers often put in 12 Lyons, Earl Wilson and Danton hours a day or longer to round up Walker, while Nick Kenny probably the information that goes into their is the leading newspaper columnist column -- considerable effort indeed on things radio. After them comes a for a piece of writing that generally long line of whimsical, historical, amounts to far less than one percent military, pontifical and nostalgic of the total lineage of the average paragraphers. newspaper. The typical columnist is Among the Broadway tattlers, penetrating of necessity because he Winched is the dean. His daily col thrives on scoops, and his appeal to umn, like his self-stvled weekly "ra dioration," consists of a volatile chain of pronouncements on blessed events, marriages and political shakeups; his smile or his frown about books, shows and entertainers; and occasional anecdotes and free-lance verse. Sometimes he fills an entire column with "Things I Never Noo dle Now," dealing with such oddlyassorted subjects as gems, night club waiters, tropical fish, or chorus girls. His syndicated column reaches a newspaper audience of some 2 5,000,000 people daily. Sullivan's column covers some what the same territory as Winchell's, although it does not go nearly as far afield, confining itself almost entirely to the Broadway and Hollywood scenes. .Miss Kilgallen's column presents a woman's view point of the goings-on, while Walk er's column is noted for its many predictions in the political and inter national fields. Lyons' daily stint is completely different from all others, consisting usually of a daily dozen anecdotes about people in the news. Wilson has perhaps the most indi vidual type of column. He writes intimate personal interviews with a variety of persons, and adds a sprin kling of items about the Main Stem. Sobol's daily diary is a cross between all the Broadway scribes, with a modern dash of Samuel Pepys. His column is reminiscent of that once written by the late O. O. McIntyre. Columnists of the Gay White Way make all America eavesdrop pers on the private lives of the renowned, the famous and the noto rious. These chroniclers are the show-cases for celebrities; the party line and the back fence for Mr. and Mrs. America to pick up gossip and 12 ETC 28504 at m P' sc es be to fo a tin an< guis. serif such Win twee Tf arect battir so rr items tal cr of er tion i anoth his ri land 1 Th. IS W0; pa rag. v.'hicl- advance notices on news events they might otherwise miss. The tape measure of a columnist's prestige is the scoop -- the more scoops he can claim, the higher his esteem goes with his public and his boss, and the more papers will want to print his copy. The competition for exclusive news is so intense that a virtual "scoop war" is on at all times. Often one columnist accuses another, in print, of stealing a scoop. Feuds between columnists are no rarity, and are seldom thinly dis Leonard Lyons (right) chat~ ting with tho wall-known author, frnatf Hamingwoy in tho Stork Club 1;o If nd n's wilkmy ter is iers, ozen lews, indivrites vith a sprinStem. .tween with a ys. His at once jlntyre. White esdropof the he notoare the the party Mr. and rossip and guised. However, sometimes a rival scribe's banter is only good-natured, such as the time Earl Wilson twitted Winchell by using square dots be tween phrases instead of round ones. The Broadway writers naturally are concerned about their prediction batting averages, since they predict so many different types of news items, from election results to mari tal crack-ups, that a high percentage of error is inevitable. If the predic tion is correct, the columnist scores another scoop. If he guesses wrong, his rivals all too often are quick to land him a verbal haymaker. The payoff for this stormv orbit is worth it, however. Several of the paragraphers have annual incomes v-hich far-outstrip that of the Chief Louis Sobol is pictured deep in thought os he prepares his daily column 13 ETC 28505 Columnist Bd Sullivan, his wife Itor left) and a friend dining in the Monte Carlo, another of New York's supper clubs Walter Winchell IleftI with Myrna Ley, Loretta Young, John Garfield, Janet Gaynor and Quentin Reynolds Justice of the United States. The average gossip columnist receives a starting salarv of Si5.000 a year, but the annual paycheck of the top1`,otchers runs over $50,000. The base pav jumps according to the number of papers in which a column is syn dicated. Each paper added to the list pa vs the svndicate from $5 to $25 for each and every column printed, depending upon the paper's circula tion and the importance of the writer. Fees usually are split between the svndicate and the columnist on a 60-40 basis. After you figure that Wilson is published in over 100 papers; Lyons, Sullivan, and Walker in over 200 each, and Winchell in 800 journals, you get a fair idea of their earnings. Add to this the lucrative radio ap pearances of Winchell, Kilgallen and others, and income from books such as W'ilson's "I Am Gazing Into Mv Eight Ball," and you approach the fabulous incomes of Hollywood movie stars. Considering how columnists get their scoops, it is easy to understand why two or more of the columns sometimes break the same "hot" story simultaneously. In the first place, you can't keep a good story down; it pops up like a baseball fan in the seventh inning. In the second place, a high percentage of "scoops" are those which have gone hunting for the columnists, rather than the other way around. Hundreds of business concerns, trade associations, government agen cies, welfare groups, lobbyists and the like send in material to column ists regularly. They know that a plug for their cause, or for a certain soft drink or book will zoom public response as much as a paid advertise ment. Motion picture companies and radio stations consider the Broadway chit-chatters so important in this re spect that they assign their best pub licity men to feed information to the columnists. Every day as many as 2 50 releases from all over the country' are sent to a columnist. Travelling Broadwayires, booking agents, theatrical pro ducers, and correspondents of news papers for which columnists write, supply items from the hinterlands, and from Mexico. South America, Germany, and other far-away places. Many free-lance contributors swell the columnist's mail pile, send- 14 Danton Walker IaboveI and Earl Wilson are well-known plei or see sorr an ' thei at a ing to c sheV up c hop< all h theat tives maki call r Fij peop the ( being with exam inten of th Hash I**1 ETC 28506 ing in gags, verse, news items and trivia of all kinds. Columnists very often use such material, occasionally -with credit. Leonard Lyons is the most suc cessful former free-lancer. While studying law, he bombarded col umnists with his jottings, much of which was printed. He kept a scrap book of the published items, and when The Nev: York Post announced it was looking for a columnist, he trotted down to the editor's office with his clippings and got the job. In many ways, the columnist is more of an editor than a reporter, but that doesn't mean his job is any easier. He has to sift out the most newsworthy and interesting items from the hundreds of mailed re leases, a score of telephone conversa tions, and countless personal talks. Questions of news value and inter est become second nature with him. Columns are not woven com pletely from press agents' handouts, or from eager beavers who like to see their ideas or tips in print. While some columnists occasionally devote an entire column to press releases, chere are days when they use none at all. For instance, instead of wait ing for Ingrid Bergman's press agent to come to them with a story when she's in town, the columnists call her up directly for an interview' in the hope of scooping their rivals. They all have a list of prominent officials, theatrical agents, press representa tives, night club managers, book makers, and headwaiters whom they call regularly. First-hand familiarity with the people and places he writes about is the columnist's best guarantee of being first with the news and first with the best news. Earl Wilson, for example, prefers to hunt up stories, interviewing the "quaint" characters of the Broadway, Hollywood and Washington firmaments. In this quest, he habitually prowls around the night club belt every week night until 3 a.m., sipping orange juice and coffee. Wherever there is good rhumba dancing, the chances are there Danton Walker will be found. Ed Sulli van professes a dislike for most cafes, but even so, makes occasional rounds. Lou Sobol snoops around unobtrusively, venturing into offtrail places like a Third Avenue tav ern and a Bowery spot. Dorothy Kilgallen goes clubbing only on Sat urdays, as a rule. Leonard Lyons, who specializes in "O. Henriettes," favors the Stork Club, but covers other major night spots as well. Winchell also prefers the Stork Club, and there he mingles regularly with the gin rummy crowd in the Cub Room. His at tendance has become so frequent that rumor gives him a partnership in the nitery, but that report is not true. Sometimes a night club will get frequent favorable publicity in one or more columns. However, toofrequent mention of a club or its impresario can backfire. Recently, newspapermen in one large city out side New York counted "plugs" for the ow'ner of a noted Gotham res taurant in no less than five different syndicated columns -- all on the same day. Then and there, appar ently in full seriousness, the editors resolved to blue-pencil the name of this particular host from most col umns for the ensuing six months. Whatever place posterity may give to columnists, it must point to their ineradicable influence on the English language. The column writ ers have added hundreds of collo quialisms, slogans, and fancy expres sions to our everyday speech. Win chell is a master of word-coinage and Dorothy Kilgallen shown delivering a radio program phraseology. He has minted scores of pithy sayings, rivalling the verbi age of the late Damon Runyon for their graphic descriptions of our people and our times. Winchell's favorite w'riting stunt, a great time and space saver, is the combined word, like "cinemagician," "reno vating," and "infanticipating." Many of his similes and metaphors -- like "as long as a rainy weekend at the seashore" and "rain tattooing roof tops" -- have been reprinted in The Readers' Digest. Millions upon millions of people make it a habit to read the gossip columns faithfully, some even turn ing to them before they scan the general news. The reports, tips and rumors of a columnist carry more weight with his fans than official pronunciamentos originating in Washington, London, Paris or Mos cow. Certain businesses are even guided in their action by what one of the Broadwav-Washington-Hollywood chroniclers may have to say in his column. Thus, from the lowly chroniclers of news and notes about the enter tainment world, the gossip column ists by and large have risen to be come the greatest attractions of newspaper fare. rST BROADWAY OllBLE LIFE II igh on the list of Hollywood's many and H assorted "unsung heroes" rank the "standins" -- the men and women who "stand and wait" in the place of star actors and actresses. Contrary to general belief, stand-ins do not necessarily resemble a certain star player in facial features. They must, however, match the star's height, weight and complexion. Their chief job is to substitute for the Ingrid Bergmans and the Gregor)- Pecks under the hot klieg lights while the camera angles are being checked and re- Top, wise-cracking Jack Carson (left) and his film stand-in. Middle, which is which? Jack Robbins (left) looks so much like his mentor. Bob Hope, that he often doubles for the famous come dian outside the movie studios. Be low, blonde June Haver (left) studies her script with stand-in Shirley Clark i i J An exception to the rule that stand-ins need not really look like the stars for whom they work is Virginia Griffith. Her re semblance to popular Loretta Young (right) is evident in photo above i I ETC 28508 HOLLYWOOD checked before "shooting" begins. Although vir tually no acting ability is required of stand-ins, most of them are talented and live in the hope their talent someday will catapult them to stardom. They usually earn the same pay as a film "extra" -- normally ten dollars per day. Many of the stand-ins are well known in Holly wood circles, and share the comradeship of stars both on and off the set. But unless and until their "big break" comes, they will remain without face and name to che general public. Academy Award winner Joan Crawford (left) and her "double" knit during their free moments One of the most similar star and standin duos on the Hollywood sound stages is that of Lizabeth Scott lleft, in top photoI and Dorothy Blair. They are close friends off the set, and Miss Blair even finds lime to be secretary to actor Barry Fitz gerald. Right, Mark Stevens and his sub stitute pause in their film duties to pose, stiff collar and all. Mark is at the right 17 Portrait sketching is a favorite hobby of Anne Jeffreys. Her model (below) is her sister, Katharine, who also serves as Miss Jef freys' "double." The smiling twosome in the lower right photo are Paulette Goddard and stand-in Sally Gordon IrightI, a college stu dent between takes on the set. Although unknown to the theatre-going public, standins are of valued assistance to the stars Leo Lynn and his shirt-sleeved "boss," Bing Crosby. Leo has been with Bing ever since the crooner begon his movie career Buddies and playmates are ju venile star Ted Donaldson and Donald Jarrad. Ted is offering his stand-in a luncheon snack 2 8 51 0 r seei Oil ailn cur. G spit, ther proc beer no i secc the T of tl gath was bank ness ment impo certa prodi ing b off, a a sog; to oil bapp\ We stanti IIS TABOET VIS OIL By Harry Botiford Back in the 1860's, a former Union Army colonel had an idea for breathing new life into old oil wells. His method worked--but touched off an exciting battle ceased to be profitable. Something inevitably choked off the flow of oil into the drilled hole. Curious schemes were tried in an effort to find a cure, but not one of them proved satisfactory. There was no question about it in the minds of oil men: Unless a cure could be found, the oil industry was going to die. n janvary of 1865, the oil indus One of the hard-hit producers was I try was six years of age. It a Captain .Mills of Titusville. He seemed about to die in its infancy. owned the famous "Ladies' Well," Oil men were able to diagnose the whose production had virtually ailment, but were unable to find a reached the vanishing point. Thus, cure. when a tall, austere man, possessed Gloom settled on the industry in of an air of confidence, approached spite of a brisk demand for crude, Captain Mills early in January, 1865, then selling at S8.:5 a barrel. Total and told him that he could revive ail production for the precious year had ing oil wells, he found the crotchety been reduced to a point where it was old producer in a most receptive no more than was produced in the mood. second year following the drilling of The caller introduced himself as the discovery well at Titusville, Pa. Col. E. A. L. Roberts, late of the There was no singing in the bars L'nion Army, a resident of New of the oil field towns, and when men York City. Roberts claimed that he gathered in the pump houses the talk had just secured a patent on a proc was not cheerful. Oil producers and ess that would bolster oil well out bankers were not on friendly busi put. ness terms. A loan for the develop ment of an oil property was almost "Superincumbent Tamping" impossible to float, due to the un When Mills inquired how the certainties incident to shrinking oil process worked, Roberts explained production. Oil producers were go that he used an explosive. Mills ing broke, employment was falling snorted, and then told Roberts that off, and oil town retailers exhibited the industry already had tried explo a soggy reluctance to extend credit sives without success. Roberts smiled to oil field workers. It was an un thinly, renewing his claim that his happy period. method would work. "I use superin Wells that started off with sub cumbent tamping," he explained stantial initial production soon tersely. He said he had gotten the idea from seeing a shell explode in a millrace in Frekericksburg, Ya., in 1862. Roberts convinced Mills of his sin cerity. Mills, in turn, offered the old and non-profitable "Ladies' Well" as a proving ground for an experiment that was destined to shake the oil industry of that era to its wobbly economic foundations. How the Method Worked On a cold, blustery day, early in 1865, a group of oil producers gath ered to watch the experiment. Rob erts was calm and confident. He placed several jugs of gunpowder in a cast iron container, screwed a top on it and lowered it to the bottom of the drilled hole. Several barrels of water were poured down the casing. "This is the superincumbent tamp ing," he said quietly. "It's the most important phase of my process 1" "The purpose of the tamping," Col. Roberts continued, "is to keep the force of the explosion from com ing up the casing, as if the casing was a gun barrel. Tamping directs the first force of the explosion down ward and sideward. It creates a pocket for the oil, at the same time shattering the oil sands, letting the oil flow freely into the pocket. It also generates heat enough to melt the clogging paraffine that has kept the well from producing." The Colonel tinkered with a small, heavy iron cylinder, filled with gun powder, and fitted with a percussion cap at the lower end. Then, he 19 TC 28511 / r' leaned over the casing head, dropped the device (soon to be known as a ``go-devil"), and the group rushed to places of safety. The onlookers waited for what seemed a long time. Thev heard a small report, unim pressive, muffled, and no louder than a cap pisrol. Next rhere came a gusty sigh from the casing head, followed bv a great roar as a solid stream of oil, water, and sand shot upward bevond the crown block on top of the wooden derrick. The wind caught the column as it diminished and the spray spread a fantastic yel low pattern on the white snow. The men forgot the penetrating wind that swept down the valley as thev rushed to the derrick. Hot, gassy air belched from the casing A contemporary sketch show ing the Arbuckle Homestead well, near Pittsburgh, immedi ately after it was torpedoed 20 I Toi Col "sh wel of pan sonseer due dist was ETC 285)2 At oi lion | hum even print a foi polic the i deni Nc hecai medi Alonj o m of id ented veten t head and the smell of fresh oil was heaw in the air. The bailer was run down the hole slowly. The small engirie spurted steam into the crisp air as the tilled bailer was brought to the surface. Its contents consisted mostly of fresh oil. Captain Mills swore happily. Before the group left, the bailer had been run and emptied many times. The ailing "Ladies' Well" again was a producer, thanks to the medicine of Col. Roberts. Congratulated and hailed as "the savior of the oil industry," he ac cepted these attentions coldly. He informed the men, as he climbed into his sleigh, that he soon would estab lish an office to serve their needs. Fees Brought Protests It wasn't long before the Roberts Torpedo Co. became a reality. The Colonel offered the industry a "shooting" service for its ailing wells, with competent men in charge of operations. But when the com pany posted its schedule of fees, some oil men protested. The prices seemed excessive, especially to pro ducers already suffering financial distress. The idea of using explosives was not new, they contended. This method had been unsuccessful in its earlier tests because the other pio neers had failed to use the superin cumbent tamping. Viewed objectively, what fol lowed was inevitable. There ensued a curious revolt, culminating in bit ter and expensive court battles, and in outright and illegal attack against Col. Roberts. Meanwhile, he began using nitroglycerine in his method. With this then-new explosive, the process of "shooting" an oil well achieved new miracles in reviving old wells and in making newlydrilled wells more productive. Oildom realized that it just had to have the Roberts cure. The patent was attacked in the courts bv a group of oil men. The validity of the patent rested on the word "superincumbent." Without exception, the courts ruled for Rob erts. Many oil men in this group, realizing there was no other legal option, made their peace with Rob erts and used his process -- at his price. However, another group of men elected to fight it out to the finish. In the knowledge that nitro glycerine is easily compounded, this segment decided to beat Roberts at hisown game. As a result, the indus try soon witnessed a strange, fan tastic contest. The Moonlighters' War The "Moonlighters' War" was of short duration, but it was memorable and exciting. Daring men mixed batches of "nitro" in washtubs in a secret meeting place. On the next moonlit night they would fill jugs with the explosive, strap the jugs to their bodies, and walk cautiously over rough, dangerous trails to where they were to "shoot" some oil well in violation of the Roberts pat ent. Not all of the "moonlighters" reached their destination. One un wary step, a stumble, a sudden jar -- and the night would be lighted with a sudden red glare and the country side rocked by a terrific explosion. Handling unscientifically com pounded nitroglycerine made being a "moonlighter" a mighty hazard ous calling. As Roberts began to feel the economic pinch imposed by the ex panding activities of the noctural adventurers, he hired private detec tives to watch for violations. When evidence was accumulated, violators TELL A DOG BY HIS NOSE Ai one lime the system universally in use for the identifiestion of valuable dogs was the paw-print, corresponding with human finger-prints. It was not nearly as accurate, however, even when the dog was young, and as he grew older the prints frequently were altered by injury. As a consequence, > foreign government's breeding and training institute for police dogs looked for a better method, and learned that the nose of a pooch is an almost infallible index to his identity, Nothing much could be done about this for some years because the moist nose of the animal smudged the printing medium -- and there was no method of classification. Along came the famous French detective, Faurot, who had * m'*ch to do with the adoption of the finger-print method f identification for human beings. He invented and pat ented a stainless pad now available through virtually all veterinarians that has resolved many cases of dispute over a dog's ownership which heretofore could not be settled. More than 7,000 nose-prints are said to have been made in this country. The adoption of the system came about when "dognapping" became something of a racket. In addition, thousands of pedigreed dogs are lost, strayed or just picked up every year. The old theory that every dog will recognize his master's voice has been pretty well ex ploded, especially in the case of blue ribbon winners which have changed ownership frequently. The nose-print is far more reliable. Veterinarians say that even when a dog's nose is injured its main characteristics grow back in the same design, and every dog's nose is different. In case of loss, duplicates of the nose-print are forwarded to dog pounds, the humane societies, and to other veterinarians. Accordingly the owner now has a much better chance than in former years of re covering a Schnauzer whose schnozzle has been registered. etc 28513 21 were haled into court. The insur gent members of the industry spent upward of a million dollars fighting these cases, and in other attacks on the Roberts patent. It was money thrown away. Roberts collected damages in every instance. More than 2,000 cases were in the courts at one time on this single issue, a record that has yet to be approached in Pennsylvania's legal history. The insurgents unsuccessfully fought against the renewal of the patent. When they lost this case, they finally acknowledged defeat. The ".Moonlighters' War'' was over. Naturally, Roberts profited. But so did the oil industry. With slight vari ations, the same methods of well "shooting" are used today in every known oil field. The Roberts family recently pre sented to the Drake Museum in Titusville, the complete archives of the Roberts Torpedo Co. I was at the Museum the day the material was delivered. There is a great mass and variety of it. When it is possible to examine, correlate and digest this data, it is not unlikely that some new OUR COVER: Shown on the stand is a model of the tetraethyl lead mole cule, in use at Ethyl's Research Laboratories in Detroit. Models such as this, which is to a scale of 400 million to one, have important uses. They are useful in visualizing the relative positions of the atoms and their motions within the molecule. They are also useful in connection with the calculation of thermo dynamic properties such as the specific heat. For the simpler compounds, these calculations frequently give more accurate data than is possible by experimentation alone. OUR PICTURES: Pages 7 (lower), 8, 9 (top and left center), courtesy NewYork Public Library; Page 9 (right center and lower), courtesy Scientific American magazine; Page 13 (top), courtesy Stork Club; Page 13 (center), courtesy Monte Carlo; Page 13 (lower), 15, courtesy New York Journal American; Page 14 (top). Wide World; Page 14 (center), courtesy New York News; Page 14 (lower), courtesy New York Post; Page 16 (top), 17 (inset), courtesy Warner Bros. Pictures, Inc.; Page 16 (center), 18 (top and lower right), courtesy Paramount Pictures, Inc.; Page 16 (lower), 17 (lower), courtesy 20th Century-Fox Film Corporation; Page 16 (inset), 18 (inset), courtesy RKO Radio Pictures, Inc.; Page 17 (top), 18 (lower left), courtesy Columbia Pictures Corporation; Page 19, sketch by Constance Joan Naar; Pages 20, 22, courtesy Drake Well Memorial Park Museum. 22 ETC 28514 Lubrtcan stanfly u> part of tF fory feehi ity of o sample o iter). Page nter), ,wer), msec), left), . Joan Lubricants, as well as engines and fuels, are con stantly under study at Ethyl's research laboratories. As part of this, the picture above shows an Ethyl labora tory technician making a standard test for the viscos ity of a lubricating oil. This is done by passing*a sample of the oil through a viscosimeter, and noting the time it takes for a given quantity of the oil to flow, under specified temperature conditions, from the oil chamber to the flask below. The viscosity of a lubricat ing oil is an indication of its body, or resistance to flow, at various operating temperatures. It has an important bearing on engine performance and durability. ETC ^ & 5 ] 5 According to tho latest count, two hundred and forty oil refiners in the United States use Ethyl brand of antiknock compound to improve their best gasoline. So @ is one right answer, but if you guessed 14,000 or 240,000, you aren't wrong ...because the oil refining companies that are licensed by the Ethyl Corporation to add its anti knock compound to their gasoline sell the finished product through many thousands of jobbers and dealers. These distributors in turn display the Ethyl trademark on pumps that contain good gasoline plus this famous antiknock fluid that increases power and performance. mm COtFOtATION-rMAKIU OF ITHYl DKAND OF ANTIKNOCK CONFOUND ETC 28516 1 > ? J0& ed yi st or -re ti ed id >yi us id ND FEBRUARY 1947 Dr. Charles A. Thomas, newlyelected president of the American Chemical Society for 1948, is a distinguished "alumnus" of Ethyl Corpora tion and vice president and technical director of Monsanto Chemical Company. As president of the ACS, Dr. Thomas will be a succes sor, four years removed, of his former colleague and fel low scientist, the late Dr. Thomas Midgley, Jr. To suc ceed Tom Midgley in this high office is of more than passing interest to us at Ethyl because Dr. Thomas happened to be one of that tenacious group of researchers who sought, some 25 years ago, to find an agent that would reduce the knock in motor fuel. Dr. Thomas joined the re search staff of Ethyl when it was organized to manufac ture and sell "Ethyl" anti knock compound. In 1926, he teamed with Dr. Carroll A. Hochwalt in establishing the Thomas and Hochwalt Lab oratories in Dayton, and when the laboratories were acquired by Monsanto in 1936, he became central re search director of the com pany. Besides distinguishing him self in peacetime investiga tions of far-reaching indus trial and scientific importance, Dr. Thomas has been a lead ing figure in the studies of atomic energy. The Clinton Laboratories at Oak Ridge, Tennessee, where chemists and physicists produced the first experimental quantities of plutonium, were placed un der his general direction on July 1, 1945. IN THE FEBRUARY ISSUE 66 MILLION PASSENGERS A DAY 3 Dospite shortages, the intercity buses and local transit lines in 1946 together carried more people than ever before. SHORT SHORT STORY 6 DON'T CROSS THE T-MEN 7 Their chief targets were once only the big tax evaders, but now Treasury tax sleuths are out to corral the thousands upon thou sands of smaller fry who are inclined to short-change the income tax collector. MODELS OF SAFETY 10 Driving and pedestrian safety is being taught in a navel way -- through the use of toy vehicles -- by the Ohio State Highway Patrol. SENTINELS OF THE SEA 13 The end of a colorful and romantic era, symbolized by the light house, may be near, as modern navigation aids take their place beside the guiding beacons. A WELL TO REMEMBER 16 One of the nation's never-to-be-forgotten oil wells, the Lucas gusher in Spindletop Held, is 46 years old. BURNING UP THE ICE 18 Iceboat enthusiasts are not just talking when they boast of speeds of 80, 100 and 120 mph for their craft. < In order to widen the Held* of render Interest in Ithyl News, we frequently publish ortides contributed by writers net associated with Ithyl Corporation. Opinions expressed In signed nrticies ore the authors'. The editors of the News welcome articles of timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline tarlo W. Wofab, president; Percy L Griffiths, vko president and treasurer Julian C Gonsalei, secretary A ing of : -- it du5` fic A neeline rapi C of ; sen few sit Ii thei bun the\ trafi shut etc 28518 66 Million Passengers a Day rt N. Y. Ti ne Mcrttary A war job that didn't end with the war. That's what the nation's local transit and intercity bus lines last year were called upon to do fter carrying the staggering A total of 86 billion riders dur gasoline rationing, and the expected appearance of new passenger cars. ing the war years -- or an averageIn short, they expected 1946 would of :i/i billion passengers annually provide them with a breathing spell. -it was natural for the transit in But as matters turned out, 1946 dustry to look for a decline in traf proved to be anything but a return fic last year. to normal times. And such a letup was sorely Except for a few months in which needed by the nation's local transit traffic dipped below 1945 levels, the lines -- the buses, street cars, and year, on balance, saw traffic hold at rapid-transit systems. its wartime peak, saw even a slight During the war, with every piece gain over the previous year's vol of available equipment in constant ume. The result? The transit lines service, with replacement vehicles in 1946 set a new record of 23.5 few and far between, the local tran billion passengers, according to sit lines were hard-pressed to handle preliminary figures of the American their unprecedented transportation Transit Association, which was 1% burden. And once the war ended, ahead of 1945 and 66% over 1941. they looked for a big drop in A comparable feat was performed traffic from such causes as the by the nation's intercity bus lines, shutdown of war plants, the end of which during the war period carried more than 3 ^ billion passengers. Last year, the intercity buses car ried 872 million people, according to Bus Transportation, which was just a shade less than the 874 million they transported in 1945. Together, the local transit and in tercity bus lines carried an average of 66 million people daily in 1946. What makes this performance stand out is not simply the fact that it compares so favorably with the war years, when the demands upon the common carriers were the great est, but also the added fact that it was accomplished despite lingering shortages of equipment and man power. Due to strikes and a short age of materials, only a fraction of the carriers' needed new equipment was delivered in 1946. Repair parts, likewise, were scarce, and there were varying shortages of skilled labor. Yet, despite these very real obsta cles, and although the bulk of their equipment was obsolescent, the lo- 3 ETC 28519 1 On the other hand, cities in the 250,000 to 500,000 population group showed the largest loss of any group. This is ascribable to the shutdown of war plants and military camps, many of which were located in or near these cities. Interestingly enough, the smallest cities -- those of less than 50,000 On* of the 1946 model bus** for local trontit operations. Bus production last year, while the largest on record, filled but a fraction of the industry's needs for new equipment population each -- turned in a good gain over 1945. On the basis of tran sit operations for the first eleven months of 1946, they showed a 4.08% increase over 1945, contrasted cal and intercity carriers continued transit lines, and 5% for the trolley with a gain of 4.45% for cities of to provide the public with essential- buses. over a million population, and a transportation. Of corresponding importance was 4.51% loss for cities in the 250,000 Reporting on the operating results the divergent trends in passenger to 500,000 population group. The of the local transit companies, the traffic among cities, as revealed by big increase among the little cities American Transit Association pre 1946's operating results. stands out because it is these areas sents the following preliminary While the country as a whole which traditionally depend the least breakdown of passengers carried by showed a 1% gain in the number of upon common carriers for transpor each form of service last year: transit passengers carried, as pre tation, their residents travelling for Surface Railways 9,096 million Subway and Elevated Lines 2,860 million Trolley Coaches . 1,281 million .Motor Buses 10,26} million Total 23,500 million viously cited, there were significant pluses and minuses in population centers of different size. For exam ple, cities of over a million popula tion each scored the largest increase of any group. This showing, how ever, was due principally to condi the most part by private car. Ac cordingly, these cities' gain in tran sit traffic is believed due to the fact that so relatively few people were able to obtain new automobiles last year -- and so kept on using the pub lic facilities. In the aggregate, this traffic was tions in New York City, whose ex Nation-wide, transit traffic is only 1% higher than in 1945, but perience heavily weights the over holding around its wartime peak be individually, three of the four all statistics. cause of the continued high level of groups scored significant gains. The rapid-transit lines achieved the greatest relative gain, 6%; but Mofor buses accounted for 45% of the passenger traffic which the various carriers, below, handled last year this was due largely to the contin ued influx of people into New York City. Among the surface lines, mo tor buses carried nearly 4% more M* * SUBWAY A ELEVATED LINES passengers than in 1945, while the trolley coaches carried nearly 3% more. The street cars, on the other INTERCITY MOTOR BUSES hand, carried 3 Z2 % fewer passen gers, a reflection of the fact that they are slowly passing out of the picture, and being replaced by buses. rO LOCAL MOTOR BUSES lmininieeeeteeee** .Motor buses, last year, accounted for roughly 44% of total transit pas sengers, followed by some 39% for the street cars, 1for the rapid- U" TROLLEY BUSES **** T.i V : 1 STREET CARS 6^ y CATM FIGURE -- ONE BILLION PASSEN# ETC 28520 bi tr 3< ir ta 1 S: fr c fo p- \\ \\ l< th vi bi $; T $; io ci in Pa m dt cii bi w. 3? an pa bu hit Pr* th< ex wf ail foi ab! die business activity since war's end. Operating revenues of the local transit companies amounted to S i 3P7 million in 1946, an increase of 1.2% over 1945. However, operat ing expenses increased 6% to a to tal of $1,131 million, leaving a net operating profit, before taxes, of $:66 million, a decline of ij.i% from the previous year. For their part, the intercity' bus carriers duplicated the feat of the local transit lines. The 872 million passengers thev carried last year were onlv 8% below the extreme wartime peak of 953 million, set in 1944, and were more than double the 396 million carried in the pre vious best peacetime vear. Intercity bus operating revenues amounted to $580 million, according to Bus Transportation, compared with $585 million in 1945. As with the local transit companies, the intercitv bus lines, too, were faced with increased operating expenses. The local and intercity bus com panies had manv problems in com mon. not the least of which was a dearth of new equipment. Last vear, Bus Transportation es timates, a total of 24,174 motor buses, exclusive of 308 trollev buses, was produced, which included 3,335 intercity buses, 8.300 city buses and 12.025 school buses. This com pared with a total of 18,445 motor buses manufactured in 1945. While last year's output set a new high record -- and 29% above the previous best t ear -- it was far below the industrv's pent-up demand for new equipment. The local transit companies, for example, received delivery of some where around 9,000 new vehicles of all kinds in 1946. But after allowing for the 7,000 vehicles which prob ably were scrapped, there was an in dicated net gain of only 2,000 new units during the year just ended. Similarly, the intercity bus com panies, with one out of every five units in service estimated to be liv ing on borrowed time, received merely the first instalment on a four-year backlog of urgently needed new equipment. At the same time, the carriers, lo cal and intercity, suffered from a shortage of repair parts for their old equipment, making it difficult for them to keep a maximum number of vehicles in service. This year, of course, the carriers are hoping to receive a substantially increased number of vehicles, as part of their rehabilitation and moderni zation programs. Programs Underway One such program, already under way, is that of the Third Avenue Railway Corp., of New York City, which is replacing most of its trol lev cars with buses. The company has already received, and put into service, the first of some 700 buses it has on order. Another New York company to make news is the Fifth Avenue Coach Co., which is replac ing its venerable open-top, double deck buses with modern units. Other transit companies have sim ilar projects planned or under way. In this connection, an interesting development is the planned intro duction of air-conditioned transit equipment in the South. At least two southern transit companies expect to have such vehicles in service this year. Air-conditioning, of course, was previously limited to intercitybuses. The general run of postwar city buses feature better seating and lighting, among other improve ments. Similarly, the intercity bus lines are awaiting the delivery of the huge volume of new equipment they have on order, to put their postwar plans into action. And their postwar mod els, the first of which are only be ginning to be seen, incorporate im proved air-conditioning systems, better spring suspension and more efficient engines, among other im provements and refinements. In ad dition, two-way radio communica tion is being tried out on both inter city- and local lines, as a means of heightening operating efficiency and quality of service: While virtually all carriers, local and intercity, have postwar pro grams for improved service, they are of necessity being held in abevance until the awaited new equip ment is forthcoming in the desired volume. True, since the war ended, there has been a return to peacetime schedules. For example, intercity buses are no longer hampered by the wartime speed limit which pre vailed, while "skip stops" are being eliminated on local bus routes. At the same time, some innovations have been introduced, as for exam ple, the inauguration of express service by transit lines in several cities and of new long-distance "through" schedules by intercitycarriers. But in the main, the prin cipal problem of all lines is in han dling the continued high level of passenger traffic with their over-age, prewar equipment. Another problem which is receiv ing increasing attention is that of skilled manpower. While the situa tion is not the same in all sections of the country-, a number of indi vidual companies are reportedly short of experienced drivers and ex pert mechanics. To instruct their drivers and other personnel in proper methods, many companies are planning or conducting em ployee training and refresher courses. Bus manufacturers have ETC 28521 5 Thu tutting duvicu duvulopud by thu American Transit Association to hulp duturminu potuntial driving ability aided in this endeavor through the preparation and distribution of maintenance manuals. In this connection, an interesting development is a motor-ability test for prospective bus drivers, which was developed bv the American Transit Association as part of a sug gested program for the selection of transit-operating personnel. The motor-ability test, which is but one of many steps in the whole proced ure, makes use of a novel device to test an applicant's driving aptitude or potential driving ability, as op posed to any acquired driving skill. The test measures an applicant's teachability-, learning capacity, his attention and reaction qualities, and his volitional control. To take the test, an applicant is seated in a model of a bus driver's seat mounted on a platform equipped with a steering wheel, a gearshift lever, and foot pedals. The applicant faces a signal board, some distance away, which flashes a series of lights in sequence. These light patterns, which can be controlled by the examiner or flashed on auto matically, are the applicant's instruc tion to make various driving move ments. And as he responds to each set of instructions, his movements are recorded by pens on a moving tape. Thus, a complete record of the correctness and speed of response is obtained, which is translated into a numerical score. Several transit companies have been experimenting with the testing unit in the last few years. One such company, in an effort to evaluate the test as a measure of accident sus ceptibility-, selected from a represen tative sample group 2 j of its "best" and 25 of its "worst" drivers, on the basis of their accident records, and gave them the aptitude test. Twenty-two out of the 25 "worst" drivers failed in the test; only one of the 2 j "best" drivers did not pass it. At the present time, the testing unit is attracting growing interest among transit companies. Looking ahead through 1947, the local and intercity- carriers are plan ning numerous improvements and refinements in their operations, in an effort to provide still better serv ice to the public. How rapidly they will be able to translate their plans into action, largely depends upon the speed with which they can ob tain new equipment. But, if they can serve the public as well as they did in 1946, theirs yvill be a job well done. Short Short Story By Oh Henry Luglur BAD DREAM Mrs. Tuttle's coffee cup rattled as she set it on the saucer. "What's the matter, dear? You're fidgety this morning.*' "I didn't sleep well last night," "Anything on your mind?'* "Nothing. It's just -- well, I had a dream that -- sort of bothers me." "Nonsense, Mary, you don't believe in dreams." "This one was so real, it woke me up and I couldn't get back to sleep . . . John, dear, do you have to go to the office today?" Mr. Tuttle wiped the egg from his chin and folded his napkin. "Now, Mary, you know perfectly well I can't stay hovpe just because you happen to . . ." "John, dear, please! I'm . . .I'm frightened . . "The dream? Ridicultms! What was it about?" "John, promise me that you won't go up in an elevator today!" "But, Mary . . ." "Dear, for my sake . . . please!" Mr. Tuttle shook his head, sighed tolerantly, reached for his overcoat. "O.K., if you say so -- but . ." "Goodbye, dear. Remember your promise!" An hour later, the telephone rang. "Mrs. Tuttle?" The voice was strained, respectful, choked with sympathy. "Yes? . . . What's that? . . . Oh, my poor John. I knew it, I knew it, I knew it! . . How did it happen? . . The elr vator? . . . Oh . . you say he didn't take the elevator? . . . He ... he walked up -- eight flights? . . . His heart, you say? Oh, John, my dear, dear John," sobbed Mrs. Tuttle. 6 ETC 28522 Would-be evaders are finding it harder than ever to dodge their income taxes, f misery loves company, the na I tion's army of income taxpayers will be anything but lonely this year. By Pouf o. Grn due to a corps of relentless tax sleuths For, come .March 1j, there'll be plentv of reluctant recruits in its ranks. These new income tax draftees are not simplv the big-time racketeers and black market boys whose appre hension make the front-page head lines. Instead, they're little people like cab drivers, waiters, bootblacks and hat-check girls. They also in clude retired workers living on pensions, bellhops, and bartenders, many of whom, the Treasury De partment believes, may have been short-changing the income tax col lector. What's happened is that the Treas ury Department has come to recog nize, as a result of investigations, that these people frequently earn a sub stantial income for their calling -- and most of it in cash. During the war, the Treasury Department's staff of sleuths was of necessity spread pretty thin, and it concentrated mostly on the large-scale racketeers who were reaping fortunes in one way or another. Now, however, the internal revenue agents are out to collar the smaller frv, and to make them kick in to the federal coffers. What sparks the Treasury drive is the fact that these little people have been earning far more money than reported on income tax returns. Now', however, the Internal Rev enue Bureau has found out a lot about these people and the way they make their living. And so, it is de termined to make them pay their taxes as they should. All this is part and parcel of the Treasury's effort to distribute the tax burden as equitably as possible. With the costs of running the federal gov ernment at a much higher level than pre-war, it is obvious that every tax dollar is urgently needed. The Treas ury hasn't the power to lower taxes; of the public to foot the bill. That being the case, the citizen w'ho is paying his tax right up to the hilt -- and that's the vast majority of all taxpayers -- understandably re sents the fellow who has been get ting away with less than his just share. For, the chiseler, in fact, helps to keep income taxes high. It seems logical that if every single person in the country paid his taxes as they're due, all taxpayers would benefit by the extra billion or so that would return to the Treasury. And evaded taxes do run into the had been popularly supposed. Take that's up to the Congress. But it can billions. In the last fiscal year alone, waiters, for instance. Their custom- make sure that everyone who should the Treasury collected over $1,270 art- dime or quarter tips, the Treas ury Department learned, have a habit of snowballing into sizable bankrolls. Since there was no way, ordinarily, of checking up on these pay taxes does pay them. And it has not been until comparatively recently that the Treasury- Depart ment discovered that whole classes of breadwinners wrere paying little million in taxes, interest and fines from evaders or delinquents. Its in vestigators visited or wrote to about one and a half million persons, either because of suspicious or erroneous wmings, they were very often not or no income taxes, leaving the rest returns, or just as a test check -- and ETC 28523 7 ABOUT OUR API ISSUE The editors of the Ethyl Neu-s appreciate the many generous comments that have been made about the API convention issue which was published in De cember. Additional copies of the spe cial edition are available upon request. collected additional taxes from al most half of them. Actually, only about 2 % of them tried to cheat the Government. The others somehow just couldn't add right, or were be fuddled about how to fill out the complicated returns. The Government's interest in this new crop of taxpayers goes back to the war years, when millions of wage earners suddenly found themselves liable for income taxes for the first time in their lives. With the lower ing of the basic exemptions and insti tution of the pav-as-vou-go method, the lower-income groups were re quired to pay taxes as never before. But as time went on, it became obvious that a lot of money was be ing earned by certain classes of peo ple which didn't show up on income tax returns. These include people who work in hotels, restaurants, night clubs, taverns, bowling alleys, barber shops ' and country clubs. True, they are most often paid a sal ary, from which their employers make the statutory deduction for taxes. But what interests the Treas ury' Department is the supplemen tary income these people receive -- their customary tips and gratuities -- which in some cases hike their total earnings to two and three times above their regular salary. During the war, when its ranks of investigators were depleted, the Treasury Department concentrated on the larger and obvious tax frauds. Since then, however, it has added some 8,000 T-men who have been trained in the ABCs of detecting tax evasions. It is amazing how deeply these investigators go into people's private lives, and their effectiveness in hauling in whole schools of em barrassed evaders who thought they were immune to the income tax bite until now. Investigations in the past year have concerned so many thou sands of middle class breadwinners, as opposed to those in the highest in come brackets, that the whole lowerincome group is now under the spot light for the first time. Take headwaiters and bartenders, for instance. For years, there were a lot of ru mors about the princely incomes of the bovs who turn up their noses and keep socialites and celebrities outside the velvet ropes of supper clubs. And of the homes, automobiles and busi nesses bought by the individuals who slap a Martini or a table d'hote din ner in front of you. But up to now, the Internal Revenue Bureau was either too busv or didn't think the few exceptional cases in the big cities warranted a crackdown. Today, its mood is different. The Bureau figures there are probably 20,000 such people around the coun try who have reported less than one- third of their income for years. Now it is going to make them cough up. To get a line on their earnings, Treasury agents are spending much time around big night clubs, busy restaurants and bars, tabbing the number of guests that come in. They figure how many quarters are dropped to the hat-check girl, how many bills are slipped into headwait ers' palms for good tables, and what percentage of the checks is given to waiters as tips. One thing they've found, for ex ample, is that since the Government imposed the 2oVc cabaret tax a couple of years ago, waiters have benefited accordingly. When cus tomers tip on a percentage basis -- it's 15% now, instead of the pre-w ar 10%--they invariably compute it on the basis of the total check, which includes the tax. There are a hundred and one wavs by which Treasury agents can nowcheck up on even the smallest vio lator, and bring him to task. For example, these tax sleuths, whose offices are located in over 1,100 communities throughout the land, watch even* pertinent news paper item of a financial nature. They look for cash purchases of night clubs, restaurants and other r n a h n< m th cc ta. sic de SUi po g`f bra lad bo\ mo tres ban thei vol\ Ir vass selvi fortr peop relat ers, t or je In stray payei doing tax d< Th. and ta come scope years of cig them, took c But no the wa concea the lac they tf keeper' cash, ar 81 ETC 28524 real estate properties. They check news reports of sweepstakes winners and of lucky horse race players who hit the daily doubles. They look into news items concerning hoards of money left by .misers, to make sure that their living relatives, if any, come through with the inheritance taxes. They also check up on pen sioners in the police, fire and other departments, some of whom they suspect may be holding back on re porting their income. They are interested in expensive gifts, whether of fur coats, diamond bracelets, or cash, made to lovely ladies by indiscreet but generous boy friends. They check on finds of money in garbage cans, under mat tresses, out in back yards. And all banks are duty bound to report to them any unusual transactions in volving bills of high denominations. In addition to the elaborate can vassing the revenue agents do them selves, they also depend upon in formers. It is surprising how many people will tell on their neighbors, relatives, or past or present employ ers, either because they're outraged or jealous, patriotic or greedy. In their drive to bring the errant strays into the fold of sheared tax payers. the T-men have been the un doing of many a former successful tax dodger. Thousands of small storekeepers and tavern owners, for example, have come under the Treasury micro scopes. Many of these fellows for years have been making change out of cigar boxes and beer glasses. To them, bookkeepers were people who took care of volumes in a library. But now, Treasury agents are wise to the ways in which many of them conceal their income. Undaunted by the lack of complete financial data, they take inventory' of the store keeper's stock, equipment, and cash, and compare them with com parable figures for say, five years ago. Allowing for the usual ex penses and store improvements, they can come pretty close to esti mating the true earnings for the intervening years. In addition, they may check a few wholesalers who supply the retailer with the bulk of his merchandise, and thus compute his indicated sales, after allowing for normal price markups. Nor are businessmen and store keepers the only ones who have been found to be rather forgetful about paying their just income taxes. Even professional men have been involved. The tax evaders themselves fre quently lead to their own undoing. There was, for example, the case of a hospital patient convalescing from an illness. One day, his nurse found him whiling away the time playing a new kind of solitaire -- pil ing up money in neat little stacks of $10, $20, $50 and $100 bills, for a total of $80,000. Suspicious of the money, the nurse reported the man to the police. The resultant investi gation proved him to be a large-scale black market operato'r. By the time the OPA and the Collector of In ternal Revenue had finished with him, the man had forfeited over $200,000 of the illicit income he had failed to report in recent years. Or take the case of the woman who reported to the newspapers that she had lost her life savings of $12,000 in a public conveyance. The resulting publicity caused internal revenue agents to make an investiga tion. They discovered the woman was earning a handsome living from a profitable business, but had failed to report her income. It may come as cold comfort to the rank-and-file taxpayers, who faithfully pay their income taxes when due, to know that the tax evaders are being nabbed in increas ing numbers. Yet there is another side to the coin. In the first place, for the benefit of taxpayers in the lower in come brackets, the Treasury Depart ment not only has simplified its forms, but has prepared optional schedules which frequently make generous allowances for deductions. Moreover, it advises all taxpayers to claim their full permissible deduc tions on their returns. And when, as it is doing, it rounds up the tax dodg ers, it is performing a public service for all taxpayers, too. MODELS Oil By W* J- Distler roups interested in promoting G safety on the nation's streets and highways constantly seek novel and interesting means of impressing upon motorists and pedestrians the unending need for "common sense" driving and walking. In Ohio, a state with approxi mately 2,000,000 registered vehicles, this quest has led to an original idea by the State Highway Patrol. It makes use of toy vehicles -- the same miniature automobiles, trucks, buses, and tractors that delight small fry. The Patrol uses the play vehicles, together with table-top reproduc tions of stretches of actual Ohio highways, to create, realistically and in miniature, any type of accident, and to illustrate, step by step, why such a mishap occurs. These situa tions are photographed or sketched, and the pictures and drawings, in turn, are made into vivid projection i i; t. d t: t! v 1< a n n This series of photos shows one of the couses of railroad cross ing accidents -- driving on a sec ond track after a train has passed without watching for engines com ing in the opposite direction. Photo lrightI is an actual crash scene after just such a crossing mishap ETC 28526 Toy vehicles find novel uses in a practical safe-driving campaign being conducted by the Ohio State Highway Patrol slides. Equipped with a series of the slides, designated patrolmen-lecturers then set off in the direction of school assemblies, civic organization meetings, fleet-personnel sessions, farm gatherings and the like to "show" safety, as well as to "talk" it. And thev've found it pavs off. One of the more noticeable ef fects of the campaign is that both individual and fleet drivers have taken occasion to review their own driving habits and practices. Pedes trians also are more safetv-minded than before. In addition, the state wide program has inspired many local safetv drives, some of which already have been instrumental in reducing the frequency of avoidable traffic accidents in the community. A patrolman adjusts the tiny figures, which in this cose have been set up to emphasize thot disabled vehicles al ways should be parked off the highway Failure to halt vehicles ot designated cross roads is a common cause of accidents. Toy vehicles in photo series above show how, step by step, this type of mishap occurs ro d The Ohio State Highway Patrol operates some 200 radio-equipped cars, such as that above. Right, one of the 33 substations maintained by the Patrol IF IPH! An era of romance and adventure may be drawing to a close, as new navigation aids take their place beside lighthouses fter serving for centuries as Al lonely sentinels of the sea, the importance of lighthouses may at last be eclipsed by the advent of new navigation aids. Ships no longer will be com pletely dependent upon the familiar beacons to guide them past danger ous rocks, reefs, and shoals. As time goes on, increasing numbers of ships will be equipped with radar and "racon" devices to help avoid col lision or shipwreck, besides having ship-to-shore radio for emergency use. Lighthouses themselves will be undergoing a change, as automatic beacons replace the lights now serv iced by crews. To be sure, most lighthouses will continue to serve as at present for as long as fishing boats and other small craft without mod ern equipment stand in need of Oldest of the 12 beacons dating back to Colonial days is Boston Light, in Boston harbor. The original stone tower was blown up dur ing the Revolution ary War to make the harbor of let* value to British vessels them. Yet the heroic day of the lighthouse keeper, whose devotion the outbreak of World War II. By to dun* often saved sailors from dis the time the United States began aster, appears to be on the wane. sending troops overseas in 1942 But what may be lost in romance there were iyo radio beacon sta is being gained in terms of human tions, and today the number is be life and property. No longer will ing increased as rapidly as possible. ships founder on rocks and reefs be Because radio can be heard over a cause storms blinded lookouts peer much wider area than any light can ing for warning flashes. This is be be seen, the United States is provid cause radio and electronic devices can penetrate fog, rain, snow and sleet, the eternal enemies of the brightest lights and the loudest fog horns. The first successful radio beacon . "as used on Ambrose Lightship, off Pictured on the cover is the light* house at Pemaquid Point, Maine, one of scores strung along the stern New England coastline. New England is the site of some of the country's most historic lighthouses, twelve of them dat ing from Colonial days. N'etv York harbor, 18 vears before ing this vital navigational aid to two million square miles of ocean be yond reach of the stately towers and their flashing lamps. All this is a far cry from the days when braziers of flame on the shores of the Mediterranean, attended by priests, guided Egyptian mariners. . The ancients' most famous light house, probably the largest ever built, was the fabled Pharos of Alexandria at the mouth of the Nile. One of the Seven Wonders of the World, smoke and flame from this mightv 6oo-foot tower was a beacon for shipping in and out of Egypt's main seaport for a thousand years. ETC 28529- 13 The lighthouse at Sandy Hook, N. J., hat guided shipt into New York harbor for 183 years An even longer period of service is recorded for the lighthouse at Bou logne, on the coast of France. It was built bv the Romans in the year 40 A. D., and restored by Charle magne in 810. The storv of America's light houses and the men who have built and manned them during the past 200 vears can be matched bv few chapters in the historv of a nation rich in traditions of enterprise, courage, daring and dogged deter mination. Lighthouses have been washed awav, rammed by ships, struck by lightning, destroved by war, burned to the ground, and even attacked by Indians. Devotion to dun- has been a watchword of lighthouse keepers in the face of anv emergency. Keep ing the light burning at any cost has saved manv a ship from disaster. Scores of keepers have lost their lives to save the lives of others. Tvpical of innumerable heroic rescues is the storv of Keeper Hanna of the lighthouse at Cape Elizabeth, Maine. Ill and exhausted, the veteran lamp-tender was in bed one wintrv night half a century ago, leaving the care of the beacon to his capable wife. A northeaster howled down from Canada, bringing with it sleet, snow and a gale of incredible bitterness. At the height of .-, the storm the schooner Australia, bound from Portland to Boston, struck the rocky beach below the light. No boat could be launched in the huge breakers that crashed against the rocks that night. Yet, Keeper Hanna managed somehow to wade into the surf and to reach the vessel without being swept out to sea. Three surviving members of the crew were frozen to the spars to which they were clinging. Hanna cut the men free and dragged them ashore. His wife had to use a kitchen knife to get their icy clothes off. More dead than alive, the crew was wrapped in blankets and put to bed. A few days later the seamen con tinued their trip to Boston by land, but Keeper Hanna never fully re covered. The chill he received in the surf that night, on top of his illness, was too much for him. His wife suc ceeded him for a time as keeper of the light. Most of the earliest lighthouses were built in New England, where winter storms were the fiercest, and where treacherous reefs and shoals lav in wait for unsuspecting ships. The oldest of the 12 Colonial lighthouses is Boston Light on Brewster Island in Boston harbor. Dating from 1716, it was at first maintained by collecting a toll from vessels entering the port. Patriots blew up the stone tower during the British occupation in order to make the harbor less navigable for Eng lish ships. The 8j-foot beacon at Sandy Hook, New Jersey, with its heavy masonry walls, is the oldest lighthouse in continuous service, unchanged since colonial times. It was built in 1764, and in its long and useful career it has guided un told thousands of tonnage into the port of New York. Much of the drama in the storv of the lighthouse stems from the fact that so manv of them were put up on remote ledges, on the edges of high cliffs, at the tip of exposed elbows of the coast, and even on rocks and shoals several miles from shore. It was at these isolated and usually dangerous locations that the lights had to be built in order to flash their warnings to the men who go down to the sea in ships. Cape Sarichef Light on the Uni mak Pass into the Bering Sea off Alaska is considered so brutally desolate that its keeper has tradi tionally been given a year's leave of absence after every four years of service. Sabine Bank Light is 14 Twenty-four miles from lend, the Spectacle Reef Light on Lake Huron it one of the loneliest outposts in the entire country miles at sea off Galveston, Texas, exposed to the full sweep of Gulf storms. Great Lakes lighthouse keepers need never bow to their ocean brothers -- their beacons are as bleakly situated as any coast station, and their logs are as studded with heroic service. Spectacle Reef Light on Lake Huron is 24 miles from land, and is farther from shore than any other United States beacon. Ice seven to twelve feet thick has coated 14 etc 28530 d n n d ie h :o liff Iv iiof of `4 d, <e il fY xas. '.ulf jers ean as ion, ,vith ight rom rhan . Ice .ited the lighthouse until it has looked like a grotesque Arctic berg. The traditional lofty tower, bril liantly whitewashed against a blue sky, is what most people think of when they hear the word "light house." Minot's Light in Boston har bor, 102 feet high, was described bv Longfellow as "rising sheer out of the sea like a huge stone cannon, mouth upward." Actually, the cylin drical shape is as practical as it is beautiful, because for its size and mass, it offers the least resistance to high winds. .Manv important lights, however, have been designed and built in a variety of shapes and heights to suit particular local needs. The most powerful beacon in the United States -- 9,000,000 candlepower -- is housed in a squat 73-foot tower at Xavesink, New Jersey, below the entrance to New York harbor. It was at this station that an electric arc was used for the first time in a lighthouse. The United States light with the largest lens, 8% feet in diameter, needs a building only 46 feet high. It is on a cliff at Makapuu in Hawaii. Lighthouses in Florida are largely spidery affairs made of hollow iron shafts screwed into coral reefs, but they are ideally suited to local con ditions and are much stronger than they look. One of the strangest lighthouses in the country is at South Hampton Shoals in San Francisco bay. Built on stilts, it looks for all the world like a Victorian summer hotel, with its verandas, gabled win dows, and gingerbread cupola. In direct contrast is Gray's Reef Light in Lake Michigan, a new stream lined shaft not unlike the tower on top of the Empire State Building in New York. Along the Mississippi, the lights are usually small, fixed beacons op erated by kerosene. The Govern ment built the first river beacon at Jefferson Barracks, Missouri, in 1874, and the first river mouth guide at Franks' Island, Louisiana, below New Orleans, in 1820. Today, most of the Mississippi Valley lights are serviced by crews, travelling by lei surely paddle-wheel steamers, who bring fuel and clean the lamps. What puzzles many a visitor to the seashore and baffles manv a pas senger on passing ships is how some lighthouses ever could have been constructed where they are. Years of backbreaking labor and almost unsurmountable obstacles dogged the builders of these stately monu ments since the days when the first ones rose above the surf. Too many ships bound for the Pa cific northwest were being wrecked on the Oregon coast for lack of proper beacons before the Govern ment decided a lighthouse must go up on forbidding Tillamook Rock, a mile off shore. During the con struction of the lighthouse the sur veyor was drowned and workmen were attacked by sea lions. Supplies were swept into the ocean by moun tainous waves. St. George's Reef off the Califor nia coast was so exposed that when the building crew arrived the men had to live aboard their ship, which, at one time, was swept 80 miles out to sea during a heavy blow. Often the weather was so bad that work could be continued only six or seven hours a week. The 55-year-old light took 10 years to build, and cost $750,000, making it the nation's costliest beacon. The lightest stone in the tower weighs three tons. The earliest lighthouses in this country' used candles for illumina tion, backed by a simple polished reflector. Later on, whale oil was introduced, and then kerosene, acetelyene gas, and finally electric ity. Simple lenses gave way to more complex systems, capable of mag nifying and directing intense beams for a distance of 25 miles. The ro tating light was a great step for ward, powered first with weights like a grandfather's clock, and later by machinery. A good manv lights now use colored flashes in various combinations of green, red and white for simple identification. Lighthouse keepers treat their lights with what almost amounts to reverence. Every bit of metal is as brightly polished as the great bev eled lenses, and every moving pan is carefully cleaned and oiled regu larly. Many' a gnarled veteran will spend hours with his lamp with the same devotion that a collector of precious stones gives to cleaning and polishing his gems. It makes no difference whether he (Continued on page 21) Th/s is hew the formidable, odd-shaped beacon at Thimble Shoal, Vo., appeared in the bygone dayt of sailing vessels 15 Modern Beaumont (left) it a large, progressive city. Upper right in this photo is the Mag nolia Petroleum Co. refinery A Well to Remember The Lucas gusher in Spindletop field is 46 years old now, but Beaumont and the oil industry will never forget her little village on the banks of the Neches River into one of the busiest and most progressive cities of the Southwest. But it did more than build a city, the people of Beaumont will tell you, or help to build what Copf. Anthony Lucas is now a billion dollar industry in the State of Texas. Spindletop, says nce each year, the bustling an inscription on a granite memorial O Texas port city of Beaumont shaft erected at the historic site, pauses in its community life to rmearked the beginning of "a new era member an event that the petroleum of civilization." industry never will forget. Last month, on the tenth day of How It All Began the new year, it was time for Beau January 10,1901, dawned in Beau mont to pause again and mark this mont like any other Thursday. It important anniversary. For on that was one of those days when the sun day, 46 years earlier, the first well could not make up its mind whether in the Spindletop field came in with to stay in or out. Men went to their a roar that was to be "heard 'round jobs as always and children marched the world." grudgingly off to school, while The discovery of the Spindletop housewives set about their daily field has been credited with con chores. There was no hint that any verting Beaumont from a sleepv thing out of the ordinary was to hap pen, no inkling that this was to be a day of the wildest excitement the community ever had experienced. Outside the town, a few miles to the south, a trio of oil wildcatters labored at their around-the-clock drilling, as they had for months on end. They knew only too well that fortunes had been lost by other men in the belief that this piece of earth, near the point where Texas and Louisiana meet on the Gulf of Mex ico, had oil in its depths. The drilling crew was probing for oil in Spindletop because of the faith and persistence of one man, a man named Patillo Higgins. No geolo gist himself, Higgins repeatedly had expressed his conviction, apparently based on nothing more than a few surface seepages, that there was oil beneath that spot of land near his native Beaumont. Previously, with the financial backing of some of his fellow-townsmen, he had formed the Gladys City Oil, Gas and Manu facturing Co. However, all the com pany's many attempts to reach oil in the area had failed. As time went on, Higgins' efforts came to the attention of Capt. An thony Francis Lucas, an Austrianborn mining engineer. Lucas nego tiated a lease with the Gladys City Co., and started drilling. His funds soon were exhausted, but the wellknown Pittsburgh partnership of James M. Guffey and John H. Galey came to his rescue. Soon Lucas was directing a new attempt to coax forth oil, if indeed oil was to be found there. The drilling crew consisted of the Hamill brothers, Curt and Al, aided by Peck Byrd. All three had built 16 ETC 2 853 2 f a c o t! li a d w rr C( fc d m ev ar m m >r h n >- d iv w >lI \is th of ed unoil rts vntnroitv ids ell- of ley was oax be the ded iuilt This photograph of the Lucas well was taken during Ihe nine days it ran wild after it had been brought in Jan. 10, 1901 up a reputation in the flourishing Corsicana field for their stubborn determination never to quit a job, and now thev were working an 18hour shift every third day. Doggedlv, thev bore into the earth, foot bv foot. It is claimed that they were the first to use the rotary drill method. The Lucas Gusher Born Then, on that morning of Januarv 10, 1901, with a suddenness that only oil "prospectors" can know, out of the ground and 150 feet into the air, their oil well sprang into life. They called it the Lucas gusher, after the man who had supervised the drilling operation. For nine days the Lucas well ran wild, spewing the equivalent of more than 800,000 barrels over the countryside. The free-flowing crude formed a lake of oil covering more than 100 acres, and special watch men were hard-pressed to keep curious onlookers from smoking anvwhere in the vicinity. Two months later a spark -- from a loco motive and not from a cigarette -- set fire to the lake of oil. The 800,000 barrels went up in smoke, but the well itself had been capped meanwhile and was not damaged. By the time Spindletop was har nessed, Beaumont's population had vaulted from 8,000 to jo,ooo, an av erage daily influx of 1,300 persons during the nine days. Within a mat ter of months, the population reached jo,ooo. And still it grew. Many of those who answered the call of Spindletop, of course, be came permanent residents, and to day Beaumont is a city of 100,000 proud Texans. During the boom, Spindletop holdings sold for as high as {385,000 an acre. One piece of property changed hands 36 times in a single day, increasing in price from {3,000 to {36,000 in less chan 24 hours. Drinking water sold on more than one occasion for six dollars a bar rel. Living accommodations were in such demand that a single room brought the then-exorbitant rental of {75 a month. Men even hired beds by the hour, or did their sleep ing in Pullman cars. Spindletop faded out during the earlv j 920's, and for a while lay as an abandoned field. But she was not dead. New drilling operations were undertaken subsequently, and the field began producing once again. Spindletop still is a producing field, and is included among the all-time great oil fields of the United States. Its cumulative production since 1901 is placed at more than 128 mil lion barrels. Beaumont freely recognizes its debt to Spindletop, knows that with out that oil discovery it probably would have remained just an obscure Texas coastal village with a lazy Spindletop Monument, a tower ing shaft of red granite, was dedicated in 1941 in honor of the Lucas well and its pioneers river flowing past its door. Says an inscription on the monument mark ing Spindletop's birthplace: "Petroleum has revolutionized in dustry and transportation; it has cre ated untold wealth; built cities, fur nished employment for hundreds of thousands, and contributed billions of dollars in taxes to support insti tutions of government. In a brief span of years, it has altered man's way of life throughout the world." Spindletop is a part of that fabu lous story. ETC 28533 17 rom Maine to Minnesota, an in Fcreasingly common sight these davs on the ice-coated lakes and riv ers of the northern states is the trim and majestic iceboat, its white sails puffed full by the crisp, biting winds of winter. Iceboating has been a typical American cold weather sport and hobby for almost a century, but present-day enthusiasts no longer need wait, as did grandfather, for the Typical of the "old typo" iceboat it the one pictured above, with its towering mainsail and its two runnert forward. This craft affords crewman little protection from the wind nearest patch of water to freeze solid Moreover, regional regattas are be boat can be sailed at speeds from before they can enjoy their favorite coming a more frequent occurrence. two to six times the velocity' of the pastime. The combination of the au One top-flight Eastern iceboater prevailing w'ind. If iceboat sailors tomobile and the development of even has hauled his craft all the wav seem loose in their mention of such smaller boats that can be transported from New York City to Hamilton, speeds as too, io, or 120 miles per easily haye changed all that. Ontario, to compete against Cana hour, they are not given to exaggera dian skippers. tion. Skimming over the glassy sur Smaller Craft, Longer Seasons Thus, unhindered by local weather face of a body of water at speed In place of the bulky, cumbersome conditions and bv former distance faster than a modem streamlined iceboats of earlier years, the trend is restrictions, the sport is experiencing train, for example, is an everyday to the smaller, cheaper, and more a new and widespread popularity. It event to many winter-version yachts portable craft that can be moved is more than a boom resulting from men. The official world record for about on the top of an automobile or enthusiasm which was pent up dur an iceboat is about 140 mph, but still by light trailer to favorable ice -- ing the war years, for season after faster speed runs have been reported hundreds of miles distant, if neces season, even before Pearl Harbor, for some craft. sary. As a result of this boat porta iceboating consistently added hun Ever since the first three-runner bility, an extra four to six weeks have dreds of recruits to its ranks. iceboat slithered over the ice of the been added to the iceboating season. Properly handled, the average ice Shrewsbury River near Red Bank, 18 ETC 28534 N. J., some 90 years ago, iceboaters have devoted most of their time and their thinking to ways and means of making their craft sail faster. In the sport's earlier and less scien tific days, this constant search for more speed usually followed the same pattern -- add more sail. Some of the current fast, easy-handling craft earn- only 75 to 175 square feet of sail, but back in the '90s ice yachts carrying more than 400 square feet were not uncommon. Some of the really big ones even blossomed as much as 700 square feet of sail and more. Commodore John E. Roosevelt of the old Hudson River Ice Yacht Club at Hyde Park, X. Y, uncle of the late President Franklin D. Roosevelt, owned what is considered the largest ice yacht ever. His gigantic craft, the Icicle, was commissioned in 1869 and eventually was enlarged to a length of 69 feet, carrying a whop ping 1,000 square feet of sail. Aside from her hugeness, the Ici cle boasted two other claims to fame. She more than once won races against New York-Albanv trains, be ing credited with speeds of better than 100 mph, and she set a standard for iceboat design -- the Hudson River type -- that was copied with out important modification for many decades. There was ample justifica tion for this latter fact, incidentally, for until the turn of this century, when it was decided to keep the channel clear for all-weather ship ping, the Hudson River was the cen ter of iceboating activity in the United States. On it were held the most important regattas and races. Old Boats Costly Although few of the old iceboats were anywhere near as large as the Icicle, the size of the craft generally served as a barometer of both the amount of enthusiasm and the wealth of its owner. For, the larger the boat, in those days, the faster. And often the cost of a really fast craft ran into the thousands of dollars. Costliness, however, did not ren der these iceboats either comfortable or safe to sail, compared to presentday standards. Cockpits were open to the frigid wind, and they also were shallow and cramped. It was a solitary sport for the most part, too, since a lone man crewed most boats. Only the largest carried two or more persons to share the discomfort. Hugging his tiller, the helmsman crouched as low as he could, and sometimes piloted his craft by gaz ing out over the stern. Even a quick glance forward filled his eyes with blinding tears. On ice crowded with other craft this necessary method of helm-handling added to the sport's inherent dangers. Among these perils, besides ter rific speeds at which anything can happen, are "flickering" and "hik ing," simple names for the causes of many capsizes. Flickering is a sort of horizontal tailspin that occurs, on stem-steerers, when the bow lifts. The craft whirls suddenly, and spills the helmsman who is sent skidding over the ice on the seat of his pants. That isn't fun, even at a conservative 40 mph. Hiking, common to all iceboating, results when the skipper allows the windward runner to rise in the air. It sometimes is considered good sail ing practice--the amount depend ing upon whether your boat is a bow-steerer or a stem-steerer. But intemperately used, hiking cuts speed, makes the craft hard to man age, and often causes a capsize. Despite these drawbacks, which all true ice sailors have rated as minor ones indeed, iceboating gradually be came an accepted winter sport wherever plenty of ice (and money) were available. Most ice yachts were Small, portable boats, such as this Skootor, can bo tronsportod to ico hundreds of miles away atop an auto mobile or by meant of a car-trailer ETC 28535 19 It' I < '' i -j Above, iceboat* on the Shrews bury River, N. J., where the sport got its start almost a century ago. left, one way to dress for this frigid pastime. Below, a sloop-rigged iceboat. In olden days, the size of a craft generally was determined by the wealth of its owner modeled after the Icicle and the Robert Scott, the latter an 1879 vari ation on the Hudson River design. Then came 1930. That was the year when a Mil waukee tugboat operator, Starke Meyer, and his brother began ex perimenting with an entirely new type of iceboat that since has virtu ally revolutionized the sport. They called their new craft the Skeeter. The familiar, old Hudson River model is a three-runner craft, steered by the single rear runner and un happily prone to flicker. The Skeeter also has three runners, but in reverse position. The single steering runner thus is in front -- a feature now used, along with a multiple cockpit and other new developments, on much larger craft. The Skeeter is small, usually about 16 feet long, with run ners three to four feet long, com pared to.five, six, or more feet for the bigger boats. It carries only 75 square feet of sail. Front steering, the Meyer broth ers discovered, seems to eliminate most flickering, although it is con ducive to a capsize in a high hike. But then, iceboaters feel, you can't have everything. Another advantage of the Skeeter is that the weight of the crew placed in the center of the runner-plank aft tends to stabilize the craft at high speeds, permitting the Skeeter to run circles around much larger, older iceboats on many occasions. Widespread acceptance of the Skeeter has resulted from three note worthy innovations characteristic of this small boat. First of all, Skeeters are demountable and portable -- a feature now adapted to larger craft. Secondly, they are easier to handle, use the latest aerodynamic theories for rigging design, and are consid- crably faster than most older ice boats. Lastly, they are more eco nomical to build and operate. This is nor to say that iceboating is a downright inexpensive sport or hobby, although youngsters and handymen with plenty of enthusi asm, plus ingenuity to make up for a lack of funds, have built quite satis factory iceboats of odds and ends. An adequate Skeeter probably could be constructed for less than Jioo. 20 ETC 28536 r r r n c tl 1 p h si s; a tl it tl st s< `l at in at st ea ta * a 'A VI- fh 'm a to no. >ot. fa led nor lceccoting t or and msir'or a atis.nds. ould MOO. but few actually cost so little. The avid fan wants only the best in materials, essential equipment, and costly gadgets, such as a foot-control for instantaneous release of the mainsheet. Thus, a commercially-made Skeeter may cost $600 or $700. Spruce still is the wood most com monly used for hull and mast, while runners are of hot-rolled steel, alu minum, or even cast iron. Plastics, molded plywoods, light metals, and other significant new materials are destined to have an influence on fu ture iceboat construction and design. They will contribute lightness, im prove portability, and increase speed. Iceboating and open water sailing have little in common. Both are clas sified the same wav -- according to sail area -- for competitive purposes, and iceboat racing rules are based on those of the International Yacht Rac ing Association. But that's as far as the similarity goes. As one expert ice sailor puts it: "In light breezes, you'll sail 'er something like a boat, but when it 'breezes up' you drive 'er like an automobile.'' His analogy is almost literally true in one respect, since some craft are equipped with automobile-type steering gear for added safety and ease of handling. These are impor tant factors because in a breeze the iceboat is a sensitive, high-spirited craft that maneuvers in split seconds, as against the minutes needed by sailboats. Unlike a sailboat, an iceboat never slacks off sail for the downwind run; it tacks downwind, close-hauled, just as it tacks to windward. Oddly enough, it is on the windward tacks that iceboats make their best speeds, even though they are heading obliquely into the wind. Their sails are stiffened by full-length battens and always are kept close-hauled. The velocity of the wind is multi plied through formation of a vac uum forward of the sail, and the craft is literally sucked ahead, ac cording to aerodynamic principles. Most iceboats are home-made, among them Debutante III, of Osh kosh, which, with her 618 square feet of sail, is probably the biggest contemporary iceboat and claims a speed of 119 mph on Gull Lake, near Kalamazoo, .Mich. Regional and association regattas, of course, are the most important events of any iceboating season, and international competition with Cana dian ice yachtsmen is always keen. The Northwestern Ice Yachting As sociation and the Eastern Ice Yacht ing Association are the two big U. S. organizations, while the Royal To ronto Yacht Club is taking the lead On* of the most novel types of ice boats is the rudder less Scooter. Origin ally o common ducfcboat, it goes from ice to open water and back to ice with little or no trouble in establishing a formidable Domin ion association. Powered Models For those who like the idea of whizzing over the ice but without handling sails, there are a number of motor-powered designs for craft more properly labeled ice sleds. One of the most common of these is a three- or four-runner model driven by an aircraft-type propeller pow ered by a light, air-cooled motor. Still another kind of iceboat -- one that is particularly popular along the South Shdre of Long Island and other points -- is the Scooter. This peculiar craft originally was a com mon duck-boat, with a sail. Spe cially-built Scooters cost $350 or more, have a sizable waterproof hull, three runners mounted side-bv-side on the bottom, no rudder, and a high, modern sail. In operation, these madcap iceboats are steered bv ma nipulating the mainsail and jib. Their second unique feature is that they can move from ice to open water and back to ice, with spray and shaved ice alternately showering in their wake. Possibly the most significant de velopment of the past few years, however, is a new design bv a Mil waukee highway contractor and vet eran ice sailor named Walter G. Winding. He fastened runners to four old automobile front axles mounted on the ends of his runnerplanks, and thereby created an en tirely new four-runner iceboat. Flickering seems to be entirely elimi nated; the original craft and later copies seem stable, safe and handy. It is too early to say for certain, but tests thus far indicate that she'll hold her own with, or beat, anything else on the ice. When and if four-runner iceboats really become popular, they mav prove to be the hottest things on ice. ETc 2853' 21 i t i I t i I I lights, sometimes breaking through after abandonment, in recent years OUK COVER: David W. Corson Kodachrome from A. Devaney, Inc. (see box Page 13). OUR PIC TURES: Pages 3, 4, courtesy Bus JTransportation; Page 6, courtesy American Transit Assn.; Pages 7, 8. 9, illustrations by Rodlow Wil lard; Pages 10, 11,12, courtesy Ohio State Highway Patrol; Pages 13, 20 (top). Wide World; Pages 14, 15, courtesy N. Y. Public Library; Pages 16 (top), 17, courtesy Beau mont Chamber of Commerce; Page 16 (left), courtesy API; Pages 18, 19, 2i, Morris Rosenfeld; Pages 10 (center and lower), 22, Acme. and causing havoc with the beacon. A pet mongrel once went berserk and cornered his master in a light house kitchen. No less a profound thinker than Einstein is among the many people who believe that the life of a light house keeper lends itself to quiet meditation and repose. With few exceptions, it is anything but that. The most everyday occurrences take on complexities unknown to have been taken over by private owners who have kept much of the original equipment intact even when making the lighthouses over into homes. The spirit of the lighthouse ser vice is expressed by Ida Lewis, the woman keeper of the beacon at Lime Rock in Newport harbor, Rhode Island, who served during the past century. She saved 23 lives during her long and courageous people who have all the comforts career. To President Grant, General SENTINELS OF THE SEA <Continued from page /;> and conveniences of community' life. The wife of a keeper at Manicou Island, in the Great Lakes, gave Sherman and Admiral Dewey, who called to pay tribute to her heroism, she said: is charged with the care of a new electric lamp, or whether his light has its original lenses like the one in Portland, Maine, installed by order of George Washington in 1791. At Point Conception, near Santa Bar bara, California, the kerosene-burn birth to a "rollicking boy" in a row boat in which her husband was fran tically pulling for shore when the stork arrived ahead of time. People have always been senti mental about lighthouses. Several of the Government properties, sold "There's a peace on this rock that you don't get on shore, and I'm happy here. There are hundreds of boats going by in the summer, and it's part of my happiness to know they are depending on me to guide them safely." ing lamp still in use was brought around the Horn in 1854. Many a light still using kerosene vapor and old-fashioned machinery to turn the beacon owes its first-class condition to the care it has received down through the years. Stories of how lighthouse keepers kept their beacons burning under impossible conditions are among the heroic chapters of the service. One keeper with a broken leg lived in his tower for days, isolated by a gale and blizzard, tending his lamp. An other keeper nearly perished from flying glass when a storm blew in the J window around the beacon, but he rigged up protection for his light and remained on duty until help came. Abbie Burgess, courageous I j 1 7-vear-old daughter of the keeper j at Boon Island, Maine, tended the 1 light faithfully for four weeks in the face of storm, flood, and starvation. Accidents of the oddest nature plague the keepers. Migrating birds dash themselves to death against the ETC 28538 22 RESEARCH ON "ETHYL" CLEANER One phot* of fht continuing research into "Ethyl" Cleaner is illustrated above. This is the effect of various concentrations of the product on the colors of fine fabrics being washed. As every housewife knows, when a harsh cleaning agent is used on delicate fabrics or upholstery, the colors will fade. Ethyl's research people determine that result much more scientifically. Using a Hunter Multi-Purpose Refiectometer (above), they can measure accurately the fading that does occur under such circumstances. It has been found that, used in the recommended concentrations, "Ethyl" Cleaner will have no adverse effect upon fast colors. Moreover, any fabric that is not harmed by water alone, can be cleaned safely with "Ethyl" Cleaner. "Ethyl" Cleaner is a product of Ethyl Corporation and is distributed through Ethyl Specialties Corporation. CAPU nnTrepresents an 0,1 refiner Lnun UUI displaying this trademark HOW MANY DO YOU THINK THIRI AM ? a. b. C, ? //.arris*? d. ^o*cdu*/ t&MfiKdt'? See correct answer below. ETHYL ETC 28540 *C>t*AeK WG u J. M you will carofully count the dots, you will find that there are exactly two hundred forty ... which is the num ber of U.S. oil refiners who are now using Ethyl brand of antiknock compound to improve their best gasoline. So | is the right answer--but if you guessed higher than this we can't mark you as being entirely wrong ... becouso the progressive oil refining companies that are licensed by the Ethyl Corporation to add its antiknock compound to their gasoline sell the finished product through thousands of jobbers and dealers. These distributors in turn display the Ethyl trademark on pumps that contain good gasoline improved by the famous Ethyl antiknock com pound that increases power and performance. ETHYL CORPORATION--ERASERS Of ETHYL IRAND Of ANTIKNOCE COMPOll* . v *s- MARCH * 1947 -* Tw. iY u i i v x ^ y n 'i r M M t J IN THE MARCH 1947 Oscar B. Lewis, who has |wst completed his twentieth year with Ethyl Corporation, has been named Assistant Sales Manager of the company, in his new capacity he will act as executive officer on the staff of Julian J. Frey, General Sales Manager. E. Oliver Jones has been named to the newly-created post of Manager of Customer Services, and will assume re sponsibility for all safety pro grams which formerly were directed by Mr. Lewis. A native of New York City, Mr. Lewis joined Ethyl Cor poration in 1927 as a field representative in New Eng land. After special assign ments in England and service as manager of the Baltimore sales division for five years, he was transferred to the New York office in 1935 to or ganize Ethyl's safety services. Before joining the Corpora tion, Mr. Lewis was associated with the Humble Oil A Refin ing Company and later with the Standard Oil Development Company. During the recent war, he was a member of the Engineers' Advisory Commit tee on Oil Storage to the War and Navy Departments. WHAT FUTURE FOR GREENLAND? 3 Long considered little more than an Arctic waste, the Danish- owned island is today being viewed in a new light -- because of its importance to aviation and as a woathor outpost. YOU'RE TELLING US1 6 The "iiftfe woman," as any husband knows, is a past master at dreaming up unusual uses for manufactured products. She has proved her resourcefulness again in the case of "Ethyl" Cleaner, as this article demonstrates. MOBY DICK ON RYE 9 A new reason lies behind this year's intensified whale hunt -- the continuing worldwide shortage of food. For not only is whale oil needed to help ease the current fats and oils shortage, but whalemeat is being added to the diets of several countries. CLIPPING YOU IS THEIR IOB 12 If your name has made the newspapers, the press clipping bureaus stand ready to tell who said whet, when, where, end how about you. WHAT IS OCTANE NUMBER? 15 A new Ethyl slide film, prepared for service station personnel, explains the meaning of octane numbers and the principal knock testing methods in use. AMERICA'S OLDEST MINES 19 Less than 50 years after Columbus discovered America, Spaniards under De Soto mined for gold in what is now Lumpkin County, Georgia. Except for a brief wartime shutdown, these mines have been in continuous operation ever since. In order to widen the field* of reader Interest In Ethyl News, we frequently publish articles contributed by writer* net associated with Ethyl Corporation. Opinions expressed In signed article* are the authors'. The editors of the Nows welcome articles ef timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline EaH W. Wtbb, prosidont; Prcy L Griffiths, vie* protidant and treasurer; Julian C GansaUz, T v Set Un Ru mai <i foil; ousi j pov, aske 28^42 ETC HEN WILLIAM H. SEWARD, fa- Wmous as Abraham Lincoln's Secretary of State, proposed that the United States purchase Alaska from Russia, the idea was regarded in many quarters as preposterous. "Seward's ice box" and "Seward's folly," they called it, contemptu ously. With our own country im poverished by the Civil War, people asked, why should it spend good money for a "dreary waste of gla ciers, icebergs, white bears and wal ruses? But, despite a storm of protest from the press and public, the deal was consummated in 1867 during the administration of Andrew John son. A price of $7,200,000 was paid for this piece of Russian real estate, which figured out to be about two cents an acre. As the last eight decades have shown, Seward was a man of tre mendous foresight. For Alaska, as everyone knows, has been found to be a land of great wealth, returning -- in gold, silver, platinum* copper, tin, furs, timber and fishery prod ucts -- its original purchase price a hundred times over. And in the war just ended, the strategic position of Alaska was priceless. While it is not as well known, shortly after we took title to Alaska, Seward urged the acquisition of an other foreign possession: the Virgin Islands, then owned by Denmark. It was not until 50 years later -- after the Panama Canal had been built and the first World War came along -- that the United Sates acted favorably upon Seward's idea. The Virgin Islands were bought for $25 million from the Danes. And in both world wars, their strategic im portance was apparent. Ironically, Seward made another farsighted proposal, when Alaska was acquired, only to be ignored. This was that we purchase Green- 3 I 80** CONGRESS H.J.RES.136lif Sottow IN THE HOUSE OF REPRESENTATIVES Fniun M.1MT Ur. Ulvibar inlroduml the following joint laolutioa; which wu reform] to the Commit*** on Foreign Affair* JOINT RESOLUTION Requesting that negotiations be entered into with Denmark for the acquisition of Greenland. 1 Resolved by Ike Senate and Houee of Representatives -,ij} if land, also owned by Denmark. While nothing was done about Seward's proposal in all these years, the importance of Greenland in glo bal strategy was recognized at the outset of World War II. It was the greatest good fortune that the United States, by treaty with Den mark, was permitted to bring the island under its protection during the conflict. Since the war's end, the sugges tion has been advanced from time to time that the United States ac quire Greenland. While many a GI, stationed in this bleak arctic outpost during the war, swore we should "give the place back to the Eski mos," those who argue for its ac quisition do not do so without cause. Their case can be summed up in two words: Location and Weather. As to location, Greenland is roughly halfway between the United States and Europe, along the transpolar aerial route. A polar aerial route from Chicago to Ber lin, a distance of 4,402 statute miles, would transverse lower Greenland. During the war, it was a stop-off and refueling point for bombers destined to Europe. And had not our own forces occupied that rug ged island during the war, it might have become a base for enemy air raids against the United States. As to weather, Greenland holds the same interest as Alaska and other arctic regions. Popularly (but inaccuratelv) called a "weather fac tory," Greenland first feels the meteorological conditions which af fect the North Atlantic and western Europe. Along with Newfoundland, Labrador and Iceland, it provides in valuable information about weather front movements, which is of the An air strip in GreenlandU. S. wartime construction of landing fields in Green land provided refueling points ^ for planes en route to Europe etc ?p` o 04 4 greatest assistance in flying the At lantic Ocean. Urging that Greenland become a part of America, Colonel Charles J. Hubbard outlined the reasons for such action in a magazine article over a year ago. Citing Greenland's strategic geographical position, its military importance, its relation to postwar commercial aviation, and its influence as a source of weather, he said, "These are the considera tions which forced us into Green land, and the reason why Green land cannot be abandoned and al lowed to revert back to the status of a line in a popular hymn. On the contrary, the sooner we pur chase those icv mountains and make them contribute to the growth of the western hemisphere, the wiser we will be." Onlv last month, legislation to achieve that end was introduced in Congress. Sponsored bv Represen tative Bertrand Gearhart, of Cali fornia, the measures would author ize the President to invite Iceland to become an American state and to open negotiations for the purchase of Greenland and all islands off the coasts of the United States. Twofold Importance Whatever its future national sta tus, the key position of Greenland in geography and in forecasting weather conditions is now abun dantly clear. As a midway point along the shortest aerial routes from North America, Greenland is to the Adantic and Europe what Alaska is to the Pacific and the Far East. As a weather laboratory, it can add much to our growing knowledge about weather conditions and movements. Greenland, the world's largest island, is 1,650 miles long and some 800 miles at its extreme width. In one way it can be likened to Aus tralia, at the other end of the globe. Both lands have a vast "empty heart." But while Australia's "dead" heart is a vast sprawling desert, Greenland's is an eternal icecap, a mile or two in thickness, which cov ers seven-eighths of the island's 840,000 square miles. Only a varying fringe of land along the coasts, up to 150 miles in diameter, is free of the huge and empty icecap. The icecap itself, which buries mountains and valleys alike, is for ever engaged in a slow but relent less march to the sea. In an awesome spectacle, the sheer weight of the steadily-accumulating ice pushes whole glaciers to Greenland's coasts. There they break up into the huge iceberg's that fill Greenland's nu merous fjords and later float out to sea, menacing navigation. To home sick GI's stationed in Greenland during the war, these crawling gla ciers no doubt inspired the stock comment, "The hills seem a little closer this morning." Although the icecap covers most of the island, some mineral deposits are mined on the coast. Ivigtut, on the southern perimeter, is the site of Greenland's cryolite mine, while Disko island, off the west coast, is an important source of coal. Cryo lite, which is used in the manufac ture of aluminum, was the country's leading export before the war and contributed to our war effort. Greenland is also said to have abun dant deposits of graphite and a little copper. It may, too, have other min erals and metals -- but one would first have to dig a mile or two through the covering ice to find out. The island, which is noted for its fierce, raging winters, enjoys but a few fleeting months of warm weather. Treeless except for a few dwarf specimens, its long summer days nevertheless prod the quick growth of wild flowers and grass. Some Danish settlements even man age to grow some vegetables and to keep small herds of goats, sheep and cattle. The native Eskimos, however, live for the most part on fish and game. Greenland was discovered by hardy Norse explorers in the tenth century. Legend has it that it got its name from Eric the Red, who first visited the land in 982. Return ing, three years later, to Iceland, he encouraged a band of settlers to go back with him by calling the place "Greenland." Twenty-five small ships set sail for Greenland under Eric, but only 14 arrived. A colony was founded on the southwest coast. The remains of their two settlements have been found near Julianshaab and in the Godthaab district. Once a Republic Greenland was a republic until 1261, when its colonists swore al legiance to Norway. However, its allegiance reverted to Denmark in 1814, when the union of Denmark and Norway was dissolved. The first modern settlement was founded near Godthaab in 1721 by a Norwegian missionary, Hans Egede. Today, a statue of that heroic missionary stands on a hill overlooking Godt haab, now the capital of southern Greenland. Greenland had a popu lation in 1941 of around 18,000 peo ple. Except for a few hundred Danes, most of them were native Greenlanders, predominantly Es kimo. When Greenland became a U. S. protectorate during the war, that arctic wilderness presented a triplesided problem to our forces. The isolated Nazi weather stations, re laying priceless information to Ber lin, had to be rooted out. Our own chain of stations had to be built, and equipment installed. Air fields had to be constructed so that our (Continued on page 12) 5 ETC 28545 Women have a knack of coming up with unusual uses for new products. Our own "Ethyl" Cleaner, we have learned, is anything but an exception *> / eave it to the American house- LJ wife. There probably isn't a market, Ethyl Corporation has learned that its modem soapless soap single product on the market today is no exception to other commodi but that the little woman, enterpris ties in this respect. Woman's "this- ing genius that she is, finds a use for product-must-have-other-uses" the it never intended by the manufac ory is not made of the stuff that turer. can be shattered by even a new sci Take vinegar, for instance. entific laboratory achievement. It's a condiment supreme, pre On the basis of repeated labora pared for rendering certain dishes tory experiments and actual usage, more savory. But milady also puts chemists put their stamp of approval vinegar to a more personal use. She on a list of literally scores of appli employs it as a hair rinse after a cations for which "Ethyl" Cleaner shampoo. might be specifically recommended. Nail polish? To be sure, it's a col These uses range from the washing orful fluid for brightening milady's of a car, including its mud-caked fingernails and toenails. But femi tires, to the cleaning of refrigera nine ingenuity also uses it to stop tors, rugs, and even nylons. runs in stockings. As for bobby pins But it seems we've underestimated -- it's an open question whether they the powers of a woman -- something are used more to keep coiffures in a leading woman's magazine repeat place or as instruments for probing edly warns against. Her ingenuity and prving. (and curiosity) coming to the fore, And so it goes. she soon found that, of a certainty, In the brief three years that here was another product with lots "Ethyl" Cleaner has been on the of possibilities. What's more, she let Ethyl Corporation know about them, by letter, phone call or per sonal interview. Ethyl, of course, does not recommend "Ethyl" Cleaner for applications other than those stated on the label of the bottle. But, for the record, here are some of the unusual uses that have come "recommended" back to the company. "Why didn't you tell me," a Yon kers, N. Y., stenographer sternly ad monished, "that a few drops of your Cleaner in my tub water makes an excellent bubble bath?" She went on to relate how, apparently for no real reason at all, she had sprinkled a small amount of "Ethyl" Cleaner into her tub one night while pre paring to take a bath, and that al most instantly the tub filled with soft, feathery suds. Furthermore, she declared, she was pleasantlv sur prised to find that when the water drained, the customary "ring ai ound the bathtub" was missing. 6 28546 T 1 Eth; sincere ter of its soap sonal : contain for th< "ring," cause th residue. From came th ager's d recomm was em with wa cleaner ti them tha that she p for this j would W bottles ai cleaner." The mil ran in th came to p still anothe said they . fion of the Ethyl thanked the lady kindly and sincerely, but stated that, as a mat ter of policy, it does not prescribe its soapless soap product for any per sonal application, even though it contains no harmful ingredients. As for the absence of the bathtub "ring," Ethyl explained, that's be cause the Cleaner leaves no scummy residue, as soap products do. From a New England woman came the makings of a sales man ager's dilemma. She reported that, recommended uses be hanged, she was employing "Ethyl" Cleaner with water to get her eyeglasses cleaner than ever before and to keep them that way longer. She added that she prized the product so highly for this purpose that "maybe you would want to put it in pretty little bottles and sell it as an eyeglass cleaner." The minds of countless women all ran in the same channel when it came to putting "Ethyl" Cleaner to still another unprescribed use. They said they merely mixed up a solu tion of the Cleaner and water, and put their combs and hair brushes into the solution for five to ten min utes. Then voila! Out came the combs and brushes, asserted their owners, almost as clean and fresh as when new. Womanhood was again of one mind when several house wives reported no little success in chasing dirt clumps from items of jewelry in much the same fashion as the combs and brushes had been cleaned. One happy customer said, in her considered opinion. Ethyl was "missing a bet" in not recommend ing its new product for the clean ing of rings, bracelets and other jewelry pieces. In a Midwestern home, a bottle of "Ethyl" Cleaner received a com plimentary pat on its glass back be cause it was partly responsible for getting the children to breeze through a task chey had long shirked. The mother joyously advised that preparatory to repapering, the Cleaner made removing old wall paper "so much fun" for her off spring that they had the wall shorn of its outer covering faster than you can say "disestablishmentarianism." Ethyl could understand the moth er's elation. For while the Corpora tion does not classify its Cleaner as a wallpaper remover, it is an estab lished fact that "Ethyl" Cleaner is a thorough wetting agent, being able to wet surfaces much faster and more completely than water. It in reality makes water "wetter." Despite their numerous contribu tions, however, women apparently do not possess an exclusive franchise for developing unusual uses for "Ethyl" Cleaner. Male customers have reported some wows, too. There was, for instance, the far mer at a county fair last Summer who employed the Cleaner in a water solution to rub down a steer he was about to display in compe tition. The animal won the blue rib bon, and the farmer claimed an as sist should go to "Ethyl" Cleaner for the steer's well-groomed appear ance. Further, it develops, versatile "Ethyl" Cleaner may have a hand in bettering the billiard and bowling scores of participants in those in door games in at least two of the nation's larger cities. In Washington, D. C., whether they realize it or not, patrons of one billiard academy are caroming ETC 28547 billiard balls bathed in "Ethyl" Cleaner solution. According to the proprietor, the soapless soap is "tops" for removing chalk marks from the ivory playing spheres. Sim ilarly, a Tulsa, Oklahoma, bowling alley operator cleaned bowling balls with the solution and began taking bows on their high polish as a result. Nor are aviation enthusiasts out side the circle of "unusual uses" proponents. At least one major air line has used "Ethyl" Cleaner for restoring the cleanliness and lustre of the interior of its ships. But of all the unsolicited sugges tions for utilizing "Ethyl" Cleaner for purposes not set forth by Ethyl Corporation, probably the most un usual of the unusual was that of a Long Island salesman. Wrote he: "Several weeks ago my son pur chased a `deodorized' skunk to add to his collection of pets. The skunk was shipped to him from Wichita, Kansas, after having undergone its deodorizing operation. When the skunk arrived, however, we had strong doubts about the success of the operation. When the oil sacs were removed some of the fluid must have found its way into the skunk's fur, making him unfit for human companionship. We then decided to give `Ethyl' Cleaner a most rigorous test to remove the skunk's aroma. We gave the skunk a good lather ing. When the ordeal was over, he smelled just like new-mown hay. "The skunk is now thoroughly de odorized, thanks to `Ethyl' Cleaner, and smells so sweet that we no longer refer to him as `the skunk' but have given him a new name -- `Sachet.' In all seriousness, `Ethyl' Cleaner did an excellent job but only after ordi nary' soap had failed to remove all traces of the odor." At last report, a friend of the man's son was determined to give his pet goat the same "Ethyl" Cleaner treatment. Without a doubt, the American housewife is an ingenious and en terprising soul. So, too, for that mat ter, is the American male. RADAR ON THE RIVER To the unknowing on shore, there was nothing unusual about the Ashland Oil & Refining Company's towboat 7>i-State as she began a voyage down the Ohio and Mississippi Rivers a few months ago. The vessel, it seemed, was making just another trip along the famous waters, as she had done count less tiroes before with a tow of barges out in front of her. Actually, however, the 7Vi-5iate was making more than a routine trip. She was making navigation history. She was introducing radar to the nation's inland waterways system. The pioneer experiments conducted by the Tri^State proved conclusively that the modem electronic device is as much a necessary navigational aid for river craft as for ocean liners and sea-going merchantmen* Using a normal range of two miles, the Tri^State radar equipment picked up such comparatively minute objects as a floating tin can of gallon capacity and a flock of geese resting on the water. When the scope was increased to SO miles, it was possible to observe the movement of storm fronts. The radar effectively penetrated rain, extreme darkness, and fog, and "showed" the pilot in advance such potential accident hazards as shorelines, overhead power lines cross ing the river, locks and dams, buoys, boats tied to shore, and moving craft. On one of the Tri-State'* test trips, 20 hours running time was saved which might otherwise have been lost in lay-ups due to heavy fog, Ashland is so convinced of radar's worth that it is in stalling similar equipment on three other towboats. Most veteran rivermen are sold on radar, too. They view it as the only major improvement in river navigational methods since mechanical steering rigging came into general use two decades ago. 8 ETC 28548 Whalemeat may not be Here to stay, but at the moment it is helping to ease the postwar food pinch in countries abroad HOULD THE WHALE that SWal- S lowed Jonah give voice from the sleeping mysteries of time, it would doubtless cry out in affliction. For the tables are turned. Descend ants of the Biblical "great fish" are being swallowed piecemeal by mod em Jonahs of a meat-hungry world. And as whaleburgers, no less. The gastronomic possibility of substituting whale for steer -- sea ' mammal for land mammal -- came to the attention of the residents of Cape Cod, Massachusetts, some time ago, when a finback insisted upon coming ashore. "Louis the Land lubber." they named it -- until they learned that "Louise" was a more appropriate name. When Louise made her appear ance at Provincetown, health author ities hastily summoned the Woods i Hole Coast Guard, and after a great chugging and the snapping of tow lines, Louise was hauled out to sea. Provincetown thought that the last of her -- but it didn't know Louise. The next day dawned and there was Louise, right back on Mayflower Heights beach. This time, Dr. Floyd Rowland, a marine scientist, came to the town's rescue. He agreed to dispatch Louise and take his catch home to Chathamport where he could retrieve oil, whalebone and Vitamin A -- and also sit down with his family to a dinner of whalemeat. He tells the story of a friend to whom he pre sented a steak. The friend invited guests to dinner, not mentioning what entree was being served. The unsuspecting visitors ate with relish -- and commented upon the enjoy able "sirloin." The same week that Dr. Rowland and his friends were sampling whale on this side of the Atlantic, a lunch eon took place in London that, in the words of Kenneth Lightfoot, presi dent of the Institute of Refrigeration, was "historic" in that it was the first time that as many as joo persons sat down to a meal whose piece de re sistance was whaleburger steak. The meat, an experimental i o-ton consignment of which had been brought from the Antarctic in the 28549 9 whaling ship Empire Victory, was served in the form of steak chopped up with herbs, onions, and bread, and topped off with a piquant sauce that the chef whipped up for the occasion. The traditional beef eaters of old England broke out into broad smiles when they sank their teeth into the chopped meat, and they de clared there was no flavor of fish about it. Such well-fed smiles have been rare in England since 1939. After that introductory luncheon, whalemeat was put on sale in Eng land at the equivalent of about 37 cents a pound -- and with no ration coupons required. Small steaks of about six ounces and of half-inch thickness sold best. As one London housewife put it, "It looks like beef steak until you smell it, then you get the fishy odor. The meat should be scored with a knife or beaten before hand and should be well sprinkled with salt and pepper. Grilling is probably the best procedure. Even then it gives out little juice and tends to cook dry unless you baste it with fat." The addition of whalemeat to British diets was more than a cul inary novelty. In these days of a worldwide food shortage it was a case of sheer necessity in which the whale has seemingly been rediscov ered as a source of food. And what was happening in England was being duplicated in other countries still Aircraft IIaft) often play an important rote in whaling operations, by spotting the sea mammals and gather ing weather data. Below, a British whaler factory ship. Such vessels can process a whaling fleet's entire kill. The multi-ton mammals are hauled aboard the floating factory through the stern aperture suffering from shortages of food. Besides, the whale has something else to contribute to the family larder -- the familiar whale oil. While it is also used for other pur poses, the big need for whale oil right now is to help alleviate the uni versal shortage of fats and oils. In European and other countries, whale oil forms an essential part of the fats and oils consumed by their nationals. In the United Kingdom alone, whale oil before the war supplied over onethird of all the fats and oils used in margarine and up to one-sixth of those used in making soap. Now England, together with other na tions, is looking to whale oil to help make up its domestic deficit in lard, shortening and soap. Accordingly, this past winter has seen the whaling fleets of six nations sail for the Antarctic in the biggest whale hunt in years. Besides the familiar whaling vessels, these fleets include modern floating whale fac tories, which can process an entire kill. Under the International Whal ing Agreement, this season's total catch by all countries is limited to 16,000 whales (see box) and to 1,600,000 barrels of whale oil. Even Japan, where whalemeat is regularly consumed as a food, has resumed whaling operations on a restricted scale. Several nations had objected to this in view of their own protracted shortages of fats and oils. A compromise solution was worked out, however, under which the Japanese can slaughter whales -- for their meat content only -- with the whale oil going to the Allies. The Japanese whaling operations were permitted by General MacArthur as an "emergency humani tarian measure" in the light of the country's prevailing food shortage. The renewed whale hunt follows a wartime lapse that provided whales with a temporary letup from their * 10 ETC 28550 human pursuers. Says an authority, "Though a great many whales were victims of the war, being accident ally killed by mines or depth charges, or by the guns of war ves sels or armed merchantmen, which mistook them for submarines, or wantonly used them for target prac tice, the war did give the Antarctic whales a partial respite." Although the average American may be inclined to turn up his nose at the prospect of whalemeat on the table, it has long been a staple ar ticle of diet in several countries, notably Norway and Japan. While centuries of whaling folk themselves have eaten the flesh of their catches, whalemeat gained acceptance among the people of northern Europe, gen erally, during the war, when cattle meat and other foods became in creasingly scarce. Commenting upon the significance of whalemeat as food, Dr. Willard G. Van Name, of the American Mu seum of Natural History, New York, declares: "The stupendous amount of good meat that has been, and is still being thrown away -- though a large pan of the world's population is in seri ous need of it -- is bevond our power to calculate or to realize, but it is Going to tho tlaughtor, thii giant of tho *oa it being towod up tho ramp of a factory ship through tho opening in tho storn claimed that a good-sized whale can yield 80,000 pounds of it. Accurate reports show that in one whaling season, 1937 to 1938, lasting about three or four months, 46,309 whales were killed in the Antarctic alone, little else than the oil obtained from them being utilized. Certainly the meat was wasted, a billion pounds of it at a low estimate." "The meat," Dr. Van Name says, "is red in color and has a taste some thing like beef, for whales are mam mals. They are warm-blooded, and nourish their young with milk, and in spite of their fishlike form, which adapts them to life in the sea, they have to come to the surface fre quently to breathe." "They are," he adds, "far more closely related to the domestic animals which furnish our meat supply than they are to the fishes." While it is too early to tell whether whalemeat will gain in favor among modern epicures, it is at least helping out in the postwar food pinch. So, Moby Dick, beware! HOW 910 IS A WHAlif An old whaling-industry phrase and, in fact, the yard stick of the catch is the "blue-whale unit." A blue whale is equal to two finback whales, to two-and-one-half hump back whales, or to six sei whales. To be legally taken, a blue whale must be 70 feet long; finback whales, 55 feel; sei, 40 feet; humpback and sperm, 35 feet. Blue whales, which weigh up to 115 tons and are some times 100 feet long, are the largest creatures ever known. According to as authority, they would equal in length, and far surpass in weight, the gigantic extinct dinosaurs. Under i he International Whaling Agreement, whalers are forbidden to kill gray whales and all calves, suckling whales, or female whales accompanied by calves. ETC 28551 11 CLIPPING YOU IS THSIR JOB By North Clarey People's desire to know what is being printed about them keeps the clipping bureaus busy scanning the public press n downtown new York are three I post offices that handle no mail. Over 95% of everything that arrives in the mail pouches gets thrown out as scrap paper! The Government does not run these post offices, al though it patronized them until 193:. The names on the little boxes lining their walls include such as sorted surprises as "Nuremberg Trials," and "Yam Sweet Potatoes." These are not post offices out of Alice's Wonderland. They are the sorting rooms of three big "press clipping bureaus." Throughout the country you'] vai tha vo. mo sho clu bili Hir one is cl ufac cerr the of \ Shar item Readers start the papers for key words in the bureou's various accounts. The reader (right) marks items to be dipped, and also watches for reproductions of the photos lining the wall ETC lo52 x> i s H <. ?S * , aljntil oxes \ asberg oes." ut of e the press you'll find 70 of these legitimate "clip joints" in all, serving a total of roughlv 25,000 clients. In New York alone, there are three established, well-known ones -- Burrelle's, Luce's and Romeike's -- all the same size (about joo employees each) and all nationwide in their coverage. The smaller ones render local coverage onlv, making no attempt to scan the press of all 48 states. Their clients -- people and organi zations who pav to have reports on their public lives scrutinized, col lected, and delivered to them in pri vate -- have a variety of purposes that range from circumventing di vorce to checking on the business moves of rival firms. They run from showgirls to industrialists and in clude a surprising sprinkling of no bility -- even an Indian prince in the Himalayas. Among organizations, one of the most frequently "clipped" is the National Association of .Man ufacturers. The fewest notices con cern a delightful group known as the Fred Smith Organization -- all of whose members have the same name, and keep in touch with each other's activities through press clip pings. The three major bureaus in Man hattan have an amazing similarity -- in size, in techniques, even in a slight overlapping of their client lists, which run j,ooo to 8,000 each. Some subscribers, nervous over one agency's missing an item, will pay for duplicate coverage. They all prefer to employ women as "readers" because men get too in terested in reading, and bog down. Standard technique is to "scan" the material, seeking key words, names, or places. This sometimes leads to interesting faux pas -- a mushroom account is forever catching re ports of a company's "mushroom growth," and an insurance firm looking for reports of epidemics will frequently get a story with the key words "spring fever" solemnly underscored. Nowhere do these agencies show more parallels than in the aspect of contradictions. Each reader, for ex ample, will cover enough printed material in a day to equal four stand ard novels --vet eyestrain is a rare complaint. Most readers are girls in their teens or early twenties, yet there are many of "grandmother" age, who have done the same work 20, 30, and 40 years. Burrelle's, one of the country's best-known bu reau's, shows a pair of shears for its trademark -- yet you won't see a pair in the place. Let's take a closer look at Bur relle's and see why. Practically every newspaper printed in the country -- thousands of them -- comes into the shop (the bill for subscriptions runs $50,000 a year). They're opened, checked off, sorted geographically, and if too thick, sliced into separate pages for easy reading. One girl can handle the papers of four thinly populated states, while New Jersey's press alone keeps four readers occupied. The girls look at the "funnies" and classified notices only on spe cific assignments. Advertisements, also, can be covered for an extra fee. Sharp knives in deft hands tut out the marked items. Girl seated neatly folds the dippings Once folded, the clippings are sent to the bu reau's "post office" for sorting and mailing The atmosphere is quiet but in tense, as if a reading tournament were on. Sixty heads in the room swivel from page to page; blue pen cils dart over the pages, underlining each item spotted. These marked pages then go to the cutting room, where six girls stand at metal-faced easels, slashing out the blue-pencilled columns with knives that are as sharp as a surgeon's scalpel. The flicking blades, twisting in deft abandon, spin your head. A clean floor becomes knee-high in dis carded paper in less time than you could smoke a cigarette --if you could smoke. Prominent signs sug gest, in 6-inch red letters, that you better not. At the side of every' cutting table sits a girl who folds each odd-shaped, unruly' clip into a neat but obstinate packet, disciplines it under a weight, and pastes it to a tab giving the name and date of the publication from which it came. Every hour, the two girls of each team swap their cutting and folding jobs. Once tabbed, the clippings are carried in wooden travs to the mail room for sorting and distribution. This is where we came in, at the "post office" -- but we haven't ex amined the most interesting aspect, its subjects. Box labels read: B.V.D.; Cafeteria Ads; Convict Labor; King George III; Liquor; Maternity Dresses; National Peanut Council; Pickles; Voting Machines; Wild Ducks. One fabric house takes everything on carpetry, fabrics and wallpaper; many clients run to sev eral topics. The master index of Burrelle's clients runs from Alcoholics Anonymous, in New York, to a manufacturer of dresses in Cali fornia. The Canadian Pacific Railway, the Boy Scouts, and the New York Herald-Tribune all have one thing in common -- they've learned about themselves through this same service for over yo years. Fees run 8^ apiece for the average clip, 104 for "restricted" items, and i j 4 for spotting an illustration, such as a piece of lingerie in an adver tisement. As an example of a "restricted" account, one insurance company will take all the items it can get about people who fall from high places and don't get hurt, people badly hurt in simple home accidents, and cases of broken necks that are not fatal. These are useful data for their statistics, and grist for their advertising mills. Specialized acci dent reports also go to manufactur ers of flashlights, safety-toe shoes, drugs, and paper milk bottles -- for obvious reasons. Clues in the News Professional readers for various press clipping bureaus have often been the bloodhounds for detectives on the trail of missing people. One time a lawyer in Boston wrote in for reports of bodies washed ashore along the New Eng land coast. He had been retained by the heirs of a wealthy man who was last seen going off to fish in a small boat. Another lawyer subscribes for all reports about those "penniless" wrecks who often starve to death on a mattress stuffed with thousanddollar bills. Working with a geneologist, he tries to locate any heirs. But the clipping agencies have their amusing assignments as well. A neglected genius once ordered clips on all notices of his invention -- a machine to pull your trousers up while you dress. The sugardaddy of a showgirl was happily collecting notices on her, when she appeared at a certain bureau's office one morning in delicate distress. "Last night I was to the Hotcha Club with the wrong guy, see?" she con fessed. "Walter Wimple, the big re porter, put it in his column, see? So please be a gennamun and don't mail it to `Daddy.' " The agency man ager came to the damsel's rescue, every inch a "gennamun." The well-known Tommy Manville is a clipping bureau customer. He has even referred two of his exwives to his favorite bureau, and they now subscribe. Celebrities in other fields, such as orchestra leader Count Basie, likewise pay to be clipped. Howard Hughes, another example, received 50,000 press no tices last year on his plane crash. Authors by and large are eager for notices of their works. Cartoon ists are indifferent about them. Sports heroes are amazingly uncon cerned. However, the National Football League takes all sports col umns on professional footbalL And more than one college coach em ploys clipping bureau girls as "tal ent scouts," spotting notices about promising high school athletes. Press clipping bureaus have sev eral clients among consulates and the offices of ambassadors. They want to know how their countries are faring in the public press. The Chinese news agency used to take all opinion about Japan, while Rus sia, even today, collects editorials about the U.S.S.R. Our Government used to be a lucrative patron, through many of its departments, until 1931, when it set up its own bureau to keep fed eral agencies and officials informed as to their publicity notices. Today, there probably is no na tion, group, corporation, or celeb rity who isn't interested in keeping abreast of the public's attitude and sentiment as it affects them person ally. That's why the press clipping bureaus are going stronger than ever before in their six decades of operation. 14 ETC 28554 A new Ethyl slide film explains, in simple } terms, the meaning of octane numbers and the principal methods for determining them ir. id in er De er o- er m. >nnal olnd mtalout evind hey ries The rake (usrials >e a v' of ;n it fedmed , nailebping and rson>ping than es of ne of the more difficult things O to explain to the layman is the octane number of gasoline. To a petroleum technologist, oc tane numbers have a real and defi nite meaning, providing a quick and convenient index to a fuel's anti knock quality. They are also useful in helping to insure uniform qual ity of gasoline. Laymen, however, are often con fused -- first, because they do not know how and why octane numbers are determined, and second, because they are unfamiliar with the differ ent methods of octane rating in use. Each of the different knock test methods is valuable for its purpose. Yet, confusion sometimes arises be cause of the different octane values they may report -- even for the same gasoline. To make octane numbers clear to everyone, Ethyl Corporation has pre pared a new slide film. In simple and non-technical language, the presen- tation tells how fuels are rated for octane number and outlines the var ious test methods used in the labora tory and on the road. The slide film will be shown be fore service station groups by Ethyl field representatives. Highlights of the presentation are shown on this and succeeding pages. Laboratory testa for the octane number of gasoline, the film explains, are conducted in a single-cylinder engine (left) called the CFR knock lest engine. The engine takes its name from the first three initials of the Coordinating Fuel Research Committee, composed of research engineers from the automotive and petroleum industries, which establishes both the specifications and the operating conditions for the engine. Because the engine characteristics and conditions of test are thus standardized, they make possible octane number deter minations which are remarkably uniform and repro ducible throughout the oil industry. To determine a gasoline's octane number, the gasoline to be tested is used as a fuel in the CFR engine operated under a set of conditions prescribed for industrywide The severity of knock, or knock intensity of a gasoline under the conditions of test, can be measured by means of a bouncing pin (left). This is installed through the head of the engine to the upper surface of the com bustion chamber. This device consists of a metal tube inside of which a small metal rod rests on a metal diaphragm at the combustion chamber end of the lube. Different rates of increase of the pressure in the com bustion chamber cause corresponding differences in the flexing of the diaphragm which in turn determines the distance through which the pin moves. Upward motion of the pin closes a set of electrical contacts. A relatively high bounce of the pin closes the contacts for a longer period of time, thus allowing more current to flow through an electrical knockmeter. ETC 2&O5; The knockmeter (left)' it calibrated in arbitrary num ber* from 0 to 100. With the bouncing pin and knockmeter, varying knock intensities are indicated. After the knock intenaity of the gasoline being tested is measured, the engine fuel system it switched over to supply reference fuels to the engine. One of the prim ary reference fuels used in the basic octane tfumber tests is iso-octane, a derivative of petroleum, which has higher antiknock value than any present-day production motor fuels. By definition, iso-octane is assigned an octane number of 100. I 1 The other reference fuel it normal heptane, which originally came from the Jeffrey pine tree, but is now synthesized. Normal heptane hat a very low antiknock quality as compared with motor gasoline, and is as signed an octane number of zero hy definition. Various mixtures of iso-octane and normal heptane are used as reference fuels in the engine until a mixture is found which will produce the same knock intensity in the test engine as did the gasoline sample. The percent age of iso-octane in the matching mixture is designated as the octane number of the gasoline. For example, if a mixture of 80% octane and 20% heptane were re quired to duplicate the knock intensity of the gasoline, the gasoline would be rated 80 octane number. It is obvious from this that the octane scale is an arbitrary yardstick for measuring the antiknock quality of fuels. ! t 1 r r h f tl a< A n One of the problems in determining laboratory octane numbers has been to select operating conditions for the CFR engine that will correlate satisfactorily with similar data obtained from vehicles operating on the road. To date, no one test has been developed which will satis factorily rate a gasoline for all the operating conditions that are experienced on the highway. Today, there are two widely used methods of laboratory octane number determination for motor gasoline (see picture, Page 17, upper left). One, approved by the American Society for Testing Materials, is called tbe ASTM-CFR Motor Method. The other is called the CFR Research Method. The operating conditions of a laboratory knock testing engine (or of any engine), such as speed, spark advance, mixture ratio, intake air temperature, etc. all influence the knocking tendency of a given gasoline. ct n ni Q m cr b> M th, Wl; rat tiv du Th LABORATORY OCTANE METHODS TEST METHOD ASTM MOTOt CFR RESEARCH OPERATING CONDITIONS SPEED RPM COOLANT TEMP F MIXTURE TEMP F INTAKE AIR TEMP F LSPARK ADVANCE BTC 900 212 300 26* y 600 212 125 13* The condition# of (he CFR Research Method of test are considered less severe than those of the ASTM-CFR Motor Method of test. Accordingly, most present pro* duction motor gasolines will have a higher octane num ber by the Research Method of test than they wiU by the Motor Method. Fuel "sensitivity" is defined as the Research rating minus the Motor Method rating (see picture, upper right). Within reasonable limits, gasolines having higher sensitivities will normally give better road per formance, assuming the two fuels being compared have the same octane number by the ASTM Motor Method. A second factor complicates the problem of sensitivity because the type of crude oil and the refining methods applied to it will also influence the behavior of the gaso line. In years past, a high percentage of all gasolines was made by simple distillation and was therefore called "straightrun" gasoline. The so-called "straightrun" gasolines have approximately the same octane number by the CFR Research Method as by the ASTMCFR Motor Method. But refinery stocks made by the newer processes of thermal cracking and catalytic cracking usually have a much higher octane number by the Research Method than they do by the Motor Method. Since the majority of today's gasolines contain the products of more than one refining process, they will normally give higher Research ratings than Motor ratings. The illustration, lower left, shows representa tive differences in sensitivity for refinery stocks pro duced by different processes. The engine, or motor vehicle, operate under widely varying condition, of .peed, load and temperature, and are subject to many problem, not present in the .ingle cylinder laboratory engine, used for octane number determination.. However, a motor vehicle can be oper ated on the road with mixtures of iso-octane and normal heptane aa reference fuel, whose octane number, are known. Using them reference fuel., the octane number requirement, of a particular automotive engine can be determined for different speeds and for different degree, of .park advance. To date, two method, of road octane number testing have received widespread recognition. One of these is the Uniontown Method, whereunder a vehicle i. adjusted to manufacturer's specifications and then warmed up on the road. At the end of the warm-up period, the fuel system is connected to a supply of the gasoline which is to be tested. The car is slowed to 10 mph and accelerated on a level road in high gear as wide-open throttle. During the acceleration, the engineers in the car record the knock intensity ordinarily as observed by ear at various speeds. The process is repeated with various blends of reference fuels until a blend is found which gives the same maximum knock intensity as the fuel sample. The known octane number of the reference fuel is then assigned to the fuel sample under test. In this method of road testing, a gasoline of 75 octane number in one car might have an octane number of 80 in another car due to the variations in engine design and conditions of operation. Note also that the maximum knock intensity of the gasoline itself may have occurred at an entirely different speed from that at which the matching reference fuel gave the same maximum knock intensity. ETC 28557 The second method of rpad-teating for octane num ber in common use is the Borderline Method. Under this method, the automatic spark advance mechanism of the distributor is disconnected, and the ignition tim ing is controlled and measured from the observer's seat. Precision instruments indicate engine speed, spark advance, temperature, etc. With the gasoline to be tested, acceleration tests are run with various degrees of spark advance, and the engine speed is noted in each ease when the knock "dies out." These data together with the standard spark advance curve for the engine can be plotted graphically, as shown in the picture, second left. Thus, it is apparent that one type of fuel, gasoline B, may be better than the engine requires at low speed and not good enough at high speed, whereas another type of fuel, gasoline A, may be the opposite in antiknock behavior. Similar tests usually are made with a number of referenee fuels of different known octane numbers, and the speed and spark advance data also plotted (see picture, third left). In this way, the engineers can determine the equivalent road octane number of a gasoline at any given engine speed. The road testa of gasoline are essential to indicate how the gasolines will perform in actual service. Laboratory octane number determinations, because they may be made with much less expenditure of time and effort, also are essential for routine measurements of gasoline antiknock value. However, as new fuels and new en gines are developed, the results of laboratory tests must always be evaluated on the road to determine quality in actual service. In view of the variety of knock testing methods, both in the laboratory and on the road, it is necessary to specify the method by which the gasoline was tested when discussing the octane number of a gasoline. Some refining processes, the film points out, produce stocks of a very high antiknock quality, others produce stocks which have a relatively low antiknock value. It is customary to blend these various stocks to make the base gasolines for present-day fuels. To produce a finished fuel which meets the anti knock requirements of today's engines, most refiners find it advantageous to add "Ethyl" antiknock com pound to their base gasolines, thus insuring high anti knock quality for their entire output. In conclusion, the film points out how "Ethyl" antiknock compound has played an extremely important part in the produc tion of high quality gasoline, and will in the future aid refiners to make gasolines of satisfactory octane num ber for all operating conditions. Whife minint over 4 AJ the Blue named E usual cla is the site in Amer And exce now endi in contini years. Less the discoverec men work fore them, living- in t over its sa tfter each tring brig! gold. TT ure attraett the most century, Fc mry, the r United Star ETC 28558 White and red men have worked a gold mining district of north Georgia for over 400 years -- and probably longer AMERICA'S MINES By John B. Kelly Besides its historical interest, Dahl seeker found a chunk of yellow onega was actually America's first metal weighing 300 pennyweights Down' in Lumpkin County, Eldorado. While its production has (13 ounces), which was worth a Georgia, at the southern end of been nowhere near the fabulous out dollar a pennyweight. ice the Blue Ridge mountains, is a town put of the mines later discovered in To serve the bonanza, a branch of ice . It named Dahlonega which has an un California, Dahlonega has in a way the United States Mint was estab the usual claim to fame. For Dahlonega been a son of Old Faithful among lished at Dahlonega in 1837. It was is the site of the oldest known mines mining camps. It is impossible to the only mint in American history >ti er* in America. Thev're gold mines. estimate its total production during to coin gold exclusively. When the m* And except for a wartime shutdown, the last four centuries. Yet it is outbreak of the War Between the nti* now ended, these mines have been known that in the years 1834 to States closed its doors in 1861, the on, usd in continuous operation for over 400 1908, the mines yielded $17.3 million Dahlonega Mint had coined $6,121,- luc- years. in gold; in all, probably $25 to $30 919 of local gold, most of it in quar aid Less than 50 years after Columbus million has been taken from the ter and half eagles (equal to $2.30 am* discovered America, the first white region. and $3.00, respectively), but some men w-orked these mines. Even be fore them, native Cherokee Indians Nuggets the Size of a Hand small one-dollar pieces as well. Coins with its mint mark today are col living in the region would swarm And there have been numerous lectors' items among numismatists. over its sandbars and gravel banks lucky strikes in the district. Nug After the Dahlonega Mint was after each rainfall and freshet, gath gets, the size of a man's hand, taken closed, its buildings were turned ering bright pinpoints and nuggets from these mines, have not been an over to the North Georgia Agricul f gold. The lure of its buried treas uncommon sight. A miner once took tural College for occupancy and use. ure attracted the attention of some eleven ounces of gold from less than For unnumbered years before the of the most noted figures of the last two pounds of ore. One of the mines white man came, the Cherokees re eentury. For nearlv a quarter-cen- paid its stockholders' 23 monthly covered gold from the Dahlonega rary, the mines even supported a dividends of J4,ooo each, or $92,000 area. They had none of the white United States Mint. in all for each share owner. A casual man's later tools -- shafts and runnels, 19 ETC 28559 The wooden stamp (top) was erected on the Barlow mines in Lumpkin County, Georgia, sometime prior to the Civil War. Above, an old dredge on the Chestatee river near Dahlonega This miil building at Dahlonega is a far try from the days when Cherokee Indians used to "mine" the area by gathering nuggets of gold after rainfall had flushed them to the surface drills and powder -- but they were content with surface findings. "Taulau-ne-ka," they called it, "the place of yellow money," which is not far different from the present'Angli cized version of its name. The Conquistadores under Her nando de Soto were the first white men to mine the region. It is known that they worked the mines in the year 1540, for 300 years later Anglo-Saxon miners unearthed an alabaster burial urn containing the ashes of one of the Spanish leaders, bearing that date. De Soto was destined to discover the Mississippi river, and to find a grave in its muddv waters, leaving rhe Dahlonega mines to their red skinned owners. But three centuries later, another generation of white men were to displace the Cherokees, this time for good. Protected by Treaty Previouslv, the Cherokee tribe had been pledged by the United States Government that it might freely inhabit northern Georgia "as long as water runs and grass grows." The Cherokees, it might be said, were the most advanced of Indian tribes, living in sound log cabins, surrounded bv well-tilled fields, and possessing a written alphabetical language and a newspaper, the "Phenix," which was printed in English and Cherokee. But the wealth and fame of Dahl onega spread, and in the "Intrusion" of 1829-31, thousands of Georgian. Tennessean and Carolinian frontiers men invaded what is now Lumpkin County. They elbowed the Indians aside and forbade them to work their own mines. Washington bowed to polit ical pressure, and the American Army drove the Cherokees to the then wilderness of Oklahoma. But ironically, rhe palefaces drove the 20 etc 28o60 f 1. b o ti y tb h< ar Sr ad se: tri on wt far usi 1*4 app ing A: witl wot expc A skill N their chur dous split ago r same vasio were tunes mitte. could As a law" I By promi and in them s as Dr. Barlou Trask, l-'impk d ll n i n. in Je vn itan he h.it the red men only to greater wealth. For from deep beneath the "worthless" lands of the Cherokee Reservation, black gold was to rise through manv oil wells, repaying the Indians many times over what they had lost in the vellow metal. A champion and beneficiary of the "Intrusion" was John C. Cal houn. Senator from South Carolina and Vice President of the United States, who was to become a fiery advocate of secession. The lands seized from the Cherokees were dis tributed in 183:, and according to one account, Calhoun "did right well." From the tract owned bv his familv for 40 vears, two miners, using only crude hand tools, took $24,000 in gold in one month's work. As earlv as 1842, English miners appeared in Lumpkin Counrv, bring ing European methods with them. A Major John Hockenhull retired with S0.000 pennyweights of gold, won from ground abandoned bv less expert diggers. And side bv side with engineering skill, age-old processes persisted. Negro slaves, who had learned their trade in Africa, heated large chunks of ore over log fires, then doused them with cold water which split the gold-bearing stone. As long ago as 218 B. C., Hannibal used the same method to build his Alpine in vasion highway. Freed negro slaves : were also attracted by the easv for, tunes to be made. They were per mitted to hold land, but their names could not appear on the title deeds. As a result, the "white brother-in!aw" became a local institution. By 1858, Northerners became ?rominent among the mine owners and investors at Dahlonega. among diem such well-known New Yorkers jKDr. M. H. Van Dyke. S. L. .M. It Barlow, and the banker, Spencer a Trask. Dr. Van Dyke remained in Tnmpkin County throughout the Civil War without molestation, op erating his mines despite conscrip tion of his workers for the Confed erate Army and despite the soaring price of gunpowder, which reached fa a pound. A year after the war ended, a boom set in, and among those active in buying land and forming mining companies was the victorious Union general, Ulysses S. Grant. Subse quently, however, as the Presiden tial campaign of 1868 neared, it was suggested he sell his mining interests to Samuel J. Tilden, lest he be ac cused of drawing a fortune from mines in late "rebel" territory. This he did, according to one account, in company with William Windom, who was to become Secretary of the Treasury, two decades later, under President Benjamin Harrison. Tilden a Beneficiary Tilden, who won -- and lost -- the Presidential election of 1876, is said to have purchased the interests of Grant and Windom in the famous Barlow mine in Dahlonega, and to have realized four million dollars on his investment. At any rate, he was a wealthy man when he died in 1886. Besides Grant, two other Civil War generals figured in the history of Dahlonega. One was the former Confederate general, James Longstreet, who in 1882, as a United States Marshal, sold the local mining property of an unsuccessful oper ator. Earlier, a Union general, Thomas Francis Meagher, was mili tary governor of the district. One of the most ambitious ven tures was undertaken in 1890 by the Dahlonega Consolidated Gold Min ing Co., which erected a 200-stamp mill, second in the United States only to the famous Homestake mine, and spent over three million dollars outfitting and sinking shafts. The operation was unsuccessful, for the stamp mills could treat only oxi dized ores lying at the surface, and most of this ore had been worked cut. The deeper-lying veins carry gold in combination with iron and sulphur, termed "refractory," and require roasting or smelting. Op erations continued on a smaller scale, cleaning up the surface deposits. Now, a chemical process has been developed to separate and save the mineral constituents of the primary ores. And Dahlonega, conscious of the tonnage still underlying her scarred hills, confidently proclaims, "Vou-all ain't see nuthin' vet." 2856] 31 r.K i.'iJ u a .'iirn fe " > *1 WHAT FUTURE FOR GREENLAND? (Continued from page ;) planes, headed for the front, could be set down and be refueled. Reporting on this difficult assign ment, Andrew H. Brown, who spent 15 months in Greenland with the Armv Air Forces Weather Service, declared in the National Geo graphic, "Before facilities attained peak operation came months, even years, of the hardest kind of work in the ruggedest imaginable setting. A hazard to flying the island's skywavs was its awe-inspiring land scape, poking needlelike peaks and humping its icy back thousands of feet into an often cloudless sky. "Radio ranges and other radio aids to aerial navigation had to be constructed. Coastal navigation was treacherous because of rock- rimmed, ice-jammed seas, clutching toward passing ships with jagged cape and reef, with unyielding pack ice and silent, deadly iceberg. Radio beacons were needed. Radar had to be installed in ships. OUR COVE*: Pictured on our cover is the latest aerial view, in color, of Ethyl Corporation's manu facturing plant in Baton Rouge. The piccure, taken by Scon-D'Arazien, shows the five tetraethyl lead manufacturing units in the center. At the extreme right, from top to bottom, are the new employees' cafeteria, the engineering offices, and the Administration Building. The red buildings, top left, form the sodium area, while the ethyl chloride area is to the immediate right and rear. OUR PICTURES: Pages 3, 4 (center), 9, Acme; Page 4 (bot tom), International News Photos; Pages 6, 7, 8, illustrations by Wal ter Hortens; Pages 9, it, illustra tions by Ruth Jennings; Page 10, British Combine; Page 11, Nor wegian Information Service; Pages 11, 13, Camera Associates; Pages 19, 10 (bottom), courtesy Craig R. Arnold; Page 20 (top and center), courtesy Capt. Garland Peyton, di rector, Georgia Department of Mines, Atlanta. "Of equal importance was the urgent need to build and man an extensive chain of weather stations, both observing and forecasting, as widely as possible throughout the island. The man who did this, in the face of many obstacles, was Major Robert B. Sykes, Jr., my boss in Greenland." "Ice-capped Greenland," says Mr. Brown, "held no glamour spot in the recent war." But it served the twin purpose of providing a refuel ing point for American bombers and fighters, and of furnishing vital weather information. And the U. S. bases in Greenland, he adds, "frus trated any enemy ambitions to gain Greenland footholds from which to bomb America or from which to send out submarine wolf packs to cut Allied shipping lanes to the south." The biggest U. S. wartime base in Greenland was at Narsarssuak, on the southwest coast. Here, bombers headed for the European theater would come in out of the Atlantic and sit down on an air field hewn out of ice and rock. The field itself was built on a glacial delta sur rounded by jagged mile-high moun tains. Narsarssuak was supplemented by alternate landing fields further north, for short-range aircraft, and located on either coast. Besides these air bases, a chain of weather-radio stations was estab lished in Greenland as navigation aids. During the war, these bleak and lonely outposts were of invalu able assistance to our airmen flying the Atlantic. Cut off from civiliza tion, their only personal contact with the outside world was bv oc casional plane, or more rarelv, by supply ship. Flying over Greenland is at all times hazardous, due to the presence of the icecap. A dramatic illustra tion of this was seen only last month when an Army B-29, on a recon naissance flight out of Fairbanks, Alaska, was blown off its course and forced down in Washington Land, northern Greenland. I In a dramatic rescue mission, an Armv C-54 flew from Westover Field, Massachusetts, to the settle ment of Thule in northwestern Greenland, and took off for the site of the downed fliers, 200 miles to the north. Landing on a frozen gla cial lake, the pilot loaded the 11 downed men aboard his plane, got his ship into the air with the assis tance of take-off rockets, and car ried the men home to the United States. Upon arriving, the pilot and his crew were decorated for their heroism. No matter what their future sov ereignty, the importance of Green land and other arctic regions is daily becoming more and more apparent. Illustrative of this, American Overseas Airlines this month inaug urated commercial air service be tween Iceland and the United States. The airline announced it would op erate three round-trip flights week ly between Reykjavik, Iceland, and New York and Washington. The distance from New York to Reyk javik is 2,576 statute miles. Emphasizing the growing impor tance of polar regions to air travel, the Air Co-ordinating Committee, a government agency, last month is sued a report which said that air routes through the Arctic are feas ible as the shortest path between American trade centers and those of northern Europe and Asia. For this reason, among others, islands like Greenland are taking on a new perspective. While their na tional status may be long debated, there no longer is any question about the strategic importance of these islands, which sit on top of the world. 22 KNOCK TESTING ENGINES laboratory knock testing engines, whose function use these engines to test gasoline that is offered for i described in the article, "What Is Octane Number?" sale to the public. (see Page 15), are used in many different applications As many as 25,000 test samples -- from refineries, t by Ethyl Corporation. bulk plants and service stations -- are handled annu On the one hand, at Ethyl's Research Laboratories, ally by the gasoline testing labs. One purpose of their e these engines are used constantly in working with teste is to insure that "Ethyl" gasoline conforms to the : experimental gasolines used in research on fuels and standards established for it. engines. At the other extreme, Ethyl's five Gasoline Shown above are the knock testing engines in use , Testing laboratories, located throughout the country, at Ethyl's Gasoline Testing Laboratory in Yonkers, N. Y. ETC 28563 i ! IFyoYuOUsRawpothwaetr2s5o2fisobthseervoantliyonnuamrebreeratlhlyakteaepn, pears in every one of the pictures. And 252 is the number of oil refiners in the United States using "Ethyl" anti-knock compound to improve their beet gasoline. These companies, therefore, may use the well-known Ethyl name and emblem. But remember, these refiners sell the finished product through thousands of jobbers and deal ers. These distributors may also display the Ethyl trademark on pumps containing good gasoline plus the famous "Ethyl" anti-knock fluid. mmCOOOUTWW maimtf"Etkjt"anH-ka*da>mfn^ ETc 28564 ANNUAL ADVERTISING AWARDS OONStAbkS MIXTION TO ETHYL CORPORATION BATTEN. BARTON. DURST1NE A OSBORN. INC Ot * CiNtsItls 1HUUNS m NATIONAL OeOACINIi IN THE Last year, Ethyl Corporation I ran in leading national maga zines a series of advertise! ments which stressed the need !i | for good car driving habits : I and observance of safe drivI ing rules. | In recognition of that cam! paign, Ethyl has now been | awarded an honorable menI tion in the 1946 Annual Ad| vertising Awards competition, an honor shared with Batten, | Barton, Durstine & Osborn, Inc., the Corporation's adver tising agency. A copy of the award certificate is repro duced above. Sponsored by Advertising A ! Selling magazine, the Annual Advertising Awards date back to 1935, and are a revival of the Harvard Advertising Awards presented from 1924 through 1930, under the spon sorship of Edward Bok. A jury of leading advertis ing executives considered 819 campaigns before selecting the three "most noteworthy" of the past year in the various I categories of newspaper, | magazine, and radio advertis| ing. In the national magazine I grouping, the Medal Award | ! was won by the Plymouth Motor Corporation, while the Pepsi-Cola Company, along i with Ethyl, was given honor{ able mention. Advertising A Selling, in commenting on the Ethyl cam paign, noted that it was "tuned to a conversational level, emi phasizing the foibles of urtI thinking drivers, with copy !j I that is light in tone but serious in intent." One of the adverjj ! tisements in this series is re.'I ' produced for our readers on the inside back cover of this |: issue. APRIL 1947 THEY'RE TURNING FROM COAL TO OIL 3 One of the big questions arising out of Europe's postwar fuel conversion is the extent to which oil, in the future, will retain its present gains. Meanwhile, oil is proving to be a life saver in the current emergency. ABNER STARTED SOMETHING 6 This month, at another baseball season gets underway, it's still an open question whether Abner Doubleday invented the game. Be that as it may, the game looks back on a century of colorful history. GOING CONCERNS 10 The pest year or so has seen many successful enterprises get started -- simply by putting their business on wheels. CAPITOL PUNISHMENT 14 Being a Congressman means more than making speeches and passing laws. It's a tough, gruelling grind, and here's why. WHAT FUELS FOR TOMORROW'S ENGINES? 18 Here are the highlights of a paper delivered before the Western Petroleum Refiners Association last month by Thomas H. Risk, of Bthyrs Detroit Research Laboratories. In order te widen Hie Helds et render interest in Myl News, we fragsrantly publish articles conti Ibeted by writers not associated with Ethyl Corporation. Opinions expressed In signed artidos are the authors'. The editors of the News welcome articles at timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "BthyT' antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline teris W. Webb, president; terry L OrMBths, vice president and treasurer; Julian C Goniolei, sscrelarT in IS ni T w. in: th< ha an fu Ev pr. rer oiJ gei bet the ect anc aga sho and the nen ETC 285 6 6 OnneoomficthtreenmdossitnsiEgunrifoicpaenttoedcaoy is a broad shift from coal to oil. - Not onlv is the Continent as a whole (not counting Russia) turn ing to'oil in its postwar fuel crisis. More important, many European nations which formerly depended primarily on coal are taking part in this broadscale conversion. 'g s ia t . TB.'i q K e - y n isru e iM tM L* m turning1 - In a dramatic move, the coal-burning locomotives of England's railroads ore being converted to oil As a result, there has been a big increase in demand for petroleum. To be sure, this expanded market is based, in part, upon increased de mand for gasoline and lubricants. This was to be expected after the war years of shortages and ration ing. But completely unexpected was the unprecedented demand which has developed for heavy distillate and residual fuels. And today, these fuels are urgently needed to keep Europe's industry going during the present critical period. Time alone will tell how farreaching or permanent this shift to oil - bom of the postwar coal emer gency -- will prove to be. Some oil economists, who have Seen exploring the situation, stress rhe fact that Europe's industrial economies are largely built on coal, md that ample supplies of coal will tgain be available once the present shortages of manpower, equipment ! Ir>d food are solved. Accordingly, | Aey question whether the Conti nent will provide a substantially en By Wanda Jablonski Many European nations, formerly dependent on coal, are converting to oil in their postwar fuel crisis larged market for burning oils in the long run. But many oil marketers think otherwise. Reports from their rep resentatives on the Continent point to a permanent switch from coal to oil -- at least in some of the present coal-importing countries. Pipelines Will Help And the trend will be encouraged by the delivery', at Europe's back doorstep, of large supplies of Middle East oil within the next few years. Construction is scheduled to start shortly on two huge "Big Inch" pipelines that will span a thousand miles of desert from the big oil fields of the Persian Gulf to the east ern Mediterranean coast. Each line will have a daily capacity of be tween 300,000 and 400,000 barrels. They are expected to go into opera tion sometime in 1950. By eliminating the 3,000-mile tanker haul from the Persian Gulf to the eastern Mediterranean, as well as the 18^ per barrel Suez Canal toll, these lines are expected to cue oil transportation charges to south ern Europe to about half the pres ent cost. Still a third pipeline, paralleling the existing line from the Iraq fields to the Mediterranean, is now under construction. When completed, these three pipeline projects will have a combined flow of between 800,000 and 1,000,000 barrels of oil daily to eastern Mediterranean ports. Coal is thus destined to meet greater competition from oil in Europe than ever before. The battle of these fuels for the industrial and heating markets will be stiff, oil men predict, particularly in the Scandi navian and southern European countries. These areas are normally ETC 28567 dependent on coal imports, but now present a greater opportunity for oil. In fact, oil will undoubtedly re place coal imports into the Medi terranean countries which include Italy, Spain, Portugal, Greece and North Africa. This area normally imported two-thirds of its coal re quirements, but from sources too far awav to be now competitive with the new Middie East pipelines. Thus, one economist estimates that this region could provide a conver sion market equal to about 40 mil lion barrels of fuel oil annually. In Italy, for example, where annual prewar demand for coal ran around 14 million tons, coal now costs be tween $20 and S2J per ton. Fuel oil can currently be laid down at about half this cost. Among the countries which are turning to oil in the present emer gency, to keep the wheels of their industry going, are England, France, Italy and Sweden. Detailed information is lacking, in most cases, as to the full nature and ex tent of the conversions. However, a clue mav be provided by the ex ETC 2 8 5 6 8 perience of England, whose plight has been most widely publicized. There, the 1,200 locomotives of the country's four principal railroad lines are being converted from steam to oil. Among others, the steel in dustry, power plants, non-ferrous metal manufacturers, and homeowners are converting their indus trial and household equipment from coal to oil. In a Parliamentary debate some weeks ago, the Minister of Fuel and Power promised "high priority for the conversion of en gines and plants to oil burning," and set a goal of saving 5 million tons of coal by oil conversion within the next twelve months. Indicafed Demand These conversions, it has been es timated, will call for use of an ad ditional 25 to 28 million barrels of oil a year. Britain currently is im porting fuel oil at the rate of 30 million barrels annually, compared with 19.6 million barrels before the war. By the middle of 1948, con sumption is expected to hit around 50 million barrels a year. The switch to oil that is taking place in England is being duplicated, in varying degree, in countries on the Continent. However, the extent of the conversion, country- by coun try', is being limited by the availabil ity- of both conversion equipment and oil storage facilities. In each case, the problem is a shortage of steel. Right now, Europe is looking eagerly to the United States for oilburning equipment. Last year, out of a total American export of 40,000 units. Europe received onlysome 1,600 residential and 375 in dustrial burners. One reason for this uas that exports of home burners to countries other than Canada have been restricted to $200,000 worth tverv three months. Now, however, the oil-burner manufacturers are catching up on domestic deliveries, while Canada is manufacturing burners on her own. This, according to trade sources, will leave a much greater margin for export. Thus, to meet the neardesperate needs of countries like Norway, Sweden, Holland, Belgium and Switzerland, American manu facturers are seeking to have the restriction on home-burner exports removed. And all told, they look for total exports this year of 100,000 units, with a far greater propor tional share going to Europe than in 1946. In an effort to speed its internal recovery-, France has announced plans to manufacture its own oil conversion equipment. This, ac cording to recent estimates, will take between 12 and 18 months. From England, meanwhile, it was reported last month that the manu facture of oil-burning equipment W'as lagging far behind expectations. Thus, the big question now is whether enough oil-burning equip ment can be obtained in time to meet Europe's needs. If not, it is feared, the European coal industry may have recovered to the point where further conversion to oil will no longer be attractive in all cases. Some indications of the likely de mand for oil that will ensue, as a re sult of the conversion to oil taking place, is afforded bv some recent projections of fuel oil consumption. According to these, Italy's con sumption of heavy fuel oil should more than triple by 1950, as com pared with 1946. Swedish consump tion in 19jo is expected to be nearly double that of last year, and France's consumption is expected to shotv a substantial increase. Future Considerations Over the long term, however, the permanency and extent of oil's pres ent gains will be conditioned by such factors as whether any given country is basically a producer or importer of coal, its nearness to sup plies, and the relative price of both fuels. The biggest factor, of course, is the future of the coal industry. ( Continued on Page 22) ETC 28569 5 Baseball, which Mr. Doubleday may or may not have "invented," is ready for another rip-roaring season of runs, hits and errors ABNER STARTED SOMETHING By Allison Danzig* This is the month when the members of the Hot Stove League lift the lid off the pot and see what's cooking. Ever since the final out of the de ciding World Series game last Fall, baseball's proverbial, but mythical, off-season gossip group has kept the pot boiling with rumors and reports about plavers. teams, managers, and, ves. even umpires. Now that the baseball season is upon us again, the Hot Stove Leaguers have their longawaited opportunitv to check up on their predictions and forecasts of the past Winter. As in Aprils past, thousands of teams are swinging into competition on all fronts. They're playing in club leagues, factorv leagues, city leagues, countv leagues, state leagues, two-state leagues, five-state leagues -- everv kind of league. National interest, of course, is centered in the .Major Leagues, the "big time" of organized baseball. The umpire's erv of "Batter Up-p" finds all 16 clubs back from Spring training camps in the United States, and Latin America full of vim, vigor -- and high hopes. From Baseball Commissioner `'Happy" Chandler and the presi dents of the two loops. Ford Frick of the National and Will Harridge of the American, has come the pre diction that this will be the biggest season ever. Thev foresee 1947 at tendance equal to or surpassing even last vear's all-time record high.* And no doubt thev are right. For there is no reason to believe that Gus Fan isn't just as eager as he was in 1946 to see Bob Feller fireball 'em through, or Hank Greenberg and Ted Williams ride one out of the park. Just who devised this game that keeps the nation's sports fans in a frenzy through three seasons of each vear is a matter of debate. So, too, is the exact date of its origin. Abner Doubledav, who later served as a major general in the Union Army, is generallv credited with devising the game and giving it its rules and name. He is said to have "invented" the sport at Cooperstown, New York, in 1839, apparentlv while on leave from the United States Militarv Academv, where he was a Cadet. But there are indications that the game was played long before 1839 and that the name "baseball" was known in the 18th Centurv. Derived From "Rounders?" Evidence points to baseball deriv ing from the English schoolboy game called "rounders." The rules for rounders, published in the United States in 1829, were for prac tically the same game Doubledav is said to have devised ten years later. The first set of rules for the game of baseball, substantially as it is plaved today, was printed in 1845. It was the Knickerbocker Club of New York that gave them to the world, and the man to whom the Maj. Gen. Doubleday credit is due is Alexander J. Cart wright. The first officially recorded match game was held between the Knickerbockers and the New York Club at Hoboken, N. J.. on June 19. 1846. The New York Club won : ; aces (runs) to 1. The Knickerbockers, like the other early clubs, were amateurs. Controversies over the rules led to the formation of the National Asso ciation of Baseball Players in 1858, and the game spread to Brooklyn, Philadelphia, Boston and other cities of the East. The Civil Mar checked baseball's growth temporarily, but at the same time actuallv did much to increase the popularity of the sport. Northern soldiers carried baseballs in their haversacks and taught the game to members of the Union Army from other sections of the country, as well as to Confeder ate soldiers in prison camps. After the war, the Cincinnati Red Stockings became the nation's first professional club, winning 57 games without defeat in 1869. The remark able record of the Red Stockings caused other clubs to turn away from amateurism, and an epidemic of contract-breaking and gambling evils led to the formation of the Na tional Association of Professional Baseball Players in 1871. Hence- *The author of this article, a member of the sports staff of The .Vetr York Times, has just completed a history of baseball which is scheduled to be published later this year. ETC '&570 ati< esr pec cor nar tha ha\ bas for Prc 1 , ,, mar the ship of C bee. of : Ans Ed' Cor Chic 188c N Nat: Assc the I vied few der c As to gr forth, the game was to be directed bv professionals. The Professional Players organiz ation lasted onlv five years. Dishon esty. rowdiness and gambling drove people away from the parks, and contract-breaching was ruinous. Fi nancial backers of the clubs decided that the players should no longer have anything to say about running baseball. So came about, in 1876, the formation of the National League of Professional Baseball Clubs. The Chicago White Stockings, managed by Albert Spalding, won the first National League champion ship. Under the later managership of Cap Anson, the White Stockings became one of the great ball teams of all time. With such players as Anson. Mike Kelly, John Clarkson, Ed Williamson. Fred Pfeffer, Larry Corcoran and Fred Goldsmith, the Chicago nine won the pennant in 1S80. 1881, 1882, 1885 and 1886- New loops arose to challenge the Xational League. The old American Association was formed in 1881 and the Union Association in 1884. Both vied with the National League for a few years, but eventually went un der completely. As the National League continued to grow and prosper, its outstanding f"- team of the 1890's was Frank Selee's Boston club, champions in 1891, 1892, 1893, 1897 and 1898. On the team were such immortals as Hugh Duffy, whose 1894 batting average cf .438 is still the record, and Bobby Lowe, who hit four home runs and a single in one game. Formation of the American League was effected at the turn of the centur\% in 1901, and two years later the first World Series was played, Boston overcoming Pitts burgh, the National League Cham pions, five games to three. Ban John son, one of the greatest executives baseball ever has had, was at the helm of the American League. Stadium Building Boom - Expensive playing parks began to go up in Philadelphia, Chicago, Cleveland, Boston, Cincinnati, and Brooklyn, and John McGraw'sNew York Giants and Frank Chance's Chicago Cubs were among the lead ing teams of the 20th Century's first decade. Christy Mathewson, Three-Fin gered Brown, Roger Bresnahan, and the combination of Tinker-EversChance were the idols of the time. Fred Clarke's Pittsburgh Pirates, with the immortal Honus Warner, were outstanding, and so were Con nie Mack's Philadelphia Athletics, with the colorful Rube Waddell, Chief Bender and Eddie Plank. The Detroit Tiger champions of 19071909 boasted one of the greatest players in history. Tv Cobb. Jesse Burkett, Larry- Lajoie, Cy Young, Addie Joss, Shoeless Joe Jackson and Grover Alexander yvere some of the other greats of those early years of the century. The 1910-1920 decade yvas one of the most memorable and eventful in baseball annals. The venerable Connie Mack de veloped a "dream team," and his Athletics ruled supreme from 1910 until 1914, with the exception of 1912. This was the team of the socalled "Si00,000 infield," consisting of Eddie Collins, Home Run Baker, Stuffy Mclnnis, and Jack Barrv. Maker Johnson, now ranked by some as the No. 1 pitcher in history, made his bow with Mrashington, and Smokev Joe Mood was hurling for possibly the best of all Boston clubs. That was in 1912, and the team in cluded one of the all-time great out fields in Tris Speaker, Duffv Lewis and Harry Hooper. McGraw had another great Giants machine in 1911. 1912 and 1913, yvith Mathewson, Rube Marquard and Jeff Tesreau on the mound. But, as it happened, the 1912 team lost the World Series that year on Fred Snodgrass' "$100,000 error," just as Fred Merkle's "boner" had cost the Giants the pennant four years before. The baseball world was thrilled bv the 1914 Boston Braves, xvhich zoomed from last place in July to 1 As, -*4V This old print shows Union prisoners of war playing base ball in a Confederate camp. Northern soldiers did much to increase the popularity of the game during the Civil War 3 ETC 28571 I win the pennant and then beat the supposedly invincible Athletics in four straight in the World Series. Johnny Evers, Rabbit Maranville, Hank Gowdy and pitchers Dick Rudolph, George Tyler and Bill James were the heroes of that fight ing crew. That same year a new but ill-fated major league made its appearance. The wealthy Federal League began raiding the clubs of the two estab lished circuits, and Ban Johnson took up and led the fight against the "outlaws." His was a successful battle, ending in December, 1915, with dissolution of the Federal League. Although the first World War forced all but one minor league to suspend operations in 1918, the major leagues were able to keep go ing and even were prepared for a tremendous revival. Then one of the biggest scandals of all sportsdom broke. Eight members of the Chicago White Sox, or "Black Sox" as the team became known, were banned from baseball for life as a result of the "fixing" of the 1919 World Series with the Cincinnati Reds by professional gamblers. Underdogs, the innocent Reds won the series by five games to three. The players banished were Joe Jackson, George Weaver, Swede Risberg, Chick Gandil, Eddie Cicotte, Hap Felsch, Fred Mc.YIullin and Claude Wil liams. The club owners hastily ap pointed Judge Kenesaw Mountain Landis as baseball's high commis sioner and supreme authority. About this time the greatest at traction in baseball history stepped into the picture. The immortal Babe Ruth helped to revive interest in the game with his home run feats and also to make the New York Yankees perhaps the mightiest team of modem times. Yankee Stadium was erected and became the "House That Ruth Built." In 1927, the "Sul tan of Swat" knocked out 60 home runs, still the major league record for four-baggers. Under Miller Huggins, the Yan kees won the pennant six out of eight years ih 1921-28. The 1927 team was possibly the best. Babe Ruth and Lou Gehrig were the hit ting terrors, and "Murderers Row" also included Bob Meusel, Tonv Lazzeri and Earl Combs. The Cardinals of 1926, the Giants of 1921-24 and the Athletics of 1929-31 were the standout teams of the period, along with the Yankees. The depression hit baseball hard in the 1930's. To bolster attendance, the All-Star game was started and night baseball was introduced bv AMONG THE IMMORTALS su lei Ri W Rc pei roc liar doi Ha Crc J Yor Cut 'I ii Baseball's Hall of Fame labovel is at Cooperstown, N.V. Honored in it are such all-time greats os Chris Mathewsan (left), Babe Ruth and Lou Gehrig Iupper right), and Ty Cobb and Tris Speaker (lower right) ETC 28572 Cincinnati under Larry MacPhail. During this decade there arose such stars as Carl Hubbell, Bob Fel ler, Dizzy Dean, Lefty Gomez, Red Ruffing, Johnny Vander Meer, Lon Wameke, Wes Ferrell, Schoolboy Rowe, Bill Dickey, Mel Ott, Pep per Martin, Joe Medwick, Leo Du- rocher, Joe DiMaggio, Ted Wil liams, Hank Greenberg, Joe Gor don, Red Rolfe, Arky Vaughan, Hal Trosky, Stanley Hack, Frank Crossetti, and Phil Rizzuto. Joe McCarthy came to the New York Yankees from the Chicago Cubs and established a greater man agerial record than had John Mc- Graw with the New York Giants. McCarthy piloted the Bronx Bomb ers to the championship in 1932 and again from 1936 through 1939, be League pennant, as the New York The Dodgers, with a younger team, coming the first manager to win Yankees, under three different man will benefit by the experience they even three World Series in succes agers, collapsed. In the National lacked as rookies. They will have sion. League, the Cardinals won the pen better pitching than a year ago, and The St. Louis Cardinals "Gas nant by beating Brooklyn in the first have more reserves than the Cards. House Gang" of 1934, led by playoff in history, and then went on The Red Sox appear to be the Frankie Frisch, was one of the to upset Boston, four games to three, team to beat in the American standout teams of the decade. In in the World Series. League, providing Ted Williams hits 1941, Brooklyn won its first pen During the 1946 season. Bob Fel and Boo Ferris, Tex Hughson, nant since 1920. McCarthy brought ler of the Cleveland Indians broke Mickey Harris and Joe Dobson con three more Yankee teams out on top Rube Waddell's 42-year-old record tinue their good work on the in 1941-1943. The Cards won the by striking out 348 batters. The mound. The Yankees must snap out National League flag in 1942, 1943 year also was marked bv player of the batting slump that was the and 1944. raids on the two major leagues by mystery of 1946, and a lot also de The year 1942 was the end of the Mexican League, and by or pends on the complete recovery of truly big league baseball until 1946. ganization of the American Baseball outfielder Joe DiMaggio from the The second World War syphoned Guild. Partly due to these two latter operations on his heel. The New off most of the "name" players, and developments, a new player con Yorkers, now under Buckv Harris, Spring training trips to the South tract was adopted that made the big expect to have better pitching and were suspended. Despite these han gest concessions ever to the mem catching. The Detroit Tigers, with dicaps, however, baseball continued bers of all 16 big league teams. one of baseball's best mound staffs, to draw big crowds. The St. Louis Browns won their first American League pennant in 1944, but lost to Cards and Bosox Favored As the 1947 season gets under headed by Hal Newhouser and Dizzy Trout, will be in the Ameri can League running, but have been the Cards in an all-St. Louis World way, the Cards and the Red Sox are weakened in the run-making de Series. favored to win again. Manager partment bv the sale of home run / Baseball reached a new high in Eddie Dyer has his world champion king Hank Greenberg to the Pitts popularity last year, what with most ship St. Louis team pretty much in burgh Pirates. f the prewar stars back and the tact, and hopes his valuable collec Whichever team wins, whatever wor!d at peace again. The Boston tion of pitchers will measure up bet else hapDens, the Hot Stove League Sox finally won an American ter than they did for most of 1946. bovs still will sav: "I told you so." ETC 28573 9 ETC 28574 Actually, the dav mav be more than just coming; it mav be here. Somewhere in the United States, there already may be in operation barber shops, motion picture thea ters, and shoe repair stores on wheels. So many mobile businesses have made their appearance during the past two or three years that probably no one has an up-to-theminute tally. What's more, the vari ety of these businesses is increasing almost as fast as their number. This much is certain, however. Business on wheels is becoming big business in itself. As more new units roll off the assembly lines, more and more "rolling companies" come into being -- and literally go after business. Like the idea dreamed up bv a former GI. He planned to purchase a sturdy truck, and roam the hills of his native state "fixing washing machines, vacuum cleaners - anything that needs fixin'." Naturallv, no one expects that mobile grocery stores, for instance, ever will replace the neighborhood grocer\- that stands, firm as Gibral tar, at the corner of Alain and First Streets. But operators of the various businesses on wheels do expect to make a go of their own enterprises through bringing their wares to the customer, rather than having the customer come to them. As a result of this new swing toward mobility in business, the housewife can have a pair of drap eries hand-made in a vehicle outside her own front door, and machines on construction and road jobs can be serviced with fuels and lubricants from a traveling "service station." A drapery shop on wheels is owned by Sanger Brothers depart ment store of Dallas, Texas. The converted deliver)' truck rolls up to the customer's house readv to go to work. Windows and furniture are measured for draperies or slipcovers, after which the material is cut and then tailored by seamstresses seated inside the truck. Service on the Spot Designer of the new portable "service station" is a Pittsburgh oil man. According to National Petro leum Nevs, which reported the de velopment, the movable unit has a capacity of 1,200 gallons of motor fuel, plus tanks for salable oil and grease. It is designed to service 48 large construction and road job ma chines during an eight-hour period. The use of trucks and other vehi cles for purposes other than the customary delivery and hauling jobs is, of course, not the exclusive prop erty of the current reconversion era. For years, the traveling scissor and knife-grinding establishment has been a neighborhood fixture. The diaper service truck now also is a familiar sight, as are the mobile merry-go-rounds which wend their way through the city streets in warm weather, offering rides for three cents and a nickel. And these are but a few of the several mobile businesses that operated before the war. Ethyl Corporation engaged in a unique "business" on wheels some years ago. It employed a speciallybuilt truck to move its first .Motor Clinic from town to town so the message of engine tune-up could be told throughout the countrv. Since then, other Ethyl exhibits have been transported via motor vehicle, the latest being the current Safe Han dling of Gasoline show. Oil companies have used motor vehicles for educational and other purposes from time to time. At pres ent, for instance. Sun Oil Company is operating a fleet of six trailers as mobile schoolrooms for Sunoco deal ers in out-of-the-way localities and in places where it is not practical to install training equipment in the service stations themselves. Eventu ally, under present plans, the number of trailers in use for this purpose will be increased from six to 15. As might be expected, veterans The arrival of the Bookmobile it an anxiouslyawaited event in smell towns and rural areas "Highway post offices" are light and roomy inside, Some 200 routes for bus-carried mail are planned ka i r fij . i; i ---m 4J llp. sk; I -V? * " *;"' . Special trailer! are serving as classrooms on wheels for Sun Oil Company dealers. Built for year-round comfort, the trailers seat a class of 12 and feature several displays and exhibits and former war workers are behind many of the mobile businesses that are taking to the road these days. Other enterprises, however, are postwar projects that were blue printed bv individuals and com panies during the war years. Still others are of prewar vintage, now going strong again after war-re stricted motor vehicle operation. One of the unusual businesses of prewar standing is the Welcome Wagon Service, an international or ganization with divisional offices in New York and Memphis, Tennessee. This service is one of the leading suppliers of "hostesses," whose role it is to call upon newcomers to their own community. Using automobiles for the most part, the Welcome Wagon repre sentatives visit their new townfolk on moving dav to leave a basket of gifts from local business houses ranging from the daily newspaper to a supply of milk. Another mobile business of com paratively long standing is that of moving bees around the country according to the seasons in order to obtain special types of honey. Typ ical of the many traveling bee keepers along the Atlantic Seaboard is George Abrams, a professor at the University of Maryland. When the orange blossoms beckon, Abrams loads his 15 colo nies of bees onto a pick-up truck and heads for Florida. There his winged workers sip the nectar of palmetto, mangrove, tupelo, lemon and orange. On the way back, the bees sample the clover and buck wheat blossoms of the Carolinas and Virginia. The hive-laden "honey truck" returns to Maryland in time for the apple and peach blossoms. Overcrowded cities, such as Washington, D. C., seem to be a favorite "proving ground" for some of the new businesses on wheels which are sprouting up all over the country. The nation's capital, along with Pittsburgh, has a Baby's Butler Serv ice, which caters to the wants and needs of infants. The Service, which plans to expand to 25 other cities when enough trucks are available, provides weekly home delivery service of nationally advertised baby foods, powder, soaps, oils, panties, toys and other items. Catering to surburban palates in the Arlington, Virginia, area is a "Frostmobile," the home-made fro zen food store on wheels of war veteran Bernard Mayer. His vehicle is a converted bus, with the seats ripped out and cold storage lockers in their place. Rover and Fido come in for con siderable attention on the part of operators of some of the newer mo bile businesses. In Washington, D. C.. for example, there is the K-9 Cater ers, which makes regular deliveries of dog food to homes and kennels. And in Toronto, a Canadian war veteran has converted an Armv ambulance into a Mobile Dog Serv ice conveyance. He washes, clips and grooms the canines in the vehi cle, and even provides a "defleaing" service. Early Mobile Businesses Businesses on wheels now seem to prosper wherever there exists a defi nite need for the sendee offered. The earliest portable enterprises, however, were started almost ex clusively for the purpose of keeping rural and farm residents supplied with necessities in between infre quent visits to stores in town. Through the years, the use of motor vehicles in novel ways has played a major role in the generally improved health and educational standards of persons residing in re mote sections. Sturdy Bookmobiles, their inner shelves lined with books to be loaned for study and pleasure reading, roam through the sparselypopulated districts under the aus pices of city libraries and other agencies. Without these mammoth 12 ETC 285 7g traveling libraries, non-urbanites probably would get to read only a small fraction of the books that now come their way on regular schedule. Side by side with the Bookmo biles, in a manner of speaking, go health-saving clinics and X-ray vans to communities and areas as far as 50 and 100 miles removed from the nearest hospital. Inside these vehi cles, each resident can be examined to ascertain whether his health has declined since the mobile clinic's last previous visit. In strange contrast to the travel ing clinics and libraries, Meals on Wheels trucks are ready to greet tourists on some of the nation's most-travelled roads this Summer with anything from a hasty mid morning snack to a lobster or chicken plate. The first units of this proposed nationwide fleet of mobile highway restaurants went into op eration last vear near Ridgefield, Connecticut. This year, depending upon availability of rolling stock, Meals on Wheels expects to expand to other states. By no means is the operation of unusual traveling businesses con| fined to individuals, corporate firms, ' and welfare groups. Even the U. S. Government is in the business of mobile business -- with "highway j post offices.". The rolling post offices are the j result of experiments begun in 1941 ^ to determine if bus-carried mail { service was feasible. A need for ap proximately too routes was cited by postal authorities,- but the war and then the continuing shortage of new equipment have delayed their establishment. At the beginning of the year, the Federal postal service was operating three routes with its own equip ment: From Washington, D. C. to Harrisonburg, Virginia; from Indi anapolis to South Bend, Indiana; and from San Francisco to Pacific Grove, California. A private opera tor recently was authorized to carry mail over a fourth route, running between Union, Mississippi, and Mobile, Alabama. Mail is picked up and delivered at land post offices en route, and sorted as the "highway post office" covers its run. Not all of the current mobile businesses, of course, require heavy vehicles of bus and truck design. The quarter-ton military jeep, for instance, is being used in many un usual ways. Veterans and others have turned the rugged little war time vehicle into perambulating ice cream stores, repair and service shops, and food wagons, to name just a few. As noted earlier, Welcome Wagon hostesses usually go their rounds in private automobiles. Automobiles -- or to be more specific, limousines -- also are the vehicles employed by a Brooklyn concern which oper ates one of the most novel of all unique businesses on wheels. Under the slogan of "We Beat The Stork," this limousine corpora tion specializes in getting expectant mothers to the hospital in style and comfort -- and in time. The parentsto-be inform the company in ad vance approximately what day its services will be required. When the final call comes through, telling that the woman is ready to enter the hospital, she is driven there from her home in a shinv, de luxe model car. Super Scoops Newspapers also are putting the automobile to an unusual use these days. Radio-telephone equipped ve hicles serve as rolling "city rooms" that can render on-the-spot cover age of important news events. The reporter calls in his account of the happening to the newspaper office direct from the scene of the story, and then moves swiftly to cover a new assignment in another part of town. The trend to putting rubber-tired wheels under American business has been termed "a minor revolution in merchandising methods." Whatever its scope, it points up once again the fact that the usefulness of the motor vehicle knows no bounds. Ultra-streamlined is the word for this artist's conception of what the mobile supermarket of the future may look like ETC 28577 13 Far from having a job that is all fun and glamour, Congress* men are one of the most hard working groups in the nation By Bills Haller T fromhe earnest young senator the middle west was explaining his dilemma. "When I left home for Washington," he said, "all my friends asked me, `What are you go ing to be there, a statesman or a poli tician?' Up to now I've got to admit 1 haven't had time to be either." "I can sav `amen' to that," chuckled another Senate newcomer. "1 feel like a glorified errand boy. Mavbe we ought to pass a law giv ing ourselves messengers' uniforms and bicycles." It was "Baby Senators' Night" at the National Press Club in Wash ington, and newspapermen were en tertaining the rookie legislators of the Soth Congress at an ofT-the-record party. The informal banter was 14 ETC 28578 Both houses of Con gress met in joint session llott) to hear President Tru man deliver hit an nual stote-of-theunion message st hi th m< vo Ca OV` all; tio-. ro get wit weai s,*tof Co C"Pper of "wipoper *>'s qut ** House a ^ what i! ~ Lower Chi straightforward and frank. But be hind the good-natured raillery about the woes of a Congressman was far more truth than most people realize. The men and women America's voters send to represent them on Capitol Hill form probably the most overworked, underpaid and gener ally cussed-about group in the na tion. They have no easy time trying to please their constituents and still get along with each other. "It's like doing a tight rope act with all the spectators waiting for you to slip," says one veteran legis lator. Most Congressmen are hard working and conscientious. By and large they're ordinary individuals who have been picked up from their home-town settings and thrust into the gilt and glamour of Washington with scarcely time to catch their breaths. But after a time the glitter wears thin. There's the problem of finding a place to live in the overcrowded capita! where rents are high and housing scarce. There's the expense of maintaining two residences, one in Washington and another in the home district. Constituents must be entertained, political fences kept in repair, a deluge of daily mail dealt w ith. And all the while there are legislative affairs to be tended to under the Capitol dome. "Time was," a Congressional adage runs, "when the common man didn't expect much from his Repre sentative in Washington except gar den seeds, a Fourth of July oration, and a new post office now and then." hero/ Congressmen, like Senator VPr of Kansas deft, topi are l**Poper publishers. Below, reMers question the Speaker of House as to what has happened, J* what is likely to happen next, Uwtr Chamber legislative matters Today, things are different. A Congressman's life is one long compromise between trying to look after the national welfare and han dling the thousand and one favors his constituents expect him to per form. For every demagogue who plays to the House galleries there are a score of conscientious men who work day in and day out for what they believe are the best inter ests of the country. For every Sena tor of the Claghom type there are a dozen others who are serious legislative experts. If a Congressman discharged his duties to the letter he'd have little time to spare for other chores. In the 79th Congress, for instance, 9,748 bills were introduced and 582 joint resolutions were up for con sideration. When the weeding out was over, 1,626 bills were passed. The Congressional Record took some 20,000 pages to cover the de bate in the House and Senate. Extra-Curricular Chores When he's not attending sessions of the House or Senate, your Con gressman likely as not is trying to operate a combined lost-and-found bureau and Mr. Fixit agency. A woman tourist left her spec tacles in a Washington sightseeing bus and couldn't reclaim them be fore train time. She wrote her Rep resentative to pick them up at the bus company's headquarters and mail them to her, special delivery. A portly gentleman from Illinois wrote his Congressman a plaintive letter because he couldn't find win ter underwear large enough to fit him. An impetuous young ladv in Minnesota pleaded with a Senator from her state to get her fiance back from occupied Germany and out of uniform in time for a June wedding. Take several hours of such chores, mix them with committee sessions, party caucuses, entertainment sched ules and official parties, and you'll have a clue as to why a 24-hour day isn't long enough for a typical Con gressman. Even the Congressman's wife finds her day full of unpredictable hazards. The most resourceful housekeeper soon discovers it's hard to adjust a budget to the exigencies of entertaining visitors and friends in Washington. Folks from home have a way of "dropping in." It's no rare occurrence for a Congressman to phone his wife late in the dav that an important visitor from "back home" just arrived by plane and is on his way out to dinner. Though the bachelor members of Congress seem to do ail right in the matter of entertaining, they don't lack suggestions from helpful con stituents. Representative Joseph Martin, of Massachusetts, has had five offers of marriage since his elec tion as Speaker of the House. All the proposals came bv mail. All of them stressed Mr. Martin's need for an official hostess and offered to cake over the job. To show what a strenuous life be ing a Congressman is, let's look at a tvpical day for Congressman "X" from Ohio, whose district includes some prosperous farm territory and a couple of large manufacturing towns. He breakfasts early and shows up at his quarters in the House Office Building, just across the street from the Capitol, before 8:30. His secre tary is already at work sorting let ters -- two mail bags full of them. Most of the correspondence will be parceled out to two stenographers on the Congressman's staff, but there are still 100-odd letters the secretary feels deserving of the Rep resentative's personal attention. Until 10:30 a. m. the Gentleman from Ohio works on his correspon- Etc ?8` 79 IS Speaker of the House Joseph W. Martin, shown with Rep. Halleek (right), hat long been known as one of fhe hordes! working members of Congress dence. He scans polite but firm notes from two newspaper publish ers asking what can be done about getting them more newsprint. Four small businessmen each want the Representative to tell them where they can get help in solving techni cal difficulties. A veterans' organiza tion wants him to vote "yes" on a bill to increase subsistence allow ances under the GI law. A business men's club hopes the Congressman will address them at its spring din ner meeting. A charitable organiza tion asks if he'll head the list of spon sors for a fOnd-raising drive. Then come the personal callers, manv of whom have been cooling their heels in the Congressman's re ception room for an hour or more. There's a prominent businessman planning a new radio station; he wants Mr. X to arrange an appoint ment with a big-wig in the Federal Communications Commission. A delegation of home-state lawyers, in town for a convention, seek the Congressman's views on the new tax bill. Twelve constituents arrive in a body to ask support for an old age pension proposal. A Washington 16 LUNCHEON MENU (i cor lUkcicoi representative of a business group begs "just a few seconds" of the Representative's time to explain the merits of a pending bill. Two far mers, on a sightseeing visit with their families, drop by to see what the Congressman can do to speed up tardy deliveries of farm machinery. So the morning goes. There's barely time for a hasty lunch in the House dining room with three fellow-Congressmen to discuss strategv for handling a bill about to be re ported out of committee. House and Senate sessions start promptly at noon, but Representative X and his colleagues must arrive late if they aren't to miss most of their noonday meal. The House and Senate restaurants are among the few places in the Capital where a Con gressman con dine at a moderate cost. The 65-cent "blue plate" special on a Senole menu (see inset) is a top daily favorite k ^ ^ 2 8 5 g q tx R g - m joetttb * Times Are Tough All Over Your Congressman, if he's not financialiv well-heeled when he comes co Washington, is apt to be hard-pressed to make ends meet on his J15,000 salary. Representatives must pay all long distance tolls on their office phones, including the collect ones from constituents. Sena tors are permitted one long distance call per working day at public ex pense. The government's allowance for travel expense is barely suffi cient to get the Congressman and his family to Washington and back home once a year; for all other trips he's on his own. "It's tough keeping your mind on the country's welfare when you're wondering by how much your out go is going to exceed your income," a veteran Congressman once ob served. Former Rep. Robert Ramspeck resigned from Congress last session to take a business position. His explanation: "I simply couldn't afford to stay in Congress." Some old-timers who keep their entertain ing to a minimum get along fairly well. But few have retired with enough money in the bank saved from their salary to support them in their old age. The Senate atomic energy committee in session during the recent hearings on David . lilienthal Most Congressmen, if not actu ally frugal in their personal habits, at least are economical. Visit the House or Senate restau rants any day in the week and watch a Congressman stow away his lunch. More often than not he'll order the 6j-cent blue plate special, still a feature of the Capitol menu. Filet mignon or breast of guinea hen are conspicuously missing from the bill of fare. Old fashioned bean soup is a big seller at ij cents a bowl. The Congressman is more likely to be nicked for a big check when he takes visiting constituents to lunch. F.ven so, the restaurants in the Capi tol are more reasonable than "down town" eating places, and hometowners are generally impressed at dining under the Capitol dome. The strongest beverage" served in Capitol restaurants is beer. Total consumption seldom exceeds 15 cases, or 360 bottles, a week -- less than a bottle for each of the 435 Representatives and the 96 Senators. A haircut in the House or Senate barbershop can still be had for 50 cents, compared with a $1 fee in other Washington shops. There'll probably never be a dearth of candidates for Congress. To most Americans a salary of $15,000 -- J2,joo of it tax free-- plus $10,000 for an administrative assistant and $9,500 for clerk hire, looks pretty' big. But the life of a legislator is often one of frustration and disillusionment, always one of hard work. A prominent Washington physi cian who has looked after the health of hundreds of Congressmen sums it up neatly: "It's amazing to me they don't get more cases of stom ach ulcers or high blood pressure. I guess you get hardened to the job, but, as for me. I'd rather be on the outside looking in." ETC 28581 17 t\ST month, speaking before the j Western Petroleum Refiners Association meeting in San Antonio, Thomas H. Risk, of Ethyl Corpora tion, presented a paper entitled "Motor Fuel Trends in Relation to Antiknock Requirements." In it he discussed ho- present trends in mo tor fuel composition and antiknock quality, and the trends in automotive engine design, are likely to react on one another. The paper --as prepared by Mr. Risk and Miss Jane F. Jordan, both of --horn are members of the staff of Ethyl's Detroit Research Labora tories. In viem-- of the --ide interest in the subject, highlights of the paper are reprinted on these pages. Present knowledge of the inter dependence of fuels and engines is far from complete, but it does permit some guesses as to the manner in which the trends in fuel compo sition and antiknock quality and the trends in automotive engine design are likelv to react on one another. Since the scope of the subject is very broad, this discussion is confined to the immediate future, that is, to the interval up to about 1950. Althoush average Motor method data on gasolines are readily avail able for the years before the war, corresponding Research method data are very limited so that it is possible only to estimate the average prewar sensitivity' of fuels. Sensi tivity is defined as the Research method rating minus the Motor method rating. Such data as are avail able indicate that, on the average, prewar motor fuels were about of the quality shown in Table 1. Similar data for the present are included for comparison. These figures indicate that the petroleum industry is now able to make fuels which are not only higher in Motor method octane number but also of greater sensitiv ity than their prewar predecessors. The most recent antiknock data for January and February, 1947, since restrictions have once more been lifted, demonstrate that the up ward trend seen just after V-J Day has been resumed. Octane numbers and sensitivities are approaching the levels they attained in the fall of 1945. In predicting where these val ues may go between now and 1950, the maximum octane number data are a helpful guide. Regular grade fuels of 80 Motor method and 88 Research seem feasible and pre mium grade fuels of 8j Motor, 95 Research rating appear to be equally likelv. The fuel requirements of the car population from 1947 on naturally will be affected by the influx of new vehicles. The 1947 models now avail able differ very little from the 1946 cars, and statements available from the automotive industry intimate no drastic changes in design for 1948 cars. If this situation does obtain, it is safe to assume that for the next two years fuel requirements largely will follow the pattern of previous years. As better fuels are made avail able, the motorist will take advantage of the improved operation which they permit by advancing spark set tings toward maximum power. Changes Which May be Seen To carry this analysis beyond 1948, it is necessary to make some predictions as to the changes in auto motive design which the industry contemplates making in its 1949 or 19jo models. Two design changes which would have substantial effect on engine fuel requirements mav be widely adopted by 1950: higher compression ratios and improved automatic transmissions or torque converters. The automatic transmis sion has had considerable testing in actual driving since its adoption in two different forms by Chrysler and Oldsmobile in 1938 and 1939. re spectively. The general interest of the public in devices which elimin ate the conventional gearshift has encouraged all of the manufacturers to devote considerable effort to developing satisfactory automatic transmissions. Even the manufactur ers in the low-priced field expect to use such mechanisms. With this prospect in view, it is interesting to consider how the fuel requirements of the vehicles so TABLE PREMIUM GRADE MOTOR METHOD SENSITIVITY 1 PRE-WAR 1941 80 6 REGULAR GRADE- MOTOR METHOD SENSITIVITY 75 5 POST-WAR 1946 82 7 77 6 18 etc 28582 equippe' j, the li octane r range of a 6.1 to ; It shows ment at 1 off as spi dotted lii quiremen in a vehi torque c< of this tv ment stag bodying t have beer rating. Da on the re vehicle spc The octan picted hen known dat with prope ation in ti gine speed the fluid t curves, thi the relative quirement the use of si be noted tha of the vehic ing to the f. converter p gine at low ventional en transmission octane requi: is still greate ever, but in t requirement is slight. In ot converters te whose fuel r> end show le: than those ha with convent. The fluid tt ever, decrease: to slippage. Sc engineers, wlv "All supporting roa 'hich indicates an*Boc^ curve show 'yliybudratrnarvnge. By. irxjkg.^.-i s gbk &sar,fr^tlgiLRlL5/ggIIX; equipped may be affected. In Figure l. the light solid line indicates the octane requirement over the speed range of a conventional vehicle with a 6.1 to..i compression ratio engine* It shows the typical high require ment at low engine speed, dropping off as speed is increased. The light dotted line is the estimated fuel re quirement curve of the same engine in a vehicle equipped with a fluid torque converter. Since equipment of this type is still in the develop ment stage, no passenger cars em bodying the fluid torque converter have been available for actual fuel rating. Data are available, however, on the relation of engine speed to vehicle speed with such installations. The octane requirement curves de picted here were estimated from the known data on the standard vehicle with proper allowances for the alter ation in the vehicle speed to en gine speed relation introduced bv the fluid torque converter. These curves, therefore, represent only the relative differences in octane re quirement which may result from the use of such transmissions. It will be noted that the octane requirement of the vehicle drops noticeably ow ing to the fact that the fluid torque converter prevents'loading the en gine at low speeds where the con ventional engine with conventional transmission is most critical. The octane requirement of such a vehicle is still greatest at low speeds, how ever, but in this case the decrease in requirement with increasing speed is slight. In other words, fluid torque converters rend to produce vehicles whose fuel requirements are lower end show less change with speed `ban those having the same engines with conventional transmission. The fluid torque converter, how ever, decreases fuel economy, owing to slippage. Some of the automotive engineers, who have been working on new transmissions, are of the opinion that the use of fluid torque converters will be accompanied bv increased compression ratios in order to retain fuel economy at an acceptable level. The informa tion at hand indicates that in most instances an increase of approxi mately one ratio will be necessary to accomplish this. In Figure 1, the heavy solid line shows the octane re quirement curve of the standard ve hicle equipped with a 7.1 to 1 com pression ratio engine while the heavy dotted line indicates the estimated fuel requirements of a vehicle of this same compression ratio equipped with a fluid torque converter. Com bining increased compression ratio and fluid torque converter brings the octane requirement at low speeds back to approximately the level of the original vehicle with an engine of lower ratio and conventional transmission. However, the shape of rhe curve is now such that octane requirement remains fairly constant over the speed range. In other words, this trend in engine and vehicle de sign will tend to increase high speed octane requirement while maintain ing the critical low speed require ment at approximately the custom ary levels. Since it has not been possible to check these predictions in cars on the road, they represent only a rationalization of the situa tion as it appears from the available information on the characteristics of the fluid torque converter. Such trends are of great import to the petroleum industry. They stress the fact that while it is still of pri mary importance to build fuels with good low speed antiknock character istics, it is also necessary- to see that the fuels to be used in such vehicles maintain their antiknock qualityover the speed range. Fuels which knock at low speeds in vehicles of the type depicted here are liable to continue knocking over the greater portion of the speed range. Such per sistent knocking may be far more objectionable than the type of knock to which the industry is accus tomed, which generally prevails briefly up to about 20 mph and then vanishes. Benefits to be Gained Knowledge of the road antiknock characteristics of gasolines in rela tion to their hydrocarbon composi tions can be used advantageously by the refiner not only in determining the most desirable premium and regular grade blends to make but also in deciding on the types of new plant equipment to be added. A gen eral approach to the utilization of this knowledge for these purposes can be gained by an analysis of the data presented in Table :, Parts A and B, which give the hydrocarbon compositions of the IBP-i40F and the 248 F to EP fractions of a num ber of present-day motor fuel com ponents. A consideration of these data in the light of the influence of hydrocarbon composition on the road performance of fuels points out 'Ail supporting road-test data in paper are based upon the Borderline Method of Knock Testing, indicates antiknock performance by means of a curve instead of an octane number. A borderline curve shout graphically a fuel's ability to tolerate spark advance throughout the en&re engine range. By interpolating between this curve and similar data on reference fuels of known i ta^oratory octane numbers, it is possible to determine the equivalent road octane value of the test *1 any gn-en 5peed. ETC 28583 19 I m some interesting facts about refiner,' operations. Most of the smaller refineries and a number of the larger refineries have available for motor fuel pro duction onlv straightrun gasoline, mixed-phase thermallv cracked gas oline. and catalytic polymer. The hvdrocarbon analyses of typical ex amples of these components show that blends of these full boiling range stocks tend to be quite par affinic in the light fractions. Straightrun contains almost 100 per cent par affins and the mixed-phase cracked gasoline contains 64 per cent paraf fins in this range. The percentage of polvmer boiling below I40F is so small that it has comparatively little effect in spite of being completely olefinic. As a result, such blends tend to be poor at low speeds on the road. In refineries where vapor phase ther mallv cracked gasoline is available, motor fuel blends generally show better low speed performance owing to the fact that this component is generally about 70 per cent olefinic in the light fractions. In regard to high speed perform ance and road lead susceptibility, the typical blends of straightrun, mixedphase cracked, and polymer prob ably will be satisfactory owing to the highly saturated character of the heavy portions of the first two com ponents which constitute the great est share of the fuel. The high olefin content of polymer tends to offset this somewhat but usually does not produce a critical condition. The inclusion of vapor-phase cracked gasoline, however, may throw the balance into the critical range if present in large volume, since this component is highly unsaturated in the heavy fractions. If vapor-phase cracked gasoline is used instead of mixed-phase, it \\ ould be highly desirable also to be able to substitute thermal polymer for catalytic polymer. Thermal polymer, in contrast to catalytic polvmer, has very good lead sus ceptibility as the hydrocarbon data would indicate. This would help the critical high speed condition intro duced bv the vapor-phase gasoline. Effect on Road Performance Until the war, these components constituted the major portion of all motor fuel blends. Now, the com ponents shown in Part B of Table 2 are assuming more and more signifi cance. It is important that refiners contemplating the addition of one of the new types of units recognize ex actly how the new fuel component will contribute to the road perform TABLE 2A HYDROCARBON TYPE ANALYSES TYPICAL MOTOR FUEL COMPONENTS MIXED VAPOR STRAIGHT PHASE PHASE RUN THERMAL THERMAL GASOLINE CRACKED CRACKED CATALYTIC POLYMER THERMAL POLYMER APPROX. BOILING RANGE F 105-270 100-415 100-405 115-380 105-370 LIGHT CUT, IBP TO 140F % OLEFINS % AROMATICS % PARAFFINS % NAPHTHENES % OF TOTAL FUEL 0.5 -- 99.5 -- 20.2 36.0 -- 64.0 -- 20.7 70.0 -- 30.0 -- 21.3 . 100.0 -- -- -- 2.1 34.0 -- 66.0 -- 43.2 HEAVY CUT, 248F TO EP % OLEFINS % AROMATICS V. PARAFFINS 7. NAPHTHENES % OF TOTAL FUEL 'CUT 235F TO EP 1.0* 8.0 44.2 47.8 7.2 31.0* 5.0 9.0 55.0 53.3 43.0' 25.0 17.0 15.0 50.7 83.0 17.0 -- -- 29 0 17.0 41.0 4.0 38.0 16.8 ance of older blending stocks. Polyforming, which is presentlv used primarily for reforming heavv gasoline, produces a fuel quite simi lar to thermal polymer in hydrocar bon composition. Polyforming is a thermal operation in which the liquid charge is cracked in admix ture with G, and C4 gases. Polv- formate is somewhat more unsatu rated in the front end than thermal polymer which enhances its low speed performance. Though not suf ficiently olefinic to equal the low speed performance of vapor-phase cracked gasoline, polvformed gaso line offsets this by having better road lead susceptibility, and usually a higher octane rating. Being prima rily a reforming operation, it is not entirely fair to compare polyform ing to thermal cracking of heavier stocks. The three catalytically cracked gasolines presented in Table 2, Pan B, have been chosen to demonstrate the wide variations in hydrocarbon composition, and. therefore, road performance, which are obtainable with this processing method depend ing upon the type of charging stock, the type of catalyst, the cracking temperature, and the severin' of the operating conditions selected. In view of the previous discussion, the data presented here need little fur ther discussion. It is important, how ever, that the refiner considering the installation of catalytic cracking do so in full knowledge of the type of catalytically cracked fuel he needs to augment his present refinery situ ation. Obviously, the cost of obtain ing these different types of fuel by catalytic cracking varies consider ably.' Hydroforming, though a catalytic cracking operation, produces a more specific product owing to the type of charging stock and the circula tion of free hydrogen, and is almost 20 ETC 28584 < I t s h c d r< It tc ir. F th a th tit di Wi an fu. mi to ga: Ca rie hel opt the ma era ing crai resi the cut pea; ess. an ii diet tillai line T fuel requ 1. Mot pren entirely paraffinic in the front end, and almost entirely aromatic in the heavv fractions. Road data show it to have unusually good road lead susceptibility at all speeds. The hvdroformate tested was quite defi cient in light fractions which un doubtedly was at least partially responsible for the inherently poor low speed performance noted. Factors to Consider It is not the purpose of this paper to outline any rules for determin ing which of the newer types of processing refiners should add to their plants. That decision rests on a number of factors in addition to the road performance characteris tics of the products and is highly in dividual. One factor which must be weighed carefully is the sales bal ance between gasoline and distillate fuel. In cases where the distillate de mand is rising, the problem of what to do about low octane straightrun gasoline becomes even more acute. Catalytic cracking, as presently car ried out using gas oil charge, is not helpful in solving this problem and operates in direct competition to the market for virgin distillate. In many of the large plants having cat crackers, a great deal of effort is be ing directed toward using catalytic cracking for processing the heavy, residual stocks which do not enjoy the market value of the distillate cuts. Some sort of reforming ap pears desirable as a companion proc ess. It would seem that this trend is an important one in view of the pre dictions that in the near future dis tillate demands mav approach gaso line demand. The present analysis of motor fuel trends in relation to antiknock requirements indicates that: i. Regular grade gasolines of 80 Motor, 88 Research rating and premium grade fuels of 85 Motor, ETC 28585 21 95 Research rating probably will be generally available within the next few years. 2. Although present engines were not designed to use such fuels and cannot take advantage of them to the same extent as engines designed specifically to use such fuels, the availability of higher octane gaso line makes it possible for the motor ist to adjust his car to realize more of the performance inherent in it. For this reason, the car population gradually tends to require the qual ity of fuel made available generally in any locality. 3. The variation with engine speed of both engine requirement and fuel antiknock characteristics is im portant and should be taken into consideration along with the octane number requirement of the engines at the speed of maximum knock and the road octane number of the avail able fuels. 4. Whereas present day engines are quite critical with respect to knock at low speeds, the require ment generally falls off rapidly with increasing speed. The introduction of the fluid torque converter, cou pled with increased compression ratio, however, may produce vehi cles which have far more constant requirements over the speed range. In other words, such vehicles may be much more critical at high speeds while remaining just as critital at low speeds as the cars now in opera tion. 5. Fuel sensitivity, defined as Re search method rating minus Motor method rating, is good protection against low speed knock, but ex tremely sensitive gasolines some times show such a rapid decline in road antiknock characteristics with increasing speed that they become very susceptible to high speed knock. 6. The best guarantee for satis factory performance on the road at all speeds appears to be high sensi tivity coupled with high lead sus ceptibility. 7. Hydrocarbon analyses of fuels of this type indicate that they are obtained by concentrating the olefinic components in the lightest fractions and keeping the olefin content of the heavy fractions as low as possible. 8. Knowledge of the relation of these factors to refinery operation will help refiners not only to use their existing equipment to best ad vantage but also to make decisions as to the types of new processing equipment to install in order to com plement their present plant. TABLE 2B HYDROCARBON TYPE ANALYSES TYPICAL MOTOR FUEL COMPONENTS POLY. FORMED GASOLINE CAT- CAT- CAT- ALYTIC AlYTIC ALYTIC HYDRO- CRACKED CRACKED CRACKED FORMED GASO. 1 GASO. II GASO. Ill GASOLINE APPROX. BOILING RANGE F LIGHT CUT, IBP TO 140F % OLEFINS % AROMATICS % PARAFFINS % NAPHTHENES % OF TOTAL FUEL HEAVY CUT, 248F TO EP % OLEFINS % AROMATICS % PARAFFINS % NAPHTHENES % OF TOTAL FUEL 100-425 100-400 90-400 95-400 150-365 43.0 -- 57.0 -- 21.3 73.0 -- 27.0 -- 14.3 21.2 -- 78.8 -- 22.0 56.8 __ 43.2 --. 20.8 7.5 -- 84.3 8.3 2.0 20.8 36.1 5.7 37.9 39.9 24.0 64.2 2.0 10.0 48.8 1.2 54.0 4.9 39.9 51.3 12.2 46.6 21.4 19.8 T7 O 1.4 85.1 7.8 5.7 > t - g X S .tU X .itllL g 1- & F 5 TCTW T8T W J f f i C T K a m THEY'RE TURNING FROM COAL TO OIL fContinued from Page $) Before the war, Europe's coal needs were largely met by England, France, Germany and Poland. To day, England's shrunken output has forced her to drop out of the export market. Production in the Saar is currently at only 60% of prewar output. France's coal production, while higher than prewar, is be lieved still far below her needs. All told, Europe needs coal so desper ately that two million tons monthly are being imported from the United States in the present emergency. Poland's Position Strong But looking to the future, Poland, for one, is in a strong position. Her domestic output, together with that from the Silesian coal reserves ac quired from Germany, is already above Poland's prewar levels. By 1950. Poland hopes to produce 90 million tons annually, of which per haps 40 to 50 million tons would be exportable. It is not known whether any of this coal might be earmarked for Russia, but reports from Poland indicate that the Government hopes to replace England as the Conti nent's principal coal supplier. France, too, will figure promi nently in the European coal picture. Besides her internal production, she has laid claim to the former German coal reserves in the Saar. With this as the background, here is how the outlook for oil in Europe is seen: In the Scandinavian countries, sharp competition between coal and oil is anticipated. Economists are of the opinion that these countries, lacking in foreign exchange, would ordinarily prefer to import coal from Poland and Germany instead of ``dollar" oil from U. S. sources. However, they would probably consume oil to some extent if its relative price is satisfactory and payment can be made in pounds sterling. In England, the problem is that coal is its one big domestic resource, and efforts will doubtless be made to protect coal's position. Since 1932, a tax prevailed on fuel oil imports. Last October, this duty was suspended for industrial plants converting to oil under the Govern ment's present program, but there is always the possibility the levy may be eventually restored after coal production recovers. If the plans of the British Labor Government are carried out, not all of the conversions to oil may be per manent. As Minister of Fuel Shinwell put it, "Oil is not to become a rival to coal. It should be regarded as a partner." However, some uses of oil which show a distinct advantage over coal may remain. Oil men are looking to the railroads and to the steel and non-ferrous metals industries, among others, as permanent oil markets. And for their part, British industrialists who are converting their plants to oil want assurance that the fuel oil duty will be perma nently removed. France, too, will undoubtedly continue to protect her domestic coal industry. Thus, she is not ex pected to provide a greatly enlarged market for burning oils, beyond the by-product production of fuel oil at French oil refineries. The biggest percentage gains in oil consumption are expected in the .Mediterranean countries, for the reasons earlier outlined. Some Lasting Gains Taking Europe as a whole, some of the present gains are likely to be preserved. For example, in place of the former coal-burning vessels, the postwar ships being built consume oil (as do the Liberty and Victory ships being turned over to Euro pean countries). Too, the railroads being converted will continue to provide an expanded market for oil. And many of the industrial and home-heating installations being made are likely to last, particularly in the coal-importing countries. Meanwhile, besides fuel oil, there has been a big increase in European demand for gasoline and lubricants. Consumption is estimated to be at or near prewar levels, and in some countries, slightly above. This re covery from the depressed wartime levels is ascribable, in part, to the surplus U. S. vehicles left in Europe and to the fact that all vehicles are doubtless being used more inten sively. And now that new cars are becoming available, this demand is expected to continue to grow. OUR COVER: Kodachrome view of contour strips on a West Virginia farm, courtesy U. S. Soil Conservation Service. OUR PICTURES: Page 3, 4 (bottom), British Combine; Page 4 (center), Robert Yamall Richie photograph courtesy California Texas Oil Co., Ltd.; Page 4 (top), 68 (left). Wide World; Page 5, cartoon by M. J. Davis; Page (left), 8 (center and upper right), 9, 16 (inset), 17, Press Association; Page 6 (right), courtesy Public Relations Office, U. S. Military Academy; Page 7, courtesy Library of Congress; Page 8 (lower right), 10 (upper left and center), it (left), Acme; Page 10 (upper right), courtesy Veterans' Administration; Page 10 (bottom), courtesy Sanger Brothers, Dallas; Page 11 (right), courtesy Bus Transportation; Page iz, courtesy Sun Oil Co.; Page 13, courtesy The Seagram Spotlight; Page 14, 16 (top and center), International News Photos. 22 ETC 28586 3. You crest Wha A St brake: to MCC car A; C Co ANS 1. (D)i* rub be a chile * (C)8I Never <B)ier (B), (I Probat bLiode Pull o\ The pi driver: kaow 1 for a n other : HOW DO YOU RATE AS AN AUTOMOBILE DRIVER? There's a lot more to driving than some people think. A good driver meets many situations with the right split-second decision because he knows the correct thing to do. What would you do in the typical situ* ations presented below? Three answers right out of five is good --all five answers right is an expert's rating. |# As you roD along ^^residential street a rubber ball cornea bouncing across the road in frontof you. What would you do? A Ignore it. % Stem* wheels to avoid running over it. C Blow your Awn. A Slo&fopen and get set for on emergency stop. In making a right turn on wet pavement your car suddenly starts to skid as shown in the picture. Which two of theee five possible actions would help you oontrol the skid? A Jam on the foot brakes. B Pull up the hand (emergency) brake. C Turn Herring wheel to the left. D Turn steering wheel to the right. I Keep your foot on the accelerator and continue feeding go*. You see the sign above at tbe crest of a long, winding hill. What's the best thing to do? A Stay in high gear and use your brakes tocontro! speed. B Shift in to second gear or "low" range if your car has an automatic transmission. C Coast down in neutral to save gas. A The driver of an oncoming car neglects to dim, or "dip,9* his headlights. Which three of the possible actions listed below are tbe wisest, safest things for you to do? A Shine your own bright lights into hie eyes to even the score. B Dim your own lights. C Wear dark glasses. P Watch his headlights to avoid possibls collision. I Keep your eyes on the right edge ofthe road and pull your car over to the right as far as possible. 9 Speed up to get by as quickly as possible, O Slowdown, c Which of these two pumps would you stop at to get this service station'ahighest qual ity gasoline? ANSWtBSi 1. (D) is correct--but it's also good to blow the horn. Remember, a rubber bail bouncing into the street is Likely to be followed by a child trying to catch it. (C) and (E). Always turn in the direction of a skid to cootrol it. Never use the brakes, but feed a little gas to get traction. S. (B) is right. Coasting is dangerous. Use second gear to aave brakes. 4. (B), (E) asd (G) are right. Dim your lights, and the other driver probably will. coo. Don't stare at oncoming headlights--you'll be blinded. For safety. keep your eyes on the right edge of the ro&d. pull over to the right and slow down. 4. The pump with the Ethyl emblem on it. Millions of experienced drivers look for the Ethyl emblem wherever they drive. They know that high-quality gasoline in a properly tuned engine makes for a more responsive car and therefore a safer car. That's an other reaaon why they always ask for Ethtl. BRn 73*pei# booklet."Professional Driv ing" is not for beginners, but for people who know how to drive. Written and illustrated by experts. Typical chapter headings: "How to Take a Curve," ''Driving Needn't Be Tiring," "Through Rain or Fog." "Driving Tipe for City Traffic." Offered free to all car owners by ETHYL. Ethyl Corporation Post OAeo Box St. Now York 8, N. Y. Plots* send me without obiigotion s tree copy of "ProfoaiiooAl Driving." - _____ ETC 28587 fe &g t33s &giT TF YOU ever do try to put a full-grown Haliaeetus * leucocephalus into a cage, you'd better be pre pared for the fight of your life. A cage is no place for birds--or men--who have known freedom, the ability to go anywhere, any time, without a single by-your-leave. Americans have enjoyed that freedom of move ment for over three decades. Their wings are their automobiles--automobiles that swiftly bridge the miles, cover in an afternoon's drive what would have been a great journey not so many years ago. It is because Americans are so used to moving freely about that restrictions on automobile travel and gasoline, even when a wartime necessity, prove so irksome. High on the list of the average man's "wants" today is a new car--a better, more pow erful, more comfortable, more beautiful car. But no automobile can be better than the gaso line that runs it. If there are to be better automo biles, there must be better gasoline. Happily, the day of greatly improved gasoline is not far off. Restrictions on gasoline quality have been ended. Oil refiners are continuing to improve motor fuels through developments in refining processes and the use of "Ethyl" antiknock compound. Automobile engineers already are hard at work developing engines designed to utilize gasoline of higher antiknock quality. Thus, "Ethyl" anti knock compound, by helping oil refiners raise gasoline quality, also helps the automotive industry build better automo- 1^55j biles. Ethyl Corporation, N. Y., N. Y. > V -j * IN THE JUNE 1947 The life story of John M. Lovejoy, president of the Seaboard Oil Company of Delaware, New York, N.Y. and chairman of the Public Relations Com mittee of the American Petro leum Institute, is one of a young man who made good in his home town. A native of New York City, he went to Columbia Univer sity's School of Mines and earned his E. M. degree in 1911. Except for two years when he served as first lieu tenant and then captain in World War I, he has been active in the mining and pe troleum industries ever since. He was a mining engineer and geologist for Texas and Stand ard companies for three years, and upon completion of his military service, he joined Amerada Petroleum Company as general manager, where he remained until 1928. Follow ing two years as president of the Petroleum Bond and Share Corporation, he went to Sea board, and has been presi dent since 1930. Mr. Lovejoy was elected a director of the API in 1934 and was named chairman of the board's public relations committee shortly after the 1946 convention. In 1937 Colby College awarded him the honorary degree of Doctor of Science. ANOTHER GREAT AMERICAN INDUSTRY SEEKS SUPPORT FROM JOHN Q. PUBLIC 3 Although still in it* organizational stage, the petroleum indus try's new public relations program already is making progress. Here is a report on some steps that have been taken to increase public understanding of the industry. RIDING OUT THE TELEPHONE STRIKE 8 Gasoline has come to the rescue again. An Ethyl News survey reveals many interesting ways In which private vehicles helped out during the recent nation-wide telephone strike. SHORT SHORT STORY 11 HIS PITCH WAS OIL 12 Everyone knows that Samuel M. Kier was the Erst oil refiner and marketer in the U. S. Not so commonly understood is the foef that he was oil's Erst public relations spokesman, too. WEATHERVANE FOR BUSINESS IS We're going to have weather, whether or not. But a war-born science gives the businessman a new weapon for combating the ill effects of the elements on his trade. In order to widen tho fields of reader Interest In Ethyl Newt, we frequently publish artistes contributed by writers net associated with Ethyl Corporation. Opinions expressed in signed articles are the authors'. The editors of the News welcome articles of timely interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Earls W. Webb, president; Percy L Griffiths, vice president and treasurer; Julian C. Genialei. secretory . w.-i Weff ij reusespw stnrNt Adnitttug'. - the po* ISTSi * don rece vert: the grea busii seerr of a i of pi "y. stead A1 oil ir need progi agem comp accep the v; such tu-elv of th. wome oil ini the pj ETC 28590 ge a era* man i added, ooapt la Paasmftlj ir profluctag cmmtrtaa UK*, 1 BidToetto Mgo> . isper toidthe meeting that _ arttakte . .tlotT___ for tdMaoa: Una 1* an exception to tbo (nil'il apparently enjoying a ikl* prosperity. Tfca Oow- , is making good profit* In ily expanding flelda of protect!** 0*1* I*-. ' *' Apprarfmatair' cunf.baat' rat monopoly, he aid, and _ men there still ar* look- i the United State* a#.i rib. of supply Cpkmenta Urn-" i pietue* \mitm* -*d*tr Mkd^i dttsra Ma; Bfcfir * Ism; TKh*. ITCaD Utafaa 3a- -poratJosp HMalitt* A *4,000.900 . on Wedneedky. yesterday. Accor report on the I 4 logs* Jf Co, Inc.; Federal R ' Sofia, be.; Born* Tork. the V Otl* * CBt; eaewrnel a i'fr Cm, tee from -redur Pomeroy, tap potato t * Ox. be; >$*.C; tall ahd finance : Among ' the ^| Uam ft. loaos and Wtllao- jiao.ooooao, i HJJ00.00. Borrf and dealer* fef carrying United i `wbOgatton* ro > uNiauilferi< _ _ l^ f that an Nontfanket 4m tP k-ixty o, 1,900,000; T>d ,nrt" \ eaonrltlti other t however, fell *31 Loana to bank real estate lain jDd tauik li&T uouMm ! rMketecr^ fftfoefe Tlw 4 fcto rectify tbi lower, and otht I _______ __-_e_e_S_a_d___o_n;(Wymdotte County, Kama, ves- *11.000,000. ntradltoatterdayewarded Jl.BIO,000 of gi BO -lafUmaiMiilp to graBtaraetihe era tmproremeit bonda due In the inveatnbj I ^mfpntatt aaaQCiatloaof pUaUca fe.wek May 1 from 1948 to 19C3ta tags of Treaaur? I ~ - -- (Stem BroOma-i Co^med <U6 000,000: Treaaurs tf itthaw.ism trtniea. \' -'auOO damage i that delay cause of t ^eteaXi J. A. Corgmh. eUaf of the t he said, the tact is, j cite and cbke eectlon.'' ' Tork la handling 40 peri of Interior, raid greater use volume today than tn'thtunHnona coal, lifattng oQa, Oil company messages now beginning to appear are first United Stsj, I public evidence of industry-wide program to come lie or mat ' were *4.000 _____ . , . -to-S-yea- I of tmSdlngj 000,900 greater, * 1 . five year* war, ***"" ---v \ objectives as their own. This im than any other pan of the well- By Christopher C. Vogel portant work is now underrvay. planned program. In a feyv months, a national adver Basis of the entire program, and t:) THE readers of the Ethyl tising campaign yvill start in four evidence upon yvhich the cost and Ne-j:s in the automotive, avia mass-circulation magazines. It yvill effort required were authorized, was tion and farm machinery industries, be published for the industry- as a one of the most comprehensive sur recent changes in oil company ad yvhole, and so signed, providing a veys of public opinion ever made. vertising may seem only a part of national theme and a banner for the Authorized in November 1945 by the trend in all industry to seek parade of opinion-forming activities the board of directors of the Amer greater public understanding for of thousands of individual oil com ican Petroleum Institute at a cost of business. Actually, each of these panies. fifty- thousand dollars, the survey seemingly unrelated themes is a part of a large-scale coordinated program Program Expanding yvas made by Opinion Research Cor poration in the Spring of 1946. All of public relations for the oil indus But feyv in the oil industry con summer a committee of public rela try, which has been developing sider the national advertising as the tions men in the industry studied the steadily for nearly two years. most important pan of the program, findings, and planned, on the basis Already, most executives in the even though to those outside the of the facts revealed, a long term oil industry- are familiar with the industry it will be the part most program to correct the misunder need for and the purposes of the easily recognized. A brief review of standings and fill the opinion program. Over five hundred man only a few of the individual oil vacuums of public ignorance. The agement men in all types of oil company programs now starting in Fred Eldean Organization was re companies and organizations have dicates that the total sums to be tained as public relations counsel for accepted assignments and duties on spent on these will dyvarf the cost this study, and rvhen the recom the various committees necessary to of the national magazine advertising. mended program yvas approved at such a program. During the next More important still, the grass roots the annual meeting of the API in twelve months it is hoped that most meetings yvith industry employees November 1946, was employed to f the million and more men and and in local communities, to. yvhich manage the execution of the pro uomen who earn their living in the tangible costs are not easily assigned, gram under the supervision of a oil industry- will hear the story of are expected to produce greater ef Public Relations Operating Com the program and agree to take its fect in achieving true understanding mittee, consisting of public relations ETC 28591 3 Net Profit *2533 \ fwf fl UNION OIL COMPANY Utlltlai* Typical of the advertising campaigns support ing the ail industry's public relations program is that sponsored by the Socony-Vacuum Oil Co. directors employed in the oil in dustry. Overall policy and the collection and disbursement of funds for the program is in the hands of a Public Relations Committee appointed by the President of the American Pe troleum Institute but including in its membership leaders in the oil indus try from other associations as well as from the directors of API. All segments of the industry, therefore, will contribute to the funds re quired, and participate in the direc tion of the program in the best interest of the industry as a whole. The oil industry consists of more than 34,000 separate companies. Thus, to carry the program to all The Union Oil Co. of California and the Shell Oil Co. are two additional examples of individual oil companies whose advertising is helping to carry out the ob jectives of the industrywide public relations program What is an oil man"? AtSheUit means J1S2 different kinds ofjobs L tl fl a> V u b: si in m P2 /o di Pr v in. ck or lin \~r~r Tnrtfc wufer. aci to ETC 28592 But already, some outpouring of the great reservoir of potential in fluence from individual oil company' advertising and publicity has started. With industry objectives agreed upon and explained in speeches, brochures and memoranda, progres sive men of the oil industry are find ing many avenues into the public mind for industry as well as com pany messages. Of course, many companies have for years, in various ways, been directing their energies toward im proving the oil industry's relations u-ith the public. Now, with the industry's needs in this direction clearly outlined, it is possible to co ordinate the separate efforts in a united endeavor. Some of these public relations activities, which now lend support to the industry's campaign, go back One of the best ways of getting oil's story over to people within the in dustry, it has been recog nized, is through the pub lications of individual companies and trade associ ations. Right, are some of the publications which have been devoting their coiumns to news about the public relations program ETC 28593 The Pure Oil Co., on its H. V. Kaltenborn news program, ho* been spon soring messages on behalf of the oil industry. A number of fhese messages have been brought together into a booklet entitled "Speaking tor Our Industry" a number of years. And they are significant for the different kinds of approach they suggest to the com mon problem. As tools for the job, all sorts of media are being employed. Com panies are using their house organs and dealer publications, preparing slide films and motion pictures, adapting their advertising to fur thering the industry's campaign, incorporating in their radio an nouncements messages supporting the public relations program. As a result of all these things, it can be said, people already are beginning to know the oil industry better -- even though the public relations program is only in its early stages. One of the outstanding jobs is a series of new advertisements spon sored by the Soconv-Vacuum Oil Co. Appearing in trade papers and to some extent in general publica tions, the advertisements demon strate the progressive nature of the oil industry by citing case histories of outstanding developments. Tells Oil's Contributions For instance, under contrasting pictures of a plodding farm-horse and a modem tractor, one of SoconyYacuum's advertisements says, "Dobbin's day's work takes a halfhour now...since Petroleum teamed up with Horsepower!" The copy shows how progress on the farm has been linked with progress in petro leum. Another advertisement, citing the growth of Diesel engines, de clares, "Dr. Diesel's `Baby' Grows Up! Petroleum is proud to be of help!" Socony-Vacuum has adapted its printed advertising to tie in with the objectives of the industry program and is including institutional an nouncements on its Victor BorgeBenny Goodman radio program. Shell Oil Co. advertisements in 42 newspapers east of the Rocky Mountains, in areas where large per centages of Shell employees are located, are designed to emphasize the social aspects of the oil industry, thereby illustrating its progressive character. "What Is an Oil Man?" asks one of the advertisements in the series and then goes on to point out the 1,152 different kinds of jobs in the company, all of which make each and every employee an oil man. "Now Everybody `Strikes Oil!'" says another advertisement, pointing out how the "increasing number of products results in more efficient uses of petroleum." A second campaign is planned for the Fall and Winter months. Shell institutional advertising through the years has emphasized progress and new developments. Another of Shell's interesting activities has been in the motion picture field. Just completed is a new technicolor film entitled "Prospect ing for Petroleum," which traces the colorful history of exploration down to the present time. Using animated figures and the voices of professional screen stars, the film tells how petroleum was formed, how the Drake well was drilled, how the present modern science of prospect ing and drilling for oil has evolved. The movie is the first in a series planned to cover all phases of the oil business. On the Lowell Thomas radio broadcasts for Sun Oil, one typical announcement said, "By the way. do i i t t * r F c a c F t t a d e ST d 1 b n n Tf Pt 9r G at *h Pt gr, co fa inc mi k'TC 28594 I you know there are nearly ten times as many service stations in America as there are post offices? And these service stations are supplied by more than four hundred refiners with about a thousand different brands of gasoline. All of those service stations are in competition for your gasoline dollar. As a result of that competi tion, the price of gasoline in the past twenty-five years has been cut in half and its quality increased im measurably ..." As another part of its industry public relations activities, Sun re cently held a photographic exhibit at the Franklin Institute, Phila delphia, under the title, "Petroleum Promotes Progress." Tickets to the exhibit were furnished to science teachers in the local schools, as well as to company employees and dealers. In conjunction with the exhibit, a member of Sun's research staff delivered a talk to the Phila delphia Association of Science Teachers on how science creates better living. Gulf Oil Corp. also is devoting radio announcements in support of the industry's campaign. One night, not long ago, radio fans throughout OUR COVER The picture of the medicine show men selling "Kier's Petroleum or Rock Oil" in the 1840's is taken from a new technicolor motion picture produced by Shell Oil Co. All of the characters in that film are "puppetoons" -- miniature wooden and plastic figures, two to three inches tall, which have been photographed against landscapes and sets no larger than a kitchen table. The illusion of motion was achieved by taking separate pictures of every step involved in the moving of an arm, leg or head, using a special camera. The entire picture, which runs 23 minutes, contains 33,120 separate "frames," each of which had to be shot at least three times to meet technicolor requirements. The editors of the Ethyl Newt are indebted to the Shell Oil Co. for its kindness in making available the scene reproduced on our cover. An article on Samuel Kier and his traveling medicine show men appears elsewhere in this issue.' the country were listening to the popular "We, the People" program, when Dan Seymour, the announcer, suddenly began talking about the number of oil companies in the in dustry-. "Dan, Dan!" Milo Boulton, the program's master of ceremonies, cut in, "Aren't you forgetting some thing? This is the GULF OIL pro gram. Why mention Gulf's com petitors?" "Well, just to point out," Mr. Seymour replied, "that Gulf has many competitors. You know, some people think that there are just a few oil companies. But actually, there are 34,000 different oil companies. . . . And because there are so many, why, naturally, there's plenty of competition between companies. And, of course, that benefits all of us. . . ." Says a typical Pure Oil Co. an nouncement on its H. V' Kaltenbom program, in part: "The true greatness of the American petrol eum industry- is due more to the great number of its parts than it is to the size of any one of them--and due, most of all, to the freedom for (Continued on Page 20) The popular "We, the People" radio pro gram, sponsored by the Gulf OH Corp., has also lent support to Ihe oil industry's Public relations pro gram. Through broad casts such es this, facts about the oil industry readily reach millions of people ETC 2 8 o 9 ^ the effect f which is quite longlived. Again last year, when a two-day strike tied up Philadelphia's transit facilities, stranded commuters turned to their private cars in droves to get them to work and home again. At one time 50,000 vehicles were jammed into a downtown area which normally accommodates only 5,000. Up in Detroit, when the city's trolley cars were brought to a stand still for a week-long period, the strike brought twice the normal vol ume of automobile traffic into the main thoroughfares of the motor capital. People had to get where they were going, so they drove their cars. Out in San Francisco, a few months later, when the streetcar and bus drivers went out on strike for four days, commuters turned to their cars in such numbers that they were literally forced to drive bumper to bumper. Idle streetcar tracks along Market Street were turned into temporary parking areas to accommodate the unprecedented influx of vehicles. The strike caused the greacest traffic jams in the city's history. In short, whenever there's been a public transportation strike, gaso line has come to the rescue. Then came the nationwide tele phone strike in April of this year. With accurate statistics on gaso line sales necessarily a month behind the fact, many wondered how many motorists would turn to transporta tion as a means of communication, and how many extra millions of gal lons the oil industry, already faced with unprecedented demands for gasoline, would be asked to produce. Fuel Demand Stable Strange as it may seem, the de mand for gasoline did not jump out of proportion, except in small areas, although automobile transportation played an important part in over coming many of the discomforts caused by the phone strike. Suburban housewives, unable to do their shopping by phone, hopped into the family car and drove to the neighborhood stores and to those in town. They also made greater use of their cars to keep in touch with friends and relatives. Local business firms, unable to contact their suppliers or district of fices, used their cars and trucks for their necessary errands. Community butchers and grocers, normally dependent upon telephone orders for a substantial part of their trade, used their delivery trucks to canvass their customers. Numerous individual service sta tion operators reported sales in creases. Many dealers, located in dial phone areas, found that motor ists, whose phones were on strike, would make their necessary phone calls inside their stations while their gas tanks were being filled. One even found that his station had become a rendezvous for a couple unable to make a date by phone. The telephone strike, of course, did not seriously affect most people because the majority of the nation's phones are dial instruments, which work automatically. The American Telephone & Telegraph Co. de clared that 80% of all local calls attempted and 40% of all long dis tance calls requested went through --although in areas that were struck the demand for phone service was relatively light. A score of cities and suburban areas, dependent in whole or in part upon manual phone service, were most seriously hampered by the phone strike. Cities predominantly using man ual phones include Duluth, Boise, Tucson, El Paso, Beaumont, and Camden, N. J. Large suburban areas in the same fix include Staten Is land and Westchester County, both in New York, and Essex, Hudson and Bergen counties, in New Jersey. In addition, ten other large cities and their suburbs must partly rely upon manual phones. They include such metropolitan centers as Balti more, Jacksonville, Milwaukee, San Francisco, St. Louis, and Detroit. To leam the probable effect of the telephone strike on the oil busi ness, the Ethyl News conducted a one-week survey of 25 representa- ETC 28596 o So many ears poured into Son Francisco during a trolley strike there last year that the idle tracks were used as parking areas tive cities. Small businessmen ap parently were most affected bv the strike. Some local merchants, de pendent upon the telephone trade, reported substantial losses of busi ness. But gasoline was of very real help in solving many business and personal difficulties. For example, about one out of every two housewives interviewed normally uses her phone to order things from the butcher, the grocer, the druggist, the department store. During the telephone strike, the ma jority of housewives in affected areas went after things themselves, and most of them by car. Businessmen, too, who normally use their phones extensively, turned to their cars to reach their customers and business associates. About three out of every four said they were relying on their cars instead of their phones. Neighborhood butchers, while lamenting the loss of their telephone orders, nevertheless found that more people were driving to their stores to shop. Druggists, who receive many prescription orders by tele phone, reported the same trend. Grocers who receive up to 50 0 of their orders bv phone, found some of their telephone customers driving in, drove out themselves after the others. Stations Made Friends Service station operators made some interesting observations. Two out of five said that customers they seldom see were now coming in more frequently. As a typical busi nessman said to his neighborhood gasoline dealer, "Since this strike has been on, I've been getting to know you better." Three out of five gasoline dealers felt that motorists were making greater use of their cars because of the telephone strike. But on the other hand, many serv ice stations reported a falling off in lubrication and car washing business and a decline in towing calls. To overcome this, more than one enter prising operator solved this problem neatly. When a customer drove in for gas, the dealer simply made a "reservation" for him to have his car washed or greased. The telephone strike in all likeli hood has had no significant effect upon total gasoline consumption for the second quarter of the year. Es sential calk have gone through. Telegraph and mail service have been used. Other forms of communica tion have been available. Except for those people in manual phone areas, the strike was reported to be nothing more than a nuisance. Yet, throughout the country, a number of interesting things took place. In Detroit, where people were unable to place calls to Windsor, Ontario, across the river, the Detroit-Windsor tunnel police said that more people drove across the border to conduct their business in person. The tunnel police also re ported that a number of Detroiters had telephoned and asked them to relay their calls to doctors and others in Windsor. Detroit itself is almost entirely operated by dial phones, but about ten of its suburbs are dependent upon manual phones. As a result, there was a greater use of automobiles in those areas. In El Paso, where people got all the gasoline they wanted during the war simply by driving across the bridge to Juarez, Mexico, some resi dents did the same thing in the tele phone strike. By driving a few blocks to Juarez, they found they could make local calls to El Paso easily. Long distance calk were not so simple, however. In Jacksonville, another city largely dependent upon manual phones, enterprising merchants ad vertised for business in their local papers by inviting orders by collect telegram, offering to deliver the orders. An increase in automotive traffic was reported in Jacksonville ETC 28597 tli he co* Sp pla phi hir prt he J Th. F A led atafl "J to VI In tieve MVe thinf T> of a I since the telephone strike, but a substantial part of it was due to win ter tourists returning north. In Louisville, radio-equipped cabs drummed up business for one an other by carrying signs on either side reading, "If vou want one, stop me and I'll call you a cab." But in Boise, Idaho, on the other hand, cruising taxis went around with "Empty" signs for the first time in years, all because of the drop in tele phone calls for cabs. In Arizona, a housewife hitch hiked three miles to reach a dial ' phone. Arriving there, she phoned a station to send her some gasoline so she could drive out and bring her husband home from work. Then there's the story of the Wisconsin motorist who was tagged by a highway patrolman for speed ing. Asked, "What's the hurry?" he replied, "Well, you see, officer, it's on account of that phone strike..." It was a novel excuse but--it didn't work. Short Short Story by OH HENRY LEGLER HOTTER THAN A EIRECRACKER THERE IT WAS, right at the top of the list: ELMER HADLEY, Metropolitan District: Sales Completed, 87: New Prospects, 128. I couldn't believe my eyes. Elmer Hadley our No. 1 salesman! Why, everybody knew that Elmer was clinging to his job only by the skin of his teeth. I pressed the button marked DISTRICT MANAGER on our inter-office communication system, and said: "Hello Riley, just checking up the weekly reports. Looks like there's some mistake; Hadley leads the staff with 87 sales." The scratchy voice from the loudspeaker said: "That's no mistake, J.D." "I can't believe it!" "It's true all right. Elmer sure is hopped up." "But his record stinks up to now. I was about to give him the gate." "Don't do it, boss. The kid's hotter than a firecracker. It happened all of a sudden," Riley paused and laughed, "since the day he got that letter." "What letter?" "It was just a gag, boss," said Riley. "One of the boys cooked up a phoney letter about a month ago. Wrote it in Spanish. Mailed it from Mexico City, Vera Cruz or some place like that. Elmer had it translated. It was full of legal phrases. Something about a long-lost uncle. Died and left him a million bucks and a gold mine. The will was being probated. Might be a year before he'd get it. Meanwhile, he was to say nothing about it." I frowned. "A dirty trick, if you ask me." "Maybe so," said Riley, "but look what it's doin' to Elmer. The kid's floatin' on air!" "Yeah, but when he finds out -- what then?" Riley shrugged and didn't answer. Another week went by and Elmer Hadley's name again led the list. Sales Completed, 102 -- a new record for the , ilaff. This time I buzzed for Hadley. "Elmer, will you drop into my office. I'd like to speak K> you.'' "Sure thing, J.D." In all his three plodding years with the firm, Elmer had ' sever quite had the courage to call me-"J.D." It was always, "Yes, sir" or "Certainly, Mr. Danton." Even the "Sure | ^ing" was unlike Elmer. The moment Hadley stepped inside the door, I was aware I of a change. Gone was the Casper Milquetoast manner, the beaten look. Here was self-assurance, the cocky briskness of a Young Man Who's Going Places. Elmer looked me square in the eye and smiled. "Hello, Jim," he said. I gulped. Not even my district managers call me Jim. "Why, hello, Hadley -- or Elmer. I wanted to ask you about --" "Sure, I know," interrupted Elmer, "about my sales the past couple of weeks." "That's right," I said. "Of course I'm delighted and I congratulate you, but frankly. I'm a bit curious." "It's all very simple," said Elmer. "I'm just -- no longer scared." "I don't think I understand," I said. "After all, you're a salesman --" "That's just the point. A salesman's gotta be sure of him self. Not breezy or fresh, but sort of bubbling over with self-confidence. And all my life since I was a kid in grammar school -- I've been scared -- scared of people -- scared to open my mouth -- scared I'H say the wrong thing. Now, well now, I just don't give a hoot." "That's wonderful," I said, "but why the sudden change?" "If you don't mind," said Elmer, and he looked very mysterious, "it's a personal matter. I'm not in a position to say anything about it, just yet. One of these days, perhaps." I guess I should have told Elmer then and there -- but I didn't have the heart. So all I said was, "That's fine with me. Just keep up the good work." During the next three weeks I caught a long-promised vacation in Miami. I had left word I was not to be disturbed unless the factory blew up, so I forgot all about Hadley and the sales staff. Back on the job, I buzzed for Riley. "How're sales going?" I asked. "Not bad, boss, but they're off a little. International's been cuttin' in on us." "How's that firecracker, Hadley?" Riley looked serious. "Elmer is no longer with us," he said. "What happened?" "He resigned a week after you left." "So he found out. Poor kid!" "Poor kid, nothing," said Riley. "He didn't quit over the letter. He was offered a big job by International. District Manager, no less. I tell you, boss, the kid is hotter than a firecracker." ETC 28598 Samuel M. Kier was America's first oil refiner and marketer -- and, not incidentally, he was the first public relations spokesman for oil HIS FITCH WAS OIL Lift, a portrait of Samuel Kier. Below, one of the bottles land covering wrapper) in which he sold crude oil as a medicine. Bottom, the five-barrel still he later used to refine his crude st about a hundred years ago, Ja caravan of gilded and painted horse-drawn wagons, that might have formed part of a wandering circus, fanned out from Pittsburgh to visit towns and villages through out the eastern United States. While all of the wagons carried the same show, none of them jour neyed together. Each had its own territory -- New York, Pennsyl vania, West Virginia, Ohio, Dela ware. And inside, each of the travel ing show men, driving his wagon, had his own way of making a spiel. Pulling up along a typical Main Street, the average wagon would re veal a man who sported a mustache, wore fancy arm bands and suspend ers and a diamond-studded horse shoe pin in his tie, and had on a brightly checked suit he considered quite stylish. Dusting himself off after the trip, the man would set up his show, clamber aboard the back of his wagon, and with one of his buttonshoed feet resting on the tailboard, go into his routine. "My friends," he would tell the gathering townspeople, "I've come here today to tell you about a most wonderful remedy for mankind's ills -- `Kier's Petroleum or Rock Oil.' Found deep in Nature's bosom, 400 feet below the surface, its dis covery has opened up a new era in medicine.. Here, he might pause for effect, and point to a scene painted on the side of his wagon. That scene, taken from the Bible, showed the good Samaritan ministering to a wounded f d w fl< all re: !t> an< suf of hat vig nur velc Put Kie: ered ties toda of fi. Tf varia medic differ were "Kier the hi burgh respor Samue ized o of pet: pint bo his era' 12 ETC 28599 Hebrew. And as the audience's gaze dwelt on the painting, the barker would continue with his smooth flowing line. "Yes, friends, I've come to tell you all about this marvelous petroleum remedy- Through its instrumental ity, the lame have been made to walk and the blind to see. Those who have suffered for years from the torments of rheumatism, gout and neuralgia have been restored to health and vigor. It is efficacious against in numerable disorders and ailments, can be used as a liniment for aches, sprains and bruises, and is a mar velous cure-all for man and beast. Put up and bottled by Samuel M. Kier, of Pittsburgh -- who discov ered its wonderful curative proper ties -- I am offering it to you here today at the ridiculously low price of fifty cents a bottle ..." The foregoing sales talk, with variations, was repeated bv other medicine show barkers traveling different circuits. And while they were all carrying the message of "Kier's Petroleum or Rock Oil" to the hinterlands, back home in Pitts burgh, busily engaged, was the man responsible for it all. That man was Samuel M. Kier -- u'ho first capital ized on the "medicinal" properties of petroleum . . . put it up in half pint bottles... conceived the spiel for his traveling barkers to deliver . . . and even now was feverishly dream ing up new uses for his petroleum product. Today, Kier is remembered as America's first oil refiner. Actually, he was far more than that. At the very least, he was the first public relations spokesman for oil -- exciting men's curiosity about it, acquainting people with its inherent usefulness, opening up new market ing possibilities for it, stimulating the search for oil that u-as to follow. Years later, when his friends and neighbors were reminded that Colonel Drake struck oil in 1859, in variably they would reply "Pshaw! Why, Sam Kier found oil up here in Tarentum long before that." Samuel Kier put the oil business into busi ness. Full Stature Seen Only in comparatively recent years have writers and historians come to pay full tribute to this human dynamo who started the oil industry rolling. Harry Botsford, in his new book, The Valley of Oil, de votes a fascinating chapter to the life and times of America's first oil refiner. Professor Paul Giddens, curator of the Drake Museum, tells of Kier in a forthcoming book, using as his medium a newspaper chron icle devoted to people who knew Kier personally. The editors of the This label, used on bottles of Kier's Petroleum or Roek Oil, was ingeniously designed like a banknote ^ ,.. ... 0 .K.1848j;: jr * .WiwtSCCVsEi ^E; wDr > SALT WATER of ilic ^ - -- .u.Li:r cocs-rv, pexxs'a. ----** FOUR 'SUSS1IZJ FEET 6/`w ike Earth's if psu-.peJ :ip 'aith the Salt IVater. f.Tis into I'-'v Cyst f'jrs \n r.p, -u-h.v a pun;l`rJ airtnicLita, it Jravn '>jf in:5 is b.ttl J i,i in natural state without any preparation * 'or aJon:.tur,?' p.,r particulars, jet a Circular jy.se j%s*. Ethyl News are indebted to these authors for their kind assistance in the preparation of this article. What manner of person was Kier? Says Harry Botsford in The Valley of Oil, "Samuel M. Kier . . . was a tall, robust man with twinkling eyes, a full brown beard and a brain that seethed with ideas. He was possessed of tremendous physical energy, a capacity to dream, plus the ability and the courage to make some of his dreams come true." Kier's boundless energy and eager mind led him into all sorts of busi ness enterprises. At one time, he was associated in a canalboat venture with James Buchanan, who later became the fifteenth President of the United States. Another of his business part ners was Benjamin F. Jones, who subsequently became the first head of Jones & Laughlin Steel Corp. In addition to his career as an oil man, Kier was at various times en gaged in freight forwarding, coal mining, pottery making, and the cooperage trade, besides running a drugstore in Pittsburgh. He also started the Kier Fire Brick Co., with four small plants in western Penn sylvania, which later was merged with the General Refractories Co. Even in petroleum itself, his rest less imagination knew no bounds. Not only did he develop a market for liquid petroleum as a medicine, but he dispatched little boxes of "petroleum butter" to California during the height of the gold rush. (This petroleum jelly was formed by the churning action of a well's machinery upon the liquid crude that oozed up to the surface.) Not only did he manage to distill his "car bon oil" from crude petroleum, but he also invented a practical burner to use the fuel. Not only did he sug gest the idea of drilling a well pur posely for oil (all of Kier's oil pre- tc 2s(>0q 13 viouslv came from salt wells), but he also became an important cus tomer to Colonel Drake. And most of all, he was the first man to make petroleum a product of commercial value, worth in his dav as much as $7 to $8 a barrel at the well. Kier, who was bom in 1813, was in his earlv thirties -- and a success ful businessman at that -- when he first was attracted to oil. It came about through his father, Thomas Kier, who operated several salt wells in the little town of Tarentum, out side of Pittsburgh. Thomas Kier formed part of an important local industrv which fer ried salt to Pittsburgh by canalboat. The industry- was important because it could supply Pittsburgh with salt much more cheaply than the lum bering Conestoga wagons which had formerly brought it all the -way from Philadelphia. The Tarentum salt merchants were prosperous. Their business was stable and assured. Until suddenly, their salt wells started running to oil. The dark greasy stuff was an in terminable nuisance. It came up with the salt water, contaminated the gathering tanks, gummed up the salt-distilling apparatus. Being lighter than water, the oil could be drawn off from the tanks and dumped into the canal. But then it would plague the local canalboat men, who complained that it coated their tow lines and dirtied the sides and decks of their boats. The float ing oil, too, was a serious fire hazard. But the same petroleum that threatened to ruin his father's salt business suddenly gave young Sam uel Kier an idea. From his knowl edge of pharmacy he guessed that the oil might have some medicinal properties -- just like salt, mineral water, and a lot of other things that came from the earth. Conversations with local medical authorities con firmed his hunch. Immediately, he proceeded to gather up the worth less oil, put it up in half-pint bottles, and sell it to the public far and wide. This was in 1846. In a style that would do credit to R T. Bamum, Kier drew up a four-page circular which proclaimed the virtues of "Kier's Petroleum or Rock Oil." He devised a label for his bottle (see cut), which, designed in the form of a J400 greenback, re vealed an amazing talent for sales manship. And being a bom show man, he hired a crew of traveling salesmen to peddle his petroleum remedy, from brightly painted red, gold, green, and blue wagons. The wagons, which probably first hit the trail in 1846 or 1847, were a familiar sight along highways and back roads for a number of years. While people today would re gard his petroleum cure-all with an amused smile, Kier himself sincerelv believed in its curative powers. Ben jamin F. Jones, his business partner of earlier days, testified to Kier's faith in its medicinal qualities. Said he of Kier, "He was of a most gen erous spirit. Indeed, I have some times thought that he did not go into the business of selling oil as a medicine so much on genuine spec ulative objects as he did from a philanthropic standpoint." And on their own, hundreds of Pennsylvania residents swore bv the remedy. In 1892, eighteen years after Kier passed away, John W Staley, a resident of Tarentum, re called, "In those days everybody up here in Tarentum used the Kier oil for medicine, and I'll bet vou will find plenty of persons still living who yet believe in the virtues of petroleum as a medicine. I am never without half a barrel of crude oil now in the house, and it is my standard remedy." Kier's petroleum was on the mar ket only a few years, when he began investigating other possible uses for the crude oil. One of these, he de cided, was as an illuminant. Kier had long known about oil's possibilities in this direction, both good and bad. On the one hand, when the oil-filled canal, where his father's salt wells were located, was once accidentally set on fire, it threatened a cooperage where the Kiers made barrels for their salt. But on the other hand, the local coal miners took to burning the oil in their lamps. The free petroleum saved them the expense of buying oil for their lamps. But, while the untreated oil burned freely, it had two persistent habits. It smoked. And it stank. Wondering what he might do 14 ETC 28601 abc aP Bo< the the K iror som wor Sen Pins beg; in a barn Ki in hi prod origi bly . Com: coup or fi City oucsic his ap seven Lawn Kn< treatrr lowed the o tilled it gre; a seco vente about it, Kier took his problem to a Philadelphia chemist named J. C. Booth, who immediately hit upon the correct solution. Try distilling the oil, he said. Kier lost no time in acquiring an iron kettle, cover, and worm -- and some free advice from a man who worked in a local whiskv distillery. Setting up a makeshift refinery on Pittsburgh's Seventh Avenue, Kier began distilling his crude -- at first in a one-barrel still, later in a fivebarrel affair. Kier was anything but successful in his early experiments. His refined product was little better than the original crude, and gave off a terriblv offensive odor when burned. Complaints from his neighbors, coupled with fears of an explosion or fire, prompted the Pittsburgh City Council to tell Kier to move outside of the city limits. So, loading his apparatus and equipment aboard several w agons, Kier moved out to Lawrenceville. Knowing nothing about the acid treatment of oils, which later fol lowed, Kier was unable to remove the odor entirely from his dis tilled product. But he did improve it greatly by distilling each batch a second time. Meanwhile, he in vented a four-pronged burner which admitted air to the flame and thus intensified the illumination from the fuel. Finally, then, he was able to market not only an im proved household illuminant, but a burner to go along with it. Kier's "carbon oil" was a godsend to pre-Civil War America. Its clear white light provided better illumi nation, by far, than homes and of fices had ever known before. People eagerly bought Kier's carbon oil -- even at Ji.jo a gallon. According to Harry Botsford's chronicle, Kier's gross income from this one source alone was over $40,000 a year. And Kier, in turn, provided a ready mar ket for all the oil the nearby salt wells could produce. All this, it should be remembered, occurred some four years before Drake made his famous oil discovery. Kier was the first American oil refiner. He was, too, the first oil marketer. And to make matters com plete, he is credited with being the first to suggest drilling a well for oil. It came about through his medicine business. Kier had built up an extensive business through his traveling sales men, but it had one failing. While the petroleum itself originally cost him nothing, its selling costs ate up virtually all the profits. Which is Pittsburgh in the !840's. It was here that Kier first why he decided, in 1852, to with draw his traveling salesmen from the road and to concentrate on sell ing the oil through drugstores. In stead of the smooth-talking bark ers, Kier now relied on colorful posters, resembling the labels on his bottles, to advertise his product in drugstore windows. While it cannot be verified, legend has it that Kier inspired drilling for oil. According to this story: One day, George Bissell, who was to play a key role in Drake's discov ery of oil, happened to pass by a Broadway drugstore while in New York City. He was struck by the picture of Kier's salt wells, which showed the derricks used in boring and pumping. If salt could be found by drilling, it suddenly dawned on him, why not petroleum? What fol lowed thereafter is history. While Kier did not participate in the drilling of the Drake well, he did come to know Colonel Drake, and to do business with him. In fact, the first shipment of oil by water from the Drake well was consigned ro Samuel M. Kier, at Pittsburgh. More, he is credited with putting Drake in touch with other outlets for his oil. And, on his own, Kier at various times leased parcels of farm land which later became historic oil properties. In the last hundred years, a vari ety of impressions have been made upon the public mind by each gen eration of oilmen. The discovery of new oil fields, the development of new products, the expansion of mar kets, all have brought the industry into closer contact with the public, have served to create parts of the kaleidoscopic impressions about oil that now exist in the public mind. Today, with the oil industry think ing more about public relations, it is interesting to recall that Samuel Kier was its first spokesman. ETC 28602 15 du rar Weather observatories, like the one atop Mt. Washington, N. H. (above), provide valuable infor mation to climatologists. Studies by these far-seeing weathermen aid growers, shippers, and mer chants in getting perishable pro ducts to housewives when and where they need them (rightI 16 ETC 28603 Thanks to a new science born of the recent war, the unpre dictable antics of the weather may no longer play havoc with industry and agriculture. This new science permits weather observers to look years, not just days, into the future. What this long-range view of the weather can mean to businessmen and farmers in time and money saved is obvious. Take the case of fog, for instance. Because it ties up barges laden with goods and supplies, a 24-hour fog in New York harbor costs business an estimated one million dollars. Advance knowledge of fog can re duce 'this loss substantially. Another manner in which longrange weather observation can aid business is demonstrated in the case of mail order houses. These concerns long have noted that a rush of orders usually follows on the heels of a wet spell in rural cases. Why- It seems that farm families spend more time indoors when it rains and so thumb over catalogues. Now, with the new weather technique, mail order houses mav obtain a highly accurate preview of when and where sus tained rainy sessions will occur. This new science is called Applied Climatology. In simple, everyday terms, Ap plied Climatology is nothing more than long-range weather "analyses," as opposed to short-range weather "forecasts." In distinguishing be tween climatology and meteorol ogy, it must be remembered that the latter deals primarily with a pre diction of the weather that prob ably will be experienced during the ensuing 48 or 72 hours. The meteorologist arrives at these forecasts by charting the effects of an approaching weather front upon a given territory. In contrast, the climatologist esti mates the odds that a specific weather situation or situations will occur during a given period of weeks, months or years, rather than attempting to foretell what weather will prevail on a certain day. Work ing on problems which may extend months or years into the future, he studies the characteristics of a large number of past and present weather situations, and from these situations and their effects upon surface fea tures, charts a general pattern of the climate. This pattern can be deter mined for one to twenty years in advance. The climatologist studies the ef fects of specific weather situations on soil, transportation, communica tions, structures, and power. On the basis of this data, he thus is able to assist engineers in analyzing and an ticipating, while a project is in the planning stage, problems that may arise years later. And that is but one of the hundreds of ways in which the new science is being utilized for the benefit of private enterprise. Weather Bureau Aid So valuable for businessmen does the United States Weather Bureau consider the new' development that it has established a Business and In dustry Department within its Divi sion of Climatological and Hydrologic Services. At the head of the new department is Dr. Woodrow C. Jacobs, who was the Army Air Forces' chief civilian climatologist during World War II. Dr. Jacobs' group offers a per sonalized service for businessmen. The service tells them how the weather does and can affect their particular line of endeavor. It does not attempt to tell them whether to expect a white Christmas or a siz zling Fourth of July. That remains the job of the traditional local "weatherman" -- up to a maximum five days in advance, of course. Beyond that, no one can say what the weather will be like on any stated day. In some instances, business con cerns have gone the Weather Bu reau one better by adding the post of climatologist to their staff. Others are clients of the many private con sulting climatologist firms that are springing up all over the country. Like climatology itself, the new service offered by the Weather Bu reau is universal in scope. No mat ter what part of the world a busi nessman or farmer may be interested in, from the weather standpoint, the Bureau will advise on even- point in which weather is a factor. At present, the services of the new Business and Industry Department are available through the Washing ton office of the Weather Bureau and more than 40 weather stations in the United States, Alaska, Hawaii, and Puerto Rico. Among the chief benefits clima tology bestows upon business is its The supply-arid-demand dilem ma it a constant headache to storekeepers. Climatology can help somewhat to ease the pain 17 ETC 28604 helpfulness in answering the peren nial supplv-and-demand question. In the case of the petroleum industry, for instance, long-range weather analysis may make possible greater accuracy in anticipating the de mand for heating oil and gasoline throughout the year in various sec tions of the country. A New York Citv newspaper survey in this con nection showed that as a result of the mildness of the first six weeks of the past winter many home fuel oil consumers in the nation's largest citv each used between 150 and :oo gallons less than they normally would have bv the end of January. Public utilities, for another, stand to be assisted bv the new technique. With the help of climatology, the demand for power can be reason ably estimated in advance. That means that personnel and equipment can be ready for emergencies and that maintenance work can be planned for periods when power consumption might be expected to be at a low point. The new weather technique had its origin in the war. To reduce the factor of chance as to weather conditions, as far as pos sible, methods were worked out which evaluated all the elements of w-*-T climate for potential battle areas months in advance and from points thousands of miles away. It was nec essary to know the strength and di rection of probable winds, and to know water currents and wave pat terns. Also, specifications had to be drawn for all the materiel of war, ranging from landing craft to gaso line and lubricating oils, and each item specifically adapted to the probable weather conditions that When the Allies in vaded Normandy (above) three years back, long-range weather analyses played a big part in determining the mast advantageous landing date. Left, Congressmen of a nation now at peace can keep up with the weather merely by referring to this large map-chart in the Capitol building would be encountered. With vic tory at stake, climatology supplied the answers to those questions. Top-secret wartime climatology was used further to time incendiary bombing, to estimate conditions in hvdro-electric power supply, to ad vise of situations favorable for en emy attacks, and to fix the day and hour for many of the land, sea, and air operations. In planning the 1944 Normandy landings, the military compiled a staggering list of critical weather conditions and asked the climatolo gists when these would most likely occur simultaneously. Climatolo gists reckoned the most promising period to be between May :9 and 18 ETC 28605 Jui 6. net ha' we c off. the par Jap F mat wh ma< bee nat: l abk its "he and mat [I -4 3 ML The vagaries of weather, such as an unseasoned pleasant spell, can upset the best-laid plans of gasoline and fuel oil marketers June 6. The landings began on June 6. Had the invasion of the Conti nent occurred io davs later it might have misfired, due to the miserable weather that set in. Similar careful studies preceded offensives in the Mediterranean and the Pacific, and had been made pre paratory to the planned invasion of Japan. Rapid improvements were being made in these weather methods when hostilities ceased. During the months since V-Dav the whole machinery of the new science has been realigned to fit the needs of a nation at peace. Use of the new technique has en abled the Weather Bureau to expand ts sen-ice to farmers to cover the "hole period of plowing, planting, and han-esting. .Many farmers, cli matologist Jacobs says, hitherto have accepted as unavoidable losses of as many as two out of five crops through frost alone. Now, longrange analyses tell of expected frosts long in advance, and similarly warn river valley farmers of heavy rains to come, threatening floods. In applying climatology to the operations of the prefabricated housing industry, Dr. Jacobs has suggested that the country be di vided into four or five major con struction regions. Thus, each house might be planned for maximum dur ability and comfort in keeping with the weather conditions of the region where it is built. Through weather analysis, the frequency and severity of storms and the factor of wind can be com puted for any given area. Climatol ogy also permits figuring the pre cipitation and the incidence of con ditions causing floods, the ranges of temperature and humidity, the amount of sunshine, and the various combinations of snow or ice and wind and their effects on soil, vege tation and structure. All these fac tors, weather experts advise, should be taken into consideration before any home is erected. Climatology works two ways. Not only can the weather condi tions of any region be projected for months or years into the future; the past climates of great areas can be reconstructed. This is done through synoptic patterns, based on studies covering years and decades back. These patterns show where the var ious types of weather, from ex treme heat and droughts to bliz zards, occur simultaneously in widely-scattered regions. As a re sult, the climatologist can indicate, for instance, in what area a simul taneous demand for certain types of goods is likely to be felt. Conversely, the synoptic studies tell what regions show character istically different weather. A war time example was the study where by two alternate airfields were lo cated in Iceland. Although each field was out of use 15% to 20% of the time, together they gave 97% con tinuous service. Applied to business, the synoptic techniques can both assure an ade quate flow of products, the supply of which is subject to climatic haz ards, and aid the manufacturer of "weather demand" goods in distrib uting his products to points of great est sales possibilities. Although still in its infancy, cli matology is giving the lie to Mark Twain's classic remark to the effect that while everybody talks about the weather nobody does anything about it. Someone is doing some thing about it. That someone is the climatologist. 19 ETx '860c ANOTHER GREAT AMERICAN INDUSTRY SEEKS SUPPORT FROM JOHN Q. PUBLIC (Continued from Page y) vigorous covtpetition throughout, -which keeps this whole vital indus try so progressive--so young in growth." The company has brought together a series of these messages in a booklet entitled, "Speaking for Our Industry." Among numerous other radio broadcasts, sponsored by various companies, is the "Esso Reporter" news program, heard over 52 sta tions from Maine to Louisiana. An other is the series of sports broad casts sponsored by the Atlantic Refining Co. Standard Oil Co. (Indiana), beginning last month, has been devoting part of its radio time to furtherance of the oil in dustry's public relations program. Some months ago, the Indiana company attracted attention and fa vorable comment with an advertise ment that publicized the company's competitors, so as to bring out the number of companies in the indus try. Last month, an advertisement based on the company's annual re port was scheduled to appear, and was intended to bring out informa tion fitting in with the objectives of the public relations program. At the present time, Standard of Indiana is planning company institutional ad vertising, and reviewing its product advertising, so that its efforts are in harmony with the broad industry campaign. The company also has de voted its internal publication to news about the public relations pro gram. Standard Oil Co. of California has for a number of years been conduct ing institutional advertising that has been instrumental in developing goodwill for both the company and the industry at large. One under taking, in this connection, has been its motion picture service, through which over a million people annuallv have become acquainted with phases of the oil industry. Another vehicle is the Standard Hour, a semiclassical radio program on the Pa cific Coasr, which has been spon sored by the company continuouslv for nearly 20 years. A companion program is the Standard School Broadcast, which has been going for nearly the same length of time, and is presented during school hours for classroom reception. The famous public relations ad vertising by Union Oil Co. of Cali fornia has been going on since 1943. Appearing in daily newspapers in its marketing territory, in university and alumni publications, regional Winning more friends for your Business far left, the new "work book" which being distribu ted by the Public Relations Operating Committee. Left, o sample poster con tained in the booklet ma anc sue the me "A En bro rise bro P con rior ing Pro Sati to b O as t. and rion oil c effo. next mor rion< in sr Be radic I I--frU H rlH )le ft foJ WMHhTrLr 17i r tM H ' 1j '.^-trA? A M A ^ ^ i ETC 2 8 GO7 magazines. Union Oil publications, and sometimes in national magazines such as Life and The Netr Yorker, the series of institutional advertise ments has been stressing the theme, "America's Fifth Freedom is Free Enterprise." The company has brought a number of these adver tisements together in an interesting brochure. Phillips Petroleum Co. is another company which, through institu tional advertising, has been express ing the theme that "Petroleum is Progressive." The campaign in the Saturday Evening Post is expected to be resumed next Fall. Obviously, in a brief review such as this, only a fraction of the new and growing campaigns can be men tioned, and among the thousands of oil companies, only the outstanding efforts are visible to the writer. The next few months may see hundreds more examples such as those men tioned here, although often perhaps in smaller scale. Besides newspaper, magazine and radio advertising, many companies have been devoting their internal publications to messages relating to the public relations program. Among those seen bv the writer are the employee publications of the In dependent Refiners' Sendee Corp., the Sunray Oil Co., SoconvVacuum, Pure Oil, Shell, Sun, Lion Oil Co., Standard Oil Co. of Ohio, Cities Sendee, Texas Co., Gulf Oil Corp., and Standard of Indiana. Retail Dealers Enlisted Retail dealers as well as employ ees are being brought into the pic ture. One of the companies doing this is Soconv-Vacuum. A spokes man for the company, explaining this action, said, "We want our re tail dealers to be proud of our in dustry. These dealers are, we feel, important public relations spokes men." A motion picture being used in the company's automotive deal ers' meetings this Spring has also been adapted to assist the public re lations program. And in addition to reporting de velopments in the public relations program, spokesmen for various companies have written messages for their company publications. Said Colonel T. H. Barton, presi dent of the Lion Oil Co., writing in the Lion Oil Neves, "Those of us who know the industry best--every one who has anything to do with the search for petroleum, with its pro duction, processing, transportation, and sale--have a personal concern with public thought toward this industry. We have reason to be proud of its accomplishments for mankind. We have reason to want it to prosper for our own benefit and that of our country. Let us miss no opportunities to educate our neigh bors and our customers about petroleum." Said R. G. Follis, president of Standard of California, writ ing in the Standard Oiler, "Ours is a friendly company, part of a friendly industry. I'm sure you will agree that we deserve to be better known and understood. The API believes that its program will ac complish this, will start more people At part of its cooperative efforts in support of the oil industry's public relations program, the Sun Oil Co. recently held a photographic exhibit in Philadelphia MAY ISSUE OMITTED The best laid plans of mice and men often go haywire. And so it is sometimes with editors of magazines. Because our own plans ran into certain difficul ties, we have omitted the May issue of Ethyl News. The next issue will be dated July 1947. to understanding more, and there fore doing more friendly thinking, about an industry that has done, and is doing, a splendid production job and that has contributed its full share to our American standard of living. Here is a program of educa tion in which each of us in one way or another has a part, and from which all of us will benefit." Said Sidney A. Swensrud, execu tive vice president of Standard Oil Co. of Ohio, writing in the Sohioan, "If we believe deeply in our estab lished American system, it behooves us more than ever, in this period of fluidity and reformation, to look to its preservation, when in many parts of the world it is endangered by the short-term urgencies of political and economic situations." Said W Alton Jones, president of the Cities Service Co., writing in Service magazine, "We read daily of the 'iron curtain' between nations. An enlightened self-interest will in spire all of us in the industry in which we have chosen to work, to help break through the barriers of indifference and misunderstanding. Such activity7 will have far reaching effects. The world today is passing judgment upon the free enterprise svstem, and if the men and women of Cities Sendee and the oil industry can bring about a better understand ing of their policies and practices, it will be a most important contribu tion to the welfare of the nation." To illustrate still another way in which companies are cooperating in the public relations effort, when At lantic Refining Co. was recently presented with an award honoring its radio sports broadcasts, Robert H. Colley, its president, took the occasion to speak out on behalf of the oil industry. Said he, in an ad dress accepting the award, "We're proud to be oil men--proud to be members of a progressive industryproud of its solid contributions to our system of free competitive en terprise on which the nation's progress depends." As can be seen, then, while the whole public relations program is still in its early stages, a wide variety of messages have already appeared. Because of these efforts, coupled with the work of the Public Rela tions Operating Committee and the various district committees, progress is being made. Employees, dealers, stockholders and the general public are beginning to be better ac quainted with the true nature of the oil industry. To help all companies to partici pate effectively in the program, a new brochure has been prepared by the advertising sub-committee of the Public Relations Operating Com mittee. Entitled "Winning More Friends for Your Business," the booklet, which is being distributed to com panies, contains nine suggested newspaper advertisements which in dividual companies may use, or adapt, for their own purposes. The advertisements suggest different ways in which companies may co operate in the program. The bro chure also contains publicity suggestions to assist companies which are planning individual pro grams to carry forward the public relations effort. Newspaper mats of advertisements, as well as mats and copies of other material, are avail able from the Public Relations Operating Committee in New York. As a further step in getting the oil industry's message over to the gen eral public, the national advertising campaign, which is being prepared by the advertising agency of Sulli van, Stauffer, Colwell and Bayles, will include suggested newspaper advertisements, brochures, posters and much similar material for use bv individual companies in "tving-in" with the theme and form of the national magazine advertisements. While the public relations pro gram has been actively underway only a few months, many companysponsored messages have appeared, all tying in effectively with one or more objectives of the broad in dustrywide campaign. True, they represent only the opening gun in the developing campaign. Yet through just such messages as these --and the more that are to come--the public will have a broader under standing of the oil industry, will have cleared away many of its former misconceptions, and will know the industry for what it is--a progressive industry serving Amer ica. OUR PICTURES: Page 6, photo courtesy National Broadcasting Com pany; Page 7, courtesy Young 8c Rubicam; Page 8 (top) and 19. A. Devaney, Inc.; Page 8 (bottom) and 9, International News Photos; Pages 10 and 18 (left). Acme Newspictures, Inc.; Page 1:, courtesy Drake Well Memorial Park Museum; Page 14 (left) and 15, courtesy New York Public Library; Page 14 (right), courtesy Jones 8c Laughlin Steel Corporation; Page 16, illustration by Ruth Jennings; Page 16 (upper photo). Press Association; Pages 16 (bottom), 17, and 18 (right). Wide World. 22 ETC 23609 ETHYL RESEARCH LABORATORIES AT SAN BERNARDINO, CALIFORNIA Pictured above are Ethyl Corporation's research laboratories in San Bernardino, California. The labora tories are centered in a great natural proving ground, where research on fuels and engines can be con ducted on the road under a wide variety of conditions. Here, roads are to be found which drop as low as 300 feet below sea level and rise to 7,000 feet above. They vary from the billiard table flatness of a dry lake to 12% grades encountered in a 36-mile climb. Tem peratures range from blistering heat as high as 115 degrees F. to winter cold at high mountain altitudes. Besides their continuing road research programs, the San Bernardino laboratories carry on other re search activities in cooperation with Ethyl's central research laboratories in Detroit. One of Ethyl's five Gasoline Testing Laboratories is located here. The building housing the San Bernardino labora tories consists of three wings. The engine- and fuel-testing wing houses com plete fuel inspection facilities equipped with knock testing engines and chemical apparatus. Other laboratories are equipped for exhaust gas analysis, ignition research and instrument calibration. Instru ment storage and shipping rooms are also located in this wing. Another wing contains the garage, fuel-blending equipment, chassis and engine dynamometer and associated equipment, and the machine shop. Under ground gasoline storage tanks are tied into a central fuel-blending system, and eight gasoline pumps in the garage dispense the fuels to the test vehicles. An automatic system also delivers the fuels to the dyna mometers. The office wing of the building provides offices and drafting room for the technical staff as well as rooms for technical flies and photographic processes. if gasoline were sold in crates... you would expect to see labels giving specifications, informa tion about quality, and ingredients pasted right on the crates. However, since you take gasoline home in your own gas tank, there's no way to actually label each gallon you buy. That's why oil companies put "Ethyl" trade-marks on their pumps. The familiar yellow-and-black emblem means that they have improved their best gasoline with "Ethyl" antiknock compound --the famous ingredient made by the Ethyl Corporation to step up power and performance. Ethyl Corporation, New York. look for the ETHYL trade-mark ETc 286h JULY * 1947 i > JULY 1947 ; { John H. Schaefer, vice presij dent of Ethyl Corporation and a member of its board of directors, has transferred his | headquarters from New York ! to Baton Rouge, where he will be in charge of all company operations in that city and | direct the expanded manu. facturing facilities which are 11 described in this issue of ! Ethyl News. Mr. Schaefer, who was | named a vice president in J 1943, has been associated ! with Ethyl Corporation for the last 21 years. A year after joining Ethyl, he was ap pointed manager of the man ufacturing and transportation I facilities of the Corporation, I with which activities he has ' . since been identified. A native of Buffalo, Mr. Schaefer moved to Wilmingi ton, Delaware, as a youngster, j where he attended public and high school. After graduation from the University of Dela ware with a Bachelor of Sci ence degree, he went to Massachusetts Institute of Technology where he received his M.S. degree in Chemical I Engineering. Before joining | Ethyl, he remained with M. I. T. for a short period as a j chemical engineer in the Rei. search laboratory of Applied j Chemistry. Besides his directorship in Ethyl Corporation, Mr. Schae fer is also a member of the executive committee of Ethyl | and is a member of the board of directors of the Ethyl-Dow Chemical Company. He is l also a member of the boards I of directors of the Industrial Research Institute, the lead I Industries Association, and a | director at large of the Chem ical Corps Association. MANUFACTURING CAPACITY FOR ANTIKNOCK TO BE EXPANDED 3 Already the largest plant of its kind in the world, Ethyl manufac turing facilities at Baton Rouge will be further increased as a result of a $20,000,000 construction program now starting. new field terminals to serve REFINERIES 6 Three new field terminals are being built to provide greater flexibility of operations in making deliveries of `'Ethyl" antiknock fluid to the refineries of customer oil companies. DOWNSTAIRS AMERICA 8 Beneath our native soil lie a million miles of caves that go to make up a fascinating world of their own. THE FARMER TAKESWINGS 12 More and more farmers are finding that owning a personal plane can help them in innumerable ways. ITS A BET 16 Election Day isn't the only timewhen people make unusual wagers. Hundreds of people make crazy bets every day. CARS IN REEL LIFE 19 Here's the story of one of the largest and most unusual fleets of its kind -- a fleet of cars used in making movies. It has every thing from a 1900 gasoline buggy to the latest 7947 models, and all units must be kept constantly in top-notch condition. I In order to widen the Helds ef render interest In tthyl News, we frequently publish articles contributed by writers net associated with tthyl Corporation. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles ef timely Interest submitted from outside sources. Published by ETHYl CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer . of "Ethyl" antiknock compound, used by oil com ponies to improve the antiknock quality of aviation and motor gasoline Earls W. Webb, president; Percy L Griffiths, vice president and treasurer; Julian C Goniolei, secretory I l ETC 28613 Anticipating the unprecedented demands for gasoline which have been forecast for coming years, Ethyl Corporation is undertaking a $20,000,000 addition to its Baton Rouge plant toew manufacturing units N be constructed at Baton Rouge will add approximately $20,000,000 to Ethyl's capital investment in that plant and provide a substantial in crease in production capacity. The expansion program is in an ticipation of the increased require ments of Ethyl's oil company cus tomers in supplying the unprece dented public demands for highquality gasoline, which have been forecast by the petroleum industry for the years ahead. Already the largest plant of its 1 \ c l A night view of the ethyl thloride area in Ethyl's Baton Rouge plant. The sodium plant, rear left, is partly visible. Both the sodium and the ethyl thloride opera tions will be enlarged as part of the over all plant expansion i i < f F t x T F t I F u t kind in the world, the new con increasing its production goals and nent is ethylene dibromide, which is struction at Baton Rouge will in clude an addition to the tetraethyl lead facilities, sufficient ethylene di refinery capacity in consonance with the greatly expanded demands for its products which are forecast made from bromine that is extracted from sea water at Freeport, Texas, bv the Ethvl-Dow Chemical Com r d chloride capacity to match peak bv the industry's economists. More pany, and shipped to Baton Rouge production needs, and correspond ing increases in capacity for the pro duction of sodium, chlorine and ethyl chloride. When completed, over, future public demand for pre mium quality gasoline is expected to continue to be far greater than pre war averages. in tank cars. In the sodium operation, salt brine is pumped in from wells 20 miles away, and after the salt is purified, a e o the new facilities will provide em At the present time, of course, it is electrolyticallv decomposed in ployment for an additional 500 to Ethyl's Baton Rouge plant is operat to its elements, sodium and chlorine. n 750 people, it is estimated. These, ing below its maximum. capacity', Ethyl's operations produce a sub added to Ethyl's present payroll of because of the shortage of metallic stantial portion of all the sodium 2.500 at Baton Rouge, will bring lead which has prevailed. This situ made in the United States. total employment there to between ation, however, has shown a distinct Ethyl chloride is commonly made 3,000 and 3,:50. improvement since the termination by treating ethyl alcohol with hy The percentage increase in total of government controls which re drochloric acid, but this process is manufacturing capacity' will be stricted the availability and con rarely used in Baton Rouge today, somewhat greater than is indicated bv the projected increase in em ployment, and substantially larger sumption of lead. In the manufacture of tetraethyl lead, three principal operations are more efficient processes having been developed. The importance of effi ciency in manufacturing this inter A 0 1 than indicated by the number of ad involved. These are the manufac mediate chemical is shown by the 1 ditional units to be built. Because the plant is completely integrated, operations are flexible, and experi ture of sodium, the manufacture of ethyl chloride, and the final reac tion of ethyl chloride with a lead- fact that approximately one pound of ethyl chloride is consumed for each pound of tetraethyl lead pro e b a t ence during the war proved that it is possible to increase production ma terially above the original rated ca sodium alloy to produce tetraethyl lead, which is the active antiknock agent in the finished product. A sec duced. The original development was a process to produce ethyl chloride from refiners' gas, by c e 0 J; '.I pacity of the tetraethyl lead units. ond important ingredient in "Ethyl" cracking and separating the ethylene i The new construction program is antiknock compound is ethylene di fraction, then treating that with h' - in keeping with the over-all objec chloride, which is also produced at drochloric acid. .More recently, a tives of the oil industry, which is the plant. The third major compo further improvement was secured 4 ETC 28615 bv the discovery of a process which uses the waste gases from the first operation and forms ethyl chloride bv a direct reaction with chlorine. Hvdrochloric acid is consumed in large quantities in the ethyl chlo ride process, so the plant makes its own HC1 by combining chlorine from the sodium plant with hydro gen piped over from a nearby refin ery; and bv burning common salt with sulphuric acid. The latter method produces saltcake as a by product and the size of the opera tion is indicated by the fact that Ethyl has become the South's largest producer of this material which is used by the kraft paper industry in that region. The tetraethyl lead installations include an alloy building where metallic lead is combined with so- ' dium to form a lead-sodium alloy. Final steps in the production of "Ethyl" antiknock fluid include the addition of ethylene dichloride, ethylene dibromide, kerosene and oil-soluble dyes. While the expansion program now getting under way is the larg est of its kind in the Company's his tory, Ethyl's Baton Rouge plant has been characterized by continuous growth ever since construction be gan in 1936. In addition to the new units planned, construction has already started on a $2,000,000 program, previously announced, for a new medical and personnel building, and a new development laboratory. The new development laboratory will give Ethyl's technical people additional facilities for research re lated to "Ethyl" antiknock fluid and for studying manufacturing meth ods. These investigations are car ried on in conjunction with the staff of Ethyl's central research labora tories in Detroit. Part of th plant equipment used in the evaporation of salt. After being dried and purified, the salt is then eleetrolytically de composed into so dium and chlorine MM A view of some of the tetraethyl lead buildings, showing the small er lead recovery buildings which adjoin each. The tetraethyl lead capacity will be expanded as part of the new con struction program 28616 iVUir rn? TO SERVE REFINERS The terminal plants to be built in three sections of the country for storage and delivery service will have a capacity of more than 30,000,000 pounds of antiknock fluid Three storage and delivery plants are to be located in the Eastern, Western and Central regions of the U.S. erminal storage and distribu Ttion plants to be conveniently located in three sections of the country will provide each refinerv in the United States with a second source of supply for requirements of "Ethyl" antiknock compound. The terminals are now being built and at least two of them will be in operation by the first of the year. In addition to the three terminals, a new drumming plant, to handle drum shipments of antiknock fluid, is being built at Ethyl's manufactur ing plant in Baton Rouge. Part of the fleet of rail tank cars which is used to transport "Ethyl'' antiknock compound to refiners T expi OOO,' man planscrib Eth\ T1 a coi prox antik supp to be term stora: and i to m; ment Th moor in soi geles ware pecte first < engini and C weste Engin to cor tral re The Baton of IO,' In a minals do not from serving Asp the ne early n be mai section Baton take ca the nor On - ETC 28617 This program, which calls for the expenditure of approximately S3,:50.000. is in addition to the J20,000.000 project for the expansion of manufacturing facilities at Ethyl's plant at Baton Rouge, which is de scribed on Page 3 of this issue of the Ethyl \e~~s. Large Storage Capacity The new field terminals will have a combined storage capacity of ap proximately 30 million pounds of antiknock compound. In addition to supplementing the normal deliveries to be made from Baton Rouge, these terminals will be equipped with storage and weigh tanks, pumps, and receiving and loading facilities to make emergency and other ship ments to customer companies. Thev will be located in Edgemoor. Delaware; near East St. Louis, in southern Illinois; and in Los An geles County. California. The Dela ware and California plants are ex pected to be in operation by the first of the year. The construction engineering firm of James Stewart and Co. is building the eastern and western terminals. Stone & Webster Engineering Corp. has been engaged to construct the terminal in the cen tral region. The new drumming plant at Baton Rouge will have a capacity of 1 0.000 drums a month. In announcing the new field ter minals. it should be explained, they do not involve any radical departure from Ethyl's present method of serving its customers' requirements. As presently contemplated, when the new plan goes into operation early next year, most shipments will be made from Baton Rouge to all sections of the country. Ethyl's Baton Rouge plant is intended to take care of all large shipments, in the normal course of events. On the other hand, the purpose of the field terminals will be to take care of interim shipments and to provide deliveries in less than tank car quantities to refineries within certain limits. Also thev will provide emergency deliveries whenever and wherever they may be needed. Unknown to many people is the fact that a fairly large fleet of rail tank cars is regularly used for the transportation of "Ethyl" antiknock fluid. In all, there are 283 such cars, the small ones carrying 40,000 pounds of antiknock fluid each, the large ones able to transport twice that amount. All of these speciallydesigned cars, with their familiar "EBAX" emblem, are owned and operated by Ethyl Corporation. In addition, there is a fleet of tank trucks which is used for over-theroad deliveries. This modem fleet is a far cry from Ethyl's early days, when ship ments of "Ethyl" antiknock fluid were made in small quart-sized con tainers. One milestone was passed on September ij, 1930, when the first tank car shipment of "Ethyl" anti knock fluid was dispatched. It was consigned to the Skellv Oil Co., at Eldorado, Kansas. Another mile stone was the first tank truck ship ment dispatched to the Richfield Oil Co., at Schenectady, N. Y. on September 27, 1933. The blending plant at Baton Rouge, from which tank car shipments of "Ethyl" antiknock fluid are made h etc 1g ETC 286l9 them are bright lights, paved walks, and safety hand-rails, and such spaces as do not frighten even the worst victims of claustrophobia. Some even have elevators, such as the lifts in Carlsbad Caverns, New Mexico, which bring visitors up from a depth of 2,000 feet. Several American caves contain ballrooms, cafeterias, and kitchens, and provide gaily-illuminated boat rides on un derground lakes or rivers and musi cal concerts on natural pipe organs of stalactites and stalagmites. From the Atlantic to the Pacific and from Niagara Falls to the Rio Grande, the United States is pep pered with caverns containing the astonishing total of a million miles or more of subterranean passages. Thousands of these caves have beau ties not to be found anywhere on the surface of the earth, beauty which although buried in the earth often is described as "unearthly" and "heavenly." Caves differ in accordance with the kind of rock to be found in a given area. "True" caves are formed only in some of the varying grades of lime stone, which range from very soft to very hard, and which are roughly divided into pure limestone, gyp sum, and marble. The limestone has hundreds of other'geological names, but all of it was formed out of the marine life in the pre-historic sea that once covered most of the earth. "Accidental" caves are formed by the tumbling of great fragments of rocks into piles, either from frostand-thaw processes, earth tremors, or the boring action of running water. Most of these caverns are found in granite, gneiss, or other hard-grained rock that is insoluble. Of these two types of caves, growing formations are to be no ticed only in the limestone caverns. There, water seeping down carries with it dissolved specks of calcium. These specks are slowly deposited so that a hanging spear, or pipe-stem formation, grows into a stalactite. The drops that do not cling to this, but fall to the floor, build up a stal agmite. It is estimated that such for mations normally grow at the rate of but one cubic inch in 200 years. Comparatively few Americans ever have seen more than the mouth of a cave, and most of these people have visited only commercial caves. In contrast, a friend of mine, who with good reason calls himself "The Cave Man," has traveled an esti mated 6,000 miles underground and over 30,000 miles on the surface in his automobile to get to spelunca country, which is everywhere in the United States. This friend, Russell T-. Neville, a lawyer of Kewanee, Illinois, first began visiting caverns in 1920 in order to experiment with taking photographs in dark places. He has taken thousands of them, both stills and movies, since he first lit up Mammoth Cave, Kentucky, with magnesium flares. Out of some 600 members of the National Speleological Society, a novel organization devoted to cave hunting, exploring, measuring, and collecting, I know of none who has been seriously injured underground. And there are on record less than 20 cases of fatal injuries in caves in Any way you look ot it, it's a tight squeeze/ With tho aid of the inevitable pick-hammer, the mineral-minded spelunker below eases hit way through a narrow crevice. The daring "caveman," below left, guides hit t rubber boat under a "low bridge" in a New York cave ETC 28620 this country. One reason for this leave bottom, and then paddle about are hundreds of kinds of formations safety record is that when one goes upright without getting wet. other than the well-known stalac T "spelunking" he does not go alone What people should look for in tites and stalagmites in caves. The and he usually has the sendees of an caves depends upon their special in general name for all formations is experienced cave-crawler as a guide. terests. travertine. Actually, travertine is The National Speleological So A biologist seeks animal life, such "flowing stone," the water-dissolved ciety makes up official cave parties as bats, cave snails, blind salaman limestone solidified again in strange through its "grottoes," as local chap ders, blind fish, blind grasshoppers and beautiful shapes and often im ters are called. Spelunkers go (with feelers longer than their bod pregnated with varied colors from equipped with ropes, and sometimes ies), transparent worms, and lower the presence of mineral salts or vege w ith rope or wire ladders and a forms of life such as isopods. On the table matter in the cavern. 1 windlass and bosun's chair. The lat other hand, a botanist or naturalist The National Speleological So ter device comes in handy for wind looks for the strange flora that grows ciety is making a systematic survey ing up and down in some perpen in the darkness, or which is devel of American caves for scientific dicular shaft of a deep cavern. oped from long-dormant seeds when purposes, for fun -- and as an aid to Often, too, field telephones or light is admitted. a very serious survey that is under walkie-talkie sets are taken along so The novice and the average spe- way by the U. S. Corps of Engi that repons can be transmitted from "down below" to the surface and rapid notes taken bv a stenographer on what the explorers are finding. A list of recommended minimum equipment for spelunking in un lunker, if not too scientific-minded, will try to look everywhere at once -- for formations and for new open ings that might lead to new myster ies and exciting discoveries. There neers. The latter group is seeking suitable underground sites for mili tary installations and civilian shel ters in the event of atomic war. Spelunking is of immense value t u v s. c. lighted and undeveloped caverns would read something like this: Rough, warm clothing; waterproof footgear; "tin hats" equipped with carbide lamps, such as miners wear; extra flashlights, bulbs, and cells; knapsacks with extra carbide, water, candles, and matches. If photographs are to be taken, a shockproof camera carrier that also will accommodate flash bulbs and other equipment is a necessary item. Most experienced spelunkers prefer a suit of coveralls to go over the other clothing, and hob-nailed shoes or rubber-bot tomed shoepacs for sure footing. With this equipment, and by keeping a party together and indulg ing in no horseplay or stunts, there is very little danger in a cavern. Even the navigation of underground waters has been made safe through use of inflatable rubber boats de veloped bv the Navy. Some use also is made of the Navy's all-rubber submersible suits, with life-jackets beneath. So attired, a person can walk out in the water until his feet 10 to scientists, geologists, mineralo gists, zoologists, biologists, anthro pologists, and a long list of other "ologists." Evidence of the value at tached to this journeying under ground is the fact that many of the Speleological Society members are noted scientists, attached to the Smithsonian Institution, universities, museums, and state geological de partments. Another important and interesting result of the study of caves is the discovery of human interest stories, folklore, legend, mvth, and real his tory. For instance, it has been learned that George Washington was a spelunker. He carved his name on the walls of a cave in Virginia where saltpetre was being processed from cave earth to make gunpowder for his armies, and there is a local legend to the effect that he once took a nap in a cave near his headquarters at Newburgh, New York. Since Washington's time, caves have been raided far and wide for saltpetre, especially by the Confed erates during the War Between the States. The South maintained a spe cial munitions committee to direct the hunt for cave earth, and then organize workings and start muni tions factories. A monument remin iscent of one of the greatest of these is a tall brick chimney in Atlanta, Georgia, which still stands on the site where a gunpowder factory once operated. "Niteries," caves with saltpetre base in them, were scattered all about the Allegheny range, and the remains of ancient wooden pipes, troughs, and tubs are still to be seen in Mammoth and other caves. A cave that may possess an inex haustible supply of a valuable min eral salt -- detested as it is by chil dren -- is the Great Salts Cave. It is included in Mammoth Cave Na Gaided fours are available at all major covet. Here, a group of visitort inspects Booth's Amphitheater in Mammoth Cave Park tional Park, but has been closed bv the National Park Service until it can be developed for public use. Before it was shut down, my The reason is that the flying mam mals have "echolocation," which is sometimes called "natural radar." In flying, the scientists found, bats friend, Mr. Neville, and his party walked an estimated 30 to 35 miles in Great Salts and never reached the utter constant supersonic cries which bounce back into their mir aculously sensitive ears as echoes inner end of the cave. The party from anything they approach. The was in the cave over 54 hours, eat discovery of the bat's "echoloca ing and sleeping in its dry interior. tion" abilities now is being applied Neville believes that Great Salts as an aid to blind humans, especially may be larger than Mammoth or those who lost their sight in the re Carlsbad. Ouc of crevices in its gyp- cent war. sum walls ooze pure epsom salts. Spelunking is both a pleasurable Several species of blind fish have hobby and a valuable scientific been found in American cave waters. They are tiny, white fish having only the markings where eyes had been in the heads of their remote ancestors who lived in outer waters but somehow became trapped in the cave lakes and streams and gradu ally lost their sight. An experiment is now in progress, under the direc study. If you wish to be "off to the speluncas," the first step is to get in touch with the National Park Serv ice, your state Conservation Depart ment, or the National Speleological Society in Washington. Any of those groups will advise you of the caves that are most convenient and desirable to explore. For visiting commercial or Park tion of the U. S. Fish and Wild life Service, to see if these blind fish can be bred back to sight. Only recently, the study of bats led scientists to the discovery of a great secret. They learned how bats manage to fly about in total dark Service caverns, you need no special equipment or clothing. The tem perature in these caves is in the up per 50's at all times, and the air, usually humid, is always pure. You'll find sheer beauty, and per haps new mysteries and thrills, in ness without crashing into things. Underground: USA. etc 2 8 6'22 11 ft By H. A. Graham How're ya gonna keep 'em down on the farm -- after they've been up in a plane? The answer to that poser, thinks the National Flying Farmers Asso ciation, is don't try. Instead, it says, more rural folks should be encour aged to fly because the airplane is rapidly becoming a new addition to mechanized farming in America. The National Flying Farmers Association is the sole nationwide organization of aviation-minded far mers and ranchers. Only 18 months old, it boasts some 2,700 members in 27 state chapters, stretching from New Jersey to California. An esti mated 50% of the members already fly their own craft, while the.re mainder either have planes on order or hope to acquire one in the next few years. The only requirements The airplane is an essential piece of farm machinery for the 2,700 rural pilots who make up the Flying Farmers Association for membership in the National Fly ing Farmers are that the applicant hold a private pilot's license, and that he -- or she -- be interested in flying his plane for the furtherance of agriculture. Fanning from the sky, of course, is not entirely new. The practice of spraying and dusting insecticides over cotton crops from planes is one of long standing in the South and Southwest. Likewise, the aerial seed- 12 t c ing of fields and the sowing of ero their planes under nothing more Forrest Watson, now president of sion-resisting grasses is common than a bower of branches, although the National Flying Farmers, spent place. But those are specialized others have built inexpensive, serv a good part of 1945 flying some chores. iceable hangars on their land. One 12,000 miles to form state chapters Todav, the light airplane has as such home-made airplane garage, on throughout the Midwest and the sumed new importance as a possible the H. H. Forney property in west Southwest. Incorporation of the na all-around utilitarian piece of farm ern Nebraska, consists merely of tional association followed in Janu equipment. Although its use this walls of baled straw, coated with ary, 1946. Three new chapters are wav is still in the experimental stage, cement, and metal roofing. Occa expected to join the organization the small aircraft possesses virtually sionally, oversized outbuildings dou this summer, increasing membership unlimited farm work potentialities. ble as hangars. to 30 states. At present, Kansas, As a choreboy about the farm and As for takeoff and landing facili Ohio, Colorado, and Washington i ranch, it already is used for such ties, all the farmer needs to get his rank in that order as the states with diversified assignments as frequent plane off the ground or to set it the most members. inspection trips to check on soil ero down is a runway on an alfalfa field The first farmers to sprout wings sion, and wind, storm, and insect or any native pasture. The landing usually had a specific reason for damage; locating strayed animals; strip need not be paved so long as taking up flying. In the case of Ger transporting calves and other live it is reasonably smooth and straight. hard Scheer, of Woodlake, Ne stock from one area to another; chas The airborne farmer movement braska, it was because he wanted to ing jack-rabbits and other crop de got its start back in August, 1944, stop thieves from stealing his cattle. stroyers; surveying water supplies when 12 members of the Oklahoma Rustlers were causing him plenty of and broken fences; and running er State Flying Farmers Association trouble. In one year, Scheer lost 126 rands of mercy. flew into Stillwater to talk over cows and 70 calves. Despite every In addition, of course, farmer- plans for an organization on a na safeguard, losses continued. pilots use their planes for hauling tional scale. They laid their proposal Then, in 1939, Scheer bought an and transportation purposes. before the Oklahoma Agricultural & airplane and started flying. The plan New Jersey's State Secretary' of Agriculture, W. H. Allen, sums it up in these words: "There is greater Mechanical College there, and won the institution's sup Flying Farwr planet on the Oklahoma A. t M. College campus during last sum mer's national convention at Stillwater use for a plane on the farm than in port. The college any business, with the exception of now serves as head transportation." quarters of the na Unlike their city brothers, far tional association, mers are not faced with the expense and was the site of of maintaining their planes at an air its first convention port hangar. Many farmers shelter last summer. ETC 28624 The spraying of insecticides from Iho air, tush as the helicopter in the photo below it doing, it a highly-developed art. Biplanet uted for thit purpose are equipped with a battery of spray nozxlet (left), totaled beneath the lower wing. A spray tank, tontaining a wind-driven propeller, is mounted in the front totkpit. The "prop" drives a centrifugal pump, which delivers the spray to the nozxlet proved effective. From that time forward not a single cow or calf has been stolen from his lands. Cat tle thieves are afraid they can be spotted too readily from the air. That, at least, is the conclusion drawn on the Scheer place. The enthusiasm for aviation shown by another Flying Fanner, Bob Thorne, has spread far bevond the limits of his home community of Moneta. Iowa. .More than 60 persons have learned to fly from the airstrip on his : 14-acre farm, and neighbors point out that some 30 airstrips have sprung up nearby since Thorne built the one on his property several years ago. One airplane replaces 10 men on saddle .horses when it comes to driv ing goats from the Cedar Hills coun try of southwest Texas. Rancher "Doc" Gill finds that two men on horseback, with the aid of a plane, can chase as many goats out of the region -- and in less time -- as can 12 riders alone. For John Reynolds, of Imperial, Nebraska, 20 minutes in a plane is equivalent to 14 hours in the saddle for checking fences, windmills, and land conditions. On many farms, flying is a family proposition and not just a one-man show. This is the case, for instance; with Charles L. Heller, of Ideal, South Dakota, and his daughter and four sons. All are pilots. Heller ex pects "this flying business will be an added inducement for our chil dren to stay and take over the farm." Flying Farmers range from boys and girls in their teens to men and women past retirement age. At last year's national convention, the dele gates included a rugged 75-year-old Texan. To acquaint Flying Farmers with the latest aviation developments, ed ucational "clinics" are conducted frequently at various universities and other assemblage points. The first ofvhese was held early this year at Purdue University- in Indiana. Among other things, that clinic ap proved a resolution condemning plane "buzzing," and another urging Flying Farmers not to use their air craft for hunting fox. Killing coyotes from the air, how ever, is a different matter. Oklahoma Flying Fanners, in co operation with the Civil Air Patrol, conducted a three-day coyote hunt in the short-grass region of that state and bagged 280 of the destructive animals. Pilots who hunt coyotes are especially skilled in the operation of aircraft, and must hold special per mits to fly low enough to shoot the 14 i T'C 28625 animals. A few Flving Farmers have shot more than 1,000 covotes. Recent surveys reveal that as the farmer turns to aviation to help him in his daily pursuits, a great need exists for an extensive air-marking program and for hundreds of addi tional small airports, including one in every county seat. Testifying before a Senate sub committee considering a bill to es tablish a National Air Policy Board, President V atson of the National Flying Farmers said: "Rural Amer ica is air-minded. Farm fliers want airports -- not the expensive ones, but the smaller economical type that are suitable for use by the light air craft. We are now entering a new age. and it is definitely the air age, practical and not romantic, but we will have to plan and we will have to work. Airports, aircraft, services, and regulations must be the answer." The little southern Kansas town of Argonia is cited by many as an example of what can and should be done to accommodate the everincreasing number of farmer-pilots who want to set their planes down near communities during cross country hops. In Argonia, a street leading from the airport to the downtown busi ness section has been designated as an aircraft taxi strip. Planes roll along the strip directly to a parking area set aside exclusively for air craft. Flying Farmers, like other private pilots, consider unified air-marking a "must" if the danger of becoming lost on cross-country flights is to be eliminated. Very often the far mer-pilot flies off established air lanes. He can learn his location quickly if the name of a community over which he might pass is painted in large letters in some conspicuous place, such as on a building roof or across an empty lot. Michigan Flving Farmers are among the leaders in this endeavor. In cooperation with the State Aero nautical Commission, the Michigan chapter has air-marked some 170 of the state's communities to date. The commission furnishes the paint, and the farmers and local residents sup ply the elbow grease. Rural aviation enthusiasts have their own ideas about the design of the planes they want to fly, and have let the light aircraft manufacturers know of their needs and wishes. Farmers say they want a roomy, sturdy plane -- one that sacrifices speed for utility, if need be. The demand is for aircraft with engines of from 6j to 125 horsepower and capable of cruising speeds of from 85 to 125 mph. Price is an important factor, too. Most rural fliers have set a maximum $3,500 cost tag on their plane of the future. Further, the farmers have sug gested that all newer planes be equipped with balloon tires (for landing on soft ground), self-start ers, larger luggage compartments, removable seats, softer seat cushions, and rattleless windows. Two other changes Flying Far mers would like to see are the use of far fewer than the present 75 rivets and screws in windshields, which must be changed often, and cowlings designed so that the oil can be changed and the sediment bowl drained without having to remove the entire front section of the plane. Spurred by the National Flying Farmers Association, the movement to take the farmer off his land for spells and put him in the clouds above it is a fast-growing one. Ob viously, not all farmers want or need airplanes to assist them with their work chores. But those who do are finding the "flying machine" an in valuable hired hand. Farm Hying it nof always a one-man show. In several families, like this one, each member is a licensed pilot 15 ETC 28626 Anything can happen -- and usually does -- when the losers pay off on the hundreds of crazy bets that people make every day As John W Gates peered through men of this tvpe today is newspaper . the window of the Chicago- columnist E. V Durling, whose Pittsburgh express, the night was"stogie" wagers are known to read raw and wet. Gates was bored; the ers the country over. train would be hours in reaching Through his column, Durling Pittsburgh. Then suddenly he publicly proclaims his willingness thought of an idea that would help to bet a cigar with any reader on pass the time. almost any subject, from naming the "Tell you what," he turned to a star who rendered a certain song in traveling companion. "You pick out a 1923 musical comedy to the record a raindrop on the window and so number of years a person has drawn will I, and I'll bet you one thousand a pension. The much-traveled Dur- dollars that my raindrop rolls the ling's batting average is extremely length of the pane faster than high, and he wins far more stogies yours." than he pays out. The friend agreed. But the pas time did not end with merely one This Bel A Mouthful race of the raindrops; it continued Americans daily place hundreds through the evening hours. When of unique bets, the outcome of the train arrived in Pittsburgh at which often is reported in the pub midnight, "Bet A Million" Gates lic press. Typical of these out-of- was Sa2,000 richer. the-ordinary wagers was the one The fabulous "Bet A Million" has between a Cleveland university stu passed from the scene, but his readi dent and another young man, only ness to wager on the unusual is a a few months ago. trait shared by millions of present- The student wagered $10 that he day Americans. Although this gen could chew 100 sticks of gum at eration boasts no public figure as' one time. As it turned out, he got famed for the scope and value of stuck -- not with the gum, but with bets as Gates, people generally are the bet. The student gave up after willing to put up a stake on anything squeezing 84 sticks into his mouth, from tomorrow's weather to the and was probably most happy to amount of food that can be eaten part with his f 10 under the circum at one sitting. stances. One of the most noted betting Another typical bet was that agreed to last year by Jack Demp sey, the former heavyweight boxing champion, and' John Dailev, a resi dent of Waynesburg, Pennsylvania. The stake was Jjo, and the money was to be donated to the commun ity's new municipal swimming pool, regardless of who won. Dailey wagered that it would rain in Waynesburg on July 29, just as it had on that date for all but four of the previous 70 years. But the weatherman crossed him up. Al though it rained to the west and to the south of the town, nary a drop fell in Waynesburg. Perhaps more than any other event, elections produce the great est number of zany wagers. A winning bettor being pushed around town in a wheelbarrow by an oddly-garbed loser is a familiar sight on the day after an election. So, too, is the "wrong-candidate man" powering a peanut up a hill with only a toothpick. However, through the years, more exacting and embarrassing -- bets have been negotiated on the outcomes of con tests for public office. Take, for instance, the case of the Rochester, New York, businessman who had to spend two working days in his office dressed in a clow n suit. Or the Philadelphia broker who was honor-bound to live the life of a tramp for 48 hours. Another classic example is the Arnold, Penn- 16 ETC 28627 syh him frea attei B< the and A once a 30river othe feath Penn his 3 inles He c ally, Of prob; grues come betwt Willi, of thi Tw tingo that t bury t loser's the eh sylvania, man who had to exhibit himself for a week as a "museum freak" while the bet winner called attention to his "peculiarities." Bet payoffs, although usually in the spirit of fun, can be hazardous and physically distressing. A Bridgeton, New Jersey, loser once had to hop on one foot across a 30-foot-high trestle bridge over a river near his home. A man in an other community had to blow a feather one mile; and a Loganstown, Pennsylvania, fat man had to walk his 315 pounds over a 16-mile route in less than four hours or forfeit $24. He covered the distance, incidentallv, with four minutes to spare. Of all the election bets on record, probablv the most grotesque and gruesome one was made on the out come of the Presidential contest between William McKinley and William Jennings Brvan at the turn of the century. Two Philadelphia men, each bet ting on a different candidate, agreed that the winner of the bet should burv the losing bettor alive -- at the loser's expense. Accordingly, when the election results became known, the Bryan backer was placed in a casket and the lid sealed. The "fu neral" party proceeded to a ceme tery, where the coffin was lowered into a grave. Fortunately for the "de ceased," the grave was not filled in, and he was able, through his own brute strength, to punch and kick the lid off the casket. Having thus returned from the grave, the "dead man" searched out his "mourners" and topped off the macabre affair by treating them to dinner. People make unusual bets for any of a number of reasons, but mostly because it is "human nature" to do so. Wagers also are placed for the sport of it, or to back up a statement in a friendly argument. And, of course, bets are made purely for the purpose of financial gain. There was a time during recent years when some wagerers in the latter category were cleaning up on a couple of sports bets -- because of the manner in which the bets were worded. The first of the "sure things" was that the bettor could tell the score of a certain baseball game before it started. The gullible second party usually figured this 0o was a safe enough bet. But he soon learned differently when the first bettor announced that the score of any baseball contest before it gets under way is zero to zero. The second such come-on worked this way. Along about December, just after the regular football season ended, a bettor would wager that he could name "the winner of this year's Rose Bowl game, and the score." The forward-looking party of the second pan again, in this case, allowed that this was a wager with the odds all in his favor -- since the Rose Bowl contest was not to be played until New Year's Day. That's where the catch came in. The bettor had specified "this year's" game --' which had been played some n months before on the previous New Year's Day. Call these two bets corny or silly, but large sums of money changed hands on them, and all because of the way the wager was worded. To the betting man, nothing is too unusual not to warrant a wager. A few months ago, British engineers were preparing to blast a 200-foot bell tower overlooking the Olympic stadium in Berlin. The major who planted the demolition charge bet a fellow-officer that he could fell the structure within a 100-yard semi circle. He agreed to buy his friend a double cognac for each large stone that went bevond the chalked line. Seven hundred and fifty pounds of guncotton sent (a) the tower crum bling and (b) the major off to the nearest bar to treat the fellowofficer to a double drink. One stone had rolled outside the semicircle. Over on this side of the Atlantic there is a businessman who keeps his secretary busy settling his many bets, most of them relating to the theater. Recently, the secretary had to determine how many seats there are 17 ETC 28628 in everv public auditorium in New York City. One of the latest projects for her boss was to list the relation ship of even- character in a current Broadwav plav tp the characters of a production that was staged 10 years ago. The plays concern mem bers of the same stage family, and that brought on a bet. Members of the unique betting fraternity will go to any extreme to prove their point -- and collect the stake. Witness the doings of an English novelist of the last century. Walking past a certain London house, he wagered a friend five pounds that he could make that ad dress the most notorious in the Brit ish capital. Aided by friends, the Englishman wrote i,ooo letters to persons in all walks of life, suggesting that they go secretly to the address at suchand-such a time one November day. Letters of inyitation went out to the Lord Mayor, the Governor of the Bank of England, and others of vary ing importance. It was hinted that each would find it worth his while to be at the designated house at the appointed time. Who received the other letters was obvious when, starting early in the morning of the November day, the following showed up at the ad dress at regular intervals: A party of chimney sweeps, coal wagons, wood-and-ice carts, loaded furniture vans, fish peddlers, butchers, gro cers, hairdressers, harp players, un dertakers, six surgeons, several cur ates, two bishops, and a dozen lawyers. The resultant confusion was so great that the Lord Mayor's chariot was overturned, and the Duke of York and the Governor of the Bank were pushed about. Chaos reigned, but the novelist won his bet. The address was the most talked-about in London that week. A bet involving less elaborate trappings but higher stakes came to light during the recent baseball Spring training campaign. A father asked $60,000 from a major league team as a bonus to his baseball-playing son for signing the latter to a contract. When the club owner refused, the father proposed a bet of that amount, double or nothing, that his offspring would make the grade as a big league player. If the son failed, the team had to pay nothing. But if he made good, his bonus for signing was to be $uo,ooo. The baseball club owner accepted the offer, but the arrangement was vetoed by the team manager on the ground that the player was a cinch to win a place on the team. Everv day, the average American unthinkingly offers to wager on the unusual. Without second thought, we "betcha a dollar to a doughnut'' or we "stake mv right arm" on something we think will or will not come to pass. Such wagers -- like the bet of a box of chocolates by a Swiss boating fan last Summer that he could cross the Atlantic in a sailboat -- can be fun. But they also can be costly, harrowing, and embarrassing. Chronic bettors, the copybooks tell us, don't stand a chance. They al ways wind up losing their shirt. Wanna bet? in a3 s v life so[ has 1 let tha the wil I her wee nex are I bad eaci or . hov A ger defi witl "Ta bett loth scen be s A ETC 28629 CARS IN REEL LIFE No matter what type of motor vehicle a movie plot may call for -- from an ancient fire truck to a new sedan -- chances are the Hollywood studio has it readily available among its large and varied fleet he movies, as anv cinema addict Twill tell vou, have to be true to life. The plot of a film mav cover all sorts of situations, but each scene has to be convincing and real. In a modern, sophisticated storv, let the smart heroine wear a dress that's only slightly out of style, and the women in the moyie audience will titter. In an adventure film, let the blond hero emerge from a lake -- dripping wet one moment, perfectly dry the next -- and discerning movie-goers are bound to spot the quick change. In a western, no more than one bad man had better fall dead, for each bullet that the hero has fired, or a disbelieving audience will ask, how come? And in a medieval cloak-and-dag ger opus, the leading man may be defending his life with a sword -- with a thrust, parry, riposte, and a "Take that, you cur" -- but he had better be sure he didn't wear his 20th century wrist watch when that scene was taken, or the audience will be sure to howl. Accuracy among people and In strange contrast with the new cars above are these motion picture vehicles of earlier days. Standing by is Arthur H. Klein, transportation di rector of the Warner Brothers studio f Movie studio Beets must include several of the latest models for use in modern, sophisticated screen stories places on the screen is taken for granted. But strange as it seems, nowhere is authenticity more de manding than in the automobiles used in movies. To provide the proper atmosphere for any picture, the film companies must keep on hand cars of every make and vintage, stunt cars, crash cars and total wrecks, and specially-designed mod els to fit particular needs. Not only must they have a car when needed, but it must be in per fect running condition. A simple flat tire, when an expensive movie is be ing made, may set the company back as much as $5,000 an hour. And when, as has happened, they don't have a particular model in stock, they go ahead and build it. Take the time when the Warner Brothers' studios needed an exact duplicate of Adolf Hitler's personal car. To accomplish that, the studios' transportation department took a 193: Lincoln, put Mercedes discs on the wheels, covered the front end with a Mercedes radiator shell, and added extra lights and trimmings. The result was a car which Hitler's own chauffeur would have sworn had been swiped from his. boss. That one was easy. Not so easy was the time, early in the war, when two jeeps were needed in a movie -- and all the jeeps then being made were going to the Army. The film company built each jeep out of parts from a Ford and a Plymouth. A car of the future? Rivaling the technique of fhe "air-brush school of automotive design," the film company made a sleek streamlined job out of plywood, aluminum and masonite. Being a major film company, Warner Brothers owns one of the largest and most interesting fleets of cars, trucks and buses used in movies. At the latest count, it had on hand 551 vehicles estimated to be worth over a million dollars. Arthur H. Klein, who has been with Warner Brothers since 1930, is its Director of Transportation and in charge of servicing and supplying these vehicles, as needed. For Warner Brothers' picture re quirements, Mr. Klein can furnish an authentic vehicle for any decade in the last jo years. Besides having most of the Buick, Cadillac, Chevro let, Ford and Dodge models that were produced, he has some num bers that are really museum pieces. There are, for example, a 1900 Stevens Duryea touring car, a 1905 Sears roadster, a 1908 Franklin, a n tf a A le fr F la 01 P; R ic Is sp S ar ci: wl fe; Br M Fr fle dc in' sp< US( atr mj be Yc Ti ei s1 VI ti tc 01 or of fr ETC 28631 1912 six-cylinder Packard. Then there's a sporrv 1913 Ford roadster, a 1919 Velie touring car, a 1920 Maxwell phaeton, and a 1927 Peer less taxi. Going over into the truck and bus field, he has a 1912 American La France Steamboiler, a 1915 More land fire truck, several Army trucks of World War I, and a 1918 Autocar patrol wagon. He also has Mack and Reo trucks of various ages. Among foreign makes, there are a 1914 Renault taxi, a snappy 1917 Isotta Fraschini touring car, a re splendent 1920 Rolls-Rovce, and a 19:4 .Mercedes roadster. In all, there are 45 foreign cars. Besides these, there are such spe cial numbers as the Peugeot racer which Mr. Klein himself drove pro fessionally before he joined Warner Brothers. In his barnstorming days, Mr. Klein frequently drove against Frank Elliott, who is at present a fleet engineer for Ethvl Corpora tion. At one time, both men were involved in a three-car tangle on a speedway. The foregoing standard makes are used to provide authenticity and atmosphere for pictures. It doesn't matter w here or when a scene may be laid. The action can be in New York in 1910, in Paris in 1920, in San Francisco in 1930. In all cases, au thentic vehicles can be supplied. And besides keeping all kinds of ve hicles on hand, the film company, like others, maintains a library of stock scenes of many kinds, for ex ample, of Times Square in New York, the Loop in Chicago. These are used to fill in backgrounds. In addition, there are stunt cars and other specially-equipped ve hicles which play various roles in pictures and piccure-making. Backseat Drivers For example, people are always interested as to how a seemingly driverless car is controlled. This is done by locating the controls in the rear of the car, either behind the back seat or inside the baggage com partment. To facilitate this, a fine wire mesh screen is sometimes painted to resemble the upholstery or back seat of a car, thereby afford ing the driver more room in which to operate the car. To take interior pictures of a car supposedly in motion, special cars, which have part of their bodies cut away, are sometimes used. This cutaway portion permits filming the scene from the proper angle. The moving background is "faked in" by double exposure called process work or double projection. Exterior shots are taken from specially-equipped cars which have various platform levels for the movie camera. Stunt cars, of course, have their place in movies, and they come equipped with safety belts and other protective devices. They may have additional bracing throughout the body, and even special motors. To a movie-goer, one of the most exciting scenes in a picture is that of a car being wrecked. Doing that safely calls for an expert, but the trick is handled in several ways. One way is to use a flashback technique. Here, a "fast" camera of varying speeds is operated inside the car which is to figure in the crash. This camera makes the car appear to be traveling faster than it actually is. Then, on the flashback, the picture shows the completed wreck--which may be the same car^one wrecked in a previous picture, or a wreck bought from an insurance company. Another way is to place the car on an incline, lock its steering wheel in position, and then send it down a wooden track. As it comes off the track, the cameras pick up the car, and follow it through to the scene of the crash, say, a house or a bridge. In these crashes, dummy drivers and passengers are used. At all other I i 1 t f i l These high pow ered, albeit old, studio camera vehicles are espe cially equipped for taking pictures of running shots and filming chases at auto speeds of from 60-70 mph times, professional stunt drivers man the cars. One of the big problems of War ner Brothers' transportation depart ment at all times is to keep its fleet in condition. Not only must the cars be kept on call, but they must be counted upon to stand up during a picture. If a car should break down while a picture is being filmed, it would add greatly to the production costs. And when a vehicle has done department has had to replace some of the old womout one-cylinder en gines with modern motorcycle en gines or their equivalent. Moreover, when a major picture goes out on location, as many as 30 or more cars, trucks and buses may be required to go along, too. In all cases, Mr. Klein has to deliver. Besides the usual servicing equip ment for cars, Mr. Klein's depart ment boasts complete shop facilities. cate all sorts of cars, as the occasion demanded--eveiything from an oldtime Indianapolis speedwagon to an obscure European make. Most of them are made to scale from pic tures, drawings or specifications. And there are few short cuts. One of the few improvisations they can make is to use an entirely different engine from the one that originally powered the car. And there have been some tough assignments. There was the time when M arner Brothers needed an exact duplicate of the car owned by the late gang ster, A1 Capone. There were only three cars of its kind ever made. One was owned by Capone, another by Walter Winchell, the newspaper columnist. For the time being, War ner Brothers' transportation depart ment was stumped. But then, for tune came to the rescue in the per son of Mark Hellinger, the film producer. He owned the third car, and obligingly lent it to the studio. its job in a picture, it must be sub jected to a careful inspection and an overhaul, if needed. To keep his equipment in top con dition, Mr. Klein relies both on sys tematic servicing and preventive maintenance. Each vehicle is lubri cated every 1,000 miles. A careful record is kept of the servicing and repair done to every car. No vehicle can leave the garage unless it is in perfect operating condition. While it is a job in itself, as any fleet operator knows, to keep even late-model cars always in top oper ating condition, Mr. Klein has an added problem. This is to make sure that his old-time relics will perform when and as required. At times, his They include a modern machine shop, where all kinds of repair and rebuilding work can be performed; a foundry, where special castings can be turned out; body and tire shops; a paint shop; and a large parts department. Over $50,000 worth of parts, including complete engines, are regularly carried in stock. One of the big problems has been getting parts for the movie fleet, particularly for the older cars. Dur ing the war, tires were the greatest hard-to-get item. Even in normal times, however, a scouting crew regularly goes aroOnd among farms and junk yards buying up old cars -- sometimes only for their parts. The department has had to dupli 22 OUR COVER: The picture on our cover, taken at Ethyl Cor poration's manufacturing plant in Baton Rouge, La., shows four small Hortonspheres which are used as storage tanks for prod ucts made in a pilot plant. A laboratory assistant is securing data from a gauge on one of the spheres. The buildings in the background belong to the Stand ard Oil Co. of New Jersey. OUR PICTURES: Pages 8 (except top), 9, 10, n, Clay Perry; Page 8 (top), courtesy Luray Caverns Corp.; Page 12, courtesy Sky ways; Pages 13 (left) and 15. courtesy Airport; Page 13 (right), courtesv National Flving Farm ers Association; Page 14 (top), courtesv U. S. Department of Agriculture; (center). Press As sociation; Pages 16-18, illustra tions bv Rodlow Willard; Pages 19-21, courtesv Warner Brothers Pictures, Inc.; Page 22, cartoon by Babcock Weiler. ETC 28633 Pietui in Fri ontik That ethyl, Brom for e\ cover ess is In fhe ir Pump brine ment a . -T" -'ft'-' : y-% r -.*T *, .'. rUi*. ___ J ' . ^ - JS '- I BROMINE FROM SEA WATER FOR "ETHYL" ANTIKNOCK FLUID Pictured above is a scene at the Ethyl-Dow plant in Freeport, Texas, where a component of "Ethyl" antiknock compound is obtained by mining the sea. That component is bromine, which is made into ethylene dibromide for use in the antiknock fluid. Bromine is ordinarily found in the ratio of 67 parts for every million parts of sea water. In order to re cover it in pure form, an elaborate extraction proc ess is required. In the Freeport operation, sea water flows into the incoming flumes shown above, and on to a pumping basin. There, a series of pumps lifts the brine to the extraction plant. After an acid treat- ment, chlorine is added. Liberated bromine, dis solved In the brine, is removed by forcing a blast of air upward through the tower while the brine is flowing down. The resulting bromine "mist" is reduced to a concentrated solution of 80,000 parts per million'. Bromine is recovered from the solution and combined with ethylene to form ethylene di bromide, which becomes a part of the finished "Ethyl" antiknock fluid. To extract those 67 parts of bromine which are found in every million parts of sea water, the Ethyl-Dow plant can treat as much as 550 million gallons of sea water a day. This is about equal to the combined daily water consumption of Cleve land, St. Louis and Boston. etc 28634 ' * 7 Or..^r>-. This new liquid cleaner CUTS CAR WASHING TIME! HERE'S HOW: Use 3 tablespoons of "ETHYL" Cleaner in a pail of cool water. Wipe it on. Rinse it off. That's all. No streaks! No film! And look- the whole car sparkles. IS YOU DON'T WASN YOUN OWN CAN--as* your favorite service ttmlion for a tuper car wash with New .. "ETHYL" Cleaner. H err THE CLEANER YOU SHY AT TOW 6*1 STATION { liadTm frost* For women only: EASIER HOUSEWORK. TOO. WITH "ETHYL" CLEANER Discover "ETHYL" Cleaner's magic with win dows and mirrors--dishes, pots and pans, glassware _enamel surfaces, refrig erators, stoves-woolene, rayons and nylons--rugs and upholstery-any place you need a better detergent. It's kind to hands, too. /l Gi,,oOdodaaBre*s*t*oi'M**frt*Hj 28635 ETC / IN THE AUGUST 1947 T. A. Boyd, who assisted the late Thomas Midgley, Jr., in the long search that led to the discovery of the antiknock properties of tetraethyl lead, has been elected president of the American Society for Test ing Materials. Ever since the advent of tetraethyl lead, "Tab" Boyd's major interest has continued to be the composition of auto motive and aviation fuels, and what happens as they burn in an engine. Since 1923, the year that "Ethyl" gasoline was first marketed, he has been in charge of the Organic Chemistry Department of the General Motors Research Lab oratories. He is the author of numerous scientific papers, 33 in collaboration with other scientists and 18 over his own signature. A native of Fairview, Ohio, he received a Bachelor of Chemical Engineering degree from Ohio State University in 1918, and began his career as a research chemist in the re search division of the Dayton Metal Products Co. There, too, he began his long association with "Boss Ket" and Tom Midgley -- an association that led not only to the dis covery of tetraethyl lead as an antiknock agent but to many additional contributions to automotive progress. In 1938, he received the profes sional degree of Chemical Engineer from Ohio State. MORE POWER TO FARMERS 3 The form equipment Industry promitts to play a key rofe In help ing farmers to reach their postwar food production goals. A NEW CYCLE FOR BERMUDA 7 It took a 40-year fight to bring motor cars to the islands -- but Bermudians say it was worth it. Today, a year after their intro duction, the bantam-sized cars are giving the islanders all of the advantages of modern transportation. SUPER SERVICE FOR TRUCES 12 California boasts the most complete service station of its kind in the world -- a station for trucks that has everything from dormi tories for drivers to a teletype communications system. YOUR MAINE COURSE 14 Maine lobsters are famous the country over -- but the best way to enjoy them, gourmets say, is at a beach picnic. Here's how people "Down East" do it. PLANNING TOMORROW'S SALES TODAY 17 Anticipating the return of normal competitive conditions, Sinclair Refining has embarked upon a new sales training program for its sales personnel. PAPER-AND-INK GIANT 19 Not only is the U. S. Government Printing Office one of the biggest printing plants In the world, but it publishes everything from the Congressional Record to the best seller, "Infant Care." In order to wldon the fields of reader Interest In Ethyl News, we frequently publish articles contributed by writers net associated with Ethyl Corporation. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles of timely interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Earls W. Webb, president; Pony L GriAttic, rice president and treasurer; Julian C. Oensolei. ceostWT TC 28637 7 t f t: the si equipi a key job. Wit ently output essentt bring crops, the eq\ unprec chiner Wh! ment r demon when and re: laved ` gered r serious many crops u - ^; 9! Vfl The increasing output of farm machinery; together with the introduction of new postwar models, is more impor tant than ever in helping farmers to reach their goals his year, as farmers strive to the weather abated. They could do Tmeet peak production goals for this because they had powerful farm the sixth vear in a row, the farmmachinery to help them in their task. equipment industry promises to play Thus, their mechanized equipment, a key role in helping them to do that together with the use of improved job. crop varieties and the better farming With American foodstuffs urg methods which have come along in ently needed the world over, the the last decade, means that the output of American farms is more farmer is not left entirely at the essential than ever.'And to help them mercy of the weather. bring in another year of bumper The com crop, which was most se crops, farmers in turn are looking to riously affected by the bad weather, the equipment manufacturers for an provides an easy example. unprecedented yoiume of new ma Back in the i92o's, relying mainly chinery. on animal power, a late start in plant What their mechanized equip ing com w'ould have spelled immedi ment means to farmers was visibly ate ruin, with little hope of recovery demonstrated only a short while ago, later on. In recent years, however. when weeks of cold, wet weather Com Belt farmers have been able and resulting floods materially de to overcome the hazards of the layed Spring plantings and endan weather, thanks to their mechanized gered numerous crops. Despite this equipment and the use of.drought- serious setback, farmers were in and frost-resistant hybrid seed, as many instances able to get their well as increased use of fertilizer. crops underway quickly as soon as Aided by modem farm machinery, they were able to plant their com at the last minute -- and to plant it in a hurry'. Accordingly, if this year's com crop should come up to present expectations (barring unfavorable weather later in the season), a large part of the credit will go to the farm machinery that was on the job night and day'. In fact, it has been estimated that a farmer can handle three acres of com land with a tractor and equip ment for every acre handled with animal power. And working 24 hours a day (which animals can't), that farm machinery can do the job commensuratelv faster than horses and mules. What has been accomplished in com has been duplicated in farm commodities as a whole. With mod ern machinery, farmers have been able to produce more in less time with greater efficiency and less labor than ever before. People are vaguely familiar with the vast increase in production that farmers achieved during the war despite a shortage of help. What they may not realize is ETC 28638 that, since war's end, fanners have been producing about a third more than pre-war -- and doing it with some 10% fewer workers. The prime reason for this has been their grow ing use of farm machinery. According to a recent report by the Bureau of Agricultural Econom ics, "Farm production, at today's high levels, takes only two-thirds as much human labor as would have been required in 1920 for a like vol ume of production. With 1920 meth ods, tools, crop varieties, and live stock practices, farmers would have to put in about 30 billion hours of work for this year's farm produc tion. But, owing to the advances made in technology, the job cakes only about 21 billion hours." As much progress as has been seen in the past, an even greater expansion of farm mechanization is indicated for the rears ahead. Tractors alone represent a huge potential market. With onlv one out of every three farms completely mechanized before the war, an unprecedented demand for tractors is foreseen annually for the next two decades. This is based both upon the expected increased mechanization of farms and upon re placement needs. To meet the present needs of far mers, who have suffered from short ages of equipment and parts all dur ing the war years and beyond, the farm equipment industry has set its sights on the highest production goals in its history'. It hopes to pro duce a greater number of tractors and farm machinery than ever be fore. In 1941, the best previous peacetime year, production of wheel tractors totaled 276,633 units. While getting on with the job of serving American farmers, the farm equipment industry has been mak ing news on a number of fronts. International Harvester, for exam ple, attracted nationwide attention a few months ago, when it an nounced a series of price reductions on its products estimated to amount to $20 million a year. This year, in cidentally, marks the hundredth an niversary of a Harvester antecedent in Chicago, for it was just a hun dred years ago that Cyrus -McCor mick moved from Virginia to Chi cago, formed the partnership of .Mc Cormick and Gray, and continued manufacturing his reaper. International's new Farmall Cub tractor recently made its bow. About two-thirds the weight and power of International's previous smallest tractor, the 1,200 pound Cub is intended for the smaller fam ily-sized farms, of which there are estimated to be more than two mil lion in the United States. It is also intended for use on truck gardens, orchards and country estates, and as an auxiliary unit on large farms. The new tractor, which has ap proximately 9 /> hp at the belt and 8 hp at the drawbar, consumes con siderably less than one gallon of gas oline per hour under maximum load, and will plow up to 3 /> acres per ten hours in most soils. Being turned out in International's new plant in Louisville, Kv., output of the new tractc nual r Ani ment new John Ino tures, "B" t two-c all-fue viousl is an e gasolir and g tors, a drauli develt model hpatt tractoi 24.6 1 .Model An plow .Model complt acres a At their reconversion programs have pro- grossed, the form equipment ma1u^ae,u'* have been able to increase their pro lion and introduce new models. Ab* ' right, it the new John Deere Model * 0 roc with an automatic hay press. Below, is International Harvester's new Cub ra On the opposite page, left, is the Ford tractor, while at the right '* Mo$**y-Horri* self-propelled clippsr com frth i ETC 28G39 tractor is expected to reach an an nual rate of 50,000 units next year. Another interesting new develop ment is the introduction of three new general purpose tractors by John Deere. Incorporating 20 new design fea tures, the new John Deere "A" and "B" tractors are powered by new two-cylinder engines. One tvpe is an all-fuel engine, which Deere has pre viously marketed. The second type is an engine specifically designed for gasoline with increased compression and greater power. The new trac tors, which are equipped with hy draulically-operated attachments, develop, in the case of the gasoline models, 39.4 hp at the belt and 35.3 hp at the drawbar for the Model "A" tractor, and 27.5 hp at the belt and 24.6 hp at the drawbar for the .Model "B." A new tractor in the one-twoplow class, the new John Deere Model "M" is intended to provide complete power for farms up to 100 acres and to serve as a "helper" trac tor on larger farms and ranches. Of two-cylinder vertical valve-in-head design, it embodies many new design features that were developed and tested during the war years. An en tirely new and greatly simplified line of "Quik-Tatch" integral working equipment has been designed for use with this tractor. Massev-Harris is another com pany which is celebrating its one hundredth anniversary this year. Back in 1847, Daniel Massey, a Ver mont fanner, turned from his regu lar occupation of fanning to make better tools for his neighbors. One of the many developments by his company was the introduction of the automatic dump rake in 1869, the first of its kind to be built in North America. (In this connection, .Mas sev-Harris recently introduced a new machine which combines the many haying tasks into one opera tion.) In 1891, the .Massey firm joined forces with a company that had been started by John Harris, leading to the present organization. And appropriately enough, MassevHarris this year is observing the cen tennial of its founding with a com plete new postwar line of tractors ranging from the light two-plow Model "20" to the big 3-4 plow Model "55." Next month, the com pany is broadening its tractor line still further with the introduction of its new one-plow Pony tractor. This year marks the entrance of a new company into the farm equip ment field. This is Dearborn Motors Corp., national marketing organiza tion for the new Ford tractor and Dearborn farm equipment. The new Ford tractor and Dearborn farm equipment were introduced last month, and shipments to distributors and dealers are being made daily from Ford's Highland Park plant. Production is currently running at 400 tractors a day. The new Ford has 22 basic improvements, includ ing a Ford improved hydraulic sys tem for implement control and four forward speeds. Discussing the outlook for far- ETC 28640 ment, trade sources point to a num performance that are possible, these ber of new developments which are fanners want the high compression coming along. engines which are especially de One is the mechanical cotton signed to run on gasoline. picker, which has demonstrated its Copies of Ethyl's survey, yvhich commercial value, and which is contains much useful information scheduled to go into volume produc about the ownership, use and main tion next year. Another is a new com tenance of present tractors and of combine, which will pick, husk and the plans and preferences of farmers shell the com in one continuous concerning their future tractors, are operation, doing for com what a obtainable upon request from Ethyl. wheat combine does for that grain. Today, as farmers seek to meet this And in addition to a growth in self- and other countries' needs for food propelled farm equipment, one de and fiber, the benefits of farm mech velopment noticeable among equip anization are amply demonstrated. ment manufacturers generally is a The use of modem machinery, Ethyl's comprehensive survey on tractors and tractor fools growing trend toward making the attachments an integral part of their tractors. coupled yvirh the improvements in farming methods, have made it pos sible for farmers greatly to increase mers, Frank R. Pierce, president of As a service to the farm equip the productivity of the land -- and Dearborn Motors, said, "During the ment industry, Ethyl Corporation to do it with much less labor. war, farmers met a tremendous de last year engaged the Opinion Re Back in 1830, it required hours mand for food in the face of a seri search Corporation to make a na of labor to produce an acre of yvheat; ous shortage of farm labor. Thev tionwide survey among farmers. by >930, aided by poyver machinery-, found that efficient mechanization That survey, which was recently- that acre required only 3 hours of was the answer. Todav, as farm published under the title, "What the toil. In 1855, it required 39 hours to labor costs mount, the trend to com Farmer Wants in Tractors and produce an acre of corn. By 1930. plete mechanization continues. I feel Fuels," revealed some highly signifi machine methods brought the time certain the farm implement industry- cant findings. down to only 6 hours of labor. I can meet the demands and needs of One of the major findings is that 8 In the harvesting operation alone, the nation's farmers in the critical out of 10 farm tractor owners are a man operating a self-propelled months ahead." now using gasoline, and this prefer combine today- can handle 50 acres The farm equipment industry- ence for gasoline is continuously in a day; back in 1847, yvith contem generally is planning on new post creasing. porary- harvesting methods, he could war models and other improvements Power and convenience are the handle only one acre a day. In other in its lines. Not all of the manufac leading reasons why farmers prefer yvords, his productivity in this one E turers have been able to announce tractor engines designed for gaso operation is 50 times as great today frie ! their complete plans as vet. This is line. With all fuels to choose from, as it yvas a century- ago. hor because of the necessary time it takes 8 out of 10 farmers cast their vote And the progress that has been bra: to tool up for neyv models; in addi for gasoline because it is quick to made in the last feyv decades will be gav tion, the farm equipment industry-, start, clean to bum, more conven accelerated in the future. At present, squ; like all industries, has been faced ient, saves on oil, and gives more the widespread use of labor-saving autt with reconversion shortages of raw power than any other fuel. farm machinery has enabled farmers carr materials. Nevertheless, as their new Looking ahead to their future to meet the rising costs of their op D lines of farm equipment reach the tractors, most farmers -- tractor erations. For the future, the steadily cora market, they will spell still more owners and non-owners alike -- say increasing mechanization of farms just efficient and economical farming they intend to purchase gasoline- foretells an even greater era of effi bin i operations. powered models. And of those yvho ciency and productivity. The prog the . Besides the improvements and re do. 81 % of present owners say they ress in farming, brought on by mod est p finements that various manufacturers want high compression tractors. em mechanical methods, promises to reco are making in their present equip Realizing the extra power and better be never-ending. mot< 6 etc 28641 1 e .d rs it; y, of to So me >ne, Ued cres emmld ther one odav been ill be esent, .aving rmers ir opeadilv farms >f effi: progc mod nises u> By Stanton P. Nickerson Midget autos and light trucks share Hamilton's Front Street with bicycles and carriages waiting for fares obbin put up a good fight in the nostalgic romance of the Vic D his dav. He had a good many toria. friends who used to veil "Get a Just a year ago the Bermuda Par horse!" even- time Banker Brown's liament finally passed a Motor Car , brassy new contraption gasped and Act permitting the citizens of these ! gave up in the middle of the village tiny British islands the privilege of ] square. It was a long time before owning a car -- bantam size. The act j automobiles n on out over teams and also gave its residents the right to carriages in this country. operate small taxis, to set up a bus Down in sunnv Bermuda, those line, and to buy light trucks to haul coral islands off the Atlantic coast their goods. Even the famous Ber just beyond the Gulf Stream. Dob muda bicycle, a standard method of bin is once more losing his fight with transportation for natives and tour j the automobile. Bermuda is the lat- ists alike, can now putt-putt along i est place, in this mechanical age. to with a one-cylinder gasoline engine recognize that the advantages of attached. j motorized transportation outweigh The result is a new Bermuda, and vet it is still the same. It is new in the sense that cars give vacationists and islanders a much better chance to enjoy the attractions and the life of the resort in less time, in greater comfort, and at less expense than before. It is the same Bermuda be cause nothing can change, the pic turesque land, the turquoise sea, the brilliant sunshine, and the peaceful and relaxed atmosphere of a colonv steeped in three centuries of gra cious living. From a sociological standpoint, Bermuda and its cars is a fascinating example of mutual adaptation. Prof iting by what we have learned in 7 ETC 28642 Sightseeing is easier in Bermuda since cars came. This motorist is enjoying a harbor view from the Paget shore this country about dealing with traf fic. Bermuda is determined to have an ideal system of motorized trans portation in keeping with the pecu liar needs of this miniature country. Flying in from New York, when you first see Bermuda from the win dow of your Pan American Air ways Constellation, the islands be low seem to lie so peacefully that it is hard to imagine the cataclysmic upheaval brought about by the mo tor car issue. General use of cars in Bermuda became a reality last Au gust, only after one of the most pro tracted battles in the history of its Parliament. Home-loving, contented, and with no desire to rush hither and yon, Bermudians had always lived their quiet lives in a land where a five-mile trip was an adventure. The horse and buggy and the bicycle reigned supreme, with no other forms of transportation except the little ferries and the meandering railway. Even before last year's bitter de bates. the motor car issue had for 40 years been the hottest of hot po tatoes. A Governor once resigned and went back to England because the House of Assembly refused to let him have an automobile. One irate legislator remarked that if the King himself came to Bermuda he couldn't use a car. Parliament yielded only in permitting a motor-driven ambulance, gasoline-powered fire engines, and a few trucks for Gov ernment work. War Changes Picture Few Bermudians realized it at the time, but the war was to change things completely. It made it nec essary to admit all motorized vehi cles needed by British and American forces stationed in Bermuda. Only then did the islanders realize how quickly and conveniently it was pos sible to get around. Wistfully they looked at their aging carriages, their horses thinning on dwindling sup plies of feed, and the hard seats of their bicycles. Bv the time - V-J Day rolled around, Bermuda's old-fashioned transportation system was in a sad state. The number of public carriage den hose fastened on with baling wire to take the place of tattered tires. Replace the carriages with new ones, and import more horses? That was a proposal made bv the anti motor car bloc. But the truth of the matter lay in the fact that nobody makes surreys, Victorias and lan daus these days -- at least in any numbers. It would be almost as hard to get enough new horses and car riages as to find new feathers for a dodo bird. Bermuda's solution to its trans portation problem was inevitable. Cars had to come. It was unthink able that postwar tourists would ac cept the inadequate, outworn sys tem. But on one vital issue, even during months of heated debate, everyone was in agreement. Noth ing should be done to detract from the leisurely, well-ordered life on which Bermuda had built its repu tation as a vacationland. For these and other reasons, Ber muda's Motor Car Act is unique. It recognizes the fact that too many cars in a country only 28 miles long and usually less than two miles wide would be extremely hazardous. Because Bermuda's 150 miles of roads are narrow and winding, the Act allows only the bantam cars common in England. How to limit the number of cars and still be fair to everybody was a tough nut for Parliament to crack. The legislators solved the problem neatly by permitting only one car to a household, although anyone in the family, including the cook, can drive if properly licensed. An Amer ican with property in Bermuda can 8 ETC 28643 1 a t c c c o c V 8 i< F el C( (5 th G P< 3-t ga n e, hm on >u- er. It any dies liles :ous. , of . the cars : cars was .rack, iblem le car one in ,k. can Amer,da can own and drive an automobile, but tourists must stick to public vehicles. The Act makes a particular effort to control anv future jalopv menace. A car is licensed annually for a max imum 'of five years--its estimated lifetime -- but if it cannot pass an annual inspection during this pe riod, off the road it must go. A car can fail to pass inspection not only for mechanical defects, but for chipped paint, battered upholstery, or generally run-down appearance. Not everyone who may want a car can afford one. They cost any where from 350 ($1,400) for an 8-hp model to 45 ($1,800) for a 10-hp sedan, the maximum horse power permitted. Some deluxe mod els sell for as much as $3,400. Li cense fees for private cars are 1 ($8) per horsepower, which runs the cost up to S80 for most owners. Gasoline sells for one shilling ten pence per imperial gallon, or about 34 cents, including a 13 cents per gallon tax. For people of less means, the auto bike is the answer. A single-cylinder model can be bought for about $200 to $360. Operating on .very little gasoline, they are economical to run, if tricky for the uninitiated. You cannot own a motor bike, however, if you have a car. When it comes to taxicabs, you can ride for much less than by horse and buggy. The rates are 40^ or two shillings for the first mile, and 20^ or one shilling for every additional mile. These rates are well below half the charge for carriages. Bermuda is prepared to have as many trucks as the islands need, but these, too, are strictly controlled. Nobody can get a truck in the first place unless he can prove he must have one. And the biggest trucks ordinarily permitted cannot be longer than 162 inches over all, or more than 12 hp. To get a heavier truck, you have to prove you can not carry on your business with one or more of the smaller models. Ber muda calls an American jeep a "heavy" vehicle. If you are a wise Bermudian, you obey traffic laws to the letter. The constables who pick you up for violations can lift your license on the spot, pending a court settle ment of your case. Speeding is a particularly serious offense. And by "speed" the police mean anything over the official 1 j mph in the city- or 20 mph in the country. Fines up to $100 are common. Driving while drunk can mean a year's prison sen tence and a fine as large as $800. These heavy penalties pay off. Ever)' time severe punishment is dealt out, the courts have no traffic cases for weeks at a stretch. Woe to the Bermudian who smashes up his motor car beyond repair. If the accident proves to be his fault, he cannot buy another car until the balance of the five-year "life" of his wrecked model has run out. Anyone whose car is severely damaged through no fault of his Built to resemble a Bermuda cottage, this new service station accommodates many of the islands' motorists. It has modern facilities like any station in the U.S. 1 s 1 1 ETC 28644 still going strong. There are more than 200 carriages for hire, end 16,000 bikes own can go ahead, of course, and get a new one without anv restric tions or legal red tape. Just because Bermuda now per mits cars, trucks and motor bikes, the newcomers still have a long way to go before they eclipse the older means of transportation. The islands have nearly 16,000 pedal bicycles, as compared with only 366 motordriven ones. It's just about nip and tuck between taxis and horse-drawn carriages for hire -- there are slightly over 200 of each, with an edge in favor of the taxis. As for private cars, for the most pan thev are giving transportation to people who never had a horse and buggv of their own in the first place. In fact, there are only 5:1 private cars in Bermuda today about half the potential number. It is true that the coming of the motor car has made some changes in Bermuda. Cycling along the main highways is less informal than it once was. "Stop" signs share the roads along with "Steep Hill -- ^ ilk Your Horse." .Many of the highways Trucks like this military vehicle are limited by low to a length of 162 inches and 12 hp. Heavier trucks require special permission 10 ETC 28645 1 t a \ f t b b a; e; ti lu u 01 ar ra T or co have smooth asphalt surfaces instead of the old-time crushed coral. Even so, in deference to the cyclists, many lanes and byways, with their sweet hedges of oleanders, are forbidden to cars. Some major innovations, of course, have had to come along with cars and trucks. Local businessmen now have automobile agencies. Half a dozen new garages have sprung up, equipped for complete car serv icing. .Men trained in automotive engineering in England and the United States are teaching younger Bermudians how to be mechanics. Some of the old livery stables now offer taxi service as well as horses and carriages for hire, but a good many taxi companies are new in the Bermuda business world. The islands' largest gasoline sta tion is an attractive modern building in Hamilton. It is just as complete and up-to-date as almost any firstclass station in the United States, and yet its design follows the fa miliar lines of a Bermuda cottage. There are two other sendee stations at opposite ends of the islands. In the long run, whatever modem touches Bermuda may have acquired are more than counterbalanced by what most people concede are the broad, sustaining values of automo tive transportation. Cars, taxis and the small British buses, running to areas never served by public transportation before, are making many parts of the islands easily accessible to tourists and na tives alike. Already there are two luxury developments which never would have been started in the days of horses and carriages. In South ampton. at Christians' Bay, an elabo rate cabana club is being built. In Tuckers Town, work is well along on a strikingly attractiye cottage colony and clubhouse. Real estate in parts of the islands, once an hour or more by carriage or bicycle from shopping centers, has become more valuable. Houses that once were hard to rent because they were so hard to reach are being snapped up. Deliveries are quicker for the consumer and handled more economically by stores, suppliers, and farmers using various types of trucks in their businesses and trades. Cars Create Jabs There are more jobs because of cars. Automobiles and "vans" have to be purchased, shipped, insured, licensed, inspected, fueled, serviced, driven and policed. Few, if any, car riage drivers are without a job be cause of the new vehicles -- they have either become taxi drivers or have found other work. Many younger men with jobs brought about by motor transportation are veterans who might have had trouble finding employment in horse-andbuggy times. In the old days, it was not unusual for a resident of the town of Somer set to live and die there without ever having gone to Hamilton, just 14 miles away. Now the people are able to see each other more often and to enjoy wider social relation ships. Vacationists with limited time once had to pick and choose the places they wanted to go and the things they wanted to see and do. Now they can do and see twice as much, still without hurrying, and without having to cope with a trans portation bottleneck. And for the more leisurely vacationist, with weeks at his disposal, Bermuda's car riages and bicycles are still there if he wants to use them. A few disgruntled citizens still have nothing to do with the horse less carriage. Others who complain loudly in public will secretly take a taxi whenever they can. Most tour ists who knew Bermuda before the war seem to take the change in their stride, and after a first impulsive dis appointment, they relax when they discover that Bermuda's intrinsic charm is unscarred. They are w ill ing to accept the Bermudian's new boast --the colony still has every thing it always had -- plus all that motor cars can giye it. 11 ETC 28646 i most complete of its kind in the world -- offers truckmen the last word in sales and service The truck center con tains two 70-toot long lubrication pits, Iike the one at left. Work ers can stand at full height in the pits while greasing vehicles. Be low, a general view of the new station, which is owned by two leading Bofcersfield businessmen omething new has been added S to famous U.S. Highway 99 at the southern city limits of Bakers field, California. There, astride what is perhaps the nation's most-travelled truck high way, is located the new Motor Truck Sales and Service, which its owners proudly sav is "the world's most complete truck service station." The station is equipped with 16 fuel pumps, each of which can fuel vehicles at the high rate of 15 gal lons per minute. A complete line of Tide Water Associated Oil Co. petroleum products is handled. The plant includes lubrication and tire, parts, mechanical service, and bodv-building and frame straightening departments, as well as a machine shop, painting shop, and registered scale service. Among its special features are a restaurant and a drivers' dormitory. Teletype service, for on-the-road communication between drivers and their supervisors, also is provided. r m th th th F ETC 28647 Twenty-four trucks and trailers, or 32 auto mobiles, can be accommodated at one time in the spacious body-building department, where the employee above is welding a car door. In the paint shop, upper right, vehicles can be sprayed and baked dry in less than two days The unique service station, which was officially opened on June 28, attracted a huge crowd of inter ested spectators. Among the special exhibits for the opening day cere monies was the one, right, which was sponsored by Ethyl Corporation The station's 16 pumps are so arranged that a truck can be fueled from both sides without moving the vehicle or passing the hose over or under it. Lower right, this middle pump island system dispenses four grades of motor oil under 150-pound pressure Itwo back rows), air (front left), and water Ifront rightI r * yOU^ ' i n a n fi tl Cowo'"'"" W odoot* cou*se hf.rf.'s a particular type of Tgourmet who develops a gleam in his eve and a special kind of ravenous look whenever he hears the word "lobster." He's usuallv such a fanatic that few other deli cacies, in his opinion at least, can even come close to the unmatched flavor of the pink, flakv meat. Years ago, the chances are that st "< ei lii th bf in an th ea di ea po these gourmets would have had to live along the East coast, the closer to Maine the better. Here, Mother Nature built a rockv shore where the tastv crustaceans thrive. But todav, because Maine's 5.000 hardy lobstermen go after the ocean's most famous delicacv at the rate of sli: lot a 1. Ht nei he dei Lobster is never better than when it's fresh from the sea, as these hungry tourists in Maine are finding auf. Fishermen catch the local delicacy in crate-like pots 19,000,000 pounds a year, you can get lobsters almost anywhere in the country'. Lobsters are a bit on the luxury side, perhaps, but they weren't al ways that wav. Back in the days ah lob fint Cot wit. when lobstering was in its infancy, just after the Civil War, the biggest \* * ones cost onlv about two cents apiece. Clifford Winchenbach of Walde- boro, Maine, now 87. remembers how you could take a skiff along any Maine river near the coast and catch a few hundred a day with no trouble at all. And "catching" was the tech nique--vou put down a hoop net. with bait in the middle, and waited for one to crawl in. Another octogenarian tells of the first lobster trap, or "pot. His grandfather. Captain James Sinnett. 14 ETC 28649 made a round-top cage of wood, dersized ones, the big breeders, or est excuse, lobsters will eat each and then cut out an old mackerel the spawning females with matured other if nothing else is in sight. As net to make a "head," which is the roe clinging to the translucent thin soon as they are brought ashore funnel-like opening at the end of shell under their tails. Most lobsters from the pots, their claws are the cage. He hung a string of porgies of legal size weigh between 1 % pegged, so they cannot grab your in the pot as bait. And it worked. and 4/2 pounds. finger or rip each other apart. Then Lobster pots have changed little All this work, plus the cost of the lobsters are put in shallow water since Captain Sinnett created his staying in business, has upped the cribs before being packed and "chicken coop." Most lobster fish price of lobsters during recent years. shipped. They die quickly in bright ermen own a number of these crate At the same time, the demand has sunlight, or in fresh water. like contraptions. The idea is to take zoomed, while the supply of the Lobstering is almost a year-round them to wherever the lobsters may tasty critters has decreased. The sit business. From July until October, be at the season, and with weights uation might have become serious, when the water is warm, lobsters inside, toss the pots overboard here but the State of Alaine, determined move into bays and river mouths -- and there. A light line, with a float that its popular seafood should not wherever there's a good rocky bot that bobs on the surface, is tied to go the way of the succulent heath tom -- and are caught there. When each pot. The floats are painted in hen once found on the island of the water starts to cool, they go out different colored designs, so that Martha's Vineyard in neighboring to sea. From October to February, each lobsterman will know which Massachusetts, has stepped into the the lone lobsterman teams up with pots are his. picture by establishing a state lobster someone in a power boat, and goes Bait is usually pieces of fish, hatchery at Boothbay Harbor. This out where the ocean may be 45 slightly the worse for age. A hungry seaside incubator raises 600,000 baby fathoms deep to look for the hard- lobster swimming along looking for lobsters annually, which are planted shelled ambrosia. a light snack is attracted by the bait. in more than a hundred coastal For the next two months, melting He enters the trap through the areas up and down the rocky shore. ice and snow keep the water so cold netted funnel. Once inside the trap, The idea of this enterprise, of that the lobsters are all but inactive, he cannot get out because his pon course, is to assure a steady year- and in no mood to crawl around derous claws get in the wav. after-year lobster "take" in Maine trying to get themselves into traps. These davs vou may have to set waters. In April and May, they begin to \ a hundred traps to catch a hundred The lively crustaceans have to be move about again. Comes June, and lobsters of legal size. There's a heavy handled carefully before they reach they head for shore, this time to fine for not throwing back the un your table. F ull of fight at the slight hide under rocks while shedding 1- Cooked in a wash-boiler, these lobsters Chowder -- the first course -- starts the picnic off. Dessert will be watermelon ETC 28650 their old shells. With a nice sense of timing, they come out in July to satisfy the tourist demand. Good lobsters are found in more northern waters as well as those in Maine. Nova Scotia and Canada also help fill trainloads of the delicacv, packed in ice and seaweed, which go as far as Albuquerque, New Mexico. Lobsters are even be ing flown to the Wesc coast now, two or three tons at a clip. There are two dozen or more wavs to copk and serve lobster. Broil it, bake it, steam it, fry it -- or vou can make lobster bisque, lob ster fritters, lobster Newburg, or lobster salad. `Down East,' the peo ple take pride in a variety of family recipes. Famous chefs have built their reputations on different ways to serve the delicacy. But when all is said and done, lobster gourmets are likely to insist that the best way of enjoying their favorite seafood is outdoors, fresh from the ocean. Lobster picnics are the favorite diversion of hundreds of Maine visitors every year. To do so, you take a big kettle, add a little water, put in the lobsters, and light a driftwood fire. Then, Hardy Iobsltrmen like this typical Maine veteran are always busy, since all pots require frequent repairs. Lobster villages are picturesque, with wharves and weathered sheds nearly buried in traps. Maine has an annual lobster catch of close to 19 million pounds as you're having a swim, the lobsters will be turning from sea green to bright red, ready for eating. A pop ular menu is clam chowder for the first course, followed by all the lob ster you can eat, and watermelon for dessert. Lots of people think a New Eng land clambake isn't complete with out lobster. First you dig a shallow pit, fill it with rocks about the size of your two fists, and then build a fire on top of the stones. An hour later the rocks are sizzling hot. Then vou rake off the fire, cover the rocks with soaking wet seaweed, and on the seaweed you scatter clams, lob sters, corn on the cob, potatoes, and fish. Add another layer of seaweed and cover the whole pile with heavy canvas. Water dripping from the seaweed onto the hot stones below makes steam to cook the whole succulent meal. The seaweed gives everything a unique, toasted flavor. When the bake is ready in about an hour's time, vou can wallow in food for as long as you can hold out. No knives and forks, thank you -- use vour fingers, plenty of melted but ter with lemon -- and -- well, try it sometime! a: many to the tive o Tvf clair.. petitic the pr refinei ilated, upon : refres I sonnel The by Sir unique several compn than at i emp be app] Mak value \ clair's s ETC 28651 I planning 3 TOA/IOPROW'S SALES a m TODAY ing supervisor, using the conference method of study. Each employee in the group participates in the discus sion and reading of the text mate rial, and is tested following the close of each day's session. And the course is held to a rigid schedule. If any day's session, which starts at nine, is not concluded around five, the men take time out for din ner and return to finish later that evening. Occasionally, a course runs into one or two nights of study. Subjects Covered Illustrative of oil company plans to meet the return of normal competitive conditions is a new sales training program of Sinclair Refining lthough petroleum products der the direction of C. F. McGough- A.are in great demand todav, ran, spent more than a year in its many companies are looking aheadpreparation, assembling the neces to the time when highly competi sary information, weeding out ir tive conditions will again prevail. relevant material, and writing out Typical of these companies is Sin the course of study in simple, non clair. Anticipating a new era of com technical language. petition, which will be felt once The course is of five days' dura the present unforeseen demand for tion. In that time, a group of usually refined products has been assim 20 employees is directed by a train ilated, the company has embarked upon a comprehensive training-andrefresher program for its sales per sonnel. The course, which was developed by Sinclair's sales training staff, is unique, the company believes, for several reasons. It is intensive and vet comprehensive. It is practical rather than academic. And everything that an employee learns in the course can be applied to his ow n everyday job. .Making the course of practical value was of major concern. Sin clair's sales training department, un The five-day course covers a wide range of subjects. They include the early history of the oil industry, its development to date, a study of Sin clair Refining Co. and of the em ployee's role in it, and a study of all petroleum products, from their man ufacture to their ultimate use. In addition, Sinclair's sales policies are explained and reviewed. A full day's study of practical salesmanship is the week's climax. To help the employees taking the training course, a series of four pub lications has been prepared by the sales training staff for use as text ma terial. They are entitled: Safes personnel discuss a wide range of subjects in the series of meetings 17 ETC 28652 S /. ;5 C. F. McGoughran, head of Sinclair's sales training "Oil: The Evolution of an Indus try" "Oil: A Basic Industry" "A Great Name in Oil" "A Career with Sinclair" In addition, each employee is given a copy of a new general sales manual, which is used in the course. This manual has been prepared as an educational medium to bring the store of various products up to date and to help Sinclair people to know all they should about these products and how to sell them. The loose- leaf manual contains a full descrip tion of all Sinclair products and cov en all phases of sales activities. Each procedure to be followed is clearly explained in simple terms, and the manual has been designed for quick and ready reference on any subject. Moreover, each sales training class is shown a total of 23 motion pic tures and three slide films. These, it has been found, are useful in illus trating many phases of the discus sion. Finally, a number of specialized booklets and pamphlets, covering .technical subjects, are also used in the course, as well as lubrication chart presentations and chart studies of internal combustion engines. The sales training course, which got underway recently, is intended for veteran employees with long years of service, as well as for new comers, according to James E. Dyer, vice president and general sales manager of Sinclair. All sales per sonnel, from assistant district man agers to specialty salesmen, will take the course, Mr. Dyer pointed out. To reach all sales personnel in Sin clair's marketing area, the course is being given jointly in its five sales districts, with a sales training super four special publications and a general sales manual are used as text material in the course visor assigned to each district. Each supervisor, who acts as the confer ence leader of the sales training class, directs the flow of the informal dis cussions which characterize the daily sessions and keeps the whole course on schedule. Sinclair's sales training program, which is scheduled to continue to the end of the year, has a number of advantages, according to the com pany. Pattern for the Future Besides providing a basic course of instruction and review for its sales people, the conference method of training used in the course is in tended to set a pattern for future training courses in individual sales territories. Thus, when a sales man ager undertakes to train his own new people, as they come along, all that will be needed from the home office will be the present tools for the job and any supplementary- information that may have been developed. The field supervisors will already know, from having taken the present basic course of instruction, how to apply these tools, in training their new employees. Further, each of the course's four new publications (aside from the sales manual) has independent value. Among other things, they will be useful to instruct employees on spe cific phases of the company's busi ness and will serve as reference books in the same field. Sinclair's new training program, which has been adopted as a per manent part of its sales activities, has been designed to give its sales people a practical working knowl edge of the company's business. Once an employee has completed this basic course of instruction, he is then qualified to take advanced specialized training in his chosen field. 18 ETC 28653 SIGH sti city w the sh: buildir "Show visitor: even 1 must 1 "secur; This no huThe lei prosaic Offici paper . which time is Arm documi presses, of proi confide be held gressior reau or the Pre The Sam's p * PAP INK iit>m By Mis Haller One of the biggest plants of its kind, the Government Printing Office does a huge publishing job effectively canightseers in Washington destine affair -- but it is a mam S still get a glimpse of what the moth enterprise. Seven thousand citv was like in wartime. Almost inemployees work around the clock the shadow of the Capitol dome is a five days a week to keep up with the building where the guards demand, rush. In the course of a year they "Show vour pass, please." Casual set enough type to print a solid visitors are politelv turned awav, and newspaper column stretching from even trusted Congressional clerks Washington to New York Citv. must be checked in and out bv a They use 1,200 different kinds of `'securin'" staff. paper, the product of hundreds of This is no site of quiet strategy, square miles of timberland. The no hush-hush military laboratory. GPO stocks 30 million copies of The lettering over the entrance says 70,000 different titles, and distributes prosaically. Government Printing as many as 130 million publications Office. But this huge edifice of a year. paper and ink hides many a secret There's always something to keep which can't be revealed until the the GPO presses busy. Back in the time is ripe. Army and Navy charts, maps and documents still flow from the WltlMG YOUI FARM AND HOME presses. Behind closed doors, scores of proofreaders check the text of confidential documents which must be held for later release by a Con gressional committee, a federal bu reau or commission, or perhaps bv the President himself. The business of doing Uncle Sam's printing isn't always a clan- heyday of the New Deal they flipped out more than 20 million copies of 2,557 individual N.R.A. codes. Pressmen didn't bat an eye the day the order came through for 1 Vi million two-color blue-eagle posters. The mere paperwork for 125 federal agencies is a staggering print job. Uncle Sam's shop can be sure of a daily run of four million penny postal cards and over a mil lion money orders. On the regular publishing schedule is a total of 325 periodicals, issued daily, week ly or monthly. These. include the windy Congressional Record (40,000 copies) and the Federal Regis ter (35,000 copies). The GPO, in fact, does practic ally all the federal government's printing except for postage stamps, paper money and U. S. bonds, NEW CITIES tmCCC .d Wildlife TOPSOIL NEW CITIZENS GPO printers turn out 70,000 titles annually in this up-to-date plant ETC 28654 The GPO telIt publication! in itt own bookstore, but most people order by mail which are processed by the Treas ury Department's Bureau of En graving and Printing. The GPO needs 400-odd typesetting machines and 188 presses to serye up the vast amount of printed matter digested by politicians, businessmen, farmers, scientists and the public every year. As for variety, you name the sub ject and the chances are that the GPO prints exactly what you are looking for. It may be a pamphlet on veterans' benefits, a leaflet on fox fanning, or "Bulletin F, Income Tax Depreciation and Obsolescence." If you need "Furniture, Its Selection and Use," you can buy it from the GPO for a dime. There are pam phlets on aviation, psychology, teaching home economics in high schools, and on how to establish a year-round motor court. The government's gargantuan publishing venture is directed by a 57-year-old printing craftsman, Augustus E. Giegengack, who holds the title of "Public Printer." Giegengack (who pronounces his name gee-gen-gak with a hard "g") says the thing he likes best about his present job is that people can call him simply "Mr. Public Printer," and thus don't mispronounce his name. He was appointed to the Sio,ooo-a-vear post by the late President Roosevelt in 1934. When Giegengack took over his A. E. Giegengack headt the GPO at "Mr. Public Printer" office, he immediately started a campaign to modernize the GPO's facilities, some of them dating back to Civil War days. The Public Printer compiled a 42-page booklet, profusely illustrated, as a sort of "horror story" about conditions under which the GPO was forced to operate. This pamphlet was sent to various Congressional leaders. It brought results. Congress soon forked over an appropriation to supply new and modern quarters. When World War II broke out, the GPO's printing volume soared from a peacetime normal rate of $18 million annually to a peak of close to $80 million. The government or dered tons of brain-twisting ques tionnaires, millions of ration books, carloads of army training manuals, stacks of war loan posters and fold ers. The presses ate up paper at the fastest rate in history -- 45 carloads every 24 hours, compared with the usual daily bite of 12 to 15 carloads. The GPO has its own shop for testing paper, ink, glue and other supplies. This little-known labora tory was called on during the war to develop many new types of papers and processes whose use proved vital to American military success. One such development was a spe cial prisoner-of-war stationery for the use of German captives held bv U. S. troops. After it was discov ered that German prisoners were using milk, lemon juice, salis a and other easily-available fluids on ordi nary- paper, to circumvent the cen sors, the War Department appealed to GPO to solve the problem. The director of GPO's laboratory first developed a coated paper on which invisible acid ink immediatelv showed up in a bright green. Invi sible non-acid ink turned a glowing red. The German prisoners were allowed to use only this paper for their letters, and for a time the leaks stopped. Then the censors got a new headache. The Germans had discov ered a substance which could not be detected on the new U. S. paper. Again the Army came to the GPO for help. Within a few weeks the laboratory produced a new- type of paper sensitive to just about every known substance, dry or fluid. Another important GPO product was fluorescent paper for Air Force bombardiers. It permitted them to consult bombing tables in cockpits without turning on lights and be ing momentarily blinded. This paper literally glowed under a "dark" lamp giving off invisible ultra-violet rays. Ration currency printing for the OPA called for a lot of hocus-pocus. 20 whic best proo press ing mom It the < gress to hr fore Iegisl brarn priva tal. 1 boug day, ment and t value Pri ord, proct Cong of th. can r for n sion \ end. 1 ways bv 8 ing tl Co 1 Score: needt ETC 28655 which had previously baffled the best craftsmen. The counterfeitproof paper, the close-together press-perforations and the number ing on each small stamp took months of ingenious planning. It was just before the outbreak of the Civil War, in 1861, that Con gress decided the government ought to have its own printing plant. Be fore that time, printing for the legislative, executive and judicial branches had been farmed out to a privately-owned shop in the capi tal. The government moved in and bought the place for $135,000. To day, the federal printing establish ment covers 3 3 acres of floor space, and the buildings and equipment are valued at close to $20 million. Printing the Congressional Rec ord, which reports the complete proceedings of each daily session of Congress, is the biggest regular job of the GPO. The size of each issue can never be planned in advance, for no one knows how long a ses sion will run or at what hour it will end. Nevertheless, the Record is al ways printed, bound and delivered by 8 a.m. of the morning follow ing the close of a day's session. Copy for the Record begins to flow into the GPO about 6 p.m. bv messenger. High-speed shorthand reporters take notes at the sessions of the House and Senate, working in relays for ten minutes at a time. Every speech, taken down in the heat of debate, must be sent to the individual Congressman's office for revision before it goes to the print shop. "The other day we had 127 speeches out for revision at one time," a Capitol shorthand reporter recalls. "Usually members of Con gress leave their revised texts at pick-up stations, and a printing office man gathers them up on regu lar schedule." One GPO messenger, however, recalls a midnight taxiride to suburban Maryland to pick up a fiery oration a Senator forgot to turn in and found in his hip poc ket as he was undressing for bed. Former Congressman Maury Maverick of Texas has a healthy re spect for the ability of the Congres sional Record's proofreaders. "Now suppose," Maverick said, "some Congressman makes an illiterate speech full of Biblical misquotations and references to Helen of Trov. It gets sent down to old Jiggenjack's office where a corps of smart old Heaviest daily run i* the bulky "Congressional Record" sons-of-guns corrects all the errors. The next day that Congressman's constituents see what a scholarly gentleman he is. He reads his own speech and thinks that's just the way he made it." Uncle Sam's bookstore, tucked away in an obscure corner of one of the printing office buildings, makes no pretense to high-pressure sales manship, but it has an enviable turnover just the same. Last year it sold more than 3 3 million copies of books and pamphlets, and dis tributed 100 million more copies free to libraries and people on de partmental mailing lists. ETC 28G5 6 Superintendent of Documents Fred W. Cromwell has charge of all bookselling activities Giegengack likes to pep up his publications, partly to offset the dull subjects manv of them are con cerned with. Until his appearance on the scene, the Department of Agriculture always published its an nual statistical volume with the dreary title, Yearbook of Agricul ture. Now, each yearly edition comes out with a different name; Soils and Men, Food and Life, or Climate and Man, are typical. The GPO's bookselling job is the responsibility of mild-mannered, graving Fred W Cromwell, the Superintendent of Documents. Around the office he's known sim ply as the "Soup Docks." And he's the man to whom people should write, when requesting literature. On a typical day, hundreds of customers wander into the retail shop, but by far the greatest dis tribution is handled by mail. Two men spend most of their time just taking care of orders from all parts of the country..An endless belt car ries hundreds of sacks of outgoing mail from the GPO to the Wash ington City Post Office a block away. The Printing Office does its own binding and on occasion turns our a handsome job. For reasons of economy, though, most of its runof-the-mill publications are paperbound. President Roosevelt used to have the GPO print and bind pri vate editions at his own expense, which he distributed as gifts. One of GPO's proudest achieve ments is just now going on sale. It's a 39-volume set of the complete hearings on the Investigation of the Pearl Harbor Attack. This 3 'A -foot shelf of paper-bound volumes sells for $40. More than a half million pounds of paper went into the pro duction of this edition. The Super intendent of Documents thinks it will soon become a collector's item, for no reprint will be made when the present supply is used up. The all-time best seller is Infant Care, a publication of the Children's Bureau of the Department of Labor. At last reports it had sold well over 3.6 million copies at 10 cents each. Your Child from One to Six (15c) is also high on the list, along with Basic Photography (50c), Rabbit Raising (10c), Practical Air Navi gation ($1) and Aunt Sammy's Radio Recipes. The Superintendent of Docu ments gets no separate appropria tion for running his division and must carry .the cost of operations through sales, like a private book shop. Thus he has to plan his pro duction and stock pretty carefully, generally on the basis of what has sold well in the past. Sometimes he guesses wrong. Postage Stamps (45c) and Screw Thread Standards for Federal Service (60c) were sur prise best sellers. American Battle fields didn't do so well, and it took several years to dispose of the 25,000 copies which were stocked. But the Superintendent doesn't have the headache of most publish ers -- that of deciding what to print. and when. Each government de partment decides what it wants to issue, and pays for the job out of its own appropriations. The law pro vides that publications can't be sold for less than the cost of production, plus 50%. But GPO will give a 2j% discount to private book dealers or purchasers of more than 100 copies. It's seldom that a bookish citizen can't find something in the "Soup Dock's" catalogs to fill his needs, but occasionally there seems to be no ready answer for a written request. That has happened with demands for "photographs of vitamins, so I know what to swallow and what to let alone"; directions for the "air ing and dyeing of cows' tails"; some "information on cockroach pro duction," and "something about witches." OUR COVER: The famous Nat ural Bridge in Rockbridge County, Virginia, is shown in all its midsummer beauty on our cover this month. Erosion during the centuries formed the impres sive archway, 236 feet high and 50 feet wide. The arch itself is 40 feet thick. Hundreds of vaca tionists visit the huge limestone formation every year. OUR PICTURES: Page 4, left, courtesy International Harvester Co.; right, courtesy John Deere & Co.; Page 5, ieft, courtesy Dearborn Motors Corp.; right, courtesy Massey-Harris Co.; Pages 7-10, courtesy The Ber muda Trade Development Board. Page 11, cartoon by Martino Weiler; Pages 12-13, courtesy Tide Water Associated Oil Co. (except Page 13, right center); Page 13, right center. Harry F. Manning; Pages 14, 16 (except Page 16, top), courtesy Maine Development Commission; Pages 15. .16 (top), North Clarey; 1718, courtesy Sinclair Refining Co.; Pages 19. 20 (right), cour- 1 tesv United States Government Printing Office. 22 ETC 28&31 Thr. of Eth field. , help I farm, f gas ant i Ethyl fnodor fhon h A ti  i .s if? PS*, s?A . ~.-Jv ,wl/ ETHYL'S FARM SERVICES Through the years, one of the continuing activities of Ethyl Corporation has been in the farm equipment field. Reflecting the aim of the oil industry at large to help bring the full benefits of mechanization to the farm, Ethyl has sought to promote the best utilization of gasoline in farm machinery and to aid in the con stant improvement of tractor engines. As part of this, Ethyl was instrumental in the development of the modern high compression tractor, and today, more than half of all tractors in use are of this type. A substantial part of the work of Ethyl's research and technical service staff is devoted to the farm field. Besides the continuing programs and tests on fuels and engines, which are carried on by Ethyl's Detroit research laboratories in cooperation with farm equip ment manufacturers, the services of Ethyl's field engi neers are also made available. These engineers, who are specialists on tractor engines, work with equip ment organizations, farm groups, and individual farmers. Their aim at all times is to help farmers to realize in full the benefits of gasoline and modern powered farm machinery. ETC 28658 . 1 ."Mereg Duda" is a puli (Hungarian sheep dog) owned by a Metropolitan Opera atar who haa been relied "Queen of Ameri can Carmens." Miaa S. waa born in Deepwater, Miaeouri... atarted to aing at the age of five ... haa appeared in pictures, but at present ia devoting her efforts entirely to opera, concert, and radio work. She likee golf, tennia end driving her convertible. She looks for the "Ethyl" trademark when buying gasoline because: "Driving ia more fun when the car runs its beet--smoothly and powerfully! That'e wby I choose 'Ethyl' gasoline." From the clues given, can you name th famous owners of these happy canines 2,"Great Pal," a Great Dane, belongs to a famous movie nomadise who is coming back to the screen after an absence of several years. This should be great news to the folks who roared at this frantic young man with horn-rimmed spectacles when he starred in "Grandma's Boy," "Safety Last" and "The Freshman." His new, sure-to-dick comedy is "The Sin of Harold Diddlebock," a feature release of United Artists. He lives with his wife and children in Beverly Hills, drives a light gray convertible and collects old can. He uses "Ethyl" gasoline in all his can because: "Then's nothing like 'Ethyl' gasoline for bringing out the power of a new car and putting a bit of life back into an old one." 3. "Bruce" belpngs to one of the busiest men in radio. Mr. G. appears on aa many as eleven shows a week, and his specialty is kidding sponsors and commercials. He works without notes or script... just says what comes into his head... which is some thing when you consider he's on the air about fourteen hours a week. You can bear him over CBS at 11 A.M. EDST Monday through Friday and at 9:00 P.M. EDST Tuesdays. He lives in Virginia, enjoys sailing, raising horses snd driving his new car. He says be always uses "Ethyl" gasoline because: "If I didn't, they wouldn't put my name in this ad." Read this to check your identification of the dots' owners: It's pretty hard to Identify somebody from a pictureof hisor her Jog. Also the fact that the person is an "Ethyl" gaaollne user is not tbe beat of cluea. Millions of people like both dogs and high-quality ilasoline. However, we think we've given you enough other dues to identify: 1. Gladys Swarthout. 1. Harold Lloyd. S. Arthur Godfrey. Theae famous people look for the "Ethyl" trademark for the -ame good reasons that millions of other car owners do. They knot, tbe familiar yellow-and-black "Ethyl" emblem on a pump means t he oil company has Improved Itsbeet gasoline with "Ethyl"antiknock com pound. This famous Ingredient steps up power and performance-- helps any car, new or old, do Its beat. Ethyl Corporation, New lork. LOOK fOt THI "ETHYL' T*ADl-MA ETC 28659 Malcolm P. Murdock has been named assistant general sales manager of Ethyl Corporation, in which capacity he will as* sist Julian J. Frey, general sales manager, in coordinat ing the activities of account representatives. Mr. Murdock's appointment follows that of Oscar B. Lewis to the post of assistant general sales manager in charge i of sales department opera tions. Also, it completes the realignment of Ethyl's head quarters' sales staff, under the direction of Horry W. Kaley, vice president in charge of sales and advertising. A graduate of Cornell Uni versity, Mr. Murdock has been associated with Ethyl Corpo1 ration for the past 14 years, j Beginning as a field represen| tative in the New York office, he later served as monoger of one of the Ethyl Motor Clin ics and as an assistant mana ger of both the Los Angeles and Chicago sales offices. For the past two years, he has occupied an executive sales capacity in the distribution of "Ethyl" Cleaner, the Corpora tion's synthetic detergent. Mr. Murdock, who is well known throughout the oil in dustry, is a native of Melrose, Mass. He and his wife and two sons live in New Rochelle, New York. EDWARD L. SHEA IS ETHYL'S NEW PRESIDENT 3 Succeeding Earle W. Webb, who hat been named chairman of the board, Mr. Shea comes to Ethyl with a background of twenty years' experience in the petroleum induttry, including executive leadership in sales, manufacturing, and industrial relations. WILL DDT CONTROL ALL INSECTS? 6 As with many new discoveries, the qualities of DDT have suffered from exaggeration and misunderstanding. In this article, an authority presents the latest evidence as revealed in scientific tests performed in the laboratories of Ohio State University. THERE'S A LAW AGAINST IT 8 The American habit of passing laws -- and then forgetting them -- has resulted in many archaic statutes being on the law books today. Probably half the population could be put in jail, if these ancient laws were enforced. WORKSHOP FOR PROGRESS 11 This Autumn marks the twentieth anniversary of the establish ment of Ethyl's Research Laboratories in Detroit. But Ethyl's re search men are not merely marking a milestone. They are looking forward to the next two decades -- and to even greater service and usefulness to the oil and automotive industries. PECK OF MISCHIEF 15 Elmer was Eugene Kettering's hobby -- and a pest. But his insidi ous charm and robust personality endeared him to the hearts of a whole community. A LIFT TO EDUCATION 19 The school bus this month resumes its essential job of transport ing five million pupils daily. Already a major influence in strength ening the country's educational system -- particularly in rural areas -- the school bus will produce even greater educational benefits in the years ahead, in the opinion of educators. In srder te widen the fields of reader Interest In Ithyl News, we frequently publish articles contributed by writers net associated with Ithyl Corporation. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles ef timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Idword L Shea, president; Percy L. Griffiths, vice president ond treasurer; Julian C. Gonioles, secretory ETC 28661 I in fo di w pe Pr of Tl sv H is Pr A; \vl W ate of O. wi Co Nr 1 Si Ac Pr: nei atii bu1 at Tic Ju; EDWARD L. SHEA IS ETHYL'S NEW PRESIDENT Earle W. Webb is named Chairman of the Board n assuming office on August 9 as president of Ethyl I Corporation, Edward L. Shea has come back to an industry in which he has had an impressive career. As a former officer of the Tide Water Oil Company and a director of the American Petroleum Institute, he is familiar with the problems -- as well as the opportunities -- that are peculiar to the oil business. With .Mr. Shea's election, Earle W Webb, who has been president for more than 22 years, moves into the new post of chairman of the board. For the past eight years, Mr. Shea has been president of The North American Company, a large public utility system whose subsidiaries are in the East and Mid-West. He will remain as a director of North American. Mr. Shea is also a director of American Viscose Corporation, Corn Products Refining Company, and The Equitable Life Assurance Society of the United States. Except for a period of two years Navy as a naval aviator. Two years when he served as a naval aviator in later he returned to the Bayonne re World War I, Mr. Shea was associ- , finery of Tide Water, and a year ated from 1916 to 1936 -- a period later was transferred to the sales of 20 years -- with the Tide Water department. Later he went to Mex Oil Company, and for three years ico as a member of the production with Tide Water Associated Oil division staff. Company. Mr. Shea's association with the Career in Oil management of the company began on January 1, 1922 when he was Mr. Shea was born in Nashua, called back to the Bayonne refinery New Hampshire, on November 4, to become manager of industrial re 1892. He attended Phillips Exeter lations. After six months in this posi Academy and was graduated from tion he was assigned to the New' Princeton University as a civil engi York office of the company to be neer in 1916. Six months after gradu assistant to the vice president in ation he began his career in the oil charge of manufacturing. Two years business when he reported for work later -- in 1924 -- he was appointed at the Bayonne, N. J. refinery of assistant to the president and a few Tide Water Oil Company. months later was elected torhe board Then came World War I, and in of directors. June of 1917 he enlisted in the U. S. Mr. Shea became an officer of the Edward L. Shea Tide Water Company on May 1, 1925 with election as vice president in charge of manufacturing. Re sponsibility from the vice president's level for directing sales as well as manufacturing was assigned to him two years later. On July 1, 1931, he was elected executive vice president, a position he held for two years until he was elevated to the presidency. .Meanwhile, Mr. Shea also served as a director and vice-president of Tide Water Associated Oil Com pany, which held controlling inter est in both Tide Water Oil Company and Associated Oil Company. In 1933, when Axtell J. Bvles resigned the presidency of Tide Water Asso ciated Oil Company to become pres ident of American Petroleum Insti tute, William F. Humphrey, presi ETC 28662 dent of Associated Oil Company and also a director and vice-presi dent of Tide Water Associated Oil Company, succeeded him. Three years later all units of the business were merged into one operating company, the present Tide Water Associated Oil Company. Mr. Humphrey continued as president and Mr. Shea was elected executive vice-president. Three years later, on November i, 1939 he wenr to The North American Company as presi dent. Mr. Webb has been associated with Ethyl Corporation since its in ception. He was born in Morehead City, North Carolina, on February 9, 1883, and attended Trinity Col lege, now Duke University, for three years, taking his senior year at the University' of Michigan where he was graduated. After studying law at the New York Law School he was admitted to the New York bar and practiced for seventeen years in New York City, serving as counsel for several large corporations. In 1922, Mr. Webb went to De troit to become general attorney for General Motors Corporation. By this time, the late Thomas Midgley, Jr., working under the supervision of Charles F. Kettering, was in the midst of his experiments to perfect a commercial antiknock compound using his tetraethyl lead discovery. After Mr. Midgley's discovery of the antiknock properties of tetra ethyl lead, a considerable period of time was spent in making exhaustive tests of the product blended with motor gasoline. By the end of 1922, Mr. Kettering, Mr. Midgley, T. A. Bovd, Carroll A. Hochwalt, Charles A. Thomas, James R Andrew and others who worked on the "knock" research were confident they had perfected ah effective antiknock compound for America's motor cars. On February 2, 1923, "Ethyl" gaso line, blended at the pump by adding a few drops of "Ethyl" antiknock compound to each gallon of fuel, went on public sale at a Refiners' Oil Company station in Dayton, Ohio. Ethyl Corporation's history began that day in Dayton but it was history "by proxy" because more than a year went by before the present company came into existence. In the meantime, General Motors had or ganized General Motors Chemical Company to manufacture and sell "Ethyl" antiknock compound. Mr. Webb was one of the original direc tors of this company. The process of producing tetra ethyl lead by reacting an alloy of metallic lead and sodium with ethyl bromide at atmospheric pressure had been developed by the General Motors Research Corporation. Lack ing the equipment necessary to manufacture tetraethyl lead in large quantities at General Motors, a con tract for the production of the product was made with Du Pont. A blending plant was established by the General Motors Chemical Com pany at Moraine City, Ohio, where tetraethyl lead produced at the Du Pont plant in Deepwater, N. J. was blended with other components to make "Ethyl" antiknock compound. Ethyl Chloride Process Standard Oil Company (N.J.) had become interested in the possi bilities of antiknock compounds and in the spring of 1924, Standard Oil reported that its consulting chem ists -- Dr. C. A. Kraus and Dr. C. C. Callis -- had found it practicable and more economical to produce tetra ethyl lead by reacting the leadsodium alloy with ethyl chloride at moderate pressure, rather than with ethyl bromide aratmospheric pres sure. This discovery also removed at that time the bottleneck of short bromine supplies. In order to gain the maximum working advantages from both dis coveries -- tetraethyl lead as an anti knock agent and the ethyl chloride process of manufacture -- General Motors Corporation and Standard of New Jersey agreed upon the formation of a jointly-owned com pany to manufacture and market the compound. Thus was bom the Ethyl Corporation. The new company was incorpo rated August 18,1924, with Mr. Ket tering as president and Mr. Midgley as general manager. Mr. Kettering resigned on April 21, 1925, and Mr. Webb W'as named as his successor. As manufactured today, "Ethyl" antiknock compound consists of three basic ingredients -- tetraethyl lead, ethylene dichloride and ethyl ene dibromide -- but these chemicals require more than a dozen interme diate chemicals and raw materials for their manufacture. Tetraethyl lead, of course, is the active anti knock agent in the compound. The purpose of ethylene dichloride and ethylene dibromide is to combine with the lead vapors in lead-treated gasoline and then carry them off in the exhaust gases. Even with the ethv! chloride man ufacturing process, there remained a shortage of bromine, from which ethylene dibromide is made, a prob lem that had to be solved in the early davs of the new company. At that time the Dow Chemical Company was producing virtually all the nation's output of bromine from the salt brine wells of Michi gan, which, however, represented a relatively small part of the quantity of bromine Ethyl estimated it would need /for the future, from a long range view. Sea water had never been pro cessed for a chemical on a commer cial basis, but laboratory tests con vinced Mr. Midgley, Mr. Andrew, 4 ETC 28663 Dr. Graham Edgar, now a vice president of Ethyl Corporation, and others that such a step was practic able. As a result, Ethyl purchased a Great Lakes cargo ship, converted her into a floating chemical factory, and sent her to sea. The "S. S. Ethyl" sailed the waters off the Carolinas for a week in late April and early May of 1925, pumping thousands and thousands of tons of water from the ocean and extracting most of the 67 parts of bromine that are found in every million parts of sea water. Although the "S. S. Ethyl" never sailed again as a sea-going bromine extraction laboratory, its mission was a success. It had proved that bro mine could be separated from the ocean on a practicable basis. Shortly thereafter the Dow Chemical Com pany developed a sea-water extrac tion process which was not only practicable but much more eco nomical. Formation of Ethyl-Dow In the early 1930's, Ethyl Corpo ration and Dow Chemical Company formed the Ethyl-Dow Chemical Company which today maintains two sea water bromine extraction plants. One of the plants -- that which went into operation in Janu ary, 1934 at Kure Beach, N. C.-- was placed on a "stand-by" status at the end of the recent war. The other Ethyl-Dow plant, built during the war at Freeport, Texas, produces the ethylene dibromide now needed in the manufacture of "Ethyl" anti knock compound. From Freeport, it is shipped bv tank car to Baton Rouge, La., site of the Ethyl manu facturing plant. The Baton Rouge plant, the larg est in the world for the manufac ture of antiknock compounds for gasoline, is completely integrated, producing all the intermediate chem icals needed in the manufacturing processes as well as the finished antiknock compound. Construction of the Ethyl plant was started in the Fall of 1936 when it became evi dent that the demand for lead-treated gaso line could not be met by the output of the manufacturing plant in Deepwater, N. J. Situated on a 200-acre tract of land, the Ethyl plant at Baton Rouge has undergone almost continuous expansion ever since construc tion began. Last June the board of directors approved a $20,000,000 expansion pro gram to increase the manufacturing facilities of the Baton Rouge plant in anticipation of heavy demands for high quality gasoline predicted for the future by the petroleum industry. Having been bom, as it were, in a test tube, Ethyl Corporation has al ways recognized the supreme impor tance of research to continued au tomotive progress. Almost from its origin, the corporation has spon sored cooperative research programs of mutual benefit to the oil and auto motive industries and thus to the motoring public at large. Ethyl's philosophy of research is, and has been, based upon the recog nition of the interdependence of engines, fuels and lubricants. The emphasis, naturally, is placed on promoting the best utilization of fuels containing "Ethyl" antiknock compound. But more than that, the effort also is to assist in the co ordinated improvement that has characterized the development of engines and fuels in advancing Earle W. Webb toward the goal of greater automo tive efficiency. To this end. Ethyl Corporation makes available to the automotive and petroleum industries its fund of basic information and research data accumulated for more than twenty years. Ethyl's central research labora tories are now- located near Detroit, and a smaller laboratory for road testing of fuels and engines is main tained in San Bernardino, California. In addition to these, the company has five gasoline testing laboratories, located throughout the country, as well as sales offices located in key cities from coast to coast for on-thespot service to its more than 250 customer oil companies. For the eighteen years since rec ords of gasoline gallonage have been kept, more than 50 billion gallons of premium grade gasoline and more than 200 billion gallons of house brand gasoline have been improved bv the antiknock compounds sup plied bv the corporation. 5 ETC 28664 Editor's Note: When DDT leas first introduced during the tear, it scored some spectacular successes. Probably its out standing accomplishment teas in halting the ty phus epidemic that swept Naples in 194}, al though it teas put to effective use the scorId over. Since then, the chemical formula (schich teas discov ered in 1814 but lay buried in scientific archives for more than half a century) has been subjected to extensive scien tific tests to determine its peacetime applications. Among other things, these investiga tions have established that DDT does not kill all harmful insects, and that it does have its limitations. In this article Dr. DeLong reports on tests made with DDT to determine its effec tiveness against household, ani mal and agricultural pests. The investigations were conducted under his direction at The Ohio State University Re search Foundation, Columbus, Ohio. 6 uring the early days of our problem. Certain species of plant D entrance into World War II, lice can be killed; others are not con an old chemical formula, DDTtr,olled. Many species of important buried in literature for some 75 insect pests cannot be killed. On the years, was brought to light and re other hand, it frequently will kill vived for testing as an insecticide. beneficial insects (many of which It proved to be the most promising are natural enemies of insect pests) insecticide which has been discov when used indiscriminately. ered up to the present time. There Although most plants are not in are, however, definite limitations re jured bv DDT, certain types of garding its use and certain qualifi foliage -- cucumber, for instance -- cations regarding its greatest effi are easily killed. For that reason, ciency. cucumber-attacking insects cannot In agriculture it serves as an ex be controlled bv it. cellent control for many pests, es If taken internally, man is affected pecially on potatoes, vegetable crop bv certain quantities, and spray resi insects, vineyard pests and orchard dues must, therefore, be considered pests. It has proved to be especially upon edible plants. Milk obtained effective in the household, in the from cattle feeding upon treated control of houseflies, mosquitoes, forage may contain DDT in small bedbugs and fleas. It is looked upon quantities, so this is another problem with great hope for the eradication upon which intensive work is being or complete control of insect-borne performed. diseases such as malaria. It promises With these facts in mind, a pre excellent control of many livestock liminary list of some of the major pests if used with precaution. insect pests of the eastern L nited For instance, it will kill fleas upon States has been prepared, show ing either dogs or cats, but because the certain insects that can or cannot be cat has a habit of licking itself, it controlled with DDT. Some insects cannot safelv be used upon the cat. upon which no definite data have It is not considered dangerous upon been obtained are not included in the dog. ' the list. The precautions in using DDT upon cattle are the same type of * Professor of Entomology, The Ohio Naic versity, Columbus, Ohio. ETC 28665 A PARTIAL LIST OF INSECTS UPON INSECTS ATTACKING MAN AND HOUSEHOLD INSECTS ATTACKINQ DOMESTIC ANIMALS INSECTS ATTACKINQ GRAIN, GRASSES, FORAGE, STORED PRODUCTS ANO SPECIAL CROPS INSECTS ATTACKINQ VEGETABLES INSECTS ATTACKINQ FRUITS (TREES AND SMALL) INSECTS ATTACKINQ SHADE TREES, ORNAMENTALS AND GREENHOUSE COHTROL Amt, (Art, etc.) Bsdbups Bsstlss (etrpst) Buff (kissing) fimu Files (Meek; ttaMt; houee) Uet (human body; hood; crab) Motouitoot Moths (clothes) Punkies SUvsrftsh Flist (horn; tcrow worm) Lie* (horto-chowing and blood sucking; cattlo-cftowing and Mood sucking; $hss*Mttng; poultry; hog) Tick (shsop: brown dog) Aphid (psa) Armyworm Booties (confused flour; sasrtoothsd grain; Mister; whitctrtnged) Bollworm (cotton; pink) Budworm (tobacco) Bug (tarnished plant) Chinch bug Corn borer (European) Carworm (com) Plea Beetle (tobacco) Roahoppsr (cotton) Hornworm (tobacco) Leafftoppor (dovsr) Moth# (Indian moaJ; angountois grain) Root worm (Southern com) Spittiobugs Vetch bruchid Webworm (garden) Weevils (granary; rice; pea; clover loaf) Aphid (potato) Beetles (been leaf; Mister; Colorado potato) Borsr (squash vine) Carrot rust fly Caterpillar i velvet bean: cebra) Flea beetle (potato; spinach) Fruit worm (tomato) Hornworm (tobacco-tomato) Lacs bug (egg plant) Leafhoppers (potato; boot) Loopor (cabbage) Moths (potato tuber; diamend*baek) Pin worm (tomato) Psyilid (potato) Thrips (onion) Weevil (pepper) Worm (piekls; melon; Imported cabbage) Bsettee (Japanese; green June; grape bud) Bug (tarnished piant) Cankerworm (spring; tail) Caterpillar (Eastern tent) Rea beetle (grape) Lasfnoppsrs (apple; grape) Leaf rollers (fruit-tree; strawberry) Maggot (apple) Moth (codling; Oriental fruit; grape*berry) Orange Tortrix Psylla (pear) Red bug (apple) Rootworm (grape; strawberry) Ross chafer Sawfly i,imported currant) Thrips (pear; citrus) Trsehoppsr* (Glossonotus; Buffalo) Webworm (fall) Aphids (chrysanthemum) Bagworm Beetle (elm leaf) Borsr (locust) Catalps sphinx Caterpillar (walnut) Lssfnoposr (ester) Loaf miner (locust; boxwood) Leaf tyer (greenhouse) Midge (chrysanthemum; rose) Millipede Moths (whlte-marksd tussock; gypsy) Sswflies Scale (orchid) Spittisbug (pins) Thrips (orchid; gfadida; chrysanthemum) Webworm (mimosa) WeevM (orchid; whits pins; pecan) Whittfty Flies (horse; deer) Mites (harvest: itch) Bois (horse) Mites i mange; scab) Warbles (os) Aphid i cabbage) Beetles iMexican Bean) Aphids i woolly appla) Cicada (periodical) Cureulio < plumt Red mite< European) Chiggers Cockroaches Termites Ticks r spotted fever) Hies i horse) Mites (poultry) Beetles [cadeile) Grasshoppers Leaf worm cotton) Weevils 'bean, cotton boll: alfalfa) Aphid i melon) Beetles < striped cucumber) Bugs isquash: harlequin; stink) Maggot (cabbage; onionj Weevil (sweet-potatoj Aphids 'apple: rosy apple; apple grain) Borer (peach-tree) Cureulio i appla) Flies < cherry-fruit l Scale ` California red; black) Wesvil isirawbarryi Aphids (Others) Mealy bugs the up( rA cm pol; Wa iire mis vise b ven cau: wht clot In ( cen new to \ Ir By Mildred Diefenderfer melon seeds in the streets of Ham for mitt Some surprising ancient statutes, still in effect, make law-breakers out of the most respectable citizens mond, Ind., and Milan, Mich., has a ban on discarding apple cores. You can't legally picnic in the and ers bam f you're proud of being a law- I abiding citizen, prepare to be man may cross a river in Connecti cut on Sunday. come a hermit or else risk losing You must take in your horses by cemeteries of Ogden, Utah, pour water on pedestrians walking along the streets of Elkhardt, 111., or tickle ject H mot your reputation. 10 p.m. in River Edge, N. J., but a young girl in Norton, Ya. Be car For, abiding by every sub-section in Moscow, Idaho, the horse curfew careful about leading bears around of many laws now on the statute is midnight. In Barre, Vt., you have on ropes in Augusta, Me., and books is virtually impossible. If half to take a bath every Saturday night, throttle Junior's attempted "razz- the city ordinances and state laws and in Hamilton, Ontario, you can't berries" in Kentwood, La. governing the pedestrian, the mo be on the street after midnight un These general hints will govern torist, the householder, his children less attired in full dress. your conduct, but keeping your car T and pets were enforced, not a single day would pass without each of us Don't Blow Your Nose on the safe side of the law is an other matter. Green Bay, Wis., has paying a fine, or even going to jail. If you take the law in your own provided a fine for each drop of oil In Jacksonville, Fla., for instance, hapless hands and decide on a swing dripped from your car onto the it's illegal for a woman to walk along around the country in the family pavement. The only kind of vehicle the street without a belt. A Jones boro, Ga., city ordinance prohibits a wrought-up citizen from expos car for your vacation, here's what you'll have to bear in mind: It's illegal for a car to backfire in you can operate on a public high way in Kansas while under the in fluence of alcoholic beverages is a tulating, "Oh, boy!" You can't harmonize in the bars of Madison, Wis., smoke indoors in some Maine villages, sprinkle salt on the streets of Baltimore, or walk behind a mule in Kentucky with out first talking to it. Only a clergy Rutland, Vt., and you can't blow your nose on the streets of Waterville, Me. Leaning against public buildings is punishable in Clinton County, Ohio, and you can't climb lamp-posts in Washington, D. C. There's a fine for throwing water wheelbarrow. Maine prohibits traveling on Sun day -- except for charitable pur poses. A lady driver can be pulled in under a Chicago ordinance ;f her hat covers one eye, and in Daytona Beach, Fla., drivers are to indicate 8 ETC 28667 their direction with a buggy whip upon making a turn. An out-of-town motorist with criminal intent must telephone the police the instant he enters Tacoma, Wash. In Sausalito, Cal., it's quite irregular to get drunk without per mission from the Board of Super visors. Keep an eye on vour wife when venturing afar. Her slacks might cause trouble in Durango, Cal., where it's a misdemeanor to wear clothing "unbecoming" to one's sex. In Oklahoma, she should have a li cense to curl her tresses or try a new hair-do. Women are forbidden to wink in public in Falco, Ala. Husband Can Be Fined In Utah, a husband is responsible for every crime except murder com mitted by his wife in his presence, and in Dixie, Idaho, if a crowd gath ers when a woman scolds her hus band in public, the husband is sub ject to a fine. Heralds must precede your auto mobile into Jackson, Tenn., and a car entering Pleasantville, Iowa, must follow a man with a red lan tern. You must yield the right-of-way to birds on Utah highways and ba bies in Arabela, N. Mex. In Dallas, Tex., dogs must wear headlights at night, while Lawrenceville, Pa., pe destrians are supposed to carry lighted candles on nocturnal strolls. Ridiculous as these do's-anddon'ts appear, they are only a sam ple of the thousands of outmoded or ill-worded statutes in effect throughout the country. Luckily, most of them are never enforced. Some of these are the aftermath of local customs which were ac cepted until they became a nuisance -- such as the ordinance forbidding customers to ride their horses into the saloons of a small town in the state of Washington. Others are nostalgic remnants of the horse-andbuggy days which town fathers haven't gotten around to removing from the local statutes. Still others had their origins in local politics or personal animosities. Frequently an impossible piece of legislation is enacted because its drafters get snowed under by legal verbiage. The classic example of this common failing is the well-known statute which said that when tv'o trains approached the same grade crossing, both must stop and neither one proceed until the other one had passed. Pennsylvania once listed in its Motor Vehicle Code a rule prohib iting buses from carrying "a load in excess of 25 per centum of the registered seating capacity." On a 30-passenger bus, this would have made seven-and-a-half persons the top load. Poor wording in a Nebraska bill would have forced a truck driver to run back and forth placing reflec tors 200 feet ahead of and behind his truck every time he stopped while driving at night. Nor are these unusual laws nec essarily the work of the less sophis ticated state legislators of a bv-gone era. A bill proposed in the 1947 Kansas legislature would have re quired every pedestrian crossing a highway or street after dark to wear a taillight. Visible at 300 Feet The purpose of this rear appur tenance was to reveal "the pedes trian, his position and the direction in which he is going." The light was to have been colored red, and con structed and worn so "as to project from the top and bottom; sufficient red light to be plainly visible from a distance of 300 feet." A pedestrian is defined in the bill as "a person afoot." However, if a person isn't capable of standing on his feet because of inebriation, he would still be considered a pedesrrian "within the meaning of this act." Conviction for failure to wear a taillight was to be punishable with a Si00 fine -- "provided always that 9 ETC 28668 1 r the provisions of this act shall never apply to the members of the legisla ture." Many a California motorist may drive out of his wav this summer to avoid crossing the state of Wy oming. If he does, it's probably the outgrowth of a bit of Western rail lery, which California Chambers of Commerce took too seriously. Westerners for vears have been irked bv certain "port-of-entry" regulations imposed bv the state of California to govern incoming cars. With this in mind, a member of the Wyoming legislature, with tongue in cheek, introduced a bill stating that the people of Wyoming, "in their zeal for exemplifying West ern hospitality," were eager to ex tend a cordial welcome to Califor nians by reciprocating in the mat ter of traffic regulations and portof-entry rules. Two Belts to Ring Because of the "appalling" num ber of fatal accidents in Wyoming due to California drivers, the legis lator's preamble admonished the "good people" of California to dis play on their cars two red flags, three feet square, placed fore and aft, and to provide at least two bells measuring six inches in diameter "so contrived that they shall ring con stantly while the car is in motion, with such resonance that the sound thereof may be heard for a distance of joo yards." The flags, bells and other ac coutrements were to be leased at the Wyoming port-of-entry for $: a trip, with $i to be refunded when the equipment was surrendered on the opposite border. Other 1947 proposals would have required two pairs of crows' feet to be turned in for a South Dakota hunting license, prohibited the sale of diamonds in Arkansas after 7 p.m., slapped a $1,000 tax on divorce suits in Rhode Island, and declared that cats were a public nuisance in Illinois. One of the most fabulous pieces of legislation ever to be presented to a governing body was put before an astounded Tennessee legislature last January. Admittedly a prank, but with a genuine overtone of weariness over the complexities of our modern age, the bill is a plea for a return to the simple life and offers to purge all humanity from its many shortcomings. As Senate Bill 94, the preamble sets forth the following intentions: "TO ABOLISH ALL SCHOOLS, CHURCHES, CIVIC CLUBS, CHAMBERS OF COMMERCE, POLITICAL PARTIES, COUNTIES, CITIES, TOWNS, TAXING DIS TRICTS, THE STATE OF TENNESSEE, THE FEDERAL GOVERNMENT, AND ANY OR ALL ORGANIZATIONS, INSTITUTIONS, CORPORATIONS (CIVIL OR ECCLE SIASTICAL), OF A SIMILAR NATURE, CHARACTER OR DESCRIPTION; AND TO IMBUE ALL PERSONS WITH COMMON SENSE; AND TO EXCUSE AND FOR EVER RELEASE ALL PERSONS FROM THE PAYMENT OF ANY NATURE, CHARACTER, OR DESCRIPTION OF TAXES; ANO TO GRANT ETERNAL FORGIVENESS TO ALL MANKIND, IRRESPECTIVE OF RACE, CREED OR PREVIOUS CONDITION OF MENTAL OR PHYSICAL SERVITUDE; AND TO MAKE ALL PEOPLE GOOD." Section 2 points out that all per sons would be imbued with com mon sense, apparently as the aftermath to the end of institutions and taxes. Section 3 says that after pas sage of this act "all people shall be good, free from selfishness, greed, avarice, hatred, contempt and covet ousness." The next section declares an emergency exists, and legislates a state of Utopia, while the fifth sec tion provides a "free passport through the pearly gates." The sixth section has an escape clause repeal ing "any and all acts in conflict here with," and makes it clear that if any word, phrase, sentence, paragraph, or section of the bill is declared un constitutional, this decision will not affect the remainder. If you're still determined to see the country as a law-abiding citizen, remember not to shoot fish with a bow and arrow in Louisville; lasso them in Knoxville; walk a tight rope without a license in Hammond, Ind.; go shirtless in Toomsboro, Ga.; break out of jail in Pasadena; skate on the streets of Milwaukee after 8 p.m.; or buy peanuts in Florence, Ala., after sundown. No Guns on Trolleys Don't criticize the fire-fighting methods in South Norfolk, Va.; be sure not to park your car without "substantial fastening" in Lakeland. Fla.; don't rest in the middle of the road in Ola, S. D., fish from horse back or shoot animals through street car windows in Idaho, or operate a still without blowing a whistle in Kentucky. If you feel your conduct slipping, set the scene of your undoing in Halsey, Neb. The Halsey town con stable must be courteous to you or else he'll pay a fine, too. 10 ETC 28669 FOR PROGRESS Marking the 20th anniversary of their establishment in De troit, the Ethyl Research Laboratories look back on two decades of broad progress in fuels and engines, and look forward to an era of heightened service to the oil and auto industries wenty years ago a handful of TEthyl research engineers, led by Earl Bartholomew, were packing their baggage to move from Yonkers, N. Y. to their own new laboratory in a converted garage in Detroit, Today in the modem laboratories on Eight Mile Road, 350 technical and non-technical employees are em ployed in the continuing program of Ethyl research -- and the problems in many cases are not too far re moved from the original basic re search performed by that original six-man staff. The control and instrument panel for an engine dynamometer. Of the 17 engine dynamometers in use of the Ethyl Laboratories, 14 are double-ended. On the latter, it is possible to operate two engines either alternately or simultaneously Hite ETC 28670 ` * y : Creating, in effect, an "indoor highway," the apparatus, left, duplicates the opera tions in speed and loading of engines en countered in actual on-the-road service. Below, the performance characteristics of tractors, as well as of automotive vehicles, can be checked on this chassis dynamometer After the Laboratories had been functioning in Yonkers for almost two years, the move to Detroit was decided upon so that research and service could be carried on in the heart of the automotive industry. Todav the Detroit group comprises the central research staff of Ethvl Corporation. Their workshop is among the most modern and best equipped of its kind in existence, located on a 26-acre site in suburban Detroit. Occupation was completed early in 1942, after the Laboratories had functioned in Detroit proper for 15 years. The buildings house the Engi neering Research, the Chemical Re search, and the Aeronautical Re search Laboratories, as well as the Technical Service Department, a road test garage, and a chemical workshop whose equipment in cludes small autoclaves for research on the manufacture of tetraethyl Con stuc lead und stor mac ing, phoi Si of n cont hens the Whi keep ment Erin same Ethyl Corporation main tains representative road research fleets at its laboratories in both De troit and San Bernard!no, California. The vehicles, such as the one at right, are used to determine the performance of fuels in actual road operation 'ShL ti bmperatu duri ftoc/ion filiation btl sam fyht, the Motomete chemi *h*is op ETC 28671 *.a- 'A\\n x * A \\v \ ' X' ^ Components tor special fuels to be blended and studied are received in drums from refineries Up to 20 different fuels can be analyzed simultaneously for tetraethyl lead content lead. Service facilities include a large underground system for the bulk storage and distribution of fuels; machine, carpenter, electrical, weld ing, and paint shops; and a blueprint, photostat, and photographic section. Since Ethyl Corporation was born of research, it is axiomatic that it has continuously sponsored a compre hensive research program through the past two decades and more. While the program has changed in keeping with technological develop ments, the underlying philosophy of Ethvl research has remained the same. That philosophy is based upon a recognition of the interdependence of engines, fuels, and lubricants. Accordingly, the Ethyl Research Laboratories have shared in the solu tion of many of the problems asso ciated with the development of to day's modern high compression au tomotive engines. Work Through the Years The Laboratories performed the research on the composition of "Ethyl" brand of antiknock com pound which resulted in a series of blends which have kept the per formance of antiknock gasoline cor related with progress in engine de sign. By fundamental research work and through cooperative research programs with the oil and automotive industries, they have contributed ex tensively to the mutual adaptation of engines and fuels and to the crea tion of the fundamental knowledge which serves as the basis of progress. In addition, they have worked with operators of bus and truck fleets, and in the farm equipment and aero nautical fields, in the solution of problems peculiar to engines in these services. The Ethyl Laboratories were de- pighf, taking a 1tmperature read ing during the pocfiona/ dis tillation of a i>sl sample. Far P9ht, the spectro- nolomefer is used P themical anplyii* operations >r ft r Mil B 5" >a; m VI signed and staffed in anticipation of the many complex problems facing the oil companies in their postwar refining operations. Because of the unprecedented de mand for petroleum products both during the war and in the reconver sion period, the oil industry has been left without opportunity to study and evaluate fully the mans- new methods of refining that became commercially practicable just before Pearl Harbor. On the other hand, the development of engines has gone forward, and many of these new motors will require fuels of higher antiknock quality. Assistance to Refiners It is the aim of the Ethyl Labora tories to assist refiners in meeting the fuel requirements of these new en gine designs most conveniently and economically. Functioning with the Ethyl field organization, the Labora tories are equipped to aid the indi vidual refiner in preparing for the economical production of tomor row's fuels in the light of conditions w'hich he faces today in respect to types of crude, present processing equipment, and demand for petro leum products. Instead of celebrating their twen tieth anniversary in Detroit, the Ethyl Corporation Research Lab oratories look forward to an era of service and usefulness to oil and automotive companies in u hich the\ can aid the advance to new actuoements in motor transportation. woi wh< firm E Alt! like* he peo; of s rugg Bi eigh mun him. tu tic he w local ever tribe set r "obii blacl El. adofame 14 ETC 28673 It will be a long time before residents of Hinsdale forget their favorite -- a clown, a playboy, and a thief Legally, Elmer belonged to Eu gene VV. Kettering, son of Charles F. Kettering, but actually he be lmf.r is dead. He departed for did. If all of Hinsdale loved him, it E his own Valhalla three vears was because he was such a sinner. ago. But there is hardly a manB, ut the good people of Hinsdale for woman or child in Hinsdale, 111., gave him for his sins, because Elmer who will forget him for a long, long was just a crow. longed to the community. And he is probably the only crow in the world who won a title after he passed on. They speak of him now, not as just Elmer, but as "Elmer the rime, Elmer was bv no means perfect. Although he had a lot of friends and liked most of the folk in his town' he took a violent dislike to some people and had a convincing way of showing his reactions. He was a rugged individualist. But Elmer, in the short span of eighteen months in which the communitv of Hinsdale learned to know Susan Kettering reads the fesfimonial book given to the family by young admirers of Elmer after his death him, or about him, became an insti tution, a town character. And when he was killed bv a railroad train, the local school, where he was known to every teacher and pupil, closed in tribute. The local weekly newspaper set a precedent by publishing his "obituary," enclosed in suitable black borders, on the front page. J Elmer was no gentleman. He was a clown with diabolical instincts. His fame was built upon the mischief he etc 26674 First," because he has a successor. Elmer the Second, along with Gus, another black crow (both of undetermined sex), were acquired bv the Ketterings a year ago when the people of Loudonville, Ohio, gave the pair to voung Charles ("Chuck") Kettering, on Chuck's fifteenth birthdav. Incidentally, the folk of Loudonville had quite a cele bration that time in honor of the 70th birthday of Chuck's illustrious grandfather and their native son. But this is a storv about crows, not "Boss" Ket. Elmer the Second and Gus are now going- through the process of "training." Elmer the Second, who seems to be the more precocious of the two, can say "Hello," and both he and Gus are gradually getting acquainted with the neighborhood. But it is unlikely that either Elmer the Second or Gus will ever build up a reputation comparable to that of their distinguished predecessor. The saga of Elmer the First is an almost endless tale of tricks, mostly mischievous. No one -- not even Mr. or Mrs. Gene Kettering -- can re count them all, and the only authen tic record of Elmer's life of adven ture is contained in the pages of a testimonial book given to the Ket tering family by some schoolmates of i i-year-old Jane Kettering, after Elmer was killed. He was on his way to the school that afternoon as an escort to a group of children, when the tragedy occurred. And because every pupil in the school knew Elmer and was so genuinely sad dened bv his death, the teachers wisely decided to dismiss classes for the day. On each page of the testimonial book is a story, written and illus trated by a v'oung friend, recount ing an episode in Elmer's busy life. Some of the stories about Elmer have become legendary. There's the one, for instance, about the lunch hour visit Elmer made to a neighbor who had the habit of taking out his false teeth when he ate. On the oc casion of his social call, Elmer calmly picked up the false teeth with his beak and flew away. The Ketterings spent long hours searching for the teeth, and faced the liability of re placing them for their persecuted neighbor. But fortunately, the teeth were found, a day or so later, hidden under some leaves in the neighbor's own yard. Elmer the First apparently liked most children, but there was one young girl in his neighborhood whom he disliked and abused un ashamedly. When she came into sight Elmer would fly down, peck at her legs, and usually succeed in chasing her away. He also had a weakness for open-toed shoes. Being a flagrant gatecrasher at all neighbor hood garden parties and outdoor af fairs of any kind, he had many op portunities to practice his ungentlemanly cravings bv alighting beside a lady shod with open-toed wear, and pecking at the exposed digits. He was a thief of the worst kind, and the booty he seemed to prefer was pencils and coins. Many a "bill" has been sent to the Ketterings by neighbors and friends for Elmer's larcenies. Elmer's vocabulary wasn't very extensive but he could say "Hello," "Get up," "Chuck, get up," "Shut up," and "Go home." He w as impo lite at times. One incident that seems to have become a favorite tale about town has to do with the mailman. This friendly soul, who really liked Elmer, found that his overtures to ward Elmer were never recipro cated. Try as he might he never got anytl Elme pleas by a ' Eli Herr dale 1 woul ingc san child the sc class: lookc penci hide Elr the I woe whicl towa; of an and f Th tire F Mrs. an am like a' T Elmer cause ETC 2.86T3 anything except an icv stare from Elmer until, one dav, his attempted pleasantries toward Elmer were met bv a raucous "Aw, shut up!" Elmer was no one to stay home. He made it his business to keep Hins dale under constant surveillance. He would accompany the three Ketter ing children -- Chuck, Jane, and Su san -- to school, and bedevil all the children while they were at play in the schoolyard. He would invade the classrooms, and he seldom over looked an opportunity to snitch a pencil or a coin, then fly away and hide it. Elmer always got along fine with the Ketterings' dogs and cats, but woe betide any other dog or cat which displayed an unfriendly act toward him. Elmer was the master of any situation requiring courage and finesse. The Ketterings acquired Elmer the First in the Spring of 1943 after Mrs. Kettering told two boys, one an amateur naturalist, that she would like a baby crow as a pet. Eventually, Elmer arrived in a gunny sack. Be cause crows have the same vocal chord construction as parrots, they learn to talk fairly easily. Elmer the First was fed on hamburger steak, horsemeat, and bread. He roosted at night in a favorite tree in the rear of the Kettering home. As a youngster, he was decorous enough not to disturb the household in the early morning hours, but as he grew older, and bolder, he as sumed a responsible attitude in per suading the Ketterings to get up and about. He would do this by entering a bedroom window, perching at the foot of a bed, pecking at the bed covers, and admonishing the occu pants to "Get up! Get up!" He was a bit of a rum-pot, though, showing a strong liking for a Rum Collins, but a peculiar lack of enthu siasm for whiskey and gin. He's been known to say "Go to hell," but it is not clear whether such profanity was coincidental with his bouts with alcohol. He would wait for school to be dismissed, squawk "Go home" to the pupils, and then accompany the Ket- Another of Gene Kettering's hobbies is his collection of model airplanes, largest of its kind. Above, are models of planes, all built to scale; below, is the entire collec tion of 450 models displayed in lighted cabinets along the walls of his library ETC 281 tering children homeward bvr either clown, and out-devil Elmer the First The collection, which represents flying or walking with them. He is another matter. They have a big a visual history of aviation beginning if would sit on the steps of the local job ahead of them. with World War I, is divided into bank of a morning and converse But while Elmer the Second and commercial, Army, Navy, foreign nonchalantly with Chicago-bound Gus are growing up to adulthood, and racing planes, and gliders, as well commuters on their way to the rail Gene Kettering keeps busy on other as ships participating in famous road station. He liked to go auto fronts. He would qualify, probably, flights, beginning with a Wright mobile riding with Gene Kettering, for the top rank of men with mul Brothers model, and including the sitting at times on the steering wheel. tiple hobbies. In his basement he is Spirit of St. Louis and the Winnie He would hitchhike a bicycle ride building a model railroad, one that Mae. The evolution of warplanes is now and then with one of the chil will represent, in scale, thousands of all there for one to see, beginning dren of the Ketterings', or a neigh miles of tracks, and include many with the early cumbersome models bor's. by perching on the handle switches, tunnels, and suspension and ending with today's machines bars. bridges, and show, when completed,. of high speed and efficiency. Elmer the Sadist a graphic history of railroading in All the models are made to scale this country. of four millimeters to a foot, w ith One of his most mischievous tricks In the library of his beautiful every detail perfect, even to gut- was to yank clothes pins from hang home, .Mr. Kettering has acquired wires and the supercharger on a ing clothes, and it was on such occa the world's largest collection of Liberty engine. All are painted their sions when Elmer would backslide a bit in popularity. He had a sadis tic desire, also, for pulling ribbons model airplanes, comprising more than 450 models displayed in lighted wall cabinets. actual colors. Since starting the collection eighteen years ago, Mr. Kettering from carefully prepared hair-do's of his little girl friends. That is the kind of a yoid that Elmer the Second and Gus are be The largest weighs almost four ounces and has a wing span of 32 inches, while the smallest weighs just under a quarter of an ounce, and has has made about sixty of the models himself, while most of the others were made by young Bill Chaffee of Xorthville, Michigan. ing groomed to fill. Whether they a wing span of less than an inch. All make it, and can outshine, out- are made of balsa wood. No Time to Get Bored In a basement room, Gene Kettering is building, to scale, a model railroad which will represent a graphic history of this means of transportation in the U.S. A fourth Kettering hobby, to add to the trained crows, the model rail road, and the display of model air planes, is to collect finelv-made cameras. When he isn't engaged in pursuing one of these pastimes. Mr. Kettering holds down a full-time job as a mechanical engineer at the F.lec- tro-Motive Division of General Mo tors in La Grange, Illinois. Hobby-minded Gene Kettering doesn't have time to ?et bored. But whenever he wants a change of pace from working on his model railroad, or tinkering with an airplane model, or experimenting with a camera, he can always step out into his back yard and tell Elmer the Second and Gus about Elmer the First. '' es, Elmer the First was a clow n, a play boy, and a thief. Buc his mischievous pecking left a scar upon the heart of Hinsdale. ETC 28677 f the 24 million American O boys and girls who are trek king back ro school this month after the summer recess, one out of everv five of those students is returning to e modern educational plants such as n probably would never have been r. available were it not for the combi b nation of the school bus and our sys tem of good roads. In the two decades since 1926, more plentiful recreational facilities. about better school facilities and when the real growth of pupil trans Although the school bus may be educational standards in rural areas," portation began, the school bus has so commonplace today that it is says Dr. Cvr. "Very little consoli ut had a tremendous impact on the often taken for granted, the nation's dation was possible until school ce country's educational system, par leading pupil transportation special transportation developed. It was id. ticularly' in the farm and rural areas. ists are of one accord in crediting good roads and modern transporta el, Directly or indirectly, the school this n'pe of vehicle with being a tion that made possible the modern he bus has made possible more adequate prime factor in raising the standards consolidated schools, since pupils .k- and up-to-date educational facilities, of rural education. Among these au can be transported great distances, nd higher teaching standards, and bet thorities is Dr. Frank W Cvr, pro without in anv svay endangering es, ter paid teachers. It has also helped fessor of education at Teachers Col their health." .IV- to bring about, among other ad lege, Columbia University. Of late, the school bus has been ,)US vancements, improved highways "School buses ha*ve been the kev put to even greater service than : of and roads, increased opportunities factor in the consolidation of schools transporting pupils to classes. It is for communin' health programs, and and the provision which has brought now employed for such special uses 19 ETC 28678 as safety demonstrations, class arid field trips, excursions, carrying ath letic teams and spectators to out-oftown games, and transporting adults to community meetings. And, incidentally, while buses are transporting pupils to distant class rooms or conveying the school's baseball team to a contest in a neigh boring town, motor vehicles of other types also are engaged in efforts on behalf of rural school children. Re cent years have seen the successful use of such mobile units as health clinics, chest X-rav clinics, dental clinics, and bookmobiles; transport ing homemaking and aircraft equip ment; and serving as visual aid ve hicles. By moving these services from school co school and commu nity to community, the motor ve hicle helps safeguard the health of rural pupils and also brings to the more isolated schools educational facilities that once were associated only with city institutions. As the September tolling of the school bell beckons the 8t,ooo-odd school buses back to the highways and byways after summer vacations, safety, courtesy, and dependability are again the watchwords. Into the protective custody of the friendly driver, twice each school day, will be placed the nearly five million pupils whose chief or only means of getting to schools bevond walking distance of their homes is the familiar school bus. Ninety percent of these students live in rural and farm areas; the others are urban dwellers who attend private, parochial, and day schools in the city. To perform the herculean assign ment of moving this army of boys and girls to and from institutions of learning during the ensuing nine months will require the use of every serviceable school bus, and then some. Were they available, perhaps as many as 40,000 additional vehicles could be pieced into the school transportation picture immediately, either on new routes or as replace ments for older units. School transportation, as such, an tedated the formal birth of the auto motive industry bv more than a quarter of a century. It was back in 1869, at Quincy, Massachusetts, that the first American child was transported to school at public ex pense. The concept spread only gradually, however, and it was not until after the first World War that all the states had law^s authorizing the expenditure of public funds to transport students. Today, pu^il transportation is "big business" -- a service that gives em ployment to more than 100,000 driv ers, mechanics, and other personnel. Last year, more than $103 million of public funds was spent to make school bus service available to those who needed it. This was more than four times the amount expended :o years ago, when the number of chil dren carried annually totaled onlv 875,462 compared to 4,706,209 to day, and when the miles of one-wav route covered 316,045 as against the present-day 1,913,661 miles. Several factors point to a consid erable expansion of school bus serv ice in the years just ahead, as needed carriers become available. For one thing, hundreds of ad ditional school consolidations are planned or are in the process of tak ing place. There still are an esti mated 77,000 one-room schoolhouses functioning throughout the country. Many, perhaps most, of these will join with each other and with other small schools, to form one enlarged central educational unit, when the supply of buses again is adequate. Service to Increase Two other factors which indicate a continuing growth of pupil trans portation facilities are the nation's multi-billion dollar postwar high way construction and road improve ment program, and the announced intention of several states to improve their school bus service. Presently, for instance, one state transports only 1.3% of its school children, compared to the 30% carried by a nearby state. Authorities expect that such variations will be remedied in the future. Fully aware of the importance of buses in the rural educational sys tem, the bus manufacturing indus try has geared its production sched ule so that approximately 5o'Jc ot all carriers now being manufactured are school buses. Strikes, shortages of materials, and other unexpected 20 ETC 28679 developments, however, make it un the number of buses in operation, Jackson's Mill, West Virginia, two likely that the manufacturers can do and the miles of one-way route. years ago. This meeting was spon little better this year than equal the During the past nine years, state sored by the National Council of record 12,025 vehicles produced for school transportation officials and Chief State School Officers and was the school field in 1946. the manufacturers of the bodies and conducted by the National Commis The needed 40,000 new buses are chassis of school buses have, through sion on Safety Education. required either to meet expanded joint cooperative programs, made As a result of these conferences routes and new school consolidations rapid strides in standardizing the ve and the continuing cooperation of or to replace the vehicles that are hicles of various sizes. These stand manufacturers, nearly all buses pro taken off the road each month due ards, which have been adopted by duced henceforth will be manufac to age or unsafe operating condi most of the states, are designed, of tured according to the standards tions. course, to effect greater safety and adopted by the National School Bus In addition to the tens of thou economy in school transportation. Conference. Just one example of the sands of school buses, a census by Bus Transportation reveals that 9,375 Standardization Meetings contribution that industry is making toward uniform vehicles was the ac automobiles and 620 other vehicles, The first conference to bring tion of a manufacturer of a sema such as station wagons, were in about uniformity in school bus de phore "STOP" signal, which the school operation last year. The auto sign and construction was held in Conference favored over other mobile and other non-bus vehicles New York in 1939, under the spon makes. The company immediately are used mostly to transport crip sorship of the National Council of offered to sign over the patent to pled children to classes, and to Chief State School Officers, follow the National Education Association shuttle to bus stops those students ing a two-year study by a special (thereby foregoing thousands of who are not within walking distance group headed by Dr. Cyr and fi dollars in royalty charges) so that of the school bus route. nanced bv the General Education all manufacturers of school buses Best estimates are that the approxi Board. As one school transportation might equip their models with this mately 91,000 vehicles of all types authority later put it, this study "dis signal. in school operation consume up closed so many types of school buses While much has been accom wards of 71 million gallons of gaso and so many wavs of operation that plished in the joint effort to stand line annually. Figures compiled bv the net result was confusion, ineffi ardize school buses, complete uni the Technical Service Department of ciency, and high transportation formity has not yet been achieved. Ethyl Corporation reveal that each costs." To name but a seemingly minor school bus uses an average of 820 A second National School Bus item, the National School Bus Con gallons of fuel per year, while the Conference, to discuss standardiza ference's proposal that all buses be automobiles and other smaller ve tion of postwar bus models, met at painted chrome yellow has not been hicles in school operation require an average of 500 gallons. At last report, North Carolina led In addition to the school bus, other vehicles such os this book mobile ere used to increase rural educational opportunities s the states in the number of children I, carried daily in school buses, with a 332,760 boys and girls going to 1,084 it schools. Texas ranked second in the in number of students transported daily, and Ohio, Pennsylvania, and ,.f Indiana followed in that order. In s- diana, in turn, led in the number of 1S- miles of one-way route, its 5,572 d- school buses traversing 185,951 miles of each school day. By sections of the ed country, the Midwest and the Gulf res Southwest were ahead of all others ed in the number of schools using buses, 'll ! , jli l Jf a1 ;. ETC 28680 -- Booklet on Aviation Fuels Available Upon Request During the war, a booklet en titled "Aviation Fuels and Their Effects on Engine Performance" was prepared by Ethyl's Detroit Research Laboratories for the use of military and naval per sonnel. The 7s-page booklet, which was prepared under con tract by the Corporation for the Army Air Forces and the Navy Bureau of Aeronautics, contains a detailed discussion of the char acteristics of aviation fuels and of their performance in aircraft engines. Recently, this booklet was de classified as "restricted" informa tion. Through the courtesy of the military services, Ethyl Corpora tion can now make available its remaining copies to automotive, aviation and petroleum industry personnel directly concerned with aircraft engine and fuel perfomtance. Requests for the booklet, which is available with out charge, should be addressed to the Public Relations Office, Ethyl Corporation Research Laboratories, Femdale 20, De troit, Michigan. accepted bv all states. Further, not all states require that the words "SCHOOL BUS - STOP ON SIG NAL" be painted on the rear of the vehicle. Some states substitute the word "SLOW" for "STOP," while others require only that "SCHOOL BUS" appear. Uniformity in color ing and marking is considered to be a "must," so that motorists travel ing outside their own state will im mediately recognize school vehicles. Aside from economies that can result through the mass production of standardized buses, several states seek to save the taxpayers' money further by the use of high school students, rather than # professional drivers, as operators of school buses. Proponents of the student-driver plan point proudly to North Caro lina, where 800 of the state's school bus operators are high school boys and 600 are high school girls, all expertly trained in bus operation and driving techniques. The state's school bus safety record is one of the best in the nation. Those who favor young drivers contend that this system affords stu dents a chance to earn their wav through school, and also provides an opportunity for the teen-age group to experience actual, instead of simu lated, responsibility in highway safety and vehicle operation. Most school transportation au thorities believe that the length of driving experience has little bearing on safe driving habits. However, they do acknowledge a deep rela tionship between proper training and accident-free driving, as illus trated in the case of North Caro lina's student operators. Accordingly, the American Au tomobile Association and other groups have taken the lead in pro moting all-embracing nationwide training programs for school bus drivers. The emphasis is on the pre vention of accidents through the use of only those drivers -- young or adult, male or female -- who have clearly demonstrated their ability to operate the school bus safely. In this effort, too, the bus manu facturing and associated industries have extended complete coopera tion. One of the leading coach com panies, for instance, has produced a sound motion picture, for showing to all concerned, which the pub lic relations director of the National Education Association called an "ef fective lesson in safe bus driving, safe roads, and safety regulations." Apart fromqiossessing all the nec essary attributes of any good driver -- familiarity' with traffic laws and highway signs, mental alertness. no physical limitations, etc. -- the school bus driver must be tactful with, and a disciplinarian of, chil dren ranging from nursery school tots to high school seniors. This lat ter essential is one of the strongest arguments advanced by those who oppose the practice of engaging stu dents as drivers. Vet, those in charge of school transportation in North Carolina report that behavior aboard the bus is better with student driv ers than with older operators. Unsung and unheralded, the school bus year after year completes its appointed rounds in heat and cold, in snow and shine, over mod em multi-lane parkways and on back country grayel roads. To millions of Americans, the school bus is, or will become, one of the most cherished memories of childhood. Aboard it, they sang, joked, and even got in some lastminute cramming for a geography examination, as they rode with as surance oyer routes that even their parents had to trek on foot or travel in slow horse-drawn vehicles. In the future, as in the past, the school bus will continue to serve as a safe, dependable conveyance -- transporting America's rural boys and girls to better educational fa cilities than were available before it entered upon the scene. OUR COVER: Kodachrome night view of the Ethyl Corpo ration Research Laboratories in Detroit and the colored photo graphs on Pages 11, 12, 13 and 14 are by O. Winston Link, OUR PICTURES: Pages 8. 9, 10. illus trations bv Rodlow Willard; Pages 15. 16 (top), :8, Rus Arnold; Page 17, courtesy Popu lar Mechanics; Pages 19, 21. courtesy U. S. Office of Educa tion; Page 20, Wide World. 22 ETC 28681 ETHYL'S SAFETY SERVICE The horrible disaster that struck Texas City last April provided a graphic example of how the oil industry cooperates in an emergency. The city was still a smok ing ruin when the task of rebuilding its oil facilities was begun. But, thanks to the help of other companies -- in some cases, their competitors -- oil companies in the stricken area were able almost immediately to begin the vast job of reconstruction. It so happens that safety engineers from Ethyl Cor poration were of unique assistance in the emergency. Due to their long experience in the handling and stor age of leaded gasoline, they were able to assist the affected oil companies in rebuilding their damaged storage tanks. Rushed to the scene, these engineers brought along special protective equipment (see above) for use in entering gasoline storage tanks. They also put to good use the new "Ethyl" Lead-in-Air Analyzer, recently developed by the Corporation's technical staff. That analyzer will detect the presence of minute quantities of lead vapor -- as little as a millionth of a gram of lead per cubic foot of air -- thereby enabling one to determine the safe limits for entering a gasoline storage tank, from the lead stand point. With the assistance of Ethyl's safety engineers, over 25 large storage tanks were cleaned, repaired and put back in service in record time. The Texas City disaster, caused by an explosion of ammonium nitrate aboard a ship, fortunately is a rare kind of occurrence. But it demonstrates the prompt availability of Ethyl's safety staff, whenever gasoline refining and storage facilities are concerned. Among their other duties, Ethyl's safety engineers are available to lend their advice and assistance whenever a storage tank that has contained gasoline treated with "Ethyl" antiknock compound is to be opened for cleaning or repair. Last year, these engi neers attended some 3,000 tank cleanings, all of which were handled without a single serious accident. This is but one of several services to the oil industry that Ethyl's safety department regularly performs. ETC 28^82 Understand Rivalry and you understand America RIVALRY is Dad forgetting his stiff back to grow the best tomatoes in town. Rivalry is Mom's deter mination to make a better cake than Mrs. Brown. From county fairs to quiz programs, from baseball games to business, rivalry is in America's blood... a thrill and a challenge. We've outdistanced the world because we like to outdistance each other. Take the American Oil Industry, made up of more than 34,000 individual firms ofall sizes. In this com petitive business 1,250,000 people make their living in oil production, oil transportation, refining, re search, marketing. Here rivalry spurs progress--finds ways to provide Americans with finer petroleum products at the low est prices in the world ... better gasoline, lubricants and fuel oil... better things from petroleum in chem istry, medicine, farming, manufacturing--in hundreds of different fields. The result -- better health, a chance to go more places more easily, more comfort . . . more . . . con stantly more, for you. IN PMTHOLIUm's PHOOMMSM By "directional drilling/* oil wells can now turn cor ners underground. By ad* vancements such as this, 13,475 oil production companies help build up America's oil reserves. Today's tankers speed at a rate 50% faster than 20 years ago. 650 companies engage in oil transporta tion by tanker, barge, pipe-line or rail. Result-- better service, lower costs. Keen competition in re fining has developed finer fuel --for planes like Jet P-80 and your car. Some 400 refiners are respon sible for over 1200 differ ent petroleum products. Over 20,000 distributors and jobbers compete to serve you. Example: fuel suppliers chart tempera tures, forecast your needs according to weather, workto keep you supplied. 225.000 service stations compete for your favor. Each vies with his neigh bors in serving you. Over hfllf a million people are engaged in this familiar phase of the oil business Prepared for the oil industry by the American Petroleum Institute-Copyright, 1947 Participating in a panel dis cussion at the Los Angeles convention of the National Association of Foremen last month, Clinton W. Bond, of Ethyl Corporation, stressed the importance of understanding fully the American economic system and its contributions to civilization. Americans, he said, enjoy the highest stand ard of living in the world be cause of the accomplishments of our economic system. Re viewing some of the popular fallacies that have existed about American business, Mr. Bond said it is the responsi bility of foremen to help edu cate all people to the true nature of this economic sys tem in which we all have a vital stake. Mr. Bond, who has been associated with Ethyl Corpo ration for the last eight years, is resident manager of Ethyl's manufacturing plant in Baton Rouge, La. Prior to joining Ethyl, he was associated with the former Standard Oil Co. of Louisiana from 1932 to 1939 as a chemical engineer. Mr. Bond served as manager of the ethyl chloride operations in Ethyl's manufacturing plant from 1939 to 1943, in which year he was appointed resi dent manager of all manufac turing operations there. A native of Lake Charles, La., Mr. Bond was graduated from Louisiana State Univer sity in 1931 with a B.S. in chemical engineering. He is a member of the American In stitute of Chemical Engineers, the American Chemical Soci ety, and the American Society for the Advancement of Sci ence, and a vice president of the Baton Rouge Chamber of Commerce. OCTOBER 1947 TEEN-AGE TYCOONS 3 High school youngsters ore getting an unusual kind of business experience -- along with their education -- by going into busi ness for themselves. PATTERN FOR PROGRESS 7 Power in agriculture has its human side, too. What it has meant to a typical farm family is told, in color, by a new Ethyl motion picture. CRIME ROUTE 8 Hijacking, which is taking a $25 million annual toll among truck shipments, has led to redoubled law enforcement efforts. Here are some tips worth noting. HELPING TOMORROW'S SCIENTISTS 14 Encouraging promising students to continue their education -- and at the same time seeking to maintain a constant flow of trained technicians to industry -- constitute the twin objectives of Ethyl's university fellowship program. AIRWAYS TO OIL 16 Technological developments in oil made it possible for airplanes to fly anywhere in the world. Now, the recent expansion of air travel binds together nearly all the world's oil-producing regions. A PROUD HERITAGE 19 Talk about faith in farmingl Here's the story of a farm that has been owned by the same family for six successive generations. In enter to widen the fields of reader Interest In Ithyl News, we frequently publish articles contributed by writers net associated with Ethyl Corporation. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles of timely Interest submitted from outside sources. Published by ETHVl CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasofine Edward L Shea, president; Farcy L Griffith*' vice prnidMt and treasurer; Julian C. Gonzalez, ttcrefonr ETc 28685 n th ni / ft; to ITU Wc of ail th< pat paj he: ha^ poi do of goi We to r Te M dc se tit th on th or TEEN-AGE TYCOONS Thousands of boys and girls are learning the problems of American business by run ning miniature corporations of their own AN ATMOSPHERE OF CONCERN hung aV over the simply furnished con ference room, as the board of direc tors of this manufacturing company met in session. Outside, the night was filled with the usual assortment of street noises. But inside the room, all was quiet as everyone waited for the company's president to speak. The chief executive of the com pany looked up from the sheaf of papers on the table. "Gentlemen," he said, addressing the meeting, "vou have all heard our- latest monthly re port. As you can see, we've got to do something about our rising costs of production. The way things are going, we're operating in the red. We've either got to figure out a way to trim expenses or else increase our Teen-age members of Mini-Mold, Inc., who decided to make and sell waterproof plas tic containers, put their heads together on a problem. Their three adult advisors are in the background 28686 sales enough to absorb the over head ..." ..Was this a board meeting of a large industrial corporation? Were these important business executives, charting a course of action for their company? Thev might have been -- but actually this was a meeting of a Junior Achievement company, a manufacturing company owned and operated by a group of youngsters in their teens. The president of this miniature business enterprise was only 16 years old. But he was con cerned with essentially the same kind of problems besetting business men three and four times his age. Over a Thousand Firms At present, over a thousand of these Junior Achievement com panies are getting under wav in more than 80 cities throughout the country. The midget companies are sponsored by Junior Achievement. Inc., a non-profit national organiza tion supported by regular business firms. One of the basic purposes of the Junior Achievement movement is to provide business experience to teen-nge youngsters, usually high school students, prior to their em ployment in adult life later on. To be sure, their work in a Junior Achievement company is giving these, youngsters an essential kind of training, self-acquired. But more important, while getting that train ing and experience, these boys and girls are also getting an understand ing and, indeed, an appreciation of American business and its problems. To date, some 25,000 youngsters -- 10,000 in 1946 alone -- have been engaged in Junior Achievement en terprises, since the movement spread nationally some five years ago. The teen-agers running these lilliputian enterprises may be short on business experience, but they've come up with all sorts of bright ideas -- many of which have resulted in highly'successful operations. In Chicago, a group of youngsters formed a company called MiniMold, Inc., went into the business of making miniature plastic mold ings. Unable to put their product over, they soon turned to a plastic film bag, useful for covering foods kept in a refrigerator, which thev proceeded to market under the name, "Frigi-Food Bag." So success fully did their plastic bag sell that thev branched out with a similar bag -- one designed for the convenient storage and carrying of babies' diapers. This product they dubbed, quite neatly, the "Tidy-Didy Bag." Sales proved so satisfactory that the youthful firm was able to declare a 100% cash dividend on its stock and to vote a bonus to its staff. In Dayton, a group organized as the Wingsters, broadcast a 1 j-minute radio show featuring a news commentary, a sports review, and popular entertainment, over a local radio station. The show soon at tracted a commercial sponsor. With the handsome sums they were able to earn, the Wingsters subsequently declared a substantial dividend on their stock, sent six children to sum mer camp, gave Si00 to the Salva tion Army, and gave $25 to help a former member through college. In Atlanta, a bunch of youngsters opened a teen-age night club called the Green Derby, which was spon sored by the Junior Chamber of Commerce. Serving soft drinks and sandwiches, and offering an orches tra and a floor show, the club at tracted an average of 75 paying couples on a Saturday night. Satur day, incidentally, was the one night in the week the club* was open. On other evenings, the Green Derby's proprietors were busy at home doing their high school homework. Nor are these the only examples of ambitious youngsters who have shown themselves to be enterprising business men. A group of teen-age St. Louis girls, calling themselves "Jus-Teens," set themselves up as a modeling agency for local stores. A Houston company went into the business of marketing an electric frankfurter cooker -- the gadget "electrocutes" the hot dogs scientifically, instead of merely frying them. A Bedford, Mass, bunch designed a lamp fash ioned in the form of an old New England pump (pumping the han dle turned the light on and off), and won themselves an award from the National Lumbermen's Association. An Elizabeth, N. J. concern, the Betsytown Novelty Co., sold a unique table hockey game, which its adult customers promptly snapped up at $10 apiece. Begun in 1919 The Junior Achievement move ment, which this year is operating in eleven states, was started in Springfield, Mass, back in 1919. Originator of the idea was the late Horace A. Moses, chairman of the Strathmore Paper Co., who recently died at the age of 85. Himself a former farm boy, Mr. Moses determined to help ambitious youngsters to learn by doing. He felt that young people seeking em ployment should have more to offer prospective employers than simply a brand-new high school or college diploma. Accordingly, together with the late Theodore N. Vail, former president of the American Tele phone and Telegraph Co., and the late Senator Murray A. Crane, of Massachusetts, he conceived the plan which led to the establishment of the Junior Achievement move ment. The organization was incor porated in 1926. In Achi of a with dure, move busin sized As of th< future citizer dom, which the Ar ager t Junior youngs iature 1 probler gin in t First, in cities and adc terested ister wit are then of 8 to of their turing ft fields oj metalcrai ties, as wi T Ic In its early days, the Junior Achievement movement consisted of a handful of handicraft clubs, with no emphasis on business proce dure. It was not until 1942, when the movement became national, that business training began to be empha sized in the basic program. As presentlv constituted, the aim pair of radios and electric appli ances. There are, also, workshops for journalistic endeavors and radio shows. Forming an important part of each Junior Achievement enterprise are three volunteer adult advisors. Recruited from a local business firm -- which acts as the industrial spon directors. From then on, they are in business for themselves, and they must keep accurate records on sales, expenses and inventories, make monthly reports, and issue profitand-loss statements and balance sheets. The forms for this purpose are all provided by the parent Junior Achievement organization. of the organization is to produce sor -- these men and women lend future employers, employees and their advice and assistance to the Emphasis on Experience citizens "who understand the free lilliputian enterprise. Of the three While all of the Junior Achieve dom, incentives and opportunity adult advisors assigned to each com ment companies strive to become which private enterprise provides pany, one counsels on the firm's successful business enterprises, the * -r the American worker, owner, man business management and account emphasis is not on making money ager and investor." To do that. ing, the second advises on produc but on giving the youngsters actual Junior Achievement helps these tion, and the third guides their sales business experience. Some of the youngsters to set up their own min policies. These adult advisors are in companies have gone broke, with iature businesses, and thus learn the each company from its formation. each stockholder out. at the most, problems of big business. They be Meeting once a week in a local S2.50. Other companies, seeing their gin in this wav. Junior Achievement center, each businesses go into the red, have First, they visit local high schools group of youngsters is shown how wisely reorganized and hit upon suc in cities where they are represented, to go about organizing their own cessful products. To help such com and address the student bodies. In terested students are invited to reg ister with Junior Achievement, and company. After determining the kind of product they want to make and sell, the youngsters "incorpo panies, a few banks have even made revolving sums of money available as loans. Still other companies, like are then assigned, usually in groups of 8 to 1 j, to trades or professions of their own choosing. Manufac turing facilities are available in the fields of woodworking, plastics, rate" their company (the usual capitalization is between $150 and $200), sell stock in their company at fifty cents a share to their fami lies, friends and themselves (no Mini-Mold, Inc. have earned and paid handsome dividends (the 100% dividend declared on Mini-Mold stock amounted to all of $94, divided among 188 shares). metalcraft, leather, paper and novel stockholder may own more than five To encourage these youngsters to ties, as well as equipment for the re shares), and elect their officers and make the most of their opportuni This group of youngsters is putting the finishing touches to a bait-box, a product they sold to Houston fishermen ties, a number of prizes and awards are given by various organizations. The New York Stock Exchange annually offers a bronze trophy to that Junior Achievement company turning out the best financial state ments (irrespective of how the com pany's fortunes have fared), and gives the president and treasurer of the company a four-day holiday in New York. A large number of one-vear re newable college scholarships are offered by the Horace M. Moses Foundation, based on the meritori ous achievement of various young sters in JA companies. This year, over 50 boys and girls were chosen. ETC. 28688 , In addition, special prizes are have come up with unique and dif tirement age, is said today to be given in woodworking, journalism, ferent ideas. Even the sprightly operating his own Gilbert Youth and radio bv various industrial and names they dub their companies and Opinion Service and reportedly professional groups, while Junior products are fascinating and even doing a $20,000 a year business. Achievement, Inc. bestows "A" ingenious. Or take the Wingsters, the Day- awards and other prizes on JA com Take, for example, the Bzzy-B ton group previously mentioned, panies and the youngsters in them. Sewing Co., which makes stuffed who put on a radio show. Two of The Junior Achievement move ment is supported by the contribu tions of business firms throughout the country. Among the companies which have sponsored one or more JA companies in various cities are dolls and animals. Or the Pat-ACake Catering Co., making and serving cookies, cakes and candies. Or the Gremlin Novelty Co. (jig saw products), the Modelettes (teen age fashion model agency), Lady the boys in the juvenile enterprise graduated into full-time jobs on radio station WING, the sponsoring station. Another youth, who is still in high school, has had five job of fers as a radio announcer. s t F a Dow Chemical, General Motors, Godev's Fashions (dolls' clothes), True, these are exceptional cases. P I Humble Oil, Sears Roebuck, and or the group making party favors But for the average youngster who n Socony-Vacuum. and place cards, who simplv call participates in a Junior Achieve Important business executives themselves the Young Ideas. Wide ment company, he gets more than si serve as officers and directors of the parent organization as well as of its advisory council. Charles R. Hook, president of American Rolling Mill, is its chairman; Robert L. Lund, in dustrial counsel, is its president. A professional staff, under the direc tion of George O. Tamblyn, Jr., national executive director of Junior Achievement, Inc., has charge of the daily activities of the movement. awake companies like these have made all kinds of novel products, ranging from bait boxes, trout flies and fish food to bubble bath prep arations and soot removers. Although Junior Achievement has been a national movement for only five years, a number of its mid get enterprises have launched many youngsters on successful careers in the outside world. merely perfunctory business train ing. He gets practical business expe rience, which added to his high school or college diploma later on, will be of real value when he goes out into the world to seek employ ment. Many firms sponsoring JA companies have subsequently taken on youngsters who participated in them. And for business as a whole, the Junior Achievement movement P1 ft er er fa yi in: an ini As de Altogether, some 60,000 people, Take the Teen Age Opinion Sur represents a sincere public relations an voungsters and adults, are repre vey Service. Formed by a group of program with demonstrated results. leu sented in the Junior Achievement Chicago voungsters, the company Today, with more than 60,000 pla movement, including about 2,500 conducted consumer surveys among people engaged in JA activities, the age advisors from sponsoring business high school students, which were national movement is looking to firms. sold to local retailers. So successful 1950. By then it expects to have can While the JA voungsters are en did the business become that Eugene 30.000 miniature companies in op urn. couraged to manufacture relatively Gilbert, who retired from the JA eration, with 1,800,000 stockholders. star simple products, very often they company at 21, the compulsory re This means that each year some is ii i 2.160.000 persons will participate in fam the JA program. cho' To reach that goal, Junior pict Achievement intends to expand in this another 80 cities. But in doing this, E the organization is seeking to grow out, but not grow up. It likes to the by P have lots of young ideas around all the time. will oil c ing Patricia Carlin, a delegate to the recent JA convention, poses with George Tamblyn, Jr. and Earl O. Shreve, head of the U.S. Chamber of Commerce show and deale Th 6 ETC 28689 A A new Ethyl motion picture, of vignettes in the life of John Salter, produced in color, tells the meaning of power in agricul ture in warm and human terms an average farmer, who in 1900 brought his bride, Mary, home to his farm. Life was rigorous for the Salters in those early years. Lacking ooking back upon recent decades, the means to gather in his hay crop LJ it is nothing less than remark promptly, John Salter one year saw able how power farming has revo his whole crop ruined by a sudden lutionized agriculture. Today, nearly storm. Buying a new horse, when six million American families earn the old one died, ate heavily' into their livelihood from the soil. Their his savings. present prosperin' and high stand But a new chapter began in the ard of living stem largely from the life of John Salter, when he bought progress brought on by modern his first tractor. With it, the amount mechanized farming methods. of land he could till was no longer The oil industry has played no limited by his physical endurance. small part in contributing to that Instead, aided by power, John Salter progress. By its constantly improved found he could plant more, grow fuels and lubricants, it has broad more, and for the first time, have a ened the usefulness of farm machin profit to show for his year's labor. ery'. This, in turn, has spelled greater Through the years, he learned to farm production and increased reap more and more of the benefits yields per acre, while greatly reduc of power fanning. He became the ing the proportion of human effort, first in his county to pull a disc har and it has spelled increased farm row by tractor... use tractor power income and a happier way of life. for planting seed . . . pull a side de As a corollary, the oil industry' has livery rake yvith his tractor . . . use developed for the farmer's benefit take-off power from the tractor for an ever-increasing number of petro many back-breaking jobs. And -- leum chemicals for plant growth, understanding that more power in plant protection, and good soil man his tractor meant more efficient agement. farming operations -- he was among The story of power in agriculture the first to purchase a high com can be told in ponderous terms, doc pression gasoline tractor with its umented with all sorts of charts and increased power, better perform statistics. But another way to tell it ance and greater economy. is in its meaning to a single farm All in all, John Salter -- like family. . Ethyl Corporation has thousands upon thousands of other chosen that way in a new motion farmers -- has found that power picture film, which is being released farming, aided by modern fuels and this month. lubricants, has put cash profits into Entitled "Pattern for Progress," his pocket. Farming for him has be the movie was produced for Ethyl come a prosperous and rewarding bv Audio Productions, Inc. The film livelihood, continually requiring | will be made available to customer less and less arduous labor. j oil companies for their use in hold- And there have been collateral ; ing farm meetings. It will also be benefits. 'j shown before interested farm groups When he bought his first tractor 1 and meetings of farm equipment j dealers. | The film story consists of a series in -1918, John Salter had to go to town to buy the fuel for it. Today, all of the petroleum products he PATTERN FOR PROGRESS needs are regularly delivered to his farm. Back in the 1920's, he knew little about the importance of lubri cation. Today, the oil company' rep resentative xvho delivers his fuel advises him on his lubrication prob lems as well. A decade or so ago, John Salter yvas beset yvith many problems of soil management and insect control. Today, he enjoys the blessings of scores of petroleum products with important farm uses. This, then, is what power farming has meant to a single farm family, and it is an absorbing story. The new movie, yvhich was pro duced in color, is the sixth in Ethyl's series of farm films. 7 \ i ETC 28690 The sharp rise in hijacking has led to redoubled efforts to combat this serious and costly highway menace Twix points of light pierce the darkness, growing brighter as the huge truck-trailer bears down on the isolated highway intersec tion. The driver pulls to a halt at the STOP sign, unaware of three shadowy figures creeping toward the cab. Suddenly the beam of a flashlight fingers his face, the bar rel of a revolver prods his ribs. "Get out," a hoarse voice barks, "and make it quick!" With death staring him in the face, the driver jumps to the road. Rough hands tie him, stuff a gag in his mouth, toss him to the roadside. He lies help lessly as the three bandits swing into his truck and roar off into the darkness. An episode from "Crime Bus ters"? Or the beginning of a roughand-ready detective yarn? Could be. But such incidents are far from fic tional to the 5,000-odd truck drivers By Ellis Haller whose cargoes were stolen last year. Highway robberies are on the rise, and gun-toting gangsters are prey ing on truck shipments with re newed vigor. The prohibition-era crime of hijacking has taken a vicious upward swing because of soaring commodity prices and post war scarcities of many of the things people want to buy. The total haul this year from robberies on the road may exceed $25 million. FBI Chief J. Edgar Hoover, re porting on crime figures for the fis cal year ended June 30th last, points to a sharp increase in the plundering of interstate shipments. His agents got 1,210 convictions for such crimes over the past twelve months, with sentences totaling 2,532 years, and fines and recoveries amounting to $672,000. That almost touched the peak hijacking year of 1945, when critical wartime shortages made almost every big truck ship ment a tempting prize. But {rgi figures don't tell the whole story. The G-men are usually called in only on jobs where the stolen goods -- or part of them have crossed state lines. Hundreds of other hijackings, just as treach erous and as costly, are handled by local police authorities and don't show up in their true light on na tional crime records. Ask the representatives of the big insurance companies. "Sure, our rates are going up," says one insur ance expert. "They're based on ex perience, and if that experience is bad, the cost may skyrocket to four or five times the original cost." He was thinking of the thousanddollar van load of nvlons chat was grabbed on its wav from \ irginia to South Carolina, of the S75.000 worth of furs "lifted" in .Manhat tan's busy garment district, of the two-ton cargo of food hijacked at midnight in the Bronx, and the $30,000 in cotton goods and leather stolen, truck and all. from a loading platform in Philadelphia. 8 is m nath load sane T, plac Tog, thiri high ciga of g are e be t Ti ter o etc. 28691 Interstate Commerce Commission regulations require that cross-countrv truckers carry minimum insur ance coverage of S;,ooo. Most big fleet operators have more than the minimum. But trucking firms are as concerned about getting ship ments delivered intact as they are about possible monetary losses through hijackings. As one big op erator puts it: "Our shippers are more interested in getting their goods safely to the buyer than in the money they might recover from a theft loss. As car riers, we're anxious to see that the load gets through safely, protect our goodwill, and increase our traffic." .Motorists who pull over when a truck passes them on the highway seldom realize the value of the car goes being carried in these overland freighters. More and more freight is moving by van and truck on the nation's highways; many of the loads are valued in the upper thou sands. Textiles and liquor vie for top place on hijackers' "shopping lists." Together, they represent about onethird of all roadway thefts. But highwaymen also favor hosiery, cigarettes, food, and even tank loads of gasoline, because all these items are easily disposable and can't often be traced to the original owner. The nation's big cities are the cen ter of hijacking activities. New York leads all others in the number of crimes of this type and in the value of goods lost. That's because of the tremendous tonnage of merchan dise which moves daily into the metropolitan area, and also because the city is the center of the garment and textile trades. Boston, Chicago, Philadelphia and Los Angeles rank next in order for frequency of hold ups. But there's been an increase, too, in "open road" thefts near country truckers' stops and gas stations. Hijackers' Haunts Regardless of where the hijacking takes place, the pattern is much the same, police officials say. The actual holdups are usually made at street corners or stop lights, in the drive ways of filling stations or roadside restaurants where truck drivers park to go inside, or come to a full stop before pulling out onto the highway. In almost every hijacking, the truck, driver is held prisoner until his truck is unloaded and abandoned. Sometimes he is bound, gagged and locked in his own truck, to be left on a side road until he is accidentally discovered. In other cases, the hi jackers will drive the captive trucker around for hours until his load has been disposed of, and his truck abandoned. That's what happened to George Rocheford, a driver for a New York transport firm. His truckload of freight was hijacked a few hours be fore dawn on a highway north of New York City. As Rocheford stopped for a traffic light, a gun man jumped on the running board, jabbed a gun in his side, and ordered him to turn into a side road. There, Rocheford's sweater was tied around his face, and he was bundled into the back seat of a waiting car. For more than three hours, the hapless driver was forced to lie on the floor of the car while two captors drove him about the city. Fi nally, he was relieved of his wallet and dumped on the sidewalk. "Keep that sweater over your head, and walk straight ahead." one of the gunmen muttered. "You'll find your truck at Broadway and 180th Street." When Rocheford undid the sweater, he found himself only a few blocks from where he was orig- Truck terminals are among the places vulnerable to hijackers. To thwart the thieves, some firms now remove vital engine parts from parked trucks ETC 28692 inallv held up. Later, he found his truck where the hijackers said it would be. Its cargo, strangely enough, w as untouched. The gang sters evidently had mistaken it for an expected shipment of whisky, which had been made the same night by the same trucking firm. The technique of hijacking was polished to perfection during the bootlegging years. With the break ing up of many big underworld gangs in the middle and late thirties, this sort of criminal activity de clined until it became relatively rare. But wartime conditions altered the trend. Shortages of civilian goods created the black market, and such scarce commodities as meat, nylon hosiery, cigarettes, whisky and candy made tempting prizes for criminal overlords. Oddly enough, highwaymen to day are more cautious than their pro hibition-era brethren. Why? Their chances of being caught are greater, because of increasing vigilance in the trucking industry, and because of the fast action of federal agents in interstate cases. .Many gangs pre fer to "lift" a cargo while a truck is parked at a terminal or w arehouse, or drive off with a loaded truck bv showing phony papers. Often, hi jackers have such detailed informa tion and such careful organization that spectacular daylight holdups go off with split-second precision. Take the case of the theft of S2o,ooo in woolens in Jersey City. Two hijackers of nondescript ap pearance merely walked up to a truck terminal and drove off the loaded truck-trailer while the driver was inside the office checking a bill of lading. To accomplish this splitsecond job, the thieves made use of a duplicate ignition key. At least one major transport company has ordered its drivers to remove a vital part of the truck motor while the vehicle is in the terminal. Says a company spokesman, "We could tell just what part we take off, but why advertise that to the thieves?" The current rise in hijacking is particularly ominous for the multi tude of small trucking companies whose operators can't absorb the heavy losses involved in such thefts without complete and costly insur ance protection. A company hard hit by even a single hijacking may find increased insurance rates either prohibitive, or coverage impossible to buy at any price. There's the story of a trucker in New Jersey who was literally hijacked out of HALTING THE HIJACKERS How can the present wave of hijacking be stopped, and the ruthless high waymen brought to justice? FBI experts, who have investigated many thefts involving interstate shipments, have drawn up the following set of recom mendations for truck fleet operators and their drivers to observe. The FBI experts urge that these recommendations be followed faithfully, if the present upward trend in highway lawlessness is to be broken. 1. Pick employees carefully. 2. Make sure that drivers understand their jobs and play safe. Warn them to avoid loose talk around terminals, and watch for loiterers at truck stops. 3. Have drivers watch for any evidence that they're being tailed. 4. Report all thefts in interstate commerce, no matter how small. Prompt notiflcation to authorities may prevent a larger loss later. 5. Notify federal agents as soon as a theft occurs. They're on duty 24 hours a day. The colder the trail grows, the harder it is to catch the crook. business. Within a single month he lost two cargoes of cigarettes, one valued at $25,000, the other at $20,000. He was covered bv insur ance only up to $10,000. .Making good the balance of the loss wiped him out. What happens to hijacked goods? The immediate job is to unload the merchandise and abandon the empty truck. Often a cargo will be trans ferred to a gang-owned truck in the open country. Later, it will be taken to a "drop," a crooked garage or shady warehouse where no ques tions are asked of the hoodlums. Sold Through a Fence Hijacked merchandise is sold through a "fence," the key figure in any successful illicit deal. He know s the market, what goods are in de mand, and what prices he can get for them. In one flagrant case on FBI books, a fence even showed samples of the goods his gangster tie-ins pro posed to steal. Truckers and law enforcement authorities haven't been inactive in the face of the rise in highway rob beries. The FBI recently set up a special division to combat thefts in inter state commerce. The Arson Bureau of the National Board of Underwrit ers has a staff which devotes con tinuous attention to hijacking prob lems. The American Trucking As sociations report that many state and local groups have organized theftprevention committees. The Asso ciations' own Insurance Committee is exhorting fleet operators to take safety precautions. Says Ted V. Rodgers, ATA presi dent, "Hijacking must be stopped and hijackers brought to justice. This can be achieved through the full cooperation of all truck line owners with local police and agents of the FBI. If we combine the cor- 10 ETC 28693 FBI INVESTIGATES rect measures for safeguarding equipment and terminals with quick THEFTS FROM INTERSTATE SHIPMENTS notification of police officials, I am confident that hijacking of motor trucks can be reduced to a mini mum, or eliminated." .More careful screening of new emplovees is expected to cut down the number of "inside jobs" involv ing finger-men. One criminologist has estimated that perhaps 8j% of all hijackings TH* fcbaft or ambaulamant of any fraigh^ xprtn, foods, cksttvis, ihipmanb or bag949* moving m or which tr* * part of an intantat* or foraign shipmant is Fadarel Violation punishabl* by a maximum panalty of 10 yaan impnaonmant and or a fin* of $5000 IMMEDIATELY F-ANY VIOLATIONS To Contact the FBI, Consult Page One of Your Telephone Oirectoiy mbScwo. Mna are accomplished with some meas ure of cooperation from accom A warning poster distributed by the FBI plices working for trucking firms. Now that manpower is more plenti ' barrier against the temptation to gong or siren that can be heard for ful, fleet owners are giving closer pilfer trucks. blocks around. attention to the backgrounds of the At least one big truck company FBI experts who have been studv- men they hire. In some metropoli sends armed guards along when ex ing the hijacking problem have tan areas, "central registration lists" pensive cargoes, such as liquor, are drawn up a series of recommenda have been set up. These comprise the to be transported. Another meas tions for truck operators and their names of all trucking personnel ure that promises, in the long run, drivers (see box). By following from presidents on down to the to doom the hijacking racket is the these recommendations, the FBI ex newest workers. These lists are used use of two-way radios. This com perts declare, truckers will be giving to check job applications. Other munication service is a relatively in real assistance, both in cutting down trucking concerns ask all new expensive form of "insurance," and the incidence of truck thefts and emplovees to submit to voluntary keeps drivers in direct contact with in enabling the law enforcement au fingerprinting. fleet headquarters or, if necessary, thorities to catch up with the hi Law enforcement agents recom with police officers along the route. jackers. Only bv the cooperation of mend this practice, because itinvari- Some insurance companies are rec all concerned, they add, can this ablv leads to the detection of ommending high-powered burglar serious and costlv highway menace habitual criminals and is a strong alarms for trucks and trailers -- a be effectively stopped. u Left, a policeman stands guard over a $36,000 fobocco shipment that was recovered. Right, victims of a whisky hijacking being released by special agents of the FBI id oee ke Sl ed ce. he ine nts or- i i i i. A view in one of the file rooms of the Ethyl Corporation Re search Laboratories. The fundamental data contained here pro vide a comprehensive background for research on the problems involved in the development of engines, fuels and lubricants. Research by Ethyl on the relationships between fuels and engines covers a span of more than twenty years any of the conquests and disappointments, M the triumphs and troubles that have been en countered in the coordinated development of auto motive engines, lubricants, fuels and antiknock com pounds during the past quarter of a century are recorded in the file rooms of Ethyl Corporation's Detroit Laboratories. A great store of fundamental data has been ac cumulated during this period, providing a compre hensive history of one of the principal fields of automotive progress. But these data are more than a history of the past; they are a foundation for the study of current and future problems involving the interrelationships of fuels, lubricants, and engine design and materials. Recent automotive progress has emphasized the Etc 28695 1 0 it s: ti d ri te fe cc in -1 !__: !1!! !i1 r- r !: { i 1l; 1 ' : i | I If L ; A D-J _ ;i --- -- - - j<- - f1 1 | 1; 1i ;: Si M : 1 ! A poi\X> |! ! 1; i w j i 1 1! l' -- tit-M a 1 (i .j i *TTv J 5r i ^H j mi n i i 1 1 --1 . ,nftil1 I iI . ii ' ; i1 ' ', tj ' i i ! ! I : ; ; ! i1 i iii ---1---r ' " '----1 ------ 1 ! 1 i : "T 1 ,1 need for more knowledge of the nature of fuelengine-lubricant relationships. A look at the early literature makes it clear that these three factors were not always understood to be interdependent Nowadays, for example, the choice of materials for engine construction cannot be based solely on such considerations as structural strength; there may also be chemical problems involving the reaction of each material with the constituents and combus tion products of base gasolines and lubricating oils, and with their additives. Data for the Future The material in the Ethyl files includes the results of research on engines having advanced character istics, such as supercharging and higher compres sion ratios, operated on tomorrow's fuels . . . road tests under conditions ranging from those of city driving to service over the mountains and deserts near San Bernardino, California . . . other road tests on vehicles in commercial fleets in widely dif ferent types of service . . . evaluation of gasoline composition in its relation to antiknock value . . . investigations on specific engine parts and mate rials, such as pistons, rings, valves, spark plugs, etc., under a wide range of engine temperatures, power output, and fuel consumption . . . compo sition and manufacture of antiknock fluids ... to name but a few. The data on these interrelated subjects are crossindexed for ready reference and convenient use. Material from these files is used constantly in the study of engine and fuel problems and in the plan ning of cooperative research projects with auto motive and oil companies. ETHYIr CORPORATION tfc RESEARCH LABORATORIES 1600 West Eight Mile Road Dfetroii 20. Mirhigan |____ 2800 Cajon Hoad ! I San Deruaulanu, Oaiifurnig TC 28696 Typical of many firms' desire to aid promising students in the fields of science is Ethyl's university fellowship program ETc 28697 Ethyl Corporation is at the same time a member of the petroleum, automotive, and chemical industries, while being a part of no one of them exclusively. Accordingly, the Cor poration's fellowships are estab lished in those institutions and fields of investigation which offer the greatest promise for developments of interest to those industries, and which will provide graduates of the greatest usefulness to oil, automo tive, and chemital companies. No Restrictions Imposed Other than that their academic projects shall be of interest to the petroleum, automotive, and chemi cal industries, no restrictions are imposed on the subjects of investi gation or the study problems upon w hich fellows shall work. Further, all Ethyl fellowships are devoid of any implied future employment ob ligation on the part of the recipient when his award expires. The current Ethyl Corporation appropriation for fellowships is four times the amount expended in 1937 (.when the company's student-aid program got under wav). The pro gram will provide approximately 12 graduate fellowships and a post-doc toral grant. Recipient of the post-doctoral fellowship, first of its kind ever of fered by Ethyl, is Dr. Arthur M. Edwards. He is to study in the De partment of Industrial Hygiene, University of Cincinnati, under the tutelage of Dr. Robert A. Kehoe, Director of the Kettering Labora tory and Medical Director of Ethyl Corporation. In the case of graduate fellow ships, each fellow is awarded a fixed stipend plus tuition. Up to the time this issue of the Ethyl Nevus went to press, awards of this type bestowed for the present school year were as follows: University of Michigan, Depart ment of Electrical Engineering. Leonhard W. Holmboe, who was an Ethyl fellow last year, has re ceived a renewal to study for his doctorate under Prof. W. G. Dow. University of Michigan, Depart ment of Chemical Engineering. Jacob Eichhom is to study under Prof. G. G. Brown. Princeton University, Depart ment of Chemistry. James P. McGeer is to study under Prof. H. S. Taylor. University of Tulsa, Department of Petroleum Engineering. Robert J. Harvey is to study under Prof. W. L. Nelson. Wayne University, Department of Chemistry. Sei Sujishi, an Ameri can-born Japanese, who was an Ethvl fellow last year, has received a renewal to study for his doctorate under Prof. H. C. Brown. Typical of the work that has been done bv recipients in the past is that of the three latest Ethyl fellows in the Physics Department at the Uni versity of Oklahoma. They con ducted fundamental research on dif ferent phases of that part of API Project 44 dealing with the infra red absorption spectrum of hydro carbons. These fellows, who studied under Prof. J. Rud Nielsen, one of the nation's foremost physicists, are Annette Herald, Ruth Kjersti Swan son, and Russell L. Hudson. The infra-red absorption spec trum of a compound is obtained bv passing a beam of heat energy through the sample and then meas uring the energy transmitted. Bv plotting a curve of the per cent of energy transmitted against the wave length of the incident energy, a vir tual fingerprint of an organic com pound is secured. Infra-red spectro scopy is employed in refineries for following the efficiency of the frac tionating columns and for the con trol of cracking procedures, blend ing operations, and alkylation. Another example of the efforts of Ethyl fellows is the achievements of Fraser H. Allen, who held Ethvl awards for three consecutive years through 1944 at the University of Texas. He undertook studies to de termine whether bacteria tended to accelerate the deterioration of gaso line, and succeeded in gathering data which indicated that certain bacteria would speed this action. During the recent war, the Navy employed Allen's findings to solve some of its gasoline storage prob lems. Allen's resiilts in this new field of investigation have aroused con siderable interest, and, at last report, he was continuing his research in this direction. His work at the Uni versity of Texas was under the guid ance of Prof. H. H. Power, head of the Department of Petroleum En gineering. Basic Interest in Research Ethyl Corporation was founded on research, and, almost from the time the company was formed more than 23 years ago, has continuously conducted research on the interlock ing problems of engines, fuels, and lubricants. Thus, it shares with in dustry a profound interest in help ing to provide the type of graduate training necessary for men and women who are to assume positions of importance in the research labora tories of the nation. Industrial progress and national security demand that our colleges and universities provide this neces sary training on an ever-increasing scale so that there may be a continu ing supply of technically-trained graduates. The intent of fellowships offered by American business is to help maintain a steady flow of such graduates into responsible research and engineering positions. Erc ?eess 15 Expansion of U.S. airlines overseas is providing new links with almost all the world's oil-producing areas AIRWAYS to OIL hanks to thf. far-flung web Tof air routes operated under the American flag, virtually all major oil-producing regions of the world are now little more than a dav or two a wav from our own shores. International airliners are giving U. S. oil companies far easier and quicker access to these important areas overseas, and are playing an important part in the development of petroleum resources in foreign lands. A decade or so ago, oil men used to sail for European or .Mediter ranean ports, and then perhaps try for air passage to the Middle East, but more often they continued by land. A scanty rail network, few good roads, and sometimes nothing but the most primitive means of transportation usually meant days and frequently weeks of tedious travel under a broiling sun. Refineries, tank farms and other installations in South Americ i are only a matter of hours from the United States by air. Modern airports like the one above in Saudi Arabia are being built for new routes and faster Middle East service The Problem Worldwide In Latin America, before Pan American's clippers topped the An des, oil men were equally handi capped by slow land transportation, or the lack of it. Similar conditions faced those whose business took them to the Netherlands East Indies. Getting to these areas in the first place meant a long ocean voyage. It was the same story' whenever the petroleum industry looked to far horizons in order to discover and develop new sources of supply for an oil-hungrv world. Quicker trans portation to oil-producing regions overseas was vitally needed, as well as better transportation in the re gions themselves. Today the problem is w ell on the 16 wa ter ice oth I per of tair qu; scii sup riot alo: pec wit swi ful ove gro l twe Eas mei car: lar by and pan fligl ern P Ista the iMa; fly Pan or I No: wit I E twe of i anoi oprr serv cisc. whe ing) P. Nat tran ii i i ETC 28699 wav towards solution, with the in engaged in exploration for oil in lent weather, and at speeds upwards ternational airliner and local air serv China. Northwest Airlines is flying of 360 miles an hour. ice assuming a role unmatched bv other forms of transportation. Everv dav, planes are shuttling personnel across thousands of miles of ocean, deserts, jungles and moun tanker crews from the U. S. to Shanghai. Much of the recent expansion of air routes overseas has gone ahead quietly and efficiently, with rela Of all the new U. S. air routes overseas, the lines to the Middle East are likely to prove the most important to the petroleum indus try. Air France and British Overseas tain ranges. Planes are also living tively few of the uncertainties and Airways pioneered in establishing quantities of technical equipment, delays of earlier times. Trails that service to the area in 1929. Both scientific instruments and even some would have taken years to blaze carriers, as well as KLM, the Dutch supplies to the mushrooming opera were already clearly staked out by tions overseas, where in Saudi Arabia V-J Day, as a result of Armv and alone, American interests are ex Navy pioneering. In many parts of pected to invest some 8200,000,000 the world, commercial carriers are within the next five vears. Without using airports and other facilities swift airmail and express, it is doubt originally built for military pur ful whether many oil operations poses. overseas could have taken root and ' grown so quickly. Luxurious Airliners High speed air transportation be The luxury of present airline serv airline, have long since been factors in opening up the territory for oil production. What the Middle East region promises to mean, in terms of oil supply, is seen in the estimate that by 1951, its output of crude is ex pected to reach i.j million barrels a day as compared with 831,000 bar rels daily this year. This will make tween this country and the Middle East is among the latest develop ments in the growth of United States ices abroad, however, is a far cry from the bucket seats and draftv interiors of military transport planes. the Middle East the world's third largest oil producer, exceeded only by the United States and the Carib carriers abroad. In addition to regu lar .Middle Eastern service offered bv Pan American World Airways and Trans World Airline, both com panies last summer launched speedier flights in connection with Far East ern and round-the-world trips. The two U. S. lines serving the Middle East are using Constellations and big Douglas four-engined ships. These modern giants of the air, en route to the lands of the mosque and the caravan, flv at altitudes of 12,000 to 17,000 feet, above the most turbu bean area. Much of the anticipated growth in Middle East production, refining, and pipeline operations will doubt less be aided by the easy, swift and frequent air transport service now available to and from the United Pan American's new schedules to Istanbul, Ankara and Damascus put the oil regions within 30 hours of Planes are being used to supply stations along pipeline routes, and to transport operating and maintenance men Manhattan. West Coast oilmen can flv to the .Middle East directly via Pan American from .San Francisco or Los Angeles, and can soon go via Northwest Airlines in conjunction with TWA. Easier and swifter air travel be tween this country and the islands of the Netherlands East Indies is another significant post-war devel opment. Pan American's improved sendee from New York or San Fran cisco takes passengers to Bangkok, where they can pick up a connect ing plane for the rest of the journey. Pan American's affiliate, China National Airways, is simplifying the transportation problems of oil men i 17 2 87 00 States, in much the same way that Pan American's earlier routes gave a lift to the search for oil in South America. The international airlines are not confining themselves to regular schedules alone. For special groups, Pan American is prepared to put at their disposal planes manned by crews with particular experience in living to the Middle East. Special trips are often set up as extensions of regular schedules, and are organ ized bv flight experts familiar with whatever ports are to be visited. Oil Company Planes Oil companies are also helping to provide air transportation abroad. The Arabian American Oil Com pany and the Trans-Arabian Pipe Line Company, for example, have organized their own joint Aviation Department for the convenience of personnel who must travel over widely scattered areas between the companies' production, refining and pipeline operations in Saudi Arabia. Flying 3,000,000 passenger miles a month, the system uses a fleet of modern planes ranging from a four engine C-54 to single engine allmetal planes. All operations are in accordance with CAA regulations of the United States, and subject to CAA inspection. Crews must hold CAA licenses. Recently the Arabian American company placed its own plane in operation between Saudi Arabia and the United States to sup plement its heavy use of commercial carriers. Throughout the Middle East, a network of local airlines is being rapidly expanded. Offering service ranging from daily to weekly flights, they connect with American and European flag carriers at principal cities. These local lines criss-cross the area between the Red Sea, the Mediterranean, the Caspian Sea and the Persian Gulf. They make re gional "commuting" possible. Pan American and TWA have been instrumental in organizing this kind of service. Last year, Pan American entered into an agreement with a group of Syrians to form a local airline. Syrians are being trained, under Pan American super vision, in all phases of air and ground operations. When in full swing, Syrian Airlines will link Damascus, Cairo, Baghdad, Ankara, Beirut, Haifa and Dhahran. Saudi Arabian Airlines is another new carrier, which connects with TWA at Cairo and Dhahr.;,-. Iranian Airways is also tied in with TWA at Cairo, Basra and Lydda in Palestine. Both services were set up with TWA help. In Iraq, local service is being organized as Iraquian Air ways, operating a connecting service with Pan American out of Damas cus. Middle East Airlines uses Beirut as its home base. As for airports in various parts of the oil regions, the largest ones are modem and well equipped. Passen gers flying above vast stretches of rolling sand, barren terrain and the tiny dots of the caravans crawling over routes thousands of years old suddenly see below them an airstrip pattern much like any at airports in the United States. Planes land and take off aided by the latest flight control equipment. Terminal build ings in the largest cities are modern and comfortable. For more than a decade, airline services offered by Pan American and its affiliated companies, Panagra and Panair do Brasil, have covered Latin America. There are departures from Miami and Gulf cities for direct or connecting flights to vir tually all the oil bearing regions of our Latin American neighbors. To day these routes, and others flown bv various carriers to South Amer ica, have a new strategic importance for the petroleum industry. The desire to uncover new petro leum reserves in this hemisphere, as well as in the Middle East, has led to intensified operations on the part of some oil companies in the oil-rich east flank of the Andes. The search for new oil sources extends the whole length of South America from Venezuela to Tierra del Fuego, and involves almost every country. Exploration groups are leaning heavily on their own planes and on local chartered services to provide transportation over this rugged ter ritory. Regular airline service to Alaska via Pan American and Northwest Airlines is proving to be increasingly helpful in the rapidly expanding efforts to make fuller use of the natural resources of the territory. In Alaska itself, local airlines offer regular flights as well as chartered service to outlying regions. Surveys in Alaska Planes are playing an important part in the exploration work being conducted in the U. S. Naval Petro leum Reserve No. 4, which fans out from Point Barrow, Alaska. Besides transporting equipment and person nel, aircraft have been used for air borne magnetometer and gravimeter surveys, as well as to make aerial photographs of the region. Without the various types of airplane serv ices, it is doubtful that an effort would have been made at this time to determine the oil potentialities of the Reserve. Today, as the airlines and small planes are used to develop far-flung sources of oil, it is perhaps a case of poetic justice. It was the technolog ical developments in oil that helped make possible the present high grade aviation fuels and lubricants needed for long-distance flights. 18 Th is 1 lift It ha fivt o gO rade class "M in 17. incidi Y01 hand, grearour f. reered Ant reason and ra in his preced Tod; in his ates hi he gets his old who w ilv trai in fam etc 2870; A PROUD HERITAGE By John . Kelly ne morning many years ago. O a Pittsfield, .Massachusetts, grade school teacher was taking her class over the high spots of history. `"What important event happened in 1745" she asked, thinking of an incident in British history'. Young Dan Cadvvell raised his hand. "That's the year mv greatgreat-great-grandfather Abel bought our farm in Pittsfield," he volun teered. And young Dan Cadwell had just reason to be proud. For he yvas bom and raised on a farm that had been in his family continuously for five preceding generations. Today, Dan Cadwell, now a man in his early fifties, owns and oper ates his ancestral farm. And when re gets ready to step aside, there is his older, n-year-old son, Calvin, who wants to carry on in the fam ily tradition. The, Cadwell's faith in farming extends back over two centuries; in that time, five genera tions of Cadwells have made a good living from their farm, despite the wintry climate and thin soil of the Berkshires. And their determination to carry on is particularly' signifi cant now at a time yvhen farmers generally are concerned about their sons and daughters staying on the farm. Near Creylock Mountain The Cadxvell farm is nestled in the Berkshires, some 20 miles south of Greylock Mountain, the highest (3505 feet) in Massachusetts. Dan Cadxvell has modern, gasoline-poxvered machinery, including a tractor, laxvn mower, truck and saxv rig, to help him in his chores. Life around his farm is relatively easy and pleas ant, with the aid of these modern farming tools. But back in the 1740's, it was very different. Abel Cadwell never saw the land he bought and few xvhites knew it better. The farm-to-be was hidden in the dense forest that blanketed western Massachusetts. A settler so minded could get himself a moose for breakfast --if a prowling Indian didn't get the hunter first. Early' as the first-comers xvere, the real estate men were there before them. Two speculators named Stod dard and Wendell had bought the township from the City of Boston, which claimed everything in the un known West. The nexv owners hired a surveyor and laid out "lots" of one hundred acres each, and an EastWest "street," xvhich was nothing more than a blazed trail. The pair lost their shirts and very7 nearly lost their scalps, but the new develop ment lacked sales appeal. In despera tion they turned to New York State and took in as a partner the Lord of Livingston .Manor, Philip Livings ton, whose son was one day to sign the Declaration of Independence. Livingston located a shipload of 50 Dutch emigrants, just landed from the Old Country, and sold them on the Berkshire tract. But the Dutch took one look at the 19 ETC 02 Afore than a century after the Cadwells had first cleared the land for their farm, the town of Pittsfield (named after the elder William Pitt) had grown to this size swamps and forests, snorted that they would not take the land as a gift, let alone pay for it, and clumped off to settle in Rip van Winkle's country along the Hudson. Then it was Livingston's turn to worry. He looked up the surveyor, a Cap tain Huston, and gave him three lots as a commission to seek settlers. Hus ton found a group of Connecticut men, who had come up the river from Hartford, seeking new land about Westfield, which then was the jumping-off place of the New Eng land settlements. Huston was a good salesman, and one of his arguments was that the Berkshire region was free of' the rattlesnakes which plagued the Connecticut River Val ley farmers. Any Indian knew, said Huston, chat where the ash tree "rows freely, it was safe to camp. Wild as the land was. it was not cheap. A lot cost thirty pounds, which was equal to the selling price of 1.200 bushels of potatoes. To sweeten the deal, Livingston threw in a bonus of unsalable swamp and ridge acreage -- for "pasture." In re turn, the settlers had to provide stone and timber from their lands for constructing roads and public buildings, give generously of their time in public works, build a dwell ing house within two years' time, and reside therein for at least two years. After that, they had clear title to the land. Abel Cadwell bought a lot in 1745 from a discouraged settler and three years later sent his young son Dan, in company with another youth, to look over his purchase. The bovs spent a night in a hollow log and awoke at midnight to hear an Indian war party gathered at the fallen tree. Ignorant of the jvhites' presence, the Indians were holding a war party to plan the next day's raid. In later years, .Major Dan Cadwell was fond of telling his children, "Pittsfield's first hotel was a hollow log." Dan's brother, Timothy Cadwell, was settled as early as 1749. and the Cadwells bought additional lots un til they owned a tract of some 800 acres. This formed a strip three miles in length, from what is now the cen ter of Pittsfield to the Lenox town line atop Yocon Seat .Mountain. As soon as he had built a cabin. Dan journeyed to Hartford, Con necticut, and returned to his wild erness home with a [9-vear-old wife. Abigail Phelps. Determined to make his livelihood as a farmer, he began the work of clearing the forest. Many of the pines and oaks w ere too large to fell, and were girdled to die. The follow ing year fires were built against each trunk and after ir fell the tops were heaped in win drows and set on fire. The Berkshire pioneers were unable to clear their land in peace. There was always trouble with rovins Indians, and the settlement was once abandoned for three years. The French in the 1> and the British during the Revolu tion loosed the Mohaw ks and Iro quois against the frontiersmen. Bur 20 ETC 28703 r77of a gOOi senti ?ene <s the work proceeded, with axe and adze, and with sweat and oxen strain ing to pull laden "stone boats," un til finally all the trees were felled and' the fields were rimmed with stone walls. After several vears in the first cabin, on the banks of the Housatonic River, Dan built a larger log house beside the brook on his prop ern', near a grove of black ash. The land was his, but not the trees. The original deed reserved to the Stockbridge Indians the right to visit the land for the purpose of cutting black ash. Steamed and pounded bv stone hammers in patient bronze hands, the wood was separated into lavers, which were then split and made into baskets. In the bovhood of the fourth Cadwell proprietor, William Mansfield, the Indian camp was vet an annual affair, and the Cadwell bos s searched the woods for herbs, ginseng, and goldenseal to barter to the redmen. When this log house was dismantled in the earlv 1900's, the white pine timbers, each one over a foot in diameter, were sound and usable. Then came the Revolution. In 1774 Dan Cadwell was a member of a committee to bovcott British goods. But there was much divided sentiment, pro- and anti-Crown. In general, savs the local historv, "the original proprietors of the townships and their families and friends, as well as most of those holding prominent positions, were Tories." Timothv Cadwell fought in the American ranks throughout the st ar and was present at the Battle of Sara toga, when General (Gentleman Johnny) Burgovne called it quits and wrote his King that the Roval day was definitelv over in the Col onies. Of Dan Cadwell, the local his torian writes, "Dan Cadwell was a Lovalistof the better sort, and seems not to have lost the esteem of the people, who elected him to Town Offices, and once to the Committee of Safetv, during the Revolution." In 1784, with victory won, Dan was a delegate to the State Conven tion to frame a new government. He was a vigorous opponent of slav ery of any kind. When the Revo lutionary soldiers were returning to their homes, they were often bur dened with debt; this was because they were paid in Continental cur rency, of which as much as $1,000 was required to buy a cup of coffee. Consequently, many a returning sol dier was jailed under the savage laws of the times, and he could lie in prison indefinitely because he owed a few shillings. When that happened, it was `he old Tory, Dan Cadwell, who led a movement for the soldier's release. Served in the Militia He served the new country, too. A document in the Cadwell farm house today records the discharge of Dan Cadwell as .Major of the Mas sachusetts Volunteer Militia in 1795. Four years later he died, as the na tion mourned the passing of George Washington. Major Dan was succeeded by his son, later called bv the family, "Wil liam the First." This was to distin guish him from his grandson, Wil liam Mansfield Cadwell, the father of the present proprietor, another Dan. Among the Cadwells, a man Part of the living room in the Cadwell home. The fire place mantel, taken from the former Cadwell tavern, is about 160 years old. Inset, Dan Cadwell stands outside this onetime cider mill, the oldest edifice on his land, which now has a modern roof. Mr. Cadwell holds a sickle that was forged back in 1800 21 ETC 28704 is named "Dan," never "Daniel." sively as Sergeant, Ensign, Lieuten by VVPA workers to use in new high The lands had been cleared and were ant and Captain of Militia until he ways. A ski run occupies a sheep ii i prosperous. William sowed and turned to his farm duties entirely in pasture; the notes of a summer sym I reaped, cut and threshed. And he 1837. phony float down from another ad ) religiously followed the admonitions The farm ran smoothly. Cadwells joining height where the war-whoop 1 of the "Old Farmer's Almanac," and their hired hands made their once sounded. which the Cadwells have taken reg shoes, clothes and linen shirts from The Cadwells adjust themselves. ularly since it was first published in their own produce. Pittsfield, which Dan Cadwell plans another house, <793- had grown from an "x" on the map of cinder concrete, on a site where The farm by then was almost self- to a population of 2,000 in Major the Stockbridge Indians camped, to sufficient. Dan's lifetime, had nearly doubled be built by his own hands from cel Save for a handful of necessities -- again, and Ambrose saw profitable lar to ridgepole. Eleven-year-old salt, sulphur or saltpeter for gun possibilities in his strategic location. Calvin shyly states, "I guess I'll be a I powder and some "furrin" dyestuffs A stage road crossed the Cadwell farmer," as have all the generations -- what the Cadwells raised, fed and lands, conveying travelers from before him, but with all modern la clothed them, and added to the hoard of gold pieces in the strong box. The staple crops in the early years of the last century were corn, wheat, rye and potatoes. Buckwheat Westfield in the Connecticut Val ley to the town of Hudson on the river of that name. Ambrose built a tavern, sheltering man and beast overnight, and cash tinkled cheerily in his till. When the railroad even bor-saving devices. The two-tined hav forks, the cradle grain scythe, a sickle Major Dan may have used, a spinning wheel and candle mold, all are proudly preserved in perfect condition, but as museum pieces tually did away with stagecoaches, now. The farm has piped gas, water the Cadwells razed the tavern and and electric light, and pow'er for the built their present home nearby, in fretwork saw to cut out the jigsaw corporating much of the fine hard puzzles that are Dan Cadwells woods and antique pieces that had leisure-hour hobby. served Ambrose's guests. Pittsfield has grown mightily, but There have been other changes. has known its waves of emigration, The growing city encroached on the too. Neighbors of the Cadwells was grown annually until 1910. But the real "cash money" yields were flax and sheep. Chests in the farm house contain blankets made over farm north and east. Land becoming too valuable to farm was sold as building lots. Flax and wool are no longer raised and vegetables now bring better prices than wheat, corn joined the California Gold Rush of '49, others followed indomitable Brigham Young to Salt Lake City, younger generations moved to the bright lights of the big cities. The 150 years ago, by Cadwell wives and and rye. Cadwell cows represent Cadwells stay at home, yet they daughters, of wool grown, shorn, miik, not meat; the stone walls Ma more than keep up with the proces carded, dyed and woven on the jor Dan and his oxen sweated to sion. They are continuing a herit farm. Butternuts in their woods pro build were removed in truckloads age deeply rooted in the soil. vided yellow and brown dyes, but for blue (from logw'ood) and red (cochineal) they had recourse to traders who imported these things from Central America, along with coffee and sugar. "Garden sass," honey, meat from the farm's cattle, hogs and sheep, with a spot of wild game whenever a boy cared to roam the woodland or wet a line in the Housatonic, kept the larder filled. The third Cadwell was Ambrose OUR COVER: Nearly half of the sodium produced in the United States is manufactured by Ethyl Corporation at its plant in Baton Rouge, La. In the red brick building topped by steel chimneys, as seen from the plant s ethyl chloride area, sodium is produced by the electrolysis of salt. The color photo is by Scott-d'Arazien. OUR PICTURES: Pages 3-6, courtesy Junior Achievement, Inc.; Pages 8-9. photos courtesy American Trucking Associations; illustrations by M. J. Davis; Page 11, top, courtesy Federal Bureau of Investigation; bottom. International News Photos; Page 14, A. Devanev, Inc.; Page 16, top. courtesy Pan American World Airways; center, courtesy Standard Oil Company (N.J.); bottom, courtesy Trans World Airline; Page 17, cour tesy Arabian American Oil Company; Pages 19-22, prints, courtesy New York Public Library; photos. Eagle Engraving Company. Inc. (1806-1887), who served succes 22 etc 28705  IWntfF^V ! UETDHHGU5E LE224 WJ SERVICES OF ETHYL CORPORATION IN THE BUS AND TRUCK FIELD To no other group in the motoring public is the quality of motor fuels more important than to the operators of bus and truck fleets. In view of the large gallonages their vehicles consume, they have the greatest interest in obtaining the most out of their gasoline dollar. At the same time, because their vehicles must always be kept in peak operat ing condition, maintenance costs are at all times a vital consideration to fleet operators. Acting in cooperation with Ethyl's customer oil companies, Ethyl's fleet engineers call upon fleet operators and lend them their technical advice and assistance. One purpose of their work is to help promote the best utilization of fuels in commercial engines. They also assist fleet owners in the solution of diverse maintenance problems which arise. Complementing this service is the work of the Technical Service Division of Ethyl's Detroit Research Laboratories, which works with manufacturers of commercial engines on developments leading to the fullest utilization of present and future fuels. Through the activities of both its field and tech nical service groups, Ethyl acts as a liaison among fleet operators, gasoline refiners, and engine manu facturers -- making known the fleet owners' desires and requirements, and reporting back trends and developments. Above, an Ethyl fleet engineer (right) is seen with the maintenance superintendent of a truck fleet in New York City. ETC 28706 Whose youngsters are going for a drive? Here are the children of some well-known people... see ifyou can identify theirparents. 1, Melinda and Stephanie are the daughters of a dark-haired screen beauty who was born in New Jersey, and first appeared on the stage with her father in a play called "Jarnegan." You prob ably remember her beet for her roles in "Private Worlds," "The Woman in the Window" and "Scarlet Street." Her newest is "The Macomber Affair"--a Benedict Bogeaus production released through United Artists. She now lives in Holmly Hills, Calif., with her daughters and famous producer husband. Waiter Wanger. She drives a new, bright green convertible and always gets her gasoline at the "Ethyl" pump because, "If you expect your car to run its beet, it's just common sense to use the best sasoline." 2# This bouncing baby girl is the pride and joy of a man who studied law, but became known to millions of radio listeners as the "Ole Professor" of the "College of Musical Knowledge." He is heard each Saturday over NBC--9:30 P.M. EDST. Born in Rocky Mount, N. C., he was cheerleader at the Uni versity of North Carolina. His present band of twenty-five mem bers is a far cry from the small group that toured from town to town for eight years looking for a break. Now he lives in Coldwater Canyon, Beverly Hills, Calif., where you might see him driving his gray sedan 'most any day. He uses "Ethyl" gasoline because, "I want my car to run in the groove." 3 Little Charlie's mother has made good in Hollywood by playing tough blondes in such pictures as "Murder, My Sweet," "Stagecoach" and "Johnny AngeL" She started out as the leading lady of B pictures, but is now established as a top-flight A-picture star--and her newest is "Born to Kill," a feature production of RKO. She dashes back and forth from her home in Hollywood to the studio in her car--managing to combine a successful career and motherhood. When asked if she usee "Ethyl" gasoline, she replied, "Is there any other kind? I've used 'Ethyl' so long and it runs my car so well I can't imagine using any other gasoline." Read this to see who their famous parents are: If you ate able to correctly name even one of the people we're talking about, you are doing very well. Children rarely resemble their parents closely enough for positive identification . . . and cer tainly the knowledge that papa or mama drives a car and uses "Ethyl" gasoline is not much of a clue. Today many people use "Ethyl" gas oline . . . among them the parents of the children shown. They are: 1. Joan Bennett 2. Kay Kyser 3. Claire Trevor. These celebrities look for the "Ethyl" trade-mark when they buy gasoline for the same good reasons that millions of other car owners do. They want to get the most out of their cars. So they watch for the yellow-andblack "Ethyl" emblem which oil com panies place on pumps containing gas oline stepped up with "Ethyl" anti knock compound--the famous ingre dient that Improves performance. Ethyl Corporation, New York. N. Y ETC 7S101 Stanley T. Crossland, vice president and director of Ethyl Corporation, has been elected treasurer of the company to succeed the late Percy L. Griffiths. Mr. Crossland joined Ethyl in 1945 as comptroller and, in June, 1946, was elected vice president and director. His career in finance began in Chicago as a bank exam iner with the Chicago Clearing House Association. From there he went to the Chicago office of the Reconstruction Finance Corporation in 1932 as an examiner and in 1940 he was transferred to the Washington office of the RFC. During the war he held several posts with RFC serving as special assistant to the board of di rectors, executive director of the Office of Rubber Reserve, and vice president of the War Damage Corporation. In his two last-named posts, he played an important part in the Government's synthetic rubber and war risk insurance programs. He was one of the principals in the formation and operation of the synthetic rubber project, and also par ticipated in the negotiations for the purchase and stock piling of natural rubber. He also organized the War Dam age Corporation which pro vided war risk insurance. Mr. Crossland is a native of Illinois and attended the Uni versity of Illinois. IF THE TAPT-HARTLEY LAW IS GOING TO WORK A wall-informed consultant in the field of labor relations discusses one of the most talked-about but least understood statutes enacted by Congress in recent years. His advice for better understanding Is timely. EASY DOES IT 14 Relaxation is an art which, intelligently applied, can actually help you to accomplish more work in a day -- besides reducing nervous tension and mental fatigue. Here's how you can benefit from scientific relaxation. THE PRIVATE LIFE OF A FUEL 17 The gaily colored gasoline samples, pictured on this month's cover, were photographed just before undergoing a routine, though interesting, laboratory test: determining their stability characteristics during storage. 'WE'RE ON THE AIR" 18 As much drama and excitement go into the preparation of a major radio show as into its actual presentation. Here's a behindthe-scenes glimpse. In order re widen the fields at reader Interest In Ethyl News, we frequently publish articles contributed by writers not associated with Ethyl Corporation. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles of timely Interest submined from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York iy, N. Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L Shoo, president; Stanley T. Cressland, vice president and treasurer; Julian C. Goniolec, secretory ETC 28709 I Sri air Co ha an* an tir ali bi tn tri th tr: ev in th lai (. wry Carrying forward their program of heightened usefulness to the oil and automotive industries, Ethyl's Research Laboratories have realigned their research and technical service operations Ix a .move designed to increase efficiency and thus provide greater service to the petroleum and automotive industries, the Ethyl Corporation Research Laboratories have been reorganized on a staffand-line basis that groups personnel and equipment for maximum peace time productive effort. To a considerable degree, the new alignment of positions and responsi bilities reflects the current general trend in the organization of indus trial research facilities throughout the nation. Rapid advances in indus trial technology have introduced an ever greater number of factors in more complex relationships, thereby necessitating in the research laboratory a high degree of special ization as well as a division of labor and of executive duties. Further, the environment in which industrial products are sold and used has be come additionally complicated, re sulting in the need for more exten sive services which the research laboratory must support. Plan Deferred Until Now Although a modification of the Ethyl Laboratories' personnel or ganization plan had been under consideration for two years, the latest step was necessarily delayed until this time for several reasons. For one thing, it was advisable to wait until the problems that now lie before the petroleum and auto motive industries had cryscalized in the unsettled reconversion era be fore an attempt was made to shape an organization intended to cooper ate in programs to solve these highly involved situations. Except for the two years since Y-Day, the central Ethyl Labora tories had never functioned at their present location in suburban De troit, in time of peace. Located for 14 years previously in Detroit proper, and before that in Yonkers, New York, the Corporation's re search organization was just prepar ing to move into the present modern plant when the Pearl Harbor attack occurred. Construction of the neces sary buildings was hastened with the declaration of war, and activities during the ensuing four years were 3 ETC 28710 I I t } devoted almost entirely to overcom ing engine-fuel-lubricant problems on behalf of the armed forces. .More than one-fourth of the em ployees, the majority of them tech nical personnel, entered the military, while numerous others went into government sendee as civilian spe cialists. The fact that a high per centage of these men and women returned to new positions, or posi tions of greater importance in the Laboratories than they held at the outbreak of war, added to the need for the realignment that has nowtaken place. In all but two instances, the scores of positions outlined on the reorgan ization chart have been filled from within the ranks of Ethvl employees, in keeping with the Corporation's policy of affording company per sonnel the opportunity of assum ing higher responsibilities whenever possible. In the nvo excepted cases, it was necessary to man these posi tions from the outside because there had been no comparable assignments before the reorganization became effective. Relieved of Office Defails Under the reorganization plan, those responsible for the direction and coordination of research are re lieved of most of the non-technical administrative work that became as sociated with their offices during several years of expansion of the Laboratories' staff and facilities. Earl Bartholomew continues as General Manager of the Ethyl Lab oratories, a position he has held since that office was created in 1945. In discussing the realignment, Air. Bar tholomew' said: "The prime objective of the new setup at the Laboratories is the cre ation of the best possible environ ment for the conduct of research and technical service and, insofar as possible, the separation of responsi bility for research from that for. service to the oil and automotive in dustries. To this end, the research policy-making and planning group has been relieved of as much admin istrative detail as can be assigned to operating divisions and specialized staff members. An opportunity has thus been provided for greater con centration on technical objectives, as well as more frequent and de tailed collective consideration of re search and service projects and programs." Newly-Created Posts Now directly responsible to the General .Manager are three newlycreated positions: Director of Re search, who is John B. Alacauley; Technical Assistant to the General Manager, who is Dr. Harold A. Beatty; and .Manager of Administra tion and Financial Control, who is Charles D. Hawley. Non-research functions of the Laboratories are the responsibilitv of the Technical Assistant to the General .Manager and the .Manager of Administration and Financial Control. These offices, together with supporting groups, carry- out general administration, service, and technical functions. They have no direct responsibility for the plan ning or execution of research and technical service activities. The Technical Assistant to the General .Manager serves as a technical con sultant to the research executive group and the General .Manager, and directs the preparation of spe cial technical reports and the coor dination and filing of technical information. The Manager of Ad ministration and Financial Control is responsible for general adminis trative and husiness matters, organ ization, budgetary control, person nel, safety-, plant operation, and general services, and for liaison be tween the Laboratories and the company's Finance, Advertising, and Public Relations Departments. Research and technical service activities have expanded until they are now quite broad. Therefore, it has become essential that a single individual coordinate these pro grams and keep them in proper bal ance, as dictated by the current and future requirements of Ethyl Cor poration and by the requirements of its relations with petroleum, auto motive, and related companies. In filling the new position of Direc tor of Research, Air. Alacauley is charged with this responsibility. Functioning under him are three Associate Directors of Research, the Director of Technical Service and the Executive Engineer for Labora tory Operations. Richard K. Scales will continue as Director of Tech nical Service, a position he held be fore the reorganization plan became effective. As such, he heads the group that makes technical develop ments in the Ethvl Laboratories available to oil and automotive com panies and national fleet operators, while at the same time interpreting the problems of those companies to the Laboratories as a guide in the planning of research and service programs. Named Executive Engineer John B. Taylor, Jr., has assumed the office of Executive Engineer with the responsibility of coordin ating non-technical administrative matters. An added function of his position is the coordination of the selection of personnel to form re search teams, which may be com posed of chemists, engineers, refin ery technologists, and others, on the basis of the requirements of indivi dual research projects. The three Associate Directors of 4 ETC 2871} * - jZ*\W^a2L *4UBE&*:isr^ > i;vVi' --;,.''-t pifx " ^ f ^:'.VU...-#?^.^E--- ' ,'u I i%~"... *,<t' ^ . - '^f';.-v.-a? y' ' \ .* . 14^, \ far.rvr P**v- . .* **&# .*, ,6-* /Wf. K>:- '' '4*^ _ ` ' r V^- -fl ; * * EART BARTHOLOMEW General Manager H. A. BEATTY tchnical Assistant to General Manager C. D. HAWLEY Manager, Administration and Financial Control :;or ?4 Automotive Products | Mfg. and Chemical Products Aviation Products Technical Service r Laboratory Operations i ; r >* [! U tWihmiii idafceE J. TAYLOR _ Jive Engineer ETC 28712 <1% COLEMAN l. DAVIDSON Manager, Automotive Research Operations HAROLD SOROOS Manager, Chemical Research Operations WILLIAM O. SCHULZE Manager, San Bernardino laboratory FERD GILIIG Manoger, Aviation Research Operations FRANK R. DAVIS Manoger of Laboratory Services Research, each completely respon sible for the guidance of research in his assigned field and each a con sultant to the Laboratories in that field, are John S. YVintringham, Re search on Automotive Products; Dr. George Calingaert, Research on Manufacturing and Chemical Prod ucts; and Robert V. Kerlev, Research on Aviation Products. The Associate Director of Re search on Automotive Products as sumes general overall guidance of the Laboratories' research and de velopment on vehicular and station ary- engine products. With the Associate Director of Research on Manufacturing and Chemical Products rests the respon sibility for directing all basic chem ical research in the Laboratories relating to the manufacture of pres ent chemical products by Ethyl Corporation, and the development and manufacture of possible future chemical products. He also is a consultant on manufacturing prob lems to the Manufacturing Develop ment Section of Ethyl Corporation, which is located at the company's plant in Baton Rouge, Louisiana. Staff Research Coordinators On the staffs of the Associate Di rector of Research on Automotive Products and the Associate Director of Research on Manufacturing and Chemical Products are coordinators, who are responsible for the planning and supervision of research projects and programs in certain assigned fields and for the analysis of the re sults obtained. These major fields of interest include antiknock develop ment, engine development, new products research, and others. It is the responsibility of the As sociate Director of Research on Aviation Products to direct the Lab oratories' research and development in the field of aviation engine prod ucts, including those for reciprocat ing and gas turbine types, and in the fields of metallurgy and ceramics. Responsibility for the conduct of research and technical service, as distinguished from planning and analysis, is vested in five Operating Divisions, each headed bv a Man ager and each consisting of several Ethyl's Research Labo ratory in San Bernardi no, California, conducts year-round highway research programs on fuels and engines ica Soj tio Op ing Da lSer har des nar eqt anc C seal ap the Ber sect Opi Lab Sch yea "fuel the A Cor pers to ( and pan; man trok a wl with nota Labi are i fore com cone deve bust: prod TC 28713 sections. These divisions carry on the research and laboratory service activities, as planned and formulated by the Director of Research and his associates, together with their staffs. These divisions and their managers are: Automotive Research Opera tions, Coleman L. Davidson; Chem ical Research Operations, Harold Soroos; Aviation Research Opera tions, Ferd Gillig; Technical Service Operations, Richard K. Scales (act ing) ; and Laboratory Services, Frank Davis. Included in the Laboratory Services Division are sections for the handling and supply of fuels, for the design, construction and mainte nance of instruments and research equipment, and for photographing and blueprinting. Complementing the Ethyl Re search Laboratories in Detroit, and a part of the same organization, is the company's Laboratory at San Bernardino, which functions as a section of the Automotive Research Operating Division. The California Laboratory, of which William O. Schulze is Manager, is engaged in year-round research on engines, fuels, and lubricants conducted on the highway. As now constituted, the Ethyl Corporation Research Laboratories' personnel and equipment are geared to offer the fullest possible service and assistance to individual oil com panies and engine designers and manufacturers, as well as to the pe troleum and automotive industries as a w hole. The realignment, coupled with Ethyl's more than :o years of notable research activity, places the Laboratories in a position to cooper ate more completely than ever be fore in the solution of the highly complex problems confronting all concerned with progress in the development of the internal com bustion engine and the petroleum products for its operation. DEATH TAKES JOHN THOMAS SMITH AND PERCY L. GRIFFITHS ETHYL CORPORATION has lost through death two men who shared in the management of the Company. John Thomas Smith, one of the original directors when the Company was incorporated in 1924, died suddenly in San Francisco on September 28. Percy L. Griffiths, vice president, treasurer and director, passed away on October 4 in New York City after a brief illness. Mr. Griffiths, age 62, was born in England and was a graduate of Oxford Univer sity. After serving fifteen years with General Motors Overseas Operations, first as treasurer of GM Peninsular, later of GM Continental, and finally as treasurer of all overseas operations, he came to Ethyl in 1941 to fill a new post as vice president in charge of finances. In the first World War, Mr. Griffiths enlisted as a private in the British Army and rose to the rank of major. After service in France and Mesopotamia, he was appointed deputy field comptroller for the Forward Area, and later, assistant financial advisor to the general officer in Baghdad. For four and a half years after the war, he was European auditor for Armour and Company. Mr. Griffiths* wife died in 1945, and their son was killed early in the recent war while serving in the Royal Air Force. He leaves four sisters, Mrs. W. M. Watts, Miss Dora Griffiths and Miss A. C. Griffiths, in England, and Mme. L. Dillen, in France. Ever since he became a member of the first board of directors, Mr. Smith's ability, vision and judgment contributed substantially to the policies under which Ethyl Corporation grew. Born in New Haven, Conn., he was graduated from Creighton University, Omaha, Neb., in 1899 and from the Yale Law School with an LL.B. degree in 1901. While engaged in practice in New York City he became the attorney for William C. Durant. When Mr. Durant organized General Motors, Mr. Smith drew the papers for the incorporation of the several companies and throughout those thirty years, until last June 30, he served as vice president and general counsel of General Motors Corporation. In 1922, Mr. Smith invited Earle W. Webb, who was then practicing law in New York City, to go to Detroit to become general attorney for General Motors. This association led to the election of Mr. Webb as president of Ethyl in 1925, a post he has held until his recent election as chairman of the board of directors. Mr. Smith's surviving relatives are a daughter, Mrs. Maureen S. Shanley, Bernardsville, N. J.; two sons, Gregory B. Smith, Green Farms, Conn., and Gerard C. Smith, New York City; and a brother, Gerard, San Francisco. 7 ETC 28714 Everybody benefits when fac tories are humming. Everybody suffers in a strike. To settle more disagreements without strikes is the vital goal for America n public schools they used to I teach us that "the whole is equal to the sum of its parts." Anyone who knows that there are i: inches in a foot will agree that something a foot long is the same length as something that's 12 inches long. A gallon is four quarts, no matter whether the quarts are milk, margarine or molasses. Seemingly complex matters can By Curtis R. Holton, Industrial Relations Consultant often be reduced to such simple logic. Perhaps this is true in the case of the recently enacted LaborAlanagement Relations Act of 1947, better known as the Taft-Hartlev Act. The law, like any other piece of legislation, is made ap of a number of sections. There is no doubt in anyone's mind that these various sections add up to make the law as a whole, but from that point on, mathematical logic seems to have done a quick double-take in the minds of literally millions of Ameri can workers. Millions Misunderstand An industry-wide survey by the Opinion Research Corporation of Princeton, N. J., shows that 54% of all employes, and 64% of all union members, say they are against the new labor-management legislation. They believe the law should never have been passed. .Many of them, inspired by union leaders, have 8 ETC 28715 pledged themselves to the law's repeal. But when these same workers were polled on ten specific provi sions of the law, a majority of all those interviewed were found to be just as emphatically in favor of these major features. Section by section and paragraph bv paragraph, the new law has been endorsed by the nation's working men and women. In fact, the individual parts of the Taft-Hartley legislation come off with fiving colors, adding up to the kind of law most workers want. l/nions Did a Better Job Apparently, the man on the street does not agree that in this case the sum is equal to its parts. It is a simple matter to understand why this para dox exists. Union leaders have de nounced the measure as a "slave labor bill." Others have said it would "put labor back into the Dark Ages." The bill has been generally repre sented as something the working man should fear and oppose, since it is charged that he has lost his rights; that unions have become powerless; and that the law is unfair, discrim inatory and reactionary. Voices in defense of the bill have had fewer decibels and less punch. They have lacked the drama of such phrases as "slave labor bill" and "chains for the working man." It is simply a case of an old psy chological phenomenon so often occurring in the history of the for mation of mass opinion, when emo tional appeal leads to quick deci sions. Tricky slogans and labels often win over laboriously accurate but uninteresting reason. Many businesses and industries have begun efforts to correct false impressions and misunderstandings about the Taft-Hartley Act. Their approach, in most cases, has been to give the factual provisions of the new law in simple and easily under stood language, either by means of employe newspapers and magazines, or in special bulletins. A number of companies have had employe meet ings, or have sent letters to em ployes, stating management's aims to live peaceably with workers un der the new legislation. Important as these efforts may be, there is little indication that any change is happening inside the minds of the millions of employes who damn the bill just because they "have heard it was a bad one." The actual provisions of the Taft-Hartley meas ure tell their own convincing story'. Only when employes are unaware of those provisions of the law can they be misled. It may greatly simplify manage ment's task in presenting the facts in the case of the Taft-Hartley law to have positive proof that workers themselves subscribe overwhelm ingly to the major provisions of the legislation, when those provisions are taken separately. But there re mains the difficult educational ex planation that will convince these men and women that if the parts are good, as workers have already agreed, so must the sum-total be good. New Law Not the Last Word At the same time, business and industry would make a grave mis take if they attempted to describe the Labor-Management Act as an ideal piece of legislation, and the answer to all the problems of both labor and management. If in time there are objections to the law in the minds of workers who know and have studied the facts, and who have experienced the law's operation, Congress in due course will not turn a deaf ear to intelligent objection based upon specific points welded together into a strong spearhead of reasonable argument. There is little doubt, however, how employes of all kinds feel about the act's individual stipulations now. The findings of the survey made bv Opinion Research Corporation have been widely published, broad- HOW WORKERS REALLY FEEL ABOUT THE LABOR LAW'S PROVISIONS Th# industry-wide survey undertaken by the Opinion Research Corporation dra matically* revealed how the rank-and-file of workers -- union members and non members alike -- actually feel about the provisions of the Taft-Hartley Act. One by one, field interviewers asked each worker about ten major plonks which form the keystone of the new labor law. Here is how employes in general, os well as union members, voted on each of the provisions* ALL UNION J FAVOft LAW TO -- Require 60-day cooling off period EMPLOYES 78% MEMBERS VJ 70% | Allow companies to sue unions 77% 70% Allow freedom of speech for employers 69% 61 % Require union financial reports 86% 85% i Prohibit Communist union leaders 76% 77% - Prohibit union political contributions 56% 50% 7 Allow check-off only with worker's consent 68% 74% - 1 Allow union shop only with majority vote 79% 77% Outlaw closed shop 60% 48%. J Delay strikes in public-service industries 78% 70% , * etc 2ff 7 ] Industrial peace, which is the principal aim of the new law, means regular pay for workers and an uninterrupted flow of vitally needed goods cast on national networks and printed in tremendous quantities. Employes are onlv human. If they are going to understand, they need to be convinced that these things that they want are part and parcel of the label called ``Taft-Hartley Act" that they have been told to hate; that the Act emphatically preserves and guarantees every basic freedom, every important right and every es sential privilege that the working man has had; that the law gives the worker greater protection and broader guarantees against coercion and abuse than he ever had before; and that it gives him more responsi bility and a fuller stature as an indi vidual and as a citizen. In spite of the crystal-clear provi sions of the law guaranteeing these liberties, 56% of union members think the law will pave the way for the destruction of organized labor, according to the Opinion Research Corporation's survey. Evidence like this is rather convincing proof that the working man has been misled in his understanding of the law. Because 79% of employes inter viewed said they had received no specific information on the TaftHartley legislation from unions, and with still very little such information distributed by business and industry, it is reasonably certain that em ployes do not know many other basic provisions of the law. What Union Members Want Just as the Wagner Act and earlier legislation gave the working man protection against abuses bv his em ployer, the Taft-Hartley Act pro tects him against abuses by unions. It gives him a more important voice in union affairs. It places greater responsibility upon unions in their dealings with their own members, as well as with employers. The law, in throwing a spotlight into certain hitherto dark comers of union policy, methods, and particu larly finances, is doing exactly what a heavy majority of union members want to have done, according to the Opinion Research Corporation study. These provisions should help the union man to know and under stand better the operations of his organization. Obviously, some of the opposition to the Taft-Hartley law stems from unions which cannot stand this pub lic spotlight. Exorbitant dues, high initiation fees, unfair discrimination in admitting members, curbs on free speech, entrenched and arbitrary power of union officials holding office for 10 to 40 years without an election, and other widespread in ternal abuses would not last long under close scrutiny. On the other hand, employes should be shown that regulations governing the conduct of a union's internal affairs cannot frighten or weaken any organization already operating under sound principles and under practices which are fair. The new controls over union organ izations should do much to bring about house-cleaning where house cleaning is needed, and to restore public confidence and member con fidence in the way unions conduct their operations. Real Help for Employes Employes should be helped to focus their sight on the fact that the primary purpose of the law7 is to prevent labor disputes from reach ing the strike stage, so that disputes Settling disputes by peaceful means, before they reach the strike stage, is what the law seeks to accomplish 10 ETC 28717 tic inj tie sig int to ler wl an iu ar ch m ch Pr if m ch er ui w ti< fa u: P' tffa c< can be settled bv peaceful means, aided if necessary by the services of the new and enlarged National Labor Relations Board and the Federal-Mediation and Conciliation Service. The Road to Industrial Peace The broadened system of negotia tion, mediation and arbitration, and injunction against strikes while set tlement is being attempted, is de signed to give every opportunity7 for intelligent solution to a problem, and to iron out conditions which might lead to further friction. The law, while controlling the strike weapon, and forbidding such practices as jurisdictional disputes and second ary boycotts, is not intended to checkmate the principle of legiti mate strikes. Workers should be assured that there is nothing in the new law to prevent a union from calling a strike if negotiations fail, and no other peaceful means of gaining their de mand remains. Unions also retain their full rights to strike against an employer who fails to recognize a union voted for by a majority of workers and certified bv the Na tional Labor Relations Board, who fails to negotiate, or who engages in unfair labor practices. Legal wea pons at the union's command include the right to sue an employer who fails to live up to the provisions of a contract. Mutual Responsibility Unions and management share re sponsibility7 for drawing up con tracts and for living up to the provi sions of these agreements. Workers also share in the responsibility -- those who strike in violation of con tracts can be penalized. Unions share with management the responsibility7 for avoiding unfair labor practices, with each liable to penalties if found CHARLES L. McCUEN ELECTED TO ETHYL BOARD OF DIRECTORS Charles L. McCuen has been elected to the board of directors of Ethyl Corporation. Mr. McCuen, who is a vice president of General Motors Corporation, is general manager of its Research Laboratories Division. Mr. McCuen has had an extensive career in the automotive industry7. Following his graduation from the Polytechnic College of Engi neering at Oakland, California, in 1911, he was associated with several automobile companies in California and Detroit. They included the Cole California Motor Company. \ M- Packard Motor Car Company and the Rickenbacker Motor Company. His career with General Motors began in 1926, when he joined the engineering staff of the Olds Motor Works at Lansing, Michigan. He served successively as chief engineer of Olds and director of engineering, technical assistant to the general manager of the Olds and Buick Divisions, and general manager of the Olds Motor Works Division. In 1940, Mr. McCuen was elected vice president in charge of the engineering staff, a post he held until last June, when he was ap pointed general manager of the Research Laboratories Division upon the retirement of Charles F. Kettering. As a member of the engineering staff at Olds, he designed the F Series 6-cylinder and the L Series 8-cylinder Oldsmobile engines. guilty. Workers, too, can sue their employers or their unions in cases of unlawful dismissal or illegal work stoppages. Labor unions today represent big business. With ten to thirteen mil lion members in its ranks, organized labor is larger and wields a more important influence on more people than any business or industrial enter prise. It seems only fair for labor, therefore, to operate under appro priate Federal controls, in much the same way that business and industry must meet the requirements of vari ous kinds of legislation. One of the broadest aims of busi ness and industry should be to help employes appreciate the fact tjiat all controlling legislation, whether it .takes the form of the Sherman AntiTrust Act affecting industry or the Taft-Hartley Act affecting labor relationships, is designed ultimately to protect the best interests of the American people as a whole, and not the interests of any special group. Although the proof of any pud ding is in the eating, the Taft-Hartley bill seems reasonably digestible at the present time. Some parts may need to be changed later on; but if the Taft-Hartlev Act is going to work, it will have to have a long enough life as it is to get a fair trial. To in duce employers, union members, and union organizations to live up to its provisions and give the law a chance to prove itself one wav or another, it will be helpful if every one understands that "the whole is equal to its parts." In this case the big majority agrees that the parts are pretty good. 11 ETC 28718 If the full potentials of the gasoline expected to be generally available in 1950 are realised, gasoline mileage will be increased twenty per cent. This increase would permit 5,000,000 additional passenger cars to travel a total of 40,000,000 miles annually. Gasoline characteristics are not static--but change constantly as advances are made in refining technology and as the petroleum industry acquires new equipment or revises existing equipment. In particular, the antiknock quality of motor fuels has reflected improvements in refining methods and the use of antiknock mixtures. For the past twenty years, despite temporary setbacks caused by war time and reconversion conditions, the trend has been toward higher octane numbers--with every indication that this trend will continue. In 1941 regular grade gasoline reached an aver age octane rating of 75 (Motor Method)--an in crease of 15 octane numbers over 1930. Average premium gasoline advanced from 70 to 80 during the same period. It is estimated that by the beginning of 1950, regular and premium grades of gasoline will have reached average Motor Method octane ratings in the neighborhood of 80 and 86 respectively, while Research Method ratings will have risen to 86 and 93. These estimates* are conservative ones based upon the extension of the trend shown in the past and do not take into consideration the accelerated ETC 28719 w^rr improvements in refining methods and equipment brought about by the war. Engine designers are searching for practicable means to utilize the higher antiknock quality of these future fuels. Higher compression ratios and supercharging offer two possible approaches to the problem. --11-- w tiat are1 the Lilities olsupercharging? Higher compression ratios offer substantial in creases in both economy and performance. For example, an increase in the compression ratio of an engine from 6.1 to 8.5, together with a change in axle ratio that kept low-speed accelera tion at its original level, yielded an improvement of 21 % in average level-road fuel economy. Accom panying this increase was a substantial increase in high-speed acceleration, and an increase of 7 miles per hour in the maximum speed of the vehicle. This engine with 8.5 compression ratio had an octane requirement of 90 Motor Method when operated on reference fuel, and it was satisfactory on sensi tive fuels having much lower Motor Method ratings. However, as engine output per cubic inch is stepped up, through elevation ofcompression ratios, formidable problems are encountered, involving factors such as torsional and overall rigidity, combustion chamber design, autoignition, and the design of ignition systems. Fuels of a wide range of octane numbers have been used in the Ethyl Laboratories in experimentally super-charged engines for passenger and commer cial vehicles. Because supercharging results in greater power output per cubic inch ofdisplacement, it permits the use of a smaller engine for a given application. If the supercharger is arranged so that it functions only after the demand for power ex ceeds the power of the smaller engine operating with natural aspiration, very attractive improve ments in fuel economy may be achieved as well. Thus supercharging offers another means of util izing the improved fuels. Here too, the research engineer is challenged by complex problems, such as those of engine rigidity, autoignition, higher gas temperatures and blower desigsn. *** It is evident that the planning of tomorrow's en gines is a job which cannot be separated from the planning of tomorrow's fuels and lubricants, and which therefore demands the combined skill and knowledge of technologists of the automotive, pe troleum, and allied fields. The research and service organization of the Ethyl Corporation has been cooperating with the oil and automotive industries in work on the coordinated development of engines, fuels and lubricants for more than twenty years. With this background of experience, coupled with modem facilities designed especially for such work, Ethyl's Research Laboratories are continuing their part in the never-ending effort to advance auto motive transportation each year to newlevels of per formance, economy, comfort, safety and reliability. *The prediction and figures given are from a paper delivered before the SAE by Earl Bartholomew, General Manager, Research Laboratories, Ethyl Corporation. This paper, in booklet form, will be mailed to you upon request. AESEARCH LABORATORIES CORPORATION 1600 West Eight Mile Rtad Detroit! 20, Michigan 2&00 Cajon Fioad J g^r> PgfrrmrHfr/v pklifarriifl ETC By Robert B. Pitkin The right and wrong way for a man to run his office are typified here. By remaining "consciously relaxed," he can actually accomplish more work ould you believe that there is Wa simple muscular skill which you can learn, which might do any of the following things for you, and perhaps a great deal more? Improve vour abilitv to deal with people Increase your capacity for work Improve vour judgment and sta bility when working under pres sure Reduce vour susceptibility to fa tigue Jacobson, of Chicago, demonstrated Keep vou out of heated argu the importance of skilled relaxation, ments and developed a method for prac Prevent fear of people ticing it. He has publicized his Reduce vour sensitivity to pain method twice -- once in a medical Allow vou to sleep more easily tome, Progressive Relaxation, and and more restfullv recently in the popular best-seller, Prevent nervous breakdown, You Must Relax! stomach ulcers, and some forms of As a lay instructor, I taught Dr. indigestion, high blood pressure Jacobson's method to naval aviation and constipation cadets during the recent war. At Well, there is -- and it involves no that time the Navy's flight instruc Yogi pantomime or hypnotic trance. tors reported that young cadets The skill to which I refer is simply were too tense, excitable and ner the ability to relax vour muscles. If vous. The instructors said some vou don't believe some of the claims thing would have t be done to re made for it. stay with me awhile make the cadets' personal approach and perhaps I can show' vou. to the difficult task they were tak Over :o years ago, Dr. Edmund ing on as prospective combat fliers. In three months' time, using Dr. Jacobson's technique, we were able to work a revolution in the attitude of the individual cadets -- replacing their excitability and nervousness with a sense of calmness and confi dence. All this was accomplished through teaching a muscular skill. Skilled relaxation can be learned only through training. There are lesser kinds. Some people are natu rally more relaxed (at ease with themselves and the world) than others, and anybody can increase his capabilities in that direction by leaming a little and consciously ap plying it to himself. But the degree of skill obtainable through training can best be guessed 14 ETC 28721 fro Jac mir per fall of mu' imp re la thethei som beg abil pris mot wbt rest peo A rest pha; a lit said no s con to h postseve thus hou strai D beru ing hyp. abot recu tigu. per you laxe. Bt laxat ioe&itf from the experience of some of Dr. Jacobson's associates. After several minutes of relaxing totally, for ex perimental purposes, they would fall asleep. Electrode measurement of the nerve impulses in their muscles often showed that the least impulses (or conversely, the most relaxation) took place just before thev fell asleep. And when asleep, their conscious control was lost and some surreptitious activity would begin. These men had developed the ability to relax to a high degree; sur prisingly enough, they could rest more completely it-hen aicake than ichen asleep -- and when asleep thev rested more completely than most people! Muscular relaxation for sleep, rest and recuperation is only one phase of the subject, but it is worth a little attention. Thomas Edison is said to have gotten along on almost no sleep. Like many men of vast ac complishments, Edison is reported to have learned for himself that it is possible to take short, complete rests several times during the day and thus be able to work from 12 to 20 hours daily without feeling the strain. Dr. Jacobson's findings during the better part of a lifetime of study ing what is called neuromuscular hypertension indicate that the story about Edison is likely. The time to recuperate is before vou are fa tigued. You get more recuperation per minute from relaxing before you are tired, and vou get into a re laxed state more quicklv then. But the implications of skilled re laxation go far bevond rest and Want to be able to do more, to handle people, to reduce nervous tension, to overcome fatigue? Learn to be relaxed, though busy, during the day sleep. It is possible to go about your day's business in a more relaxed state than one mav imagine, and a "relaxer" who is skilled through train ing can prevent the kind of fatigue that is common to those who work under mental strain. Even more re markable, you will see that a skilled "relaxer" can eliminate from him self any metital or emotional state ifhich he does not icish to possess. That is a tremendous promise, and there is a joker in it. The likeli hood that you will voluntarily relax when under pressure, and thus maintain control and judgment, in creases only to the degree that your skill in relaxing is developed. The average, untrained man, when get ting into an emotional state, would not even be aware of the manv mus cular tensions (which he could re lax) that were driving him toward a mistake, and multiplying each other by their very existence. That is why "one word leads to another" just be fore fists fly, someone gets fired, deals are cancelled, or diplomatic relations are severed. The head of a large advertising firm was told by Dr. Jacobson that this article was being prepared. He was a man familiar with Jacobson's work and one who had practiced Jacobson's method personally. He said, "For the love of Mike, tell that fellow to print what relaxation isn't. Executives who think they're shuck ing off the load bv having a drink and lighting up a cigarette are sim ply kidding themselves. They may feel relaxed, because they're deaden ing their sensibilities, but they are just storing up all the damage for to morrow's ulcers and the next day's high blood pressure. A drink and a smoke are all right, but don't kid yourself that that's your relaxation." Jacobson relayed that message and added: "The same goes for vaca tions and fishing trips. A new activ ity may be fun; vou may need it. Its stimulations may be enjoyable and help make life worth living. But it is still stimulation, and it mustn't be RELAX -- THE RIGHT WAY Relaxing scientifically does not mean lying down on the job. But by learning to remain consciously relaxed throughout the day, you can actually get more work accomplished. Your mental attitude is most important. A relaxed attitude increases produc tivity, improves judgment, prevents fatigue, and maintains self-control. Y ou can't be flustered and relaxed at the same time. You can't be angry and relaxed at the same time. If you can keep your head when all about you are losing theirs, you're relaxed and they're tense. Here are some things to remember: He rests best who rests before he's tired. Five minutes' relaxation an hour can keep you going when others fold. Fifteen minutes' relaxation after 5 P.M. can make a tired business man the life of the evening. Lying down is not rtecessarily resting; relaxing the muscles is. When trying to sleep, loosen the muscles in your lips and eyes and hands, and the busiest mind will quit work. confused with relaxation, as it has been for so long. I dread the days when mv blood-pressure patients return from their vacations!" Because it has not previously re ceived much publicity, Dr. Jacob son's method of relaxation is not well known in the business world. In fact, the only business organiza tion known to have tried it out on a large scale is the national telephone company of Denmark. Working from Dr. Jacobson's pub lished material, the company devel oped a course for its employes. While the results reported back are sketchy, the company mentioned that absenteeism was greatly re duced among those employes who took the course, but remained un changed among those who did not. The labor relations director of one of our largest corporations feels that American corporations should all follow the lead of the Danish you can with large ones. He can tense and relax at will such fibers as those in the voluntary muscles which focus the eye. He gets a rare degree of rest and calm by policing his muscles and habitually permit ting them to be tense only when their uses are required. But his real skill lies in his learned ability to recognize ichen he is tense and inhere he is tense. We all have the native ability to relax a tension once ice can identify it, but it takes considerable practice and in How not to relax is illustrated above; the leg, back, and arm muscles are still tense. Proper relaxation UnsetI means letting all muscles go limp and relaxed telligent direction to learn to iden tify the more subtle muscular ten sions which are induced bv the strains of modern life and which do us the most damage. phone company. But he does not Under a trained tutor in progres think that that will happen until ex sive relaxation you would spend 15 ecutives themselves first learn about to 30 minutes daily lying on a bed skilled relaxation and its effects in a half-darkened room with your through personal experience and eyes closed. You would tighten a training. He is undoubtedly right. large muscle, note what it felt like One would never suspect from its when tightened, then let it go. For simplicity that learned relaxation the remainder of that lesson you could bear the fruit it promises. would simply note what the muscle To show you what I mean, let me felt like when relaxed. Subsequent outline what you would do if you periods of training would repeat were to take a series of lessons in re that lesson with other large muscles, laxation. one to a lesson. The act of relaxation, of course, is In so doing you would be sharp simply the letting go of a muscle ening your appreciation of the dif which is wholly or partially tense. ference between tension and relaxa At this very minute you can flex tion. You would be practicing with vour biceps (tensing) and let them the big muscles before going on to go (relaxing). Most of us can do the small ones, where the learning is this voluntarily with any of the more difficult. The complications larger muscles. The chances are, that would arise in understanding however, thac often during a busy what was happening would make a day these easily controlled muscles tutor a necessity, though you might slowly become tense, yet we never get some benefit from self-teaching. notice it and never bother to relax As an added bonus, each lesson in them. And we are not aware that if itself would be a restful, recupera we did relax them, then that grow tive interlude. School was never so ing fatigue and irritability' that easy. mount during a busy day would It would take several weeks to go subside, too. >. over all the large muscles, one to a A skilled "relaxer" can do the lesson, and you would slowly be- same things with tiny muscles that (Continued on Page 22) 16 ETC 28723 Etk will of \ of g Si pict ente tion tion troit cian: man Amc seek madi to sr wide natio gasol been Ethy on oi Ob be stc time has be irr storat dicate ing lo chemi gum, able p Stoi THE PRIVATE LIFE OF A FUEL One of many tests regularly performed at Ethyl's Detroit Labs is to determine the stability char acteristics of gasoline samples during storage Laboratories may last two weeks or they may continue for a year. A temperature of about i jo degrees F. is used to induce accelerated de terioration during tests of compara tively short duration. For programs requiring many months, the samples orming a veritable liquid rain are subjected to temperatures rang Fbow on the cover of this issue of ing between 90 and 1 jo degrees F. Ethyl Nens are what manv readersThe size of fuel samples used ranges will recognize instantly as samples from eight ounces in glass contain of various types, grades, and blends ers to jo gallons in metal storage of gasoline. drums. Shortly after "posing" for this Before the long-period or acceler picture, these gailv-colored samples ated storage stability studies, the entered the Analytical and Inspec fuels are subjected to numerous tests tion section of the Ethyl Corpora for the determination of, among tion Research Laboratories in De other items, the amount of sulphur troit, where chemists and techni and preformed gum, and of the cians prv into the private life of types and amounts of the different many such specimens each year. classes of hydrocarbons which con Among other things, the chemists stitute the fuel. During and after the seek to ascertain whether the fuel is storage periods, some of these tests made of the stuff that will enable it are repeated, and others conducted to stand up during storage under a for the first time on portions of the wide range of conditions. Determi samples. nation of the numerous types of gasoline storage stability long has To Learn Oxidation Effect been a field of investigation bv the The bottles of fuel samples pic Ethyl Laboratories in their research tured on the Ethyl Nev;s cover on oil industry problems. were photographed as they were be Obviously, gasoline that cannot ing processed for accelerated stor be stored for a reasonable length of age stability' examination. Before the time without deteriorating rapidly tests were started, a portion of the has characteristics which must gasoline was withdrawn from each be improved. Through accelerated bottle. Only partially filled contain storage stability tests designed to in ers are tested, of course, because it dicate how gasoline will behave dur is necessary' to know the oxidation ing long storage periods, analytical effect of a known amount of air on chemists are able to determine the the sample. gum. corrosion, and other unfavor While each color denotes a spe able properties of fuels. cific grade, type or blend of fuel -- Storage stability tests at the Ethyl some of these are experimental blends -- the average layman prob ably will be able to identify only a few of the samples shown. A car owner will recognize the red-col ored liquid as "Ethyl" gasoline. Likewise, the observing consumer knows that the yellow, orange, and amber samples are regular grade fuel. Aviation Fuels Of the other samples pictured, the purple is a superfuel of 115/145 Per formance Number, for use in the latest aviation reciprocating engines. The blue and green also are aviation fuels, xvith the latter rated at 100/ 130 Performance Number. It is of the grade used in the present-day modern air transport ships. The fuel of which the blue is a sample is rated on the octane scale at 91/98 and is generally used in training and other non-combat aircraft. The laboratory chemist is con cerned xvith any loss of the fuel's color during storage. While oilsoluble dyes are added to gasoline primarily to give them a distinctive color and thus make them recog nizable to the public, the stability' of the coloring material is of utmosc importance. Any dye which fades noticeably or loses its coloring to any' great extent during periods of gasoline storage will not accomplish the purpose for which it was orig inally added. Carefully-controlled storage sta bility tests represent an important contribution to the overall develop ment of ever-better motor and avia tion fuels. 17 ETC 28724 HEN, ONE NIGHT IN 1907, a religion, "washboard weepers," gos Wvoung "ham" dozing over his sip, household hints, sales talks, code in Brooklyn's Navy Yard radjoiokes, sports, tears and laughter. In shack suddenly heard a female voice all, there are over 2,000 radio stations singing "I Love You Truly," he throughout the United States. almost threw a fit of hysterics. Half Chief padrone for this dazzling thinking he was going mad, the hodge-podge of Aural Art is Ameri youth rushed in to his chief. can business, big and little. "An angel!" he exclaimed, eyes popping. "In my earphones -- sing Millions Spent by Sponsors ing right out of the sky! " During 1946, people with things The officer laughed scornfully. to sell paid $325 million for network "Sure, sure," he said. radio time to tell their tale. Drugs, But that young dit-dah bov was toilet goods, foods, and food bever having no hallucinations. Across the ages accounted for 54% of that river atop a Manhattan skyscraper, sum. Automotive advertisers bought the "angel" -- a very real Swedish nearly nine million dollars' worth of soprano -- had warbled into a rick radio time and the oil industry spent ety transmitting set. It was an ex more than six million dollars for perimental affair rigged up by Lee time during the same period. In De Forest, who was doubtful the addition to time costs, another $55 thing would work at all. But it was million last year went for "talent" an age of miracles, and that "ham" -- a broad category including actors, had heard the human voice broad gag-men, announcers, Hollywood cast for the first time over thin air. stars, musicians, writers, and various Today, nearly every citizen of the specialists who help make or break republic is within earshot of a radio a show. set -- there are 60 million in use -- Back in the early twenties, a and he can whip the dial to any sta broadcast show was* usually a trial- tion that may please his fancy with and-error affair. Punctuality was a jive or symphony, drama, hot news, rare item and programs were dis jointed. Stations were jumbled all over the dial, and a listener fre quently got four of them at one time. Things airwise have changed im mensely. The Federal Communica tions Commission polices the air waves and now assigns a definite fre quency to each station. As more and more businessmen sponsored air shows, the quality of radio enter tainment improved. Meanwhile, the broadcast industry itself, healthily self-critical, has continually cleaned its own closets. When you now sigh into your easy chair and hearken to a highpriced and highly entertaining radio show, it all seems so easy-going, spontaneous and assured. But more excitement and perspiration lie be hind that smooth entertainment than are evident to the naked ear. It is the end-result of an astounding array of technical skill and tested techniques, and in many cases, of sheer genius and psychological know-how. It is also the result, as many radio people will tell you, of many backstage squabbles and dis plays of temperament. Let us, to illustrate, take a typical radio show apart and see what makes it tick. There are different breeds of air shows. They can be sustaining (planned and paid for by the radio stations), commercial or sponsored (when a business firm underwrites it), transcribed (on large plastic discs), live (with real people), local (over one station), or network (on many stations -- anywhere from 6 to around 400 at the same time). 18 ETC 28725 van nun cov pro; for F. buy over But a co; to-c that like Brae and firm Tc pose pany ious "Wi. rtt A big radio show all sounds so easy and self-assured to the average listener, but putting it together calls for a rare combination of talent and skill The gross price an advertiser pays varies with the power of a station, number of stations used, population coverage of the station, the type of program, and current market values for any talent he may buv. For less than Jioo, a sponsor can buy 30 minutes of recorded music over a small-town, low-watt station. But let's go big time. Let's suppose a company wants to sponsor a coastto-coast variety show -- the kind that headlines stellar personalities like Fred Allen, Jack Benny, Eddie Bracken, Fibber McGee and Molly, and Edgar Bergen. Here's how the firm would go about it. To take a mythical example, sup pose that the make-believe com pany, Olson Widgets, Inc., is anxous to promote its new product, Widgetware," over the radio. As a first step, an Olson executive would talk things over with the company's advertising agency, which, likely as not, has a radio advertising depart ment. Olson Widgets has an adver tising budget of over a half-million dollars set aside for a program. So, after studying the situation, the Olson official and the advertising agency decide that their radio adver tising message would reach the greatest number of listeners if tied in with a big variety show headed by some "name" performer. Accordingly, they decide on a half-hour show to run for 26 Satur day nights over 80 stations of a net work. This time alone will cost about $12,000 a week, or $312,000 for six months. They plan, if possible, to get a show that costs about $13,000 per half-hour, bringing a 26-week stint to $338,000. A small cash re serve is set aside for publicity, adver tising, and emergencies. From here on, Widgetware's radio career rests in the hands of its advertising agency's radio special ists. Two of these men begin work immediately on their new radio ac count -- the time-buyer and the producer. The time-buyer checks possible openings on the networks (NBC, This was a typical dramatic broadcast during the 1920's -V A radio shew in action today, with the director at the right ETC 28126 19 ABC, Mutual, CBS) with their sales men. After intricate negotiations and some slide-rule figuring, our agency man contracts for a 9-9:30 P.M. spot on an 8o-station network. A flick of the master control switch in New York will put the program across the nation with the speed of light. The producer then enters the pic ture, with a pretty' good idea of what he wants in a show. He can buy a sustaining show already on the air. He can get raw material and make up his own show. Or he can buy a "package," which is a ready made show owned by an independ ent producer, complete with writers, actors, plot, music, and star. Know ing the talent market like a broker knows the stock exchange, the pro ducer reads the entertainment trade journals, and may entrain for the West Coast to bicker for a movie personality. His knowledge of the elusive show business often saves his sponsor money. Forming ihe Package The producer listens to a few sus tained, glances over some ideas from free-lance writers, is wined and dined by agents with quivering tal ent for sale, and bends an ear to hopeful comedians. He tentatively chooses a package show built around a "name" comic we'll call Joe Spooner. The manager of the Spooner package makes a transcription of the complete show (for about $1300) that includes a "guest" star from Hollywood, commercials for Widgerware, and "audience noises." This valuable disc is rushed to the board room of Olson Widgets, Inc., where it is replayed for the firm's execu tives and the men from the adver tising agency. With a few minor changes they decide to buy the show for $13,000 a week, with op- Comedian Bob Hope holding a script conference with members of his radio show. Variety programs such as his require days of preparation, pruning and practice cion to cancel or continue it at the end of thirteen weeks. (In actual life, representative package shows, according to Variety, cost as fol lows: Edgar Bergen, $22,300; Ab bott & Costello, $17,300; Mr. Dis trict Attorney, $7,000; Bob Hawk, $5,000.) That $13,000 weekly pack age, which pays for everybody in the Widgetware show, might be broken down as follows: Joe Spooner, $5,000; 20-piece orchestra, $2,500; two writers, each $800; one personality announcer at $300; com mercial announcer at $100; fee for "guest" stars, $1,000; a producer, $300, and his assistant, $170; five supporting actors, $900. The re mainder of the package price will go to various sound effects men, arrangers, and booking agents. Time bought, and show sewed up, the advertising agency machinery grinds into high speed. The pro ducer appoints a brother agency man as director to help supervise acting, pace, and showmanship of the program. Back in an agency cubicle, an astute copywriter pol ishes up sentences about Widget ware that a smiling-voiced an nouncer will read convincingly to the radio listener. On this show there will be two short and one long commercial "plugs" -- a total of no more than three minutes of sales talk on the half-hour for which Olson is paying $25,000. Sounds expensive! But that sales message may reach millions of home owners who are potential Widgetware customers. During the hubbub in the agency, the people in the Spooner Show have been sweating through seven tight rehearsals, rounding off rough edges and smoothing the format, or plan, of the program. The gag-men strain for "boffolas" (jokes produc ing belly laughs), and other writers tool their scripts to amuse a very' mixed audience who will "see" the show with their ears. All words to be breathed into the microphone are first passed on by gimlet-eyed read ers in the network, the agency, and Olson's advertising office, for broad casters proceed on the theory that radio listeners are almost puritanical in their sense of decency. 20 ETC 28727 one s Finally, after some eleventh-hour worrying and perhaps two or three new peptic ulcers, the big night for the grand.-premiere arrives. It has been about three months since Olson Widgets first got down to brass tacks about a radio show. At 8:50 P.M. Saturday, the doors are closed to the network studiotheater just off Broadway. Men and women from many parts of the country sit in cushioned seats, their rapt eyes focused on a large jovial announcer who walks briskly out on the stage to a patter of anticipatory applause. This man has a job unique to radio. A few minutes before the show goes on the air, it is his dutv to "warm up" the audience and "get them off their hands." Since the people paid nothing to see the show, they are already in a good mood. The man explains how the pro gram is timed to the split second and how important it is to have silence during the show. He points out the engineer, directors, and producer in the glass-paneled control booth to one side of the stage and introduces Joe Spooner and the orchestra leader. The whole pre-broadcast warm-up seems folksy and unre hearsed. Actually, it is a carefully planned maneuver to bring the audi ence up to airtime in the most responsive frame of mind. Suddenly, the announcer puts a finger to his lips. "Shh!" he says, "we're going on the.air!" The wall-clock's second hand stutters around till it points due north -- the director's index finger chops the air in the control booth -- and the show is on the air. There is a brisk fanfare of music. Then the announcer faces the perforated metal microphone (while signaling for applause) and says importantly: `Olson Widgets presents -- Widgetware! -- and the Spooner Show!" For this particular and wholly imaginary show, what the listener may hear a thousand miles away would look like this on the an nouncer's script: orchestra: (Flourish) announcer: Olson Widgets presents -- Widgetware -- and THE SPOONER SHOW. orchestra: (Four bars of "Pack Up Your Troubles.") announcer: Yes, folks, this is the premiere performance of Olson Widgets Spooner Show. And, in 48 states, that brand-new, all-pur pose Widgetware is giving more and more happy home owners truly premiere perform ance. Widgetware! Ask for it at all leading stores. ORCHESTRA: (Up with flourish in swift tempo, thenCUT OUT) SPOONER: (Laughing wildly) Oh! Man-alive! I die when I think of what happened to my mother-in-law the other night. . . . How well the Spooner Show goes over with the public is estimated by reports which come in from 30 key cities where special phone operators call people at the time of broadcast and tabulate the station and specific program to which they are listening, if at all. The resulting figure is known as the Hooper-rating. It shows the percentage of total avail able set-owners who listened to the show. First week or so of the Spooner Show, the Hooper may hover around 3.5 (about that many million listeners). But with promo tion and word-of-mouth gossip, the show may climb (and along with it, the reputation of the star) to a rating of 12, and if it is super, on up to a "Hooper-duper" of 23. The more popular the Spooner Show, the greater possibility that Olson's Widgetware will go over big with the buying public. And if that happens, Olson Widgets stands to receive a big return on its half-million dollar investment in a radio program. Most radio listeners, of course, understand that. But not unless they get a behind-the-scenes glimpse do they fully appreciate all the time and effort and money that go into a popular radio program. These are the things that make radio the great entertainment medium that it is. etc 28?28 21 EASY DOES IT! (Continued from Page 16) come acquainted with vour physical self as never before. You would then move on to the smaller muscles -- those that blink and roll vour eyes, that make you smile, that work in vour throat when you talk, that fur row vour brow. Once again, onlv one muscle to a lesson, tightened first, then let go -- and "left go." By now, if you are really noting these sensations, several weeks will have gone by, and you will be get ting a muscle sense, as Dr. Jacobson aptly calls it: a sense of what hap pens when you do any particular thing. By now you will already be able to recognize during the nor mal working day that whenever you feel rushed, irritable, harried or worried, some of your muscles are tight. The commonest tensions for desk workers are in the shoulders, back of neck, around the eyes. Relaxing at Will You are now a semi-skilled relaxer and can release those larger muscles that lock up when you work under pressure. This is what you have been practicing for. And you will begin to note that when you relax those muscles on the job, the sense of irritability, fatigue, worry and hurry gets "relaxed away," too. The lessons would con tinue to a point where you would be down to unsuspected actions of minute muscles. You would become aware of muscles that work even when you so much as have a thought. Jacobson has demonstrated that emotional and mental states cannot exist without the support of tense muscles. You will notice this, too. When you get in an argument, the more heated the argument grows, the more muscles tighten up in you. And when you relax those muscles, the heat of the emotion cools, your voice returns to normal pitch and, not really miraculously, the argu ment turns into a discussion. Why? Because it is physiologically impos sible for you to be angry or excited when vour muscles are in a relaxed state. Thought Is Muscular In advanced relaxation practice in your darkened room you can mere ly think of a word, and immediately feel your speech muscles working. You can think of what something looks like, and feel your eyes work ing. You can think of serving a ten nis ball, and feel a tiny service action in the muscles that would really serve a ball. Dr. Jacobson can attach an electrode to the skin over the ap propriate muscles and let you see the needle jump on a meter, measuring the electrical activity when you merely think of something that in volves those muscles. Skilled relaxers who try to sleep but "can't shut off their minds" sim ply relax their eyes and their speech forming muscles (lips, tongue, larynx), and Presto! the ability to think in terms of words or vision is gone, and the mind can't work any more. Skilled relaxers develop the habit of relaxed living. Realizing that it only makes matters worse to become tense under the pressure of business duties, they remember to relax the most when the pressure is greatest. Did I say relaxing would improve your ability to deal with people? Fear, self-consciousness and worry act as blocks to successful inter views. They are all emotional states, and cannot exist in one who is re laxed. Only one who is relaxed can be calm, confident, imperturbable, friendly and logical. Moreover, you can increase your capacity' to work when you can shake off mid-day fatigue and do riot become emotionally upset by petty interruptions. Did I say something about reduc ing sensitivity to pain? I haven't gone into that, but it's demonstrable. To a man who sits in the dentist chair totally relaxed, a half-hour's drilling is a half-hour of unpleasant but inconsequential buzzing with only an occasional local twinge of pain. He who squints and braces for the drill exhausts himself and stretches his endurance to the limit. The real torture in the chair is the emotional strain. Sleep is quick and deep to the man who knows how to shut out thought. Road to Success I haven't even touched health; that is the doctor's province. But nervous breakdown and ulcers, many forms of indigestion, high blood pressure and constipation are directly traceable to the hyperten sion of men who don't take the rest ful road to success. Does relaxation lead to success? Naturally not. But it does ease the physical burden on the man who is taking the road that way in a com petitive world. If a man has qualities which lead toward success, relaxa tion permits him to exercise them at the most important times, and cuts down the possibilities of making er rors under stress. It enhances the chances, you might say. OUR COVER: Kodachrome by O. Winston Link. OUR PIC TURES: Page 8, A. Devaney, Inc.; Pages io, 11 and third cover, Philip Gendreau; Pages 18, 19 and 20, courtesy National Broadcasting Co. 22 ETC 28729 ETC 28730 THIS LABORATORY AT YONKERS# N. Y., is one of the five testing loboratories at which the Ethyl Corporation can test more than 25,000 samples of gasoline each year. Our laboratory personnel is highly skilled in gasoline-testing techniques and is always avoiloble to assist refiners in the operation and maintenance df their knock-testing equipment. TYPICAL KNOCK-TESTING ROOM of ono of Ethyl's knocktesting laboratories. Gasoline Testing --ianother ETHYL service to the petroleum industry More than 25,000 gasoline samples can be tested each year by the knock-testing laboratories of the Ethyl Corporation. Antiknock quality, gum content, dis tillation and other fuel characteristics are continually studied at five strategically located laboratories. This extensive sampling program enables us to furnish the petroleum industry with an accurate periodic fuel quality survey--both nationally and regionally. Mod em equipment, years of experience and streamlined methods make it possible for the Ethyl gasoline test ing division to give refiners rapid service--keeping them posted as to the lead susceptibility and octane ratings of their own fuels. J THE TETRAETHYL LEAD content of ten samples of gasoline con be determined simultaneously with this laboratory equipment. ETHYL ` CORPORATION Chrysler Building, New York 17, N. Y. 24 years' service to America's progressive petroleum industry. Product! told undor Hit " ETHTl" tradu-marh -- Antlknodi Compound. . Dottrjant Cleanar .. .Salt Coko... Ethylana Dldilorido.. .Sodium Mrtalllc... CMorina (liquid).. Oil SoluUla Ora. ETC 28731 TiT'^W i IN THE DECEMBER THE API EDITION FOR 1947 Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N.Y. Edward L. Shea, president; Stanley T. Crossland, vice president and treasurer; Julian C. Gonzalez, secretary w William It. Boyd, Jr., president of the American Petroleum Institute, said It well. Speaking of the 37th annuel meet ing of the API, which was held In Chicago from November 10th to 13th last, he declared, "It Is the best meeting that the Institute has ever held, and I think that It Is the most constructive meeting that has been held anywhere, any time, any place In the oil Industry." As In 1946, the December Issue of the CTHYL NEWS Is again devoted to the annual API meeting. A picture album In Itself, the Issue Is Intended both as an Informal report and as a souvenir of the largest and most successful oil Industry meeting on record. THE EDITORS API convention-goers from the East, shown here arriving in Chicago, made the trip aboard two sections of the 20th Century Limited. On the 20th Century were Fred W. Woods, of Shell Union; John Cohane, advertising executive; and A. P. Ruether and Harold L Curtis, Shell Oil. From the Southwest came J. L. Latimer and A. E. Chester, Magnolia president and vice president, and Mrs. and Mr. Harry Bass, of Dallas. Ha Phi prc boi of cor anc Wi ties tel'' intr Chi tf RECORD-BREAKING TOTAL of more A than 4,700 registrants -- repre senting every branch of the oil in, dustry -- attended the twenty-sev enth annual meeting of the Amer ican Petroleum Institute, which was held in Chicago from November 10 to 13 last. Besides those delegates from the United States, the conven tion roster also included a number of visitors from Canada and overseas points. E. C. Breeding, George R. Bryant, R. G. Rankin, and Philip C. Humphrey comprise this quartet of Chicago-bound Texas Co. men. a th AP: roo. que con grarela wh' Ste' able vvhi vent Ft Coa: and train trav< 20th Be sions tees of tl was API ETC 281 3 f> TlUPiu `Will I I I Harold S. Dershimer, of Pittsburgh Steel, with four Phillips Petroleum men -- H. E. Koopman (vice president), M. B. Heine, W. B. Engelbrecht, and H. A. Gardner. To reach Chicago, the meetingbound oil men made use of all forms of transportation -- special trains, commercial airliners, personal planes and private cars. And once in the Windy City, they taxed the facili ties of even the "world's largest ho tel"-- the Stevens -- and overflowed into the Palmer House and other Chicago hostelries. Vet, despite the fact that roughly a thousand more people attended the API meetings this rear than last, the room shortage and dining room' queues that characterized last vear's convention were conspicuously (and gratifyingly) absent. Except in a relatively few instances, all those who desired accommodations at the Stevens or the Palmer House were able to obtain them at those hotels, which jointly shared the role of con vention headquarters. From the Southwest and West Coast, filled to capacity with oil men and women, came three special trains. Conventioners from the East travelled aboard two sections of the :oth Century Limited. Besides the four days of open ses sions, meetings of various commit tees were held as early as the middle of the previous week. All in all, it was the biggest and most successful API meeting on record. Frank M. Perry, H. R. Straight (board chairman), Robert l. Kidd, and Lloyd A. Lind, all of Cities Service Oil Co. (Del.) rL- Arthur M. Hughes, vice president, and E. J. Web ster, sales manager, of Phillips Petroleum Co. Tulsa's skyline silhouettes H. W. Harts, vice president of Warren Petroleum, and his wife. Emil Geppelt, Jr., and C. F. Tears, officers of Process Engineers, Inc., wave fare well to their train's engi neer. ETC 28736 Train diners are Ray F. Baker, of The Texas Co., and O. P. Cottrell, of Alliance Petro leum. Elmer M. Cooper, of the Chanute Refining Co., passes time as his train rolls northward by pen ning a letter. Texaco's API meeting dele gation on the Century in cluded D. W. Carswell and M. Halpern, a vice president of The Texas Co. Chatting over coffee cups on one of the trains from the Southwest are three com pany presidents -- Warner Lewis, of the Warner Lewis Co.; W. A. Baden, of Anchor Petroleum, Tulsa; and David L. Gordon, of Anchor Oil, Houston. George Goad and George Kinter are Tide Water As sociated men from Hous ton and Tulsa, respec tively. Pictured at the Tulsa rail road station are R. W. Mc Dowell, executive vice president of Mid-Conti nent Petroleum, and his wife and son. Richard F. Berger, of Inland Refin eries; C. B. Owen and W. M. Weir, of Wasatch Oil; and R. G. Anderson, president. Commonwealth Royalties. Vj The registration room was a beehive of activity at this, the best attended of all 27 API annual meetings. Here is a view of one half of the room as registration began in earnest on Monday morning. "IT *T API - REGISTRATION ETC 28738 Right, William Way, general manager of the Interna tional Petroleum Exposition, and A. F. Winn, of Skelly. ETC 28739 V. THE PRESIDENT1 ADDRESS API President William Boyd's speech on Wednesday afternoon opened the general sessions of the conven tion. n one of the most forceful messages delivered Other main speakers at the first general I at the API annual meeting, President Wil session were Oscar L. Chapman, Under Secretary of Interior (left), and John M. liam R. Boyd called upon the members of the Lovejoy, president of Seaboard Oil Co. petroleum industry to work together more closely in solving their mutual problems. "I would like it mighty well," he said, "if those engaged in our industry's operations would become `industry-conscious' and adopt as their rallying cry the slogan of the Three Musketeers, `All for one, one for all.' " Also at the Wednesday afternoon general session, Under Secretary of Interior Oscar L. t-u Chapman warned of the "possible repercus sions of inability to meet either domestic or world needs" in petroleum products. Pressure to institute "some sort of Government control . . . may not easily be brushed aside," he de clared. John M. Lovejoy discussed the industry's public relations program. mtm am kri 4 * . V r' v . ETC 28740 A Texas trio -- M. G. Cheney, president of Anzac Oil Corp., and API directors Amon G. Carter, Fort Worth publisher, and E. A. Landreth, of Landreth Co. Reading an oil industry publication is John Harper, president of Harper Oil Co. and an API director. 5 44 - ETC 28741 Comparing notes at the Board of Coun cillors meeting on Tuesday afternoon are Robert M. Bartlett, vice president of Gulf Oil Corp.; J. E. Dyer, vice president of Sinclair Refining; and H. L Thatcher, pres ident of Thatcher Oil Co., Chattanooga. Harry D. Frueauff, vice president of Petro leum Advisers; William H. Merritt, vice president of Cities Service Oil Co. (Del.); and Maclean Houston, of United Refining Co. The Councillors met to nominate can didates for election as members of the API board of directors. David Stroop end J. S. Cooke, of the API staff, greet Warren H. Sinsheimer, vice president of Petroleum Advisers, on the rostrum following the latter's election as presiding officer of the Coun cillors session. Below, part of the Refining group of the Board of Councillors. fl. IO J tudied reports on the relation S ship of petroleum to national se curity and world peace, and presen tation of the annual API gold medal for distinguished achievement to Dr. William M. Burton, highlighted the Wednesday evening general session. Those who discussed the national and international petroleum situa tion were B. Brewster Jennings, president of Soconv-Vacuum Oil Co., and Bruce K. Brown, president of Pan American Petroleum Corp. Third speaker of the evening was Henrv j. Tavlor, noted radio com mentator, who discussed economic conditions in Europe. Dr. Burton was awarded the API medal for his part in developing the first commercially successful crack ing process 40 years ago. Last year's award, the first eyer made, was pre sented to the late Henry Ford. A special feature of the general session Wednesday night was the presentation of the API gold medal for "distin guished achievement," awarded this year to Dr. William Meriam Burton, former president of Standard of Indiana. cl e AT'' Speakers at the general session were, from top to bottom, B. Brewster Jennings, president of Socony-Vacuum Oil Co.; Bruce K. Brown, president of Pan American Petroleum Corp. and chairman of the Military Petroleum Advisory Committee of the Oil and Gas Division, Army-Navy Petroleum Board; and Henry J. Taylor, author, journalist, economist and radio com mentator. At Frc Va Inc ETC 28743 Shown at the right are D. S. Bushnell, former president of Buckeye Pipe line Co., and L. J. Drake, chairman of Union Tank Car Co. Below, Jake L. Hamon, of Cox and Hamon, Dallas, and API vice presi dent in charge of production, ex changes greetings with A. E. Watts, executive vice president of Sin clair Oil. iwN' i Above are three members of the API Board of Councillors. From left to right, Bryan Reid, of the Chicago office of SoconyVacuum; Roy F. McConnell, vice president of Standard Oil of Indiana; and Ernest E. Smith, chairman of the board of Smith Oil and Refining Co., Rockford, III. Shown in center picture, above, are R. 1. Morton, at left, vice president and treasurer of Cities Service Gas Co., and John H. Kane, former executive vice president of Phillips Petroleum Co. At the bottom are, left to right, Arch L. Foster, of Oil and Gas Journal; M. R. Walton, of M. R. Walton and Asso ciates; and James D. Elizardi, of Griscom- Russell Co. ETC 28744 Leo L- Leabo and C. O. Garbrecht, both vice presidents of Bay Petroleum Corp., hold a discussion with E. C. McGurren, of Skelly Oil. ETC 28745 Hira Oil ( cons sign stats whic President William R. Boyd, Jr. presided at the last general session when the industry .looked into the future. Lewis H. Brown, chair man, Johns-Manville Corp., in center, and Walter S. Hailanan, presi dent of Plymouth Oil Co., were two of the principal speakers. vggestioxs for carrying out the Marshall Plan successfully, proposals for solving problems now before the petroleum industry, and an appeal that Congress and the individual states encourage the dis covery of new oil reserves were voiced at the con cluding general session on Thursday morning. Lewis H. Brown, chairman of the Johns-Manville Corp., addressed the large gathering on "Industry's Stake in Western Europe's Recovery'"; Walter S. Hailanan, president of Plymouth Oil Co., spoke on "Solving Petroleum Industry Problems"; and Hiram M. Dow, chairman of the Interstate Oil Compact Commission, discussed "The Conservation of Oil and Gas." Hiram M. Dow, chairman of the Interstate Oil Compact Commission, who spoke on the conservation of oil and gas, points to his signature on the original copy of the Inter state Compact to Conserve Oil and Gas, which was on display in the ballroom foyer. ETC 28146 w cUU Exchanging pleasan tries on their way to a general session are, left to right. Dr. Joseph E.- Pogue, vice presi dent of Chase National Bank; Col. Thomas H. Barton, chairman, Lion Oil Co.; Fred Van Covern, API statistician, and Baird H. Markham, of the APIC. John J. Larkin, president of Larkin Tor pedo Co., Tulsa, and a veteran in the oil industry, was an interested visitor at the convention. From Shreveport, La., came C. A. McDowell, of Union Producing, and A. H. Weil, of United Gas Pipe Line Co. Below, left, Vickers Petroleum Co. was represented by John S. Wertz, president and J. B. Smith, vice president, Don S. Flynn, of Ethyl, is at the right. In the picture below, W. C. Yeager, of Atlantic Refining, chats with Paul Boswell, presi dent of Boswell Oil of Cincinnati, and his son, William. ETC 28747 Shown at right are W. Henry Maddox and David F. Cocks, both of Standard Oil of Kentucky, Mrs. Cocks, and Scott Corbin, also of Standard of Kentucky. i'Vfr wm- / 'J Two well-known oil company presidents, H. S. M. Burns, of Shell, and B. Brewster Jen nings, of Socony-Vacuum, leaving the hall after a general session. Making a point to A. Clarke Bedford, execu tive vice president of Standard Oil of New Jersey (left), is F. Warren Butler, vice presi dent of Carter Oil. ETC 28748 Hi-Way Refineries, Ltd., of Canada was rep resented, bottom left, by Charles Hay of Regina and S. J. Sackett of the Chicago office. Below, M. F. Braeckel, vice president of Richfield Oil, New York, glances at a public relations brochure with Harry Kaley, Ethyl vice president in charge of sales. George A. Hill, Jr., president of the Houston Oil Co. of Texas, addressing a meeting of the board of directors of the API. The board held two business sessions and a luncheon. Frank Phillips, chairman of Phillips Petro leum Co., and R. L. Kent, president of Kent Oil Co., hold a quiet chat between meetings. To be a member of the board of directors of the API is not only a distinction; board membership also means hard work. During the 1947 convention, API directors held two sessions to talk over current prob lems and determine policies affect ing the affairs of the Institute and the progress of the industry itself. The board's executive committee met at a luncheon for further delib erations. ETC 28749 James A. Dunn, president of Barnsdall Oil Co., on his way to a directors meeting. Robert H. Colley, president of Atlantic Refining Co. (upper right). He is a mem ber of the board of directors. Entering a directors meeting are Harry C. Wiess, president of Hum ble Oil and Refining Co., and John R. Suman, vice president of Stand ard Oil Co. (N. J.) ETC 28750 Charles L. Suhr, chairman of the board of Pennzoil Co., takes time out between meet ings to look over a convention report. API directors all are H. R. Straight, chairman of Cities Service Oil Co. (Del.); R. W. Mc Dowell, executive vice president of MidContinent Petroleum Corp.; and Harry T. Klein, president of The Texas Co. V, O E atnO u A luncheon meeting of the executive committee of the API board is pictured below and at the bottom of the next page. Below, from bottom to top, are Jake L. Hamon, of Cox and Hamon; John G. Pew, vice president. Sun Oil; Robert H. Col ley, president, Atlantic Refining; Sidney A. Swensrud, executive vice president, Gulf Oil; L. S. Wescoat, president. Pure Oil; John R. Suman, vice president, Standard Oil Co. (N. J.); H. S. M. Burns, president, Shell Oil; Frank Phillips, chair man, Phillips Petroleum; W. Alton Jones, president, Cities Service Co.; Lacey Walker, secretary, API; and W. R. Boyd, Jr. ETC 28751 Hosts at a party given in honor of the API board of directors by the Standard Oil Co. (Indiana) were Dr. Robert E. Wilson, chairman of the Standard of Indiana board; William M. Bur ton, former president; and A. W. Peake, president. On the opposite side of the luncheon table are shown, below, from bottom to top, the following members of the executive committee of the API board of directors: Walter S. Hallanan, president, Plymouth Oil; Paul G. Blazer, chairman, Ashland Oil and Refining; John M. lovejoy, president. Seaboard Oil; Charles S. Jones, president, Richfield Oil; W. L. Stewart, Jr., vice president, Union Oil; N. C. McGowen, president. United Gas Pipe Line; O. D. Donnell, president, The Ohio Oil Co.; Robert E. Wilson, chairman, Standard Oil Co. (Indiana), and David V. Stroop, of the API staff. Good fellowship was in order when the members of the API board of di rectors were entertained at the party given in their honor by Standard of Indiana. Among guests at Indiana's party were these three company presidents -- K. S. Adams, of Phillips Petroleum; James Donoghue, of Mackinnie Oil; and H. 1. Phillips, of Sinclair Prairie Oil. A. W. Peake, president of Standard of In diana, welcomes O. 0. Donnell, president of The Ohio Oil Co., and D. R. Williams, also of Ohio Oil, as they step from the elevator. Members of the API board enjoy the dinner at the con clusion of the party tendered them by the Indiana Company. m- 1 I etc 28753 tf & m PUBLIC RELATIONS from various public relations chair men at the District Committees' Forum, where John M. Lovejoy, chairman of the Public Relations Committee of the Board of Direct ors, was the principal speaker. For 1948, the API board of di rectors approved an enlarged budget to carry on the public relations pro gram for the industry. John M. Lovejoy, chairman of the Public Relations Commit tee of the Board of Directors. or thf. several thousand men with API approval, they were ready Fin the oil industry who are car to move into high gear. rying forward the API public rela As a first step, Franklyn Waltman, tions program, the convention was, chairman of the Public Relations in a very real sense, an important Operating Committee, reviewed the milestone. Behind them lav fully over-all work of the past vear and two years' work, bv many people, outlined the proposed program for in organizing the program. Now, 1948. This was followed bv reports Part of the audience which attended the Public Relations Group Session on Tuesday evening. '9* V BEX VMl wjr ETC 28754 Pictured below and on the opposite page are members of the Public Relations Operat ing Committee as they met in session. Below, foreground, are Fred Eldean (Eldean Organization), George Freyermuth (Standard Oil N. J.), John P. Cohane (advertising agency). Jay S. Smith (Standard of California), and Don Gilman (Western Oil and Gas Assn.); rear, Keeton Arnett (Eldean Organization), Howard L Volgenau (Eldean Organ ization), H. L. Curtis (Shell),, John Wieland (Standard of Ohio), John S. Cooke (API), Franklyn Waltman (Sun), and Richard Rollins (Atlantic). Ot W. tin Esr tin ETC 28755 i\pJew 'N W. J. Arnold, of Pure Oil, chairman of the Great Lakes District. David Stroop, of API, and Eric V. Weber, of the Ohio Petroleum Mar keters Association, who is chairman of the Ohio-Kentucky-Tennessee District. J L. E. Ulrope, president of Colonial Beacon, speaking at the PR session. Mr. Ulrope is chairman of the New York-New Jersey District. Franklyn Waltman, of Sun Oil, who is chairman of the PROC. Other PROC committee members include (foreground) M. S. Hauser (Ohio Oil), W. R. Huber (Gulf), Jack Clarke (Lion Oil), and Charles Simons (Texas Mid-Con tinent Oil and Gas Assn.); rear, Philip C. Humphrey (Texas Co.), Edwin W. Esmay (Standard Oil N. J.), Ralph Champlin (Ethyl), Clarel B. Mapes (Mid-Con tinent Oil and Gas Assn.), Haines Finnell (Union Oil), and John L Dupree (Ivy Lee and T. J. Ross). J' m m ft! ETC. 281 Hal Roach (center), of Parmelee Motor Fuel Co., joins an informal discussion by four public rela tions men -- John L. Dupree, (counsel to SoconyVacuum), Richard Rollins (Atlantic Refining), M. S. Hauser (Ohio Oil), and Edwin W. Esmay (Standard Oil N. J.). Above, among the guests at an informal party sponsored by Standard of Indiana and Pure Oil were Keeton Arnett, of the Eldean Organization; John Burke, of Gasoline Retailer; and Harry Hiltz, of the Empire State Petroleum Association. Conger Reynolds, of the Indiana Company, is at the right. A luncheon meeting of the Public Relations Committee of the Board of Directors brought together this group. Shown clockwise are John R. Suman, H. S. M. Burns, B. Brewster Jennings, B. L. Majewski, Jake L. Hamon, George Hill, Robert H. Colley, Franklyn Waitman, John M. Lovejoy, Ralph Champlin, William R. Boyd, Jr., R. G. Follis, Conger Rey nolds, Earle W. Webb, S. B. Eckert, A. E. Mattel, and J. S. Cooke, of API. ETC 28757 iW'f..': w Two production group sessions were held during the convention. At the first session, which was devoted to drilling and production, four papers were presented. They included consideration of economic trends in contract drilling, a survey of dual completions, a paper on the his tory of MER, and a discussion of the theory and history of shaped explosive charges. John E. Sherborne, of Union Oil and R. O. Garrett, of Arkansas Fuel Oil, served as chairmen of the meeting. The second session, which was presided over by H. H. Kaveler, of Phillips Petroleum, and W L. Horner, of Barnsdall Oil, took up problems in secondary recovery. The Tuesday afternoon session on Drilling and Production was attended by an overflow audience. left, R. O. Garrett, of Arkansas Fuel Oil Co., and John E. Sherborne, Union Oil, chairmen of the Tuesday meeting. Right, J. E. Warren, of the Carl B. King Drilling Co., who spoke on "Economic Trends in Contract Drilling." ETC 28159 Among the speakers were Edgar Kraus, of Atlantic Refining; E. B. Miller, Jr., of Tide Water Associated; and Robert H. McLemore, of Well Explosives, Inc. T. TT ft , , J ft ff &kf ?2*!*** -?L wU, 'a *T ? r-. f- Vv W' -"'$yW* -V4f JgA- i %*'* . \ %' f' This audience of ' oil men at the Wednesday morning session heard four papers on various phases of sec ondary recovery. Left, Earl Foster, of the Interstate Oil Compact Commission, one of the speakers at the Wednes day session, and H. H. Kaveler, Phillips Petroleum, one of the chairmen. Right, D. V. Carter, of Mag nolia Petroleum, speaking on "The Formation and Operation of Cooperative Projects in Secondary Recovery." W. B. Berwald, of Ohio Oil, and W. S. Morris, vice president of East Texas Salt Water Disposal Co., were among the speakers. Tc 28760 R. L. Doan, Assistant Director of Research for Phillips Petroleum, addressing a meeting of the Advisory Com mittee on Fundamental Research on Occurrence and Recovery of Petroleum. Ethyl's Regional Managers compare notes be tween sessions -- Harold Berg, Southern; James Boudreau, Central; San Wagner, West ern; and Richard C. Murphy, Eastern. In Production Division Headquarters (left), C. C. Ashley chats with H. M. Stevenson, of Humble Pipe'Line. Stricken with poliomyeli tis three years ago, Mr. Ashley now spends five full days a week at his desk in the Shell Chemical Co., San Francisco. Right, A. J. Rosenlieb, of Ohio Oil, looks over a convention exhibit with L. T. Weger, of the same company. At right, George J. Hanks, presi dent of South Penn Oil, and DeWitt T. Ring, head of the Penn sylvania Grade Crude Oil Assn. Below, P. A. Thomson and C. A. Cromwell, both of Farmers Union Central Exchange, coming up from the Stevens coffee shop. m ETC 28T62 Representatives of two of the host companies are C. H. Longfield, gen eral sales manager of Youngstown Sheet & Tube Co.; F. M. Mayer, presi dent of Continental Supply; and N. A. Endicott, sales manager of Continental Supply. Emsco Derrick & Equipment Co. also sponsored the affair. ETC 28763 Viewed from above as they dined at the buffet are C. L. Burrill, of Standard Oil (N. J.) and F. Warren Butler, vice president of Carter Oil. Claude Owen (left), of Wasatch Oil, greets Ethyl's Harry Kuhe, while W. J. Cumming, E. V. Smith, of Idaho Refining Co., and Dr. R. W. Leslie, vice president of Wasatch, look on. m. < A group of six Gulf men -- L. H. Moore, J. C. Phillips, J. M. Cooper, W. W. Ramseur, W. F. Rogers, and T. W. Rose. Among the hundreds of guests attending the buffet, which was held in the grand ballroom of the Stevens, were Mr. and Mrs. W. C. Wenzel of Oil City, Pa. Mr. Wenzel is executive secretary of the Pennsylvania Grade Crude Oil Assn. Also present were L. T. Morrow, of Detroit; Raymond Brin, vice president of Primrose Petroleum; George C. Peterson, of the George C. Peterson Co., Chicago; Verlan S. Lewis, of Primrose Petroleum; and H. M. Sullivan and E. B. Adams, of Socony-Vacuum, Detroit. A i if ifrf 0 ETc 2 & 7 Above, G. E. Schmitkons, of Standard of Indiana, and F. E. Ray, of Socony-Vacuum, ad dressed the Monday sessions. Part of the audience at the Monday morning group session of the Division of Refining listening to G. L. Matheson, of Standard Oil Development Co., during a question-and-answer period.. Mr. Matheson was one of the speakers at the session. E. L. Baldeschwieler of Standard Oil Develop ment Co. and Harry Levin of The Texas Co. T1Hh REE SESSIONS ON REFINING were hheld on Monday and Tuesday. The two .Monday sessions were de voted to a symposium on the evalua tion and testing of cracking cata lysts. A total of fourteen papers, discussing various aspects of the subject, w ere presented at these ses sions, at which Harry Levin, of The Texas Co., acted as chairman. The concluding session on Tues day was given oyer to a discussion of processing sour crudes. One speaker reported on trends in the supply of these crudes, while a sec ond discussed "some processing answers" in handling them. The concluding speaker discussed the protection of equipment in the processing of sour crude petroleum. L. N. Leum, of Atlantic Refin ing, delivered a paper on "A Bench-Scale Test Method for Evaluating Cracking Cata lysts." ETC 28165 -ta ETC 28766 Checking the reservations for the second annual get-together of former PAW staff members is Lee Cowles, of Standard of Indiana, treasurer of the buffet party. Held Tuesday evening, the Bureaucrats' Buffet attracted a large crowd. In top photo are D. 1. Trax (Gulf), R. W. Ducker (Stone and Webster), Bruce K. Brown (vice president of Standard of Indiana), and Leo F. Connell (Sun). The two men enjoying a laugh are E. D. Cumming (Shell) and William Argyle (Sinclair). At lower right are D. W. Wilson (Arthur G. McKee & Co.), Robert Cragin, with back to camera (Houdry), William Holaday (Socony-Vacuum), and D. P. Barnard (Standard of Indiana). Three more former PAW associates who attended the social affair were E. O. Jones, of Ethyl; M. R. Mandelbaum, of Kenyon A Kenyon, and A. P. Frame, vice president of Petroleum Advisers. ETC 28767 Participating in the Marketing group session were H. H. Hahn, Nebraska Petroleum Marketers Assn.; Walter Hochuli.The Texas Co.; W. J. Carthaus, Deep Rock Oil Corp., and John Boatwright, Standard of Indiana. Speaking is B. L. Majewskl, of Deep Rock Oil, API vice president for mar keting. - -u Jr MARKETING program of industry7 action designed to "miti A gate the severity of any possible deficiency" of petroleum products was proposed at the Mar keting group session by John Boatwright, of Standard Oil Co. (Indiana). The meeting also heard talks by W L. Holm gren, president of the W H. Barber Co., and Wal lace Hughes, of the Hearst Newspapers. A panel discussion rounded out the program. Lj ./ fS Mr. Boatwright as he dis cussed current fuel oil prob lems. ft Above are Mr. Carthaus (speaking), Mr. Majewski, W. L Holmgren, president of W. H. Barber Co.; Carl Mayhall, vice president of Anderson-Prichard Oil Corp., and Stanton K. Smith, vice presi dent of Smith Oil and Refining. Left, in the Marketing session audience were Elmer H. Wellemeyer (bending forward), of Cities Service Oil Co. (Pa.); C. L Flem ing (wearing shelf-rimmed glasses), for mer vice president of Ohio Oil; J. A. Lentz, of Continental Oil, and L F. Craig (seated), of Gulf. ETC 28'f 68 Members of the 25 Year Club held their eighth annual dinner and business meeting at Chicago's Casino Club on Tuesday evening. Above is a general view of the banquet at which H. D. Collier, chairman of Standard Oil of Cali fornia, was named Club president for 1948. Left, J. B. Rather, Jr., of Socony, and R. B. Cragin, vice president of Houdry, at the party sponsored by the lat ter company. Below, other guests at the Houdry party included Tom Powell, of Stan dard Oil Co. of Califor nia, and C. K. Viland, of Tide Water Associated. Three presidents compare notes. T. Ellwood Webster, of Catalytic Construction; Reid Brazell, of Leonard Refineries; and Jene Har per, of Franklin Supply. ETC 28769 Many men took time out from a busy convention schedule to attend the Wednesday after noon social event sponsored by Clark Brothers Co. in the North Ball Room of the Stevens. Officials of the Pipe Liners group at their annual ban quet: Oliver Klinger of Oildom; J. L. Latimer, president of Magnolia Pe troleum; D. D. Irwin, presi dent of Pure Transporta tion Co.; Clark Kountz, vice president of Sinclair Refining and new presi dent of the Pipe Liners Club; and W. R. Finney, of Standard Oil Co. (N. J.), retiring president of the organization. f -*` ` Also heading the Pipe Liners were B. E. Hull, president of Trans-Arabian Pipe Line; W. C. Kinsolving, of Sun Pipe Line; D. F. Leary, of Petroleum Advisers; Ralph Mc Laughlin, president of Texas Pipe Line Co. and J. H. Peper, vice president of Buckeye Pipe Line. ETC 28770 TRANSPORTATION First of four speakers at the Transportation Division's group session was Dr. John H. Frederick, professor of transportation at University of Maryland. ays and means of expanding Wand improving facilities for transporting petroleum products, particularly in the light of present conditions, were considered at the Transportation group session in the Palmer House on Wednesday. In addition to addresses by Dr. John H. Frederick, M. G. Gamble, and J. W Sinclair, the meeting also heard B. E. Hull, president of TransArabian Pipe Line Co., speak on "Pipelining in the Middle East." A motion picture on the ArabianAmerican Oil Co.'s operations in the Middle East was also shown. Part of the large crowd which attended the session at the Palmer House, where the Division of Transpor tation maintained its headquarters. W. Alton Jones is the new API vice president for Transportation, suc ceeding B. Brewster Jennings. A Other speakers heard were M. G. Gam ble, of Standard Oil (N. J ), and (lower right photo) B. E. Hull, president of TransArabian Pipe Line Co., and J. W. Sinclair, of Union Oil. etc 287 7 1 arious aspects of petroleum planning for national de Vfense, chieflv in regard to trained personnel, were taken up at the Organized Reserves session Tuesday afternoon. Major General T. B. Larkin, Quartermaster General of the Armv, said some companies were being invited to sponsor reserve units. Other speakers developed the defense theme from particular military viewpoints. C. E. Cummings of The Texas Co., presided. Snapped in a pre-session huddle were Col. J. A. Joyce, Col. G. A. Vogel, executive officer of the Army-Navy Pe troleum Board, and Capt. Ralph E. Wilson and Col. S. C. Lombard, deputy executive officers. Maj. Gen. T. B. Larkin, Quartermaster General of the Army, poses with fellow-speakers Lt. Col. John D. Hines and QM Reserve Capt. Stanley Young, of Standard-Vacuum Oil Co. ETC 28772 The roving photographer came upon this meeting ol the Committee on Automotive Research as D. P. Barnard of Stand ard Oil of Indiana was addressing the group. Presiding is K. G. Mackenzie, of The Texas Co., committee chairman. In this group, enjoying a respite between meetings, are left to right. Jack Macauley, Ethyl's director of research, John W. Warner (vice president) and Oliver S. Ambrose of Tide Water Associated, A. T. McMullen of W. H. Barber Co., and Leonard R. Leonard of Tide Water Associated. H. T. Ashton and Herbert Willetts, of Socony-Vacuum. Mr. Ashton is presi dent of the Western Petroleum Refin ers Assn. At the right is Frank W. McCurry, vice president of Derby Oil Co., Wichita, Kansas. ETC 28773 I. A X Tt. ..- - -' V ri* The group Immediately above Includes from left to right, R. W. Pollard, Leonard Refineries; Dave B. Cotter, of Roosevelt Oil; William H. Kerin, Jr., of Franklin Supply; and L. A. Dollahan, of Ethyl. At the right, above, is a group of Standard of Indiana men. From left to right, Robert W. Fyfe, J. W. Ross, R. F. Baity, and Dr. William M. Burton. One of the exhibits in the API public rela tions display attracts the attention of J. Gerald Godsoe, executive vice president of British-American Oil Co., Toronto. f v 11 Joseph L. Dwyer, of the API Washington office. The painting hanging on the wall is reproduced in one of the advertisements in the present API public relations campaign. ETC 28774 Members of the nominating committee of the Marketing Division are snapped as they met to confer. Left to right, W. R. Pate, president, Pate Oil Co.; W. W. Vandeveer, president, Allied Oil; J. L. Minner, Shell; Harold Stone, Atlantic Refining; Clyde G. Morrill, Independent Oil Men's Assn, of New England; and J. E. Adrian, South Dakota Independent Oil Men's Assn. Informal concerts by the Stevens Hotel or ganist provided a pleasant mid-day inter lude to the busy API sessions. Here, a group of oil men pauses to hear some favorite selections. ETc 28775 Speakers at the Agricultural session included. Oris V. Wells, chief of the Bureau of Agricultural Economics, U. S. Department of Agriculture; and Clifton A. Woodrum, president of American Plant Food Council. prediction that the present four billion dollar A investment of American fanners in power farming equipment would soon have to be doubled if our food production is to be maintained was made at the Agricultural group session bv Paul M. Mulliken, of the National Retail Farm Equipment Assn. Other speakers were Oris V Wells, of the Bureau of Agricultural Economics; Clifton A. Woodrum, of the American Plant Food Council, and Sidney A. Swensrud, executive vice president of Gulf. Other speakers were (above) Paul M. Mulliken, executive secretary, Na tional Retail Farm Equip ment Association, and, at left, George Krieger, of Ethyl, chairman of the API Agricultural Development Committee. Speakers' table at the Agricultural session with Sidney A. Swensrud, executive vice president of Gulf, speaking. ETC 28776 he importance of brands to Tboth the manufacturer and the consumer was the main topic of speakers at the Lubrication group session held Monday evening. R. J.S. Pigott, of Gulf Research, discussed brand obligations from a technical viewpoint, and Thomas H. Beck, board chairman of Crowell-Collier Publishing, explained ways in which brand names influence the public. "The Importance of the Brand to the Consumer" was the subject of a speech delivered by Thomas H. Beck, chairman, Crowell-Collier Publishing Co. At left, John O'Shaughnessy, vice president of Globe Oil, inspects demonstration en gine in lubrication exhibit with G. E. Cana- day, Skelly. ETC 281 Below are Ben Brewster, of Ethyl, and Theodore Rice and W. C. Offutt, both of Gulf. 1 R. C. Enderly, vice presi- a flr 1 fa1 dent of Wilmington Gasoline. i '* Left, H. H. Hewetson, presi dent of Imperial Oil, holds a confab with Carl White, Jr., president of Franks Manufac turing; and Barton A. Myers, vice president of Interna tional Petroleum Co. ,SM BETWEEN THE ACTS vVI s?'948.lsSl Ud W 4 ice to 1 At left, two presidents convene: Russell Williams, of Gasateria, Inc. and Sam Mosher, of Signal Oil and Gas. Below, Charles Deegan, of Oil and Gas Journal; Harry Hurt and Francis Callery, of F. A. Callery, Fort Worth; and R. H. Cummins, of Cummins, Berger, and Pishny. E?C 28778 Adding a touch of Hollywood glamor to the lobby, film and swim star Esther Wil liams is seen here with David Fields, left, of Flint Steel, and Paul Wallack, Walco Engi neering. An informal conference takes place among E. F. Wells, Ashland Oil and Refining; S. T. Pruitt, of Ethyl; and Joseph Crotser, Western Reserve Refining. he "papa knows best" attitude Tof groups which plan highway building programs without consult ing the people was scored by John V Lawrence, of the American Trucking Associations, at the Taxa tion group session on Tuesday morning. Ocher speakers were Spencer Mil ler, Jr., New Jersey State Highway Commissioner, and Russell S. Sin ger, of the American Automobile Association. Spencer Miller, Jr., Highway Commis sioner of New Jersey, addressing the Taxation session. Seated are Russell uSinger, executive vice president, D ADI/- ETC 28780 9 A meeting of the Central Committee on Automotive Transportation. Frank Baird Smith, Refiners Transport and Terminal Corp., is addressing the group. John D, Nelly, of Socony-Vacuum (East Chicago), enters his guess of gasoline tax collections for 1947 in the contest sponsored by the APIC. Miss Angel Casey, of Chi cago, looks on. ROUND-UP -- Oscar Lewis and Malcolm P. Murdock, assistant sales managers of Ethyl, take time out to look over the convention 'directory. The cashier's cage of the Stevens coffee shop makes this interesting study, as A. H. Hahn, of the Crane Co., pays his check. ETC 28781 This group of oil men includes Frank Copening, Idaho Refining; Gilbert Moyle, vice president. Inland Empire Refineries; and Don Ferguson, Al Kelson, Bill Weir, Spence Baggs, and James D. Moyle, all of Wasatch. The latter is a vice president of Wasatch. O. B. Males (right), of Consumers Cooperative Refiners, Ltd., chats with Jack Clark, of Ethyl. Clarence Bauer, president. Continen tal Oil Co. of Kentucky; John Newbolt, Ashland Petroleum Co.; Ralph Risser, Continental Oil Co. of Delaware; and Herbert Clay, Kentucky Petroleum Marketers Assn. Lower right, enjoying an after-meal chat at the Stevens coffee shop are C. A. Barrere, of the Lummus Co., Houston, and Rex J. Self and D. A. Young, both of Sinclair Refining. J* '//7 " -- "'J, o;- 's\"i a rental OcA ^ !tadSu*tcJ5 [V: W. R. Newman, vice president of Fron tier Refining, posts a letter in the lob by of the Stevens. Fv.X?Tn J< ETC 28782 J. A. Welch and A. H. Weyland, respec tively, vice president and president of Arkansas Fuel Oil Co. J. E. Bogk and W. W. Keeler, both of Phillips Petroleum. Mr. Bogk is mana ger of the refinery department and Mr. Keeler vice president in charge of refining. C Above, Milburn Petty, Washington newsman, talks with Under Secretaryof the Interior Oscar L. Chapman. At right, Keith Fanshier, of the Chicago Journal of Commerce, and Philip Humphrey, of The Texas Co. Roger Stafford, editor of Super Serv ice Station, and P. C. Lauinger and C. O. Willson, respectively president and editor of Oil and Gas Journal. ETC 28784 .'V* I During the four days of the Conver* tion, these girls were hard at work ; the API Press Room. From left to righ Alice Farrington, Eloise Michel, Ji Cowley, Erna Leyrer, Edith Mershon, Kay Raymond, and Eleanor Larkin. Be low, three well-known API staff mem bers Join hands -- Ernest Collenberg, Lacey Walker (API secretary), and J. A. McNally. h\# i m Problems of going and coming were heavy on Thurs day, last day of Chicago gathering. Above, D. H. Thornbury of Mid-Continent Supply speaks to Miss Pat Scully about flight schedules. At the baggage check room, T. P. Simpson, Socony-Vacuum, calls for his travel ling case. On the final day of this 27th Annual Convention, there seemed to be lines every place. Here, at left, oilmen form single file preparatory to checking out. t+.. ETC 28785 ETc 28786 I II I Tom wants this dance with Ann:. So does Bill. So does Ed. But without some competition it wouldn't be half the fun. Rivalry--any kind, at any age--spurs Americans on. We grow up on it--live by it--are lost without it. Win that girl--win that game--win that job-- win those customers! America's love of rivalry helped put us out front. And helps keep us there. In the American Oil Industry, rivalry pays off in progress as more than 34,000 individual firms of all sizes engage in oil production, oil transportation, re fining, distribution or retail sales... work to meet the constantly increasing demand for petroleum. In all, 1,250,000 people make their living in this highly com petitive industry. Their race for new developments gives Americans better and better gasoline, lubricants and fuel oil at the lowest prices in the world... more petroleum than in peak war years! In a hundred fields, from farming to medicine, from industrial chemistry to your home and car... better products from petroleum mean better health, a chance to go places more easily, more comfort... more... constantly more, for you. fiv pktrolmvm's Pitoemm$s Man-made earthquakescreated with explosives and recorded by seismo graphs to map sub-surface areas -- one of the many activities of 13,475 pro ducing companies seeking more oil tomaintain Amer ica's petroleum reserves. Its movement governed by control boards miles and miles away, oil trav els via pipelines through State after State. Hun dreds of companies are engaged in transportation of oil products by pipeline, tanker, truck,railor barge. Deadly enemy of rag weed -- a killer of weeds, a friend of grass --this new petroleum product is one among hundreds developed through com petition. 400 refineries constantly strive for new, more advantageous uses. Rolling Service Stations go to the farmer -- now provide isolated areas with oil products they formerly had to drive miles to obtain. Over 20,000 petroleum distrib utors and jobbers work to keep America supplied. More than 225,000 ser\ ice stations scattere nationwide compete wit their rivals to secure th trade of people in the i sections -- vie with other to win you and your fan: ily as steady customer and hold your loyaltj Prepared for the oil industry by the American Petroleum Institute-Copyright, 1947 ETC 28787