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4-V-&)~ I /.- iV:*; iv.- .. PLAINTIFF'S EXHIBIT ETCO-1i3 \lXVH\,l IfTM Axf, S*?' 'W-? VV!1^ If ETC 24283 ETHYL NEWS INDEX 1953 AUTOMOTIVE An Industrial Tale of Two Cities..............................................................................................March-April "And On Your Right . . (sight-seeing tours)................................................................. July-August Linking Our Highways (bridges).................................................................................. January-February Off We Go . . . (car vacations)..............................................................................................May-June Preserving an Era (antique car restoration)...................................................................... July-August AVIATION AAA of the Air (aircraft owners' organization)........................................................... January-February Little Wonder (new diesel model plane engine).......................................................................July-August Miracle Within a Miracle (50 years of flight)............................................................................ July-August Parker's Pusher (41-year-old plane)........................................................................................ May-June CORPORATION ACTIVITIES Ethyl in the News (personnel items).............................................................................................. May-June Helping Tomorrow's Scientists Today (third cover)..................................................... January-February Helping to Sell the Best (expanded advertising program)..................................................... May-June It's a Hit! (ad painting to Baseball Hall of Fame)..................................................... September-October Junior Partners in Business (Ethyl's JA company).......................................................................May-June Made in Houston (Ethyl plant's first year)............................................................................ March-April Mining the Ocean (bromine for "Ethyl" fluid).............................................................................May-June New Twist for Valves (valve rotation)........................................................................................ May-June Shipped via E.B.A.X. (tank car delivery).................................................................September-October Solving the Combustion Mystery..................................................................................... January-February The Consumer Looks at Lead (address by J. A. Costello)............................................... March-April The Road Ahead (Transportation Conference)........................................................................ July-August 2,4,5-T (new product)........................................ March-April FARM Farming on the Airport................................................................................................................ March-April Frozen Food Farm............................................................................................................ January-February Judges of the Land (land judging)...................................................................................................May-June GENERAL INTEREST A Colorful Hobby (amateur color photography).......................................................................May-June Accent on Speech (pronunciation habits)..................................................................... September-October Hot off the Gridiron (football cartoons).................................................................September-October Let There Be Light (street lighting)........................................................................................ March-April New Stars for Old Glory.................................................................................................................... May-June "Remember the Alamo!" (third cover)......................................................................................... March-April ETC 24284 ETHYL NEWS INDEX 1953 Say It With Slogans (advertising catchwords).......................................................................May-June "Send Us A Postcard" (vacation bore)............................................................................ March-April Shaving Grace (man's daily ritual)............................................................................................. July-August Tees, Greens and Mr. Jones (golf course design)................................................................ March-April This Car Up (elevators)..............................................................................................September-October To the Victor (sports trophies) ............................................................................ January-February War Without End (battle against insects)................................................................ September-October Westward the Diner............................................................................................................ January-February What Better Mousetrap?.................................................................................................. September-October Where Stands Uncle Sam? (third cover)..................................................................................July-August Workshop for Democracy (Boys' and Girls' States)...............................................September-October PETROLEUM An Industrial Tale of Two Cities............................................................................................. March-April Birth of an Oil Company (Riverlake Oils)..................................................................................July-August Blowing Up the Pacific (seismic fleet)........................................................................................July-August Bylines in Oil (leading women writers)........................................................................................ May-June Domes of Destiny (Gulf Coast salt domes)................................................................ September-October Earning Their P.H.D.s (Naval Petroleum Operations school)......................................................March-April For This Reason Alone (oil in Louisiana Territory)...................................................................... July-August Gasoline at Its Best (premium fuel)..................................................................................January-February "I Do Solemnly Swear . . (office-holding oilmen).................................................... January-February Oil on Display (International Petroleum Exposition)...........................................................March-April Sarnia on Stream (refinery expansion program)........................................................................... May-June Spotlight on Grease........................................................................................................ September-October The Road from Hanover (100 years of oil research).................................................................May-June SPECIAL ISSUE American Petroleum Institute annual meeting............................................................. November-December WXt/l/&tS Thom Yotis, Editor Richard F. Cook, Associate Editor Hoi Wohanka, Art Diroctor January-February 1953 GASOLINE AT ITS BEST 3 What premium gasoline means to the oil and auto motive industries and the motorist. "I DO SOLEMNLY SWEAR ..." 6 Oilmen serve their country in positions of govern ment at all levels. AAA OF THE AIR 10 The story of the ever-growing Aircraft Owners and Pilots Association. SOLVING THE COMBUSTION MYSTERY 13 Ethyl's combustion research contributes to the devel opment of better fuels and engines. TO THE VICTOR 16 You hear and read about the famous sports tro phies, but seldom see them. Here they are. FROZEN FOOD FARM 18 Vegetables by the ton are raised and frozen at New Jersey's SeabrooJc Farms. WESTWARD THE DINER 21 The popular eastern roadside eating places are to be introduced west of the Mississippi. UNKING OUR HIGHWAYS 24 Connecting America's roads are a large number and wide variety of bridges. Opinion* axprassad in signed article* are the aethers'. Ethyl New* welcomes article* of timely interest submitted from outside sources. Upon request, the editors are glad to grant permission to reprint material appearing in Ethyl Newt. Published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y., manufacturer of "Ethyl" antiknock compounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. Edward L Shea, President Stanley T. Crestlond, Vice President and Treasurer Herbert A. Savage, Secretary In the /HSUS The morning of February 2, 1923, was frosty in Dayton, Ohio. Chances are few Daytonians remember it. In Ethyl Corporation annals, however, it is an unforgettable date. It was the day of the first public sale of "Ethyl" gasoline. In the three decades since, premium gasoline has been responsible for progress in many di rections. Some of the things it has meant are told in the story that starts on the following page. Regarding the "I Do Solemnly Swear . . ." feature, starting on page 6, some 50 oil companies (large and small and headquartered in all sections of the country) were queried in our private survey. Only the cooperation of the proper people in the various companies made possible the results reported, and to those who assisted we are duly grateful. It all adds up to an encouraging report and assurance that personnel of the oil industry are more than aware of the value of their American freedoms -- they're doing something to pre serve those liberties. so by way of giving credit where credit is due, the color view of the ocean-going tanker on the cover of the special API issue of Ethyl News (December) was from the wellstocked Cities Service Co. photo library, directed by Nicholas Parrino. One thing were sure President Eisenhower will learn soon, if he hasn't already, is that the nation's Chief Executive has next to no privacy. Life in the White House, the beau tiful, tradition-steeped building pictured on our cover, runs a close second to that in the pro verbial goldfish bowl. The doors of the White House are open the year 'round to anyone who wants to visit it. Last Memorial Day alone, for instance, close to 10,000 people were shown through the Executive Mansion. Dropping in on the nation's first family is another one of those things that can hap pen only here in the United States. ETC 24287 The benefits of premium gasoline are shared by all--the refiner, the auto motive industry, and the motorist hen future historians get around to evaluating Wthe great achievements of this era, they will have to record that one of the greatest accomplishments of all was the avalanche of new products which kept theAmerican economy growing, vibrant and strong. All around us today are products and materials that 40, 30 and even ten years ago were either undreamed of or, at best, were laboratory curiosities. So-called wonder drugs, new in this generation, tame pneumonia and other once-dreaded killer diseases. In a modem miracle of communications, we sit in the comfort of our home and watch on the television screen events as they unfold thousands of miles away. Plastic, unknown commercially even a few short years ago, finds hun dreds of everyday applications. Synthetic fibers, syn thetic rubber -- on and on the list extends. That Day In 1923 Naturally, the petroleum industry and its infant brother, the petrochemical industry, have developed their share of the outpouring of new products which go to make life in America the most comfortable, easiest and happiest ever known. Premium gasoline is a typical -- and timely -- example of such products. It was just 30 years ago when premium gasoline, as we now know it, burst upon the American scene. Burst? Well, not really. No bands played, no orators spoke eloquent words, no parades enlivened the day. Actually what happened was that an Ohioan driving to work on the morning of Feb. 2, 1923, noticed that his car was low on fuel. He swung into a service station at the comer of Main and Sixth streets in downtown Dayton, and, in a normal sales transaction, became the first motorist ever to purchase "Ethyl" gasoline. But what that event lacked in spectacle it more than made up in significance. The gasoline that sluiced down the pump hose that wintry morning three decades ago was the first of countless billions of gallons of "Ethyl" gasoline which have been marketed since. It is more than coincidence that this acceptance of premium fuel parallels the tremendous strides that have been re corded in automotive and aviation transportation in the past quarter-century. Contrary to general belief, "Ethyl" gasoline was not the nation's first premium motor fuel. Several were on the market earlier, some of them dating back to 1915, 3 ETC 24288 safe. > rmi and they sold for from three to seven cents a gallon over the regular gaso lines of the day. Motorists, then as now, were w illing to pay a little more for a better product. Premium gasoline assumed a new importance w ith the discovery of the antiknock properties of tetraethyl lead by Thomas Midgley, Jr., vice president of Ethyl Corporation until his death in 1944- The research lead ing to this discovery was under the guidance of Charles F. Kettering, Ethyl's first president. Tetraethyl lead made possible, for the first time, the marketing of premium fuel of uniform antiknock quality. New Era of Progress The creation, in 1926, of the oc tane scale bv Ethyl's Dr. Graham Edgar provided a universal yardstick by which that quality could be ac curately measured at all times. "Ethyl" gasoline, in turn, opened up a great new era of automotive prog ress -- an era which achieves new heights in the brilliant 1953 models of American cars. As has been well established over the past three decades, the avail ability and widespread use of pre mium gasoline have paid handsome dividends to all concerned -- the petroleum refiner, the automotive manufacturer and the motorist. For instance, today's high com pression ratios and certain other automotive engine advances are at tributable in large measure to the added octane numbers of gasoline. Just as it is axiomatic that increased compression ratio provides im proved engine power and perform ance, so is it true that engines of higher compression ratio require fuels of higher antiknock quality in order to perform satisfactorily. One set of figures tells the story quickly. In 1930, when the high compression engine was just begin ning to come into its own, the average standard compression ratio of American-made cars was about 5 to 1. Premium gasoline that year averaged about 70 octane number (Motor). In this year's models, aver age standard compression ratio is 7.44 to 1, and premium gasoline now averages 91.5 (Research). A lesser known, but just as sig nificant, value of premium gasoline rests in the fact that improvements in antiknock quality by the addition of currently used quantities of tetra ethyl lead permit today's vehicle performance with smaller engines of less weight than otherwise would This drawing of a ear filling up at the first station to sell "Ethyl" gasoline --just 30 years ago--appears in current Ethyl Corporation advertisements tTHYlOASj^ \ftk I* , be possible. If this same perform ance were to be maintained with fuels of considerably lower octarfe number than those presently avail able, it is almost certain that engine size and weight would have to be increased. The cost of manufactur ing such engines would, of course, be higher, running into the millions of dollars annually at current auto mobile and truck production rates. A "Cushion" Another outstanding area in which the availability of premium gasoline has contributed materially to automotive progress is in provid ing a "cushion" for those cars de signed to operate on regular grade motor fuel. As any automotive engineer or fuel technologist knows, there is no assurance that all automobiles of the same make and model will have the same octane requirement. Slight variations in the manufacturing tol erances of the cars, the type of service a vehicle is put to by its owner, and several other factors ac count for this difference. When any car, then, requires a better gasoline than originally in tended, it is a source of satisfaction to both the motorist and the manu facturer to know that premium fuel of uniform antiknock quality is readily available to take up the gap. Without this "cushion," standard compression ratios would have to be lower. All car owners would be penalized in economy and perform ance, if that were the case. Aside from its indispensable con tributions to automotive progress, premium gasoline, it is recognized, offers many "plus" values to the petroleum refiner. The year-afteryear growth of premium gasoline, stimulated by Ethyl Corporation and gasoline marketers, has been of ['361! w ETC 24289 The outstanding progress that has been scored in auto motive transporta tion results from the contributions of both the oil and automo bile industries. Pre mium gasoline has played a major role in that progress by helping to make pos sible better engines and enabling the oil industry to meet the higher octane re quirements of the im proved power plants not be installed overnight. Tetra ethyl lead thus is the most economi cal method of reaching any given high octane number level. 3. The widespread use of pre mium gasoline has helped the pe troleum industry to conserve vast quantities of crude oil. For instance, when the gradual but steady in crease in automobile engine average standard compression ratio from about 6 to 1 to the 7 to 1 range was completed a few years ago, it was computed that the resultant fuel economy contributed by tetraethyl lead was approximately ten percent. That was a saving equivalent to all the gasoline to be obtained from 500 oil wells, each producing 1,000 bar rels a day. In the 30 years that "Ethyl" gasoline has been on the market, it has been stated, TEL has made possible the conservation of over one billion barrels of crude. Indispensable Tool tangible benefit to the oil industry in at least three important ways: 1. It has enabled refiners to meet the ever-advancing octane require ments of the nation's car population in an orderly manner. As improved engines have been introduced through the years, the oil industry' has, by correspondingly increasing the antiknock quality' of gasoline, provided the fuels which make it possible for cars to convert more and more of the inherent energy of gasoline into useful power. 2. Premium gasoline, made pos sible by tetraethyl lead, has permit ted the oil industry to plan its capi tal expenditures for new equipment more accurately. Refineries are op erated primarily on a yield basis, to produce the proper balance of dif ferent oil products. In any refinery, the antiknock quality of base gaso line can be varied only slightly without a serious effect on product yield. Still, at the same time, refiners must be prepared to produce gasoline of any reasonable octane number dictated bv competition, improved engines, and other factors. Even if cost were not a considera tion, the refinery equipment neces sary to meet sudden upward advances in gasoline quality could Premium gasoline has truly been an indispensable tool of both the petroleum and automotive indus tries. That it will continue to fulfill that role is evident from trends in automotive engineering. The next few years, under normal circum stances, can be expected to produce engines of higher compression ra tios. The increased octane number requirements of these engines will be satisfied by the mechanical oc tane numbers built into the engines by the manufacturers and by motor fuels of the highest quality. Similarly, premium gasoline will continue to serve the motorist as one of the products born of this generation that add so much to his general well-being. As in the past, the motorist whose car is primed to take advantage of premium gasoline will enjoy the superior performance that it provides. 5 ETC 24290 Civic-minded oilmen are serving at all levels ofgovernment l-'SKva Hand on the Bible, John Baker (left in upper right photo) takes the oath of office as mayor of Roseland, N. J. He is assistant sales depart ment office manager for Tide Water Associated in New York City, first named head of the community of 2,700 in 1948, Mr. Baker was re elected Rosefand mayor in 1950 and again last November .. . Two lead ing oilmen active in government af fairs at the national level ere (above) U. 5. Senator Robert S. Kerr, of Oklahoma, and (below) Robert B. Anderson, of Texes, the newlyinstalled Secretary of the Navy DO SOLEMNLY SWEAR..." rom ocean to ocean and border Coming at a time when, because Fto border, oil industry personnel of the changing administration in Si- by the hundreds, if not the thouW ashington, all America is politi sands, are performing the patriotic cally minded, the small-scale survey and civic duty of helping to manage reveals that oil personnel are active the affairs of government. in positions of government ranging It would take long study by a from town constable to U. S. Sena professional fact-finding organiza tor and President Eisenhower's sub tion to determine the full extent to cabinet. These two national posts which the industry's two million are, of course, filled by Robert S. employees are devoting themselves Kerr, president of Kerr-McGee Oil to the often unsung job of assisting Industries and junior senator from in the stewardship of their local Oklahoma, and Robert B. Anderson, communities, counties, states and heretofore general manager of the even the nation. But a spot-check by W. T. Waggoner Estate, who is Ethyl News gives some idea. now Secretary of the Navy. ETC 24291 They, however, are the exceptions rather than the rule. The average oil industry employee holding pub lic office, either elective or ap pointive, is a community or county official, or, as in a few cases, a mem ber of the state legislature. Two refinery- workers, in fact, hold the distinction of being the newlv-elected speaker of the House of Representatives in their respec tive states--Delaware and Wyoming. They are F. Albert Jones, of Sun Oil. and David Foote, Sr., of Stand ard Oil (Indiana). Among the other oilmen active in state government are G. B. Kiser, of Standard Oil (Kentucky), who is a Kentucky state senator, and Tom Garrott, Jr., of Pan-Am Southern, a representa tive in the Mississippi legislature. But, as noted, it is at the local levels of government where the in dustry's members serve in the great est number. In all sections of the country are to be found men who are industri ous oil employees by day and faith ful, tireless public servants bv night, so to speak. In many instances, their official positions pay little or no salary. The main remuneration is the satisfaction of a job well done in serving fellow-citizens and help ing to keep alive our democratic form of government. Make a verbal swing through the Azel Adams, Continental Oil agent, is a city commissioner in Dallas. He is shown (upper left) in his citationbedecked office ... Upper right, car rying out his duties as justice of the peace in Ridley Park, Pa., is John Allen, storehouse supervisor at the Sun Oil Co. refinery at Marcus Hook nation, starting in Oregon. There, for instance, the voters of Salem and The Dalles have called upon A. W. Loucks and M. A. Davidson, Tide Water Associated distributors, to be their mayors. Down the coast, in California, Daniel M. Bradley and Mel Heinkel, both of Standard Oil of California, are a Richmond city councilman and mayor of El Cerrito, respectively. If you ever cross paths with the mayor of Whiteface, Texas, you'll find that he is Joe B. Haskins, of Stanolind Oil and Gas. Clyde C. Broam is president of the Andrews county school board and I. B. Lansford heads the Springhill school board. Both are also with Stanolind. It's the same story in Oklahoma. In the refining towns of Ponca City and Cushing, for instance, Law rence Cannon, of Continental Oil, is commissioner of finance and Shown on the Capitol steps in Chey enne with a colleague in the Wyo ming legislature is David Foote, Sr. (right), Standard of Indiana refinery pumper. A veteran lawmaker, he is the new speaker of the House Above, Robert Pulver, chief engi neer at a Socony-Vacuum refinery, serves as water department trustee in the city of Valparaiso, Indiana -1 1 * -Uf BiiiEiiin Above, V. G. Relimpio, assistant re finery superintendent for Pan-Am Southern, has been president of the police jury in the St. Charles parish of Louisiana for the past 10 years Lynn E. Faling, of Deep Rock Oil, is a city commissioner, respectively. Swing over to the other southern states and oilmen there are just as Above, one of the public servants of Ponca City, Okla., is Lawrence Cannon (center), general control chemist with Continental Oil. He is the city's finance commissioner loyally and sincerely carrying out the trust of public office. mission, and Ben H. Burge is a com In Louisiana, Pan-Am Southern mittee chairman on the State Parks refinery employees Robert L. Ar and Recreation Commission. gus and A. J. Cambre are fellow- Standard Oil (Kentucky) can members of both a St. Charles parish list a score of its personnel who (county) water board district play active roles at one level of and the board of commissioners. government or another in several At least 16 employees of the Ethyl southeastern states. Included are Corporation manufacturing center Edward D. Melcher, who is chair in Baton Rouge hold elective or man of the board of trustees in appointive public positions in that Parkway Village, Kv.; J. S. Asbury, part of Louisiana. To name two, mayor of Elberton, Ga.; Dewey Charles Averill is both a Port Allen Fagan, member of the Calhoun town alderman and secretary of the county (Ala.) board of commis Greater Baton Rouge Port Com- sioners; and C. B. Bohannon, Jr., James A. Bowlin, Pure Oil refinery senior clerk, has been mayor of Port I Neches, Texas, since April, 1951 Below left, Louis Vaughn, general foreman at the Socony-Vacuum re finery in Trenton, Mich., is a village councilman . . . Below right, L. R. Robinson, Standard of Kentucky agent and chairman of the Seminole county (Ga.) board of commission ers, addressing a farm gathering wffio is a city commissioner in Gainesville, Florida. In the Midwest, as elsewhere in the country, oilmen in number oc- fi ll tf- ETC 24293 IS W> -j*--' Above, among the members of the village council in Granville, Ohio, is G. f. Eisele (extreme left). During working hours, he is technical fore man at Pure Oil's Heath refinery cupy positions in government. One example: The Pure Oil refinery at Heath, Ohio, can boast of at least six men serving on school boards, city councils and in a mayor's chair. Without even trying, a list of more than 25 office-holders can be compiled from Sun Oil personnel in the Philadelphia area. Their pub lic service is rendered to 17 dif ferent Pennsylvania communities, mostly on school boards (such as Donald P. Jones, in Swarthmore) and borough councils (such as Judson Laird, in Rose Valley). A quick tally of Socony-Vacuum Oil personnel at installations in New Jersey, New York, Michigan and Indiana presents a likewise for midable roster. Naming one from each state, Sylvester Billbrough is clerk of the Paulsboro, N. J., board of education; Forrest Wing is a supervisor of Allegany county, N. Y.; Louis E. Vaughn is a village councilman in Trenton, Mich.; and Charles Smoljan is assistant munic ipal athletic director in East Chi cago, Ind. The foregoing are but some of the personnel of some of the oil companies reached by the Ethyl News questionnaire. Along with their uncounted fellow-members of the industry who hold public office, they form oildom's honor roll of citizens who are giving unselfishly of their energy to keep the wheels of American democracy in motion. Daniel M. Bradley, city councilman of Richmond, Calif., and Standard of California public relations staff assistant (dark suit), exchanges greetings with Oakland's mayor Above, Oscar Larson, of Tide Water Associated, is president of the Mt. Diablo (Calif.) board of education What the American Automobile Association is to motorists, the Aircraft Owners and Pilots Association is to flyers t's been quite a few years since which currently are in storage. I the sound of an aircraft slicing Private plane ownership and fly through the heavens was a signal for ing have been on the upswing ever curious Americans to drop every since the end of World War II, and thing and crane their necks sky most of the aircraft manufacturing ward. But anyone who does bother firms have backlogs of orders. to look up these days will find that Indicative of the growing interest things have been happening in the in civilian flying is the fact that the "wild blue yonder." Not all the Aircraft Owners and Pilots Associa droning comes from the mighty en tion (AOPA), the world's largest gines of the commercial airliners organization of private flyers, just and military planes. recently registered its 90,000th There are in flight in the United member. Of these, 40,000 are active, States today some 60,000 civil air enthusiastic "belongers." craft-small privately-owned Until 1939, when AOPA was planes that accommodate one, two, formed, the private flyer was, as three, or four persons. And you can someone once described him, "the add to that number thousands more stepchild of the air." Without any such planes which hold Civil Aero national organization to back him nautics Administration licenses but up, he was at the mercy of unscrup ulous airport operators who charged excessive landing fees and other prices and who supplied inferior products and service. He was often shunted off runways. He was en dangered by reckless pilots and mal functioning equipment. Now, largely because of AOPA, private pilots and aircraft owners no longer are unwanted or overlooked. They are universally recognized for what they are -- mature citizens with a deep-down interest in flving. Far from being "hot rodders," as some suppose, the average pilot is a substantial man or woman in the middle-thirties age bracket. Doctor, merchant, lawyer, chief -- there is no limit to the number and variety of occupations repre sented bv Association members. Some are wealthy persons who en joy flving as a hobby. But the aver- 10 ETC 24295 of the AIR age private plane owner has an annual income of about $5,000. Among the better known AOPA members are entertainers Arthur Godfrey, Edgar Bergen, and Vaughn Monroe. Congressman Clair Engle, of California, is an active member, and so are oilmen S. K. McCauley, of Atlantic Refining; Aubrey Keif, of The Texas Com pany; Richard Bradley of Standard of California; and James Rianhard, of Esso Standard, to name just a few. It was a group of eastern business men, well versed in the problems of private flying, who decided 14 years ago to establish an organization de voted to improving the lot of indi vidual pilots. The result was AOPA, which today, after a shaky begin ning, is a solid, powerful association -- one that for private fivers is a sort of combination travel agency, in formation bureau, legal and tech nical advisor, sounding board, and discount house. The five founders still serve AOPA as non-salaried officers and members of the board of directors. They are L. P. Sharpies, Philadel phia businessman who has won more than 46 trophies in 21 years of flying; C. Townsend Ludington, present AOPA president, who is an authority on aerodynamics; Philip T Sharpies, a veteran of aviation since the free-ballooning days of World War I; J. Story Smith, a director of Piasecki Helicopter Corporation; and Alfred L. Wolf, an attorney who has been a licensed pilot for more than 20 years. To pilot the Association's desti nies, the founders selected J. B. "Doc" Hartranft, Jr., an enthusiast who had organized the highly suc cessful National Intercollegiate Fly ing Club while attending the Uni versity of Pennsylvania. As AOPA's active and capable general manager, he represents it on countless gov ernment and industry aviation com mittees and testifies on legislation before Congressional groups, in addition to his "routine" duties. More than anyone else, "Doc" Hartranft has been responsible for AOPA's growth from a one-man. one-room operation with a handful of members to the efficient associa tion with a staff of 35 employees it is today. At first, the going was pretty tough for the young organization. Its declaration that its mission was "to make private flying more useful, safer, less expensive, and more fun" was greeted with more derision than acclamation. But "Doc" Hartranft invited members to send in their complaints. When he proved that something could be done about them, membership began to climb. It continued to shoot up even dur ing the period of restricted civilian flying in World War II years. All For $10 For $10 annual dues, the active AOPA member gets a bargain pack age. It includes his registration card, which gains immediate recognition (and often discounts) at many air ports, as well as courtesy cards from a leading airline and one of the drive-it-vourself automobile com panies. Through AOPA, members enjoy lower rates on plane, liabil ity and property damage insurance and group life insurance. Member ship also guarantees a steady flow of printed material of timely interest to all private flyers and aircraft owners. Included among this infor mational material are the Associa tion's own confidential monthly newsletter and a subscription to the 11 ETC 24296 special AOPA edition of Flying, an independent aviation magazine. Responsibility for the mountains of literature that originate with AOPA lies with blunt, outspoken .Max Karant, assistant general man ager and editorial director. Long time editor of Flying and a veteran pilot, Karant never hesitates to call a spade a spade. If, for instance, he has received reports of airports rendering sub-par service or if parts suppliers fail to make deliveries on time, these shortcomings are pointed out in the pages of AOPA publica tions. This firm policy in its litera ture and in its dealings with govern ment and other agencies has bruised lots of toes, but it has gained recog nition and improved conditions for private aviation. Along with its publications, an other of AOPA's popular functions is its flight service. Designed to aid the private pilot in the same way the American Automobile Associa tion and oil company touring serv- ***** One of AOPA'S primary functions is to check on the safety and perform ance of planes and equipment and report those findings to members ices assist motorists, it plans flights to almost anywhere in the world. Trip planning for flights within the United States is done on a huge map that covers an entire wall of AOPA's headquarters. The map shows all airways, airports, inter mediate fields, beacons and radio ranges in the country. Members re questing trip information are told the towns over which they will pass and the airports at which they can stop. They're also warned of their responsibility to avoid dangerous and prohibited areas. As a further help, AOPA publishes a two-vol ume guide of resort airports throughout the United States and maintains a complete file on the facilities of all landing fields. Aids Romance One of the requests for a planned trip came from a New York mem ber who was about to get married. He had $500 and an airplane. Would AOPA map out a honeymoon flight for him? The Association obliged. Even a more unusual request from another member couldn't stump the AOPA staff. This particular flyer wanted to take his family on a cross country hop, but was faced with the problem of getting a bottle heated J. 6. Hartranft, Jr., AOPA general manager (right), carries the fight for better flying conditions directly to the nation's Capitol, if necessary every so often for his three-monthold offspring. By return mail, AOPA sent a well-tabulated list of airports where baby's liquid meal could be warmed. Because they are flying all over the country, AOPA members sel dom have an opportunity to meet together. Occasionally, however, as it did last September at Rehoboth Beach, Delaware, AOPA sponsors a roundup. Some 1,500 private avia tion enthusiasts, flying more than 700 small planes of all makes and descriptions, attended. While talk on such occasions covers every phase of the subject of aviation from aerodynamics to zero ceilings, much of the conversation centers around the gains that have been scored in the realm of private flying. Pilots reminisce about the power lines that once obstructed airport runways, about the airports that have been improved, about the flying equipment that has been made safer and more efficient, about the rules and regulations that have been written or rewritten to give the private flyer a better break, and about the burdensome tariffs and taxes that have been eased. And when the private flyer talks of such things, he just naturally means the work that the Aircraft Owners and Pilots Association has done during the past 14 years to gain for civilian aviation the stature it enjoys today. ETC 24297 is--' PYSTERY unknown about what happens inside an engine, but Ethyl research is helping to find the answers ompared with the sputtering tries. More efficiency would enable C automobile engines of 50 years engine manufacturers to increase ago, the purring power plants unb oth power and fuel economy der the hoods of today's cars are without increasing engine size. recognized as the last word in reli Of the many research projects ability and efficiency. devoted to increasing engine effi But in spite of their accomplish ciency, one of the most promising ments, the automobile industry that is combustion research--the study of builds the engines and the petro the actual burning of the fuel-air leum industry that fuels and lubri mixture in an engine. Research cates them are never content to specialists of the oil and automotive rest on their laurels. In the labora industries agree that accelerated tories and on the proving grounds progress in the development of bet of the two industries, research en ter fuels and engines will be pos gineers are constantly seeking--and sible when more is known about developing--better engines, better the mechanism of combustion. fuels and better lubricants. A broad understanding exists as One of the primary goals of these to how and why some of the en research efforts is increased engine ergy released by the burning fuel- efficiency. This is important to air mixture gets to and drives the both the oil and automotive indus rear wheels of an automobile. But only a limited amount of informa tion has been developed about the burning process itself. In fact, it has been said that more is known about the release of atomic energy than is known about combustion in an engine. While combustion is less of a riddle than it once was, formidable obstacles have combined to keep science comparatively in the dark on the vital problem. First of all, combustion takes place inside the engine cylinder where it is ob scured from view. Combustion lasts only a few thousandths of a second and occurs at temperatures and pressures which run up to thou sands of degrees and hundreds of pounds per square inch. During this brief time and under these varied conditions, manv chemical reactions take place in the fuel-air mixture. 13 ETC 24298 i To aid in the exchange of combustion knowledge, Ethyl recently sponsored a series of lectures in Detroit by British scientists, one of whom is shown above . . . Bight, this tandem engine is among the special pieces of equipment used in Ethyl's combustion research Another complication is that all the many compounds of carbon and hydrogen (hydrocarbons) of which gasoline is composed bum to give very nearly the same vapors and gases--namely, water and car bon oxides. Therefore, analysis of the gas leaving the exhaust pipe tells very little about the combus tion process. Renewed Efforts Despite these difficulties, the re wards for more information about the combustion process are so promising that all concerned have intensified their research efforts in this field. Among those with a decidedly active interest in combustion re search is Ethyl Corporation. Starting with Thomas Midglev's studies which led him to the dis covery of the antiknock properties of tetraethyl lead and continuing to the present. Ethyl has constantly played a leading role in combustion research. The information devel oped in its laboratories, and in re search projects it has sponored, has been valuable in two important wavs. It has enabled Ethyl to man ufacture highly effective antiknock compounds. And the data have contributed to the development of better fuels and engines through their use by oil refiners and engine builders under Ethyl's "share the knowledge" program. A recent example of the latter is the series of lectures sponsored by Ethyl Corporation for oil and auto mobile company research engineers in the Detroit area. Speakers at these lectures were some of Great Britain's outstanding authorities on combustion research. By presenting these lectures, Ethyl made it pos sible for the visiting research en gineers to bring to the people most concerned with the problem in this country firsthand reports of the methods they are using and the findings they are making in their combustion studies. In Ethyl's own combustion re search projects, many avenues have been explored. Often, to overcome the obstacles encountered in fullscale engine studies, it has been necessary to develop special equip ment to make possible better con trol and observation. One phase of Ethyl's combustion research that is currently attract ing wide attention is the study of chemical changes which have been found to occur in the fuel even before it starts to bum--while the mixture of fuel vapor and air is being compressed by the upstroke of the engine piston. After the spark plug fires, the gases created by the burning of the first portion of the fuel expand and squeeze the unburned part of the mixture still further, creating additional chemi cal changes in the fuel. The chemi cal reactions which take place in the unburned mixture are called precombustion reactions. Structure Changes In such reactions, the structure of the fuel changes or "cracks" in what amounts to a continuation of the process by which it was origi nally made at the refinery. During these reactions some of the oxygen molecules in the fuel-air mixture react with some of the fuel mole cules so that partial burning- takes place ahead of the flame caused by regular spark plug ignition. One of the most important as pects of these reactions is that as they progress they are accom panied by the release of appreciable amounts of heat. Since the release 14 ETC 24299 i of this heat alters the character studies is seen in the fact that the of temperature and pressure of the entire combustion process, small sampling valve used in this changes encountered in regular en the importance of precombustion test can be open for only the gine operation, without actually f reactions to all combustion studies smallest fraction of a second to get being ignited by a spark plug. After ii is obvious. a sample of the fuel-air mixture it has passed through the motored Data obtained from operating an ahead of the flame front. Several engine, this mixture, which then engine without spark ignition and hours of engine operation are re resembles the unburned mixture in at increased compression ratios dis- quired before the equivalent of a fired engine, is piped into the | close that as much as 27 percent of even a thimbleful of the mixture fired engine. Knock ratings made the potential heat in the fuel may can be obtained for analysis. in the second engine enable Ethyl be released during precombustion Another important Ethvl tool research teams to measure the ef reactions. for studying combustion is a spe fects of precombustion reactions Chemical analysis of portions of cial installation in which two vari produced in the first engine. j the fuel-air mixture ahead of the able-compression knock test en Besides the combustion studies flame front, extracted through a gines are set up in tandem. The at its own laboratories. Ethyl Cor small sampling valve installed in first engine, with its ignition turned poration sponsors a research pro the combustion chamber, also re- off, is cranked at regular operating ject at the Sloan Laboratory of veals changes in the structure of speed by an electric motor. The Massachusetts Institute of Tech the fuel before it bums. Something second engine operates under its nology. This project involves the of the precision of the equipment own power. use of a machine which compresses employed in combustion studies In the first engine, the fuel-air a fuel-air mixture rapidly, without and the time available to make these mixture is subjected to a variety spark ignition, to a state at which its pressure and temperature ap proximate those of the end-gas, or unburned portion of the fuel-air mixture, in an engine cylinder. Thus, it becomes possible to study the mixture in a wav that is im possible in an operating engine. Use Jet Combustors Research has not been confined to engines, however. It also in cludes studies of fuels and their ignition, flame propagation and combustion products. These studies involve the use of a variety of burn ers ranging from small glass tubes to combustors similar to those used in jet engines. This is but a brief review of a few of the courses Ethyl's com bustion research has followed. The information developed to date has contributed materially to improve ments in fuels and engines. In creased knowledge about combus tion will make possible still other valuable gains in fuel and engine efficiency in the future. 15 ETC 24300 d t hP i 5l One of the largest and most ornate of all tro phies presented in the field of athletics is the Davis Cup, symbol of supremacy in tennis , <5*>i \W act Two Detroit Red Wings players wrap fond arms around the Stanley Cup, given annual ly to the National Hockey League champions A belt awarded the world's heavyweight box ing champion is displayed by Rocky Marciano * 'tm These American trackmen swept the 110-meter hurdles at the Olympics. Their reward: a medal and a bouquet 'i ' -St " *-T<* {( Small compared with certain other baubles, the tucky Derby cup nevertheless is coveted by all horses $Tr 243 Ol 1 o the victor belongs the spoils" is as true in the world of sports as it is in any other realm. But what are the spoils? Or, more to the point, what do they look like? Sports page headlines proclaim such tidings as "Detroit Cops Stanlev Cup Again" and "Marciano Gains Heavyweight Crown." Often these stories are accompanied bv photographs of the jubilant victorious athletes. Seldom are the trophies which they or their teams won pictured. Here, then, on these two pages, are shown some of the more famous spoils of sport. GolfersSam Urzetta andWillieTurnesa admiretheWalkerCup,for whichteams from theUnitedStates and Englandvie This "World Champions" banner has not ftown in a National League baseball park since the St. Louis Cardinals won it in 1946 Two happy LaSalle basketball stars grip the prize they shared as National Invitation tourney most valuable players. Their coach, his arm around No. IS, holds the team cup ft*..-- - - Omnoesot hftahnedbsiogmgeesotaf nadll n,*~Grinning Billy Vessels, Oklahoma U. all-America back, displays he Heisman trophy he won as nation's top college gridder Gyjt,iennHinegismHmany .tr.o.p.hy scpuoprtpsretrsoepnhtieeds tios tthhee ______m_ vviiccttoorr ootf trhitee gsr-u--e- ling 5"0*w0t-*mil/e racing ca**r event at Indianapolis ETC 24302 S:|ix miles north iof Bridgeton, where Route 46 cuts through the heart of New Jer sey's rich truck farming country, a k giant red brick smokestack towers over the sandy loam. The large white identifying letters down it spell "Seabrook Farms"--a name that is repeated on packages containing millions of pounds of food raised and frozen in the shadow of the stack every year. It is appropriate that this skyscraping landmark rises from a power plant, for it is pon'er that has built Seabrook into the world's largest commercial truck farm en terprise. Power for the plows, har rows. reapers and other cultivating and harvesting machinery is sup plied by some 175 diesel and gaso line-driven tractors. Power for most farm operations and the transporta- contract growers in three states and those bought on the open mar ket, and turning out 91 million pounds--13 percent of the nation's total--of frozen foods annually. Packages bearing the Seabrook Farms label are imprinted with the slogan "We grow our own--so we know it's good, and we freeze it right on the spot." True as this is, it doesn't begin to tell the story of how. modern agricultural, industrial, and scientific methods are applied to seed selection and planting, cul tivating, harvesting, processing, quick-freezing, storing, transport ing and marketing in order to put attractive, nourishing foods on America's dinner tables. The housewife opening a 12ounce package of frozen peas would find it difficult to picture several million pounds of the crop. And the backyard gardener hoeing a few rows of com would be stag gered by 2,500 acres of that one vegetable. But Charles F. Seabrook's ability to think in these Today, the complex organization is incorporated to include four sep arate companies, each employing many skilled experts. Still, it is pretty much a family affair. Charles F. Seabrook remains active as presi dent, although most responsibilities are shared by his three vice presi dent sons -- Belford L., chief engi neer; C. Courtney, in charge of sales; and John M., in charge of farm operations. In the corporate organization, Seabrook Farming Corporation han dles growing operations; Seabrook Farms Company, the freezing; Cumberland Warehouse Corpora tion, the huge refrigerated storage facilities; and Cumberland Auto and Truck Company, the vast transpor tation system. The farm itself is divided into ten operating divisions, each indi vidually managed and each with its own machines, shops, labor force, fields, and crop schedules. The manager of each division lives in a house in his own area. For book- Food Farm By applying science and industry to agriculture, Seabrook has become the world's largest commercial truck farm enterprise tion of finished products is found in the more than 500 motor vehicles used for those purposes. Power for plant operation and maintenancemillions of kilowatt hours of elec tricity--is supplied by the local utility1 company. Power in these quantities is an absolute necessity* when you're op erating 19,000 acres of farmland in two counties, processing additional crops raised by' almost a thousand terms, to visualize farming as an industry, and to apply assembly line techniques, has created a farm that functions like a factory*. The vast Seabrook holdings--you can ride for 45 miles in one direc tion and still be on their landstarted with a 57-acre tract. Mr. Seabrook formed Seabrook Farms in 1912, and inside of seven years expanded it to 2,000 acres. It has been growing ever since. 18 keeping purposes, the farm day ends ac six p.m. Bv six o'clock the fol lowing morning each manager is supplied with an analysis of his previous day's operations and a comparison with those of the other nine divisions. Working for and with the man agers are headquarters purchasing, planning, research, insect control, and maintenance units. At their service also are chemists, bacteriol ogists, engineers, climatologists, and soil conservation teams. All details of planting, cultivat ing, harvesting, and packing are planned far in advance--sometimes as much as two years. By correlat ing his information with the climate rather than the calendar. Dr. C. Warren Thornthwaite -- Seabrook ciimatologist and key man in all planning -- schedules plantings so that harvesting times will be prop erly spaced. The variables of farm ing are compensated for through the use of modem portable irriga tion systems, fertilizers, and airplane spraying for insect control. New Jersey, of course, does not bask under a friendly sun the year around. Still, careful planning and crop scheduling enable Seabrook to harvest and process produce for more than eight months of the year ) ONE MOMENT, PLEASE ( With this issue, readers are re* ( r ceiving a postal card which. >chert / ) completed and returned, will en- ) \ able us to bring our Ethyl ISews \ \ mailing list up to date. The card \ C takes but a few seconds to fill out. ( J and is already stamped and ad* / ) dressed. ) \ We respectfully ask each reader \ ( to make the proper notation on ( / the card and then see that it is ( ) put into the mails. in that way. ) \ you'll be assured of receiving \ \ future issues of Ethyl IS'ews at the \ ( right time and the right place. ( and to get two crops a year from some growing fields. Crops start rolling from the fields to the food freezing plant in late April or early May, with spinach and kale leading the parade. From then until the last of the broccoli and Brussels sproqts have been cut and processed along about the mid dle of December, vegetables are raised, harvested and frozen in an unending stream. Lima beans, peas and spinach are the three largest crops in volume, but com, snap beans, asparagus, cauliflower, turnip greens, squash, and other vegetables all go through in mountainous quantities. In the spring, as soon as the ground is sufficiently thawed and drained, five-bottom plows pulled by powerful tractors rurn under the cover crop and organic fertilizer that have covered the ground dur ing the winter months. They are followed by harrows, seed planters, cultivators, and all of the other ma chinery required. The pea harvest, which starts about June i, typifies the speed and efficiency with which Seabrook's mature crops are handled. As they approach maturity, the peas are carefully watched. When they reach the "fancy quality" stage, the order to begin harvesting is issued. Out roll the big tractor-driven harvesters, cutting eight-foot swaths through the closelv-growing vines and delivering them to trucks traveling beside. Peas go into the freezing cabinets three hours later, and until they do they are on the move continually. From viner sta tions, where pods are removed from the vines and peas extracted from the pods, they are sped to the proc essing plant. At the plant, the peas are weighed and inspected and then hustled inside to the "assembly lines." Three steps in Seabrook Farms' vast operations: Seeds are planted . . . The processed vegetables are packaged automatically . . . Wrapped packages go into special cabinets for quick-freezing at 37 below zero 19 ETC 24304 the summer months. Company pol icy guarantees year-round employ ment to at least one member of every family. Progressive employee and com munity relations fit right in with progressive farming at Seabrook. Things seemingly unrelated to agri culture have been adapted success fully in many cases. The complete two-wav radio-telephone system Big as it is, the Seabrook organization is still a family affair. Here, that connects all major installations President Charles F. Seabrook talks things over at luncheon with his sons and many of the vehicles is an ex ample. From the broadcasting an Traveling over rollers, chutes, trays, At the same time, they watch for tenna atop the Farms' smokestack, tables, and through water and brine trouble spots and for ways to im messages are quickly dispatched to (under the watchful eyes of trained prove sanitation and eliminate waste. any part of the 19,000 acres. workers), they are cleaned, graded, Finally, in the quality control lab To supply and maintain its hun blanched and sorted. After a final oratory, foods are subjected to dreds of tractors and farm machines, washing, measured amounts are bacteriological and microbiological Seabrook operates a fleet of "service placed in cartons by intricate pack tests, and in test kitchens are checked stations on wheels." Instead of pull aging machines. The machines even for flavor and ease of preparation. ing vitally-needed equipment out of close the cover and wrap each box Staffing the vast Seabrook farm- the fields for fueling, lubricating in a waxed label which provides a factory organization during peak and minor maintenance, the mobile moisture-proof seal to preserve periods are some 3,500 employees, service units go to the equipment. quality. many of whom live in Seabrook Staffed bv trained mechanics and The packages of peas are then Village, a modern plant community supplied with gasoline, oil, greases, subjected to 37-below-zero tem near the Farms' headquarters. Com compressed air and tools, the units perature for two hours (more for plete with its own stores, post office, save both time and money. other vegetables) behind the heavy fire and police departments, schools, Truly, Seabrook is performing doors of freezer cabinets. Frozen and child care and community cen farming miracles. And such miracles hard as a brick by then, they are ters, Seabrook is a model farm town. are needed, for no matter how you removed, packed in shipping cartons Several members of many of the look at it, raising food for Ameri and transferred to the huge four- families that live in the 990 com ca's dinner tables is a big business. story, 50-million-pound-capacity pany-owned houses and apartments At Seabrook Farms, it's a powerful warehouse. There they are stored are on the Seabrook payroll during big business. at 10 degrees below zero until they are loaded for shipment. Manned by trained mechanics, Seabrook's mobile maintenance units con So great is the emphasis on top tribute to the Farms' efficiency by servicing equipment in the field grade produce, that the quality con trol section is managed and oper ated separately from the production department and reports directly to the Farms' top management. Tech nologists from the section examine incoming vegetables at plant receiv ing platforms and at several strate gic points along the processing lines. They follow crops through the lines and check machinery for proper adjustment and functioning. 20 ETC 24305 DINER Long a fixture in the eastern part of the country, the elongated roadside eatery is about to bid for business west of the Mississippi iners --those elongated eating With an eye to the more distant fu D places which remind one of ture, this same manufacturer is displaced railroad cars -- are heedinwgeighing the idea of a plant on the the sage counsel of Horace Greeley Pacific Coast. and moving westward. Western diner operators, ad In some size, shape, or form, the mittedly, will have a stiff battle on diner has been a fixture for almost their hands, cutting into the trade 70 years in many parts east of the built up by drive-in eating spots. But .Mississippi, particularly in the New many think it can be done, given a England and Atlantic seaboard period of years. states. But only a handful of our 6,000 such restaurants are to be Moving Comes High found in the western half of the Virtually the only reason for the country. absence of diners in the western That won't be the case much United States is transportation costs. longer, the diner manufacturing in There are ten major manufacturing dustry predicts. As the first step in firms, all of them located within a the invasion of the diner-barren 50-mile radius of New York City". West, the leading manufacturer of Shipping charges from any one of the roadside eateries recently put these factories to a diner's business into operation a plant in St. Louis. location often run into the thou This marks the first time that diners sands of dollars, and in some cases have been manufactured on a pro amount to more than ten percent of duction basis outside the East. Or the purchase price of the diner itself. west of New Jersey, to be specific. The farther the diner is transported. of course, the higher the charges. They reach the "prohibitive" stage in moving a diner to the West, or even the far Midwest. But with its St. Louis plant now operating, the Jerry O'Mahoney company, biggest in the diner manu facturing industry, sees the wav open for the erection of more and more diners along the streets and highways of the West. If the O'Ma honey venture proves successful, other diner manufacturers undoubt edly will follow suit and operate plants west of the Mississippi. There is no doubt of the demand for diners in the Midwest and West, sav the manufacturers. Rather than being a question of sales, it's one of production capacity. The industry presently turns out about 200 diners a year. O'Mahoney says it could sell three or four times as many as the 30 diners it produces annually at its Elizabeth, N. J., plant. From blueprint to delivery, con struction of the average diner con sumes about 90 days. It is difficult, if 21 ETC 24306 ' .'j'vtW ~ ^-f&'Gxezr TSai*- ti How diners have changed during the past quarter-century is shown by this series of photos. All four diners, operated by the same man, are in the same locale. The original 1927 diner (left) was little more than a shack. In 1932, the eatery he ran with a partner had awnings and a brick foundation. The 1938 fob boasted fancy step railings. "Fritz's" present diner, built in 1946, is a big, shiny chrome steel structure, spotless inside and out nor impossible, to cut down on this period. Presently, there is no such thing as a "standard" diner. Each is tailored to a different set of specifi cations, depending upon the owner's wishes. Besides varying widths, lengths, and heights, diners differ greatly in their inside arrangements. Some provide more counter space than booths; others, the opposite. And so on. But while each unit is built to meet the specific needs of its pur chaser, the basic lines of this tvpe of eating place have remained un changed through the years. Manu facturers have tried to alter the over-all design from time to time, but found they met with buyer re sistance when they did. It seems that people want the roadside diner to go on resembling the railroad dining car, from which it draws its name. It has been possible, however, to change the basic structural details of diners because they do not have to stand the many stresses of travel to which their railroad counterparts are subjected. Although the first of them pre !X dated the appearance of the automo bile, diners are definitely a phe nomenon of the automotive age. Historians chronicle that the first diners appeared in Worcester, Mass., in the 188o's. For the most part, they were eight-stool affairs mounted on wheels so that horses could pull them around from place to place, wherever business presented itself. The earliest diners were considered sinister establishments because they catered only to men and did most of their business after dark. The Wom an's Christian Temperance Union PHOTO CREDITS: Cover Kodachrome from International News Photos. Page 3, A. Devaney, Inc.; page 5, courtesy of Ford Motor Co. and Standard Oil Co. (N.J.); pages 6-9, courtesy of Continental Oil Co., Pan-Am Southern Corp., Socony-Vacuum Oil Co., Standard Oil Co. of California, Standard Oil Co. (Indiana), Standard Oil Co. (Kentucky), Sun Oil Co., The Pure Oil Co., Tide Water Associated Oil Co. and Casper Tribune-Herald, and from International News Photos and Wide World; pages 10-11, Monkmeyer; page 12, courtesy of Flying magazine; pages 13 and 21, art work by Murray-Lynn Studios; pages 16-17, United Press, Wide World and International News Photos; pages 18-20, courtesy of Seabrook Farms; pages 22-23, courtesy of Jerry O'Mahoney Co. through International Counseling; pages 24-26, courtesy of American Institute of Steel Construction, Port of New York Authority, The Preload Co., and Civil Engineering magazine, and from Frederic Lewis. T once operated several horse-drawn units so as to provide workingmen with a place to eat without the temptation of liquor. (It's only coin cidence that diners today, almost .without exception, do not serve al coholic beverages.) Through the years, as more and more Americans took to the road in their automobiles, diners attained the several features that are now their chief stocks in trade -- prompt service, reasonable prices, and an in formal atmosphere. The early repu tation of the diner as a "beanery" and male hangout no longer is true. Indicative of the acceptance of diners is the fact that they annually cater to more than i.8 billion cus tomers, who eat $520 million worth of food. For the most part, diner patrons are average Americans. On the other hand, it is common at one diner in Aberdeen, Md., (which, in cidentally, has 40 employees) to see 22 ETC 24307 'ST" -T an average of three customers daily arrive, ready to eat, in chauffeurdriven limousines. The modem diner -- a gleaming giant of chrome steel and terrazzo tile -- costs anywhere from $36,000 to $ 120,000 at the factory. The most expensive job is 20 feet wide and 80 feet long, but that's just the eating unit. Another section just as large is attached for cooking, baking, and storage purposes. The framework of a diner is of structural steel and hardwood. All pieces of the skeleton are cut, shaped, and fitted to order. Right down to counter coin boxes for playing the juke box, the diner is fully equipped when it rolls off the production line. All the pur chaser need do when it reaches "lo cation" is have the plumbing and electrical connections made. With that, the diner is in business. Moving the diner from the fac tory to business site is a major un dertaking. The job usually is carried Shipment isn't always by truck, meeting this obligation out of profits. however. The Jerry O'Mahoney A big 8o-foot diner, in a good busi company recently constructed a ness location, can gross $10,000 diner destined for Montgomery, weekly, for a net profit of $1,250. Ala. This was built in two separate Location is the all-important sections, each slightly more than ten thing. It is so vital that most diner feet wide, for movement by rail. manufacturers reserve the right to Once in Montgomery, the two sec pass on the business site before con tions were joined together and no' tracting to build any diner for a customer will ever know that the prospective purchaser. Although diner once was split down the mid generally looked upon as a roadside dle. In a couple of instances, diners eating place, the diner is equally at have been shipped in four sections. home in a city or suburban shopping Popular Investment area as along a busy highway. Most diners, in fact, depend upon a steady According to case histories in the local trade as much as they do tran files of diner manufacturers, the fi sient business. To cultivate local cus nancial backing of diners is becom tomers, many diners feature busi ing increasingly popular among nessmen's lunches and late-hour people with money to invest. A look snack service. at the figures involved shows why. Aside from the monetary return On a new diner, the O'Mahoney the owner of a successful diner can company requires 25 percent down. expect, he also enjoys certain other The balance is financed over 36 business advantages. A ten percent months. There are few diner opera tax write-off for diner depreciation tors whose business doesn't permit is allowed each year. And, because they can be jacked up, put on wheels and towed off to another location at any time, diners are taxed as personal property and not as real estate. The attractive profits and tax ad vantages, the fact that there is al ways room anywhere for a well-run eating place, and now the paring down of transportation charges through construction at a plant out side the East, provide, diner manu facturers feel, all the momentum that will be needed to carry the diner across the Mississippi and into the Golden West. out at night and over carefully planned routes, to take into account such factors as traffic density, over head bridge clearances, and width of the highway. There are several trucking firms which specialize in transporting diners, both from the factory and from one business loca tion to another. mm UNKIN HWAY Spanning everything from small culverts to broad rivers, bridges help maintain the smooth flow of motor traffic an's need to span bodies of of America from a foundling nation M water, openings in the earth less than 200 years ago to a great and other natural obstacles thwaot rld pow er today. Both by their could impede his forward move presence or absence, bridges helped ment has led to a vast number and determine the outcome of the Revo assortment of bridges in the U. S. lutionary and Civil Wars. In more All too often taken for granted by peaceful ways, thev have, as in the those who sail under them or who case of New York and Brooklyn, walk or ride over them, bridges have served to tie together communities plaved a very real part in the growth separated by water and thus had a hand in fashioning our great cities. Bridge building is an art as old as recorded civilization itself. The masterful spans of Europe and the more crude bridges of other con tinents have long histories. The orig inal London bridge, for instance, dates back to the 13th Century. So, American civil engineers (who, incidentally, have just marked Left, the South Capitol Street bridge across the Anacostia River at Washington, D. C., is equipped with a swing span . . . Below, in Menasha, Wis., a bascule bridge is used for the Racine Street crossing of the Fox River 3- ETC 24309 ; ***r Above, the Bayonne bridge, owned and operated by the Port of New York Authority, connects Staten Island and New Jersey . . . Right, the Walnut Lane span in Philadelphia, the first U. 5. prestressed concrete bridge rhe centennial vear of their foremost professional society, the American Society of Civil Engineers) are com parative newcomers to the business of putting up a crossing wherever and whenever it seemed necessary to bridge a water or land gap. Once started, however, they soon caught up. No nation in the world begins to match the United States in total number of bridges or the cu mulative engineering know-how ac quired in their erection. One yardstick of that progress is the fact that in one eight-year period alone, back in the 1930's, the record bridge span length was more than doubled. Upon its completion in 1929, the Ambassador bridge, link ing Detroit and Windsor, Ontario, was the world's longest at 1,850 feet. This began to approach what, at the time, was considered the feasible maximum length of any span. Still, by 1937 five bridges with spans longer than the Ambassador had been built in the United States. One of these, the Golden Gate, more than doubled the Detroit bridge's span, and another, the George Wash ington, almost did so. Now, a bridge longer than the Golden Gate is contemplated for the Narrows in New York harbor, and most engineers -agree that sus pension bridge spans as long as 10,000 feet are practicable. A New Tool A tool recently added to the bridge-builder's kit is the prestressed concrete structure. To the untrained eye, such a bridge looks the same as the common concrete bridge. But, because the engineer can compress the structure with steel cables or wires, the prestressed concrete span offers greater carrying capacity. This method permits the erection of more graceful bridges over longer spans, and at the same time helps to conserve valuable steel. As one means of surmounting the war-born shortage of steel and other materials, Europe has built many prestressed bridges during the past ten years. The first such American bridge, the Walnut Lane span in Philadelphia, was not completed until 1950. If not a definite trend in bridge construction, there is consid erable interest in prestressed spans in this country. Scores of these bridges are now under construction. The most notable probably is the Lower Tampa Bay bridge, connect ing St. Petersburg with U. S. high way 541 at a point about a mile north of Palmetto, Fla. This giant will be 15 miles long, including crossings over 11 miles of water. It is due for completion in 1954, and might well determine the future of the prestressed bridge in the United States. Another possibility of the future is the aluminum bridge. There are only three known aluminum bridges Right, the Huey P. long bridge carries highway traffic across the Mississippi River at New Orleans . . . Be low, arching over the Los Alamos (N.M.) Canyon is this new span owned by the U.S. Atomic Energy Commission in the world, and only one of these is in the United States. That, at Massena, N. Y., was completed in the early World War II days. Everyone is familiar with the more famous bridges of the country, such as the Golden Gate, the Tacoma Narrows, and the Delaware Memo rial. What may not be appreciated is that there now is the staggering total of more than 250,000 highway bridges in this country, not count ing trestles and the short highway spans which cross culverts. Of the latter, there are some two million. Be they large or small, each of these bridges serves as a vital link in the nation's chain of highways. Many Outdated Many highway bridges, especially those built since the automobile came of age, are nothing less than engineering masterpieces and mira cles. But all too many, it is admitted, are what have been called "costly monuments to poor planning or evi dence of foolish concessions to the budget." Whatever romance and sentimen tality surrounds the older bridges, they are bottlenecks for today's heavv traffic. The number of bridges of insufficient width or headroom is sizeable. So, too, are there countless bridges which are narrower than the approaching highway. Thus, as his profession embarks upon its second century, the civil engineer will be blueprinting not only the graceful giants that reach across great rivers and wide bays. He'll be designing as well the less spectacular, but just as necessary, smaller bridges to cross highway and railroad intersections and the other obstructions to the smooth and safe flow of motor traffic. The world's longest suspension span is the 4,200-foot stretch between supports in the Golden Gate Bridge : i.w A vertical lift highway bridge completed in 1941 crosses the St. Johns River in Jacksonville, Fla. I ( The Lake Washington bridge at Seattle is constructed on 25 concrete pontoons that float on the water firs Right, three miles south of Wilmington, the Delaware Memorial bridge crosses the Dela ware River to meet the New Jersey Turnpike ETC 24311 1 Melping Zomonow's Scientists Zoday One ol the most serious problems now confronting American industry -- and one that looms as dominant for several years to come -- is the acute shortage of col!ege*trained engineers and chemists. Beyond an increase in the number of graduating students in these two fields, there is also need to encourage capable and deserving students to continue their formal education after graduation. As part of the latter effort, Ethyl Corpora tion substantially expanded its program of graduate study assistance for the school year which began last fall. Compared with 12 grants made the previous year, 21 are in effect during 1952-53. Graduates at colleges from coast to coast are sharing in the program (see map). Initiated 16 years ago, Ethyl's fellowship program is in tended to assist -- by financial support and personal interest -- in the professional training of research workers. In com mon with similar programs of other companies, the direct objective is to encourage university graduates to continue their professional training to an advanced degree, thus qualifying themselves for research positions in industry. As in past years, the Ethyl fellowships for 1952-53 have been awarded in fields related to the petroleum, chemical and automotive industries, all of which Ethyl Corporation serves. Recipients of the current fellowships and their respective fields and schools are: California Institute of Technology -- Craig Marks, me chanical engineering. University of California--Maynard C. Michel, chemistry. University of Delaware -- Robert H. Perry, chemical en gineering. Harvard --Dietmar Seyferth, inorganic chemistry. University of Illinois -- Herbert F. Kraemer, chemistry. State University of Iowa -- John Kozikowski, chemistry. Iowa State--John Anderson, chemical engineering. Louisiana State University -- Albert H. Wehe, Jr., chem ical engineering'. Massachusetts Institute of Technology--E. Philip Cockshutt, mechanical engineering. University of Michigan -- William Mirksy, mechanical en gineering. University of Minnesota -- Eugene R. Nightingale, Jr., chemistry. Ohio State University -- Rollin G. Lindsey, chemical en gineering. University of Oklahoma -- Jasper A. Jackson, Jr., physics. Princeton University -- Edward J. Becker, chemistry. Purdue University -- Martha Havill, chemistry. Rice Institute -- Charles E. Boozer, chemistry. Rutgers University--George T. Fisher, entomology. University of Texas -- Langley R. Hellwig, chemical en gineering. University of Tulsa--Archie D. K. Knight, chemical en gineering. Wayne University -- Thomas H. Coffield, chemistry. University of Wisconsin -- Ernest Freudman, mechanical engineering. ETC 24312 & * ** ,*"10>| iSP? -S.-' *. .--j as*. XN gs.^ o'* / tf*2* RS*8 Printer's ink--an important ingredient of ''Ethyl" gasoline The composition of "Ethyl" gasoline has changed over the years as new refining processes have been developed. But printer's ink has always been a basic ingredient. Starting in 1924, Ethyl advertising and promotion helped establish the premium gasoline market -- a market which has brought millions of dollars of added income annually to the petroleum industry. Today millions of motorists are buying "Ethyl" gaso line. But markets must be continuously developed. Every year millions of people come of driving age. These people are too young to have seen the 1927 or 1928 Ethyl advertising. They, as well as present users, must be sold this year, next year and the year after that. That's why Ethyl advertising is a continuous year-in and year-out effort and has been for 29 years. This year, Ethyl's "old car" campaign is appearing in national magazines reaching 48 million people every month. In addition, during the peak driving season, television and special drive-in movie films demonstrate to millions of car owners why it's smart to use "Ethyl" gasoline. But whatever its form, the important thing is that Ethyl advertising is working for you. National advertising is one of the important reasons why Ethyl is first in antiknock service. ETC 24313 Srs/yi/t/sus \ Thom Yates, Editor Richard F. Cook, Associate Editor Hoi Wohanke, Art Director March>April 1953 OIL ON DISPLAY The big IPE has had its share of ups and downs. 3 MADE IN HOUSTON 6 Ethyl's new plant enjoyed a productive first year. TEES, GREENS AND MR. JONES Meet the nation's top designer of golf courses. 8 THE CONSUMER LOOKS AT LEAD . . . and sees adequate supplies for future needs. 11 AN INDUSTRIAL TALE OF TWO CITIES 14 Namely, the cities of Los Angeles and Philadelphia. "SEND US A POSTCARD" Those words are not music to the author's ears. 16 2A5-T A new Ethyl product to combat "woody weeds." 18 LET THERE BE LIGHT Good street lighting promotes safety, cufs crime. 19 FARMING ON THE AIRPORT Soil conservationists "tied down" this big field. 21 EARNING THEIR P.H.D.s 24 The P. H. D. meaning Petroleum Handling Degree. Opinions expressed in signed articles are rile authors'. Ethyl Newt welcomes articles of timely interest submitted from outside sources. Upon request, the editors are glad to grant permission to reprint material appearing in Ethyl Newt. Published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y., manufacturer of "Ethyl" antiknock compounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. Edward l. Shaa, Pmldent Stanley T. Crestland, Vice President and Treasurer Herbert A. Savage, Secretary In the ASMS M^uA-of the talk among oil industry people these days has to do with the forthcoming International Petroleum Exposition -in Tulsa. If you are planning to attend -- or even if you aren't -- we think you might enjoy reading the article that begins on the next page. In this connection, our back cover message also is timely. It gives a "sneak," albeit partial, preview of the Ethyl exhibit that will occupy booths 127 and 128 in the IPE's Kansas Building. Buck at his post as Central Region manager for Ethyl Corporation, after having been on loan to the Office of Price Stabilization in Washington, is S. T. (Jack) Pruitt. Mr. Pruitt had served for three months as director of the rubber, chemicals, drugs and fuels division of the OPS. During his leave of absence, Stuart Forbes, assistant manager of the Central Region, served as acting manager. Anyone looking for a spot in the United States where he can experience drastic changes in terrain, atmospheric conditions, and scenery -- all within a few hours' drive of each other -- need look no further. San Bernardino, California, is just the place. The wide range of driving conditions found there, in fact, is the reason Ethyl Corporation established its road research laboratory at "San Berdu" some 15 years ago. Our cover will give an idea of what we mean. The trucks, used in diesel fuel evaluation work, are climbing a road up one of the mountain ranges in the area. In an entirely different set ting, but still not too many miles from where the trucks were photographed, is the test auto mobile in the lower photo. The engineers have set up equipment that permits on-the-spot an alyses of exhaust gas samples. On test routes where wide variations in temperature and alti tude are encountered, engineers often find it well to check air-fuel ratios in this manner. ETC 24315 The famed International Petroleum Exposition at Tulsa really puts... OIL ON DISPLAY ack in 1923, when it staged the Mr. Skelly heads a non-profit or B first International Petroleum ganization whose directors form a Exposition, Tulsa was growing fastv.eritable "Who's Who" of the pe And men were growing with it. troleum industry, starting alphabet William G. Skelly was one of those ically with K. S. Adams, board who grew with the city -- and who chairman of Phillips Petroleum, and helped the city grow. Often re extending to Clarence H. Wright, ferred to today as "Mr. Tulsa," he board chairman of Sunray Oil. has been one of the principal archi For one whose guidance has tects in transforming the city into meant so much to the success and a gleaming oasis of the Oklahoma growth of the Exposition, you flatlands. might imagine that it's the familiar Of "Bill" Skelly's many public story of a man begetting an idea services to Tulsa, one stands out and then nursing that idea to reality. above the others. That is his quar Not so in Mr. Skelly's case. ter-century leadership of the Inter It was Earl Sneed, president of the national Petroleum Exposition, the present Sneed Oil Company, who biggest show of its kind anywhere. first publicly envisioned what is now He became president of the IPE in the IPE. On an after-dinner stroll 1926 and has filled the position with with his wife one evening in 1922 out interruption ever since. As such. he spotted a window display con- sisting of several articles of oil in dustry equipment. Immediately Mr. Sneed's mind clicked. Why just a window display? Why not a mam moth exposition, one worthy of "the oil capital of the world"? Weeks and months of whipping up enthusiasm for the project fol lowed. Finally, under auspices of the Tulsa Chamber of Commerce, a working committee was assembled to arrange a 1923 Exposition. Although the first oil show boast ed displays by maybe twoscore oil equipment manufacturers and was attended by a few thousand people, it was basically a street bazaar. It opened October 8. As any na tive knows, it isn't supposed to rain at that time of the year in Okla homa. But it did in 1923. Except for one fact, the deluge might have washed out the International Petro leum Exposition for all time. Some committee members had lived long enough to know that you don't always trust the weatherman. Not even in Tulsa. They bought $10,000 worth of rain insurance -- just in case. That thoughtful act as sured the financial success of the first oil show. Follow-up Expositions were held 3 ETC 24316 Governor Johnston Murray, of Oklahoma, shows Mr. Skelly (second from right) one of the invitations to at tend the IPE he extended to Latin American officials. Others looking on are E. B. Reeser, IPE director; C. N. Pape, IPE treasurer; O. B. Irizarry, editor of fttrslet Interamericano; and Alf G. Heggem, a founder td WE in 1924 and 1925, by which time the number of exhibitors had risen to 102 and attendance to better than 38,500 persons. Still, when Mr. Skelly was elected president of the IPE, it appeared that he might have inherited a non entity. The early shows had accom plished their main purpose of at tracting exhibitors, oil industry visi tors, and the interested public. But they also attracted a galaxy of shoot ing galleries, games of chance, and concession booths. So deep was the dissatisfaction with this arrangement that, following the 1925 show, it was decided to abandon the IPE. Fortunately wiser heads pre vailed. Public-spirited oil and civic leaders considered the Exposition too important and too meaningful to discard. With a new team at the helm -- Mr. Skelly as president and J. Burr Gibbons, Tulsa advertising man, as general manager -- the IPE went back into business again. This time for keeps. One of the major moves of Mr. Skelly's early administration was to acquire 25 acres adjoining the State Fair grounds in the southeastern corner of the cirv. Link time lost in starting the big job of pre paring the land and erretmg pet' manent exhibition halb and doptre buildings (of which thtrt an rerei more than 35). Next came the delicate taA ^ selecting the date for the tr*woi Exposition. Everything punreJ Major exhibits--including the new est one, on petrochemistry--will be displayed in the Hall of Science ETC 24317 I the period from September 24 to October 1. Weather records showed that to be the driest time of the year in Tulsa. But again, as with the first IPE in 1923, the elements were in no mood to cooperate. Rain, in the form of payment on the rain insur ance, had saved the initial Exposi tion. But now, in 1927, it threatened to undo all that Mr. Shelly and his army of co-planners had done in restoring the IPE. It rained -- oh, how it rained -- for days just before the show was to open and during many of the days it was in progress. "It rained so hard," Mr. Skelly recalls, "there was great danger that the trucks hauling heavy equipment into place would get bogged down in the mud. For two days and two nights, around the clock, we brought in carload after carload of gravel and crushed rock to form roadbeds. There must be places at the Exposi tion grounds today where the crushed rock is five feet deep." Despite the day-after-day down pour, the first Skellv-directed Inter national Petroleum Exposition was a remarkable success. Nearly 200 IPE TO FEATURE PETROCHEMISTRY EXHIBIT "Bigger and belter than ever" is the only adequate description of the 30th anniversary International Petroleum Exposition to be held in Tulsa starting May 14. The show, scheduled for 10 days instead of the usual eight, is expected to attract more than 350,000 visitors from 50 nations. The exhibits they will see are valued at in excess of $100 million. Progress in the petroleum industry has been extremely rapid since the last Exposition in 1948. Reflecting those strides, the 1953 show will feature a dramatic petrochemistry exhibit -- the first time this "new science" of the oil industry has been singled out for IPE recognition. A special committee, headed by Dr. Miller Conn, of Phillips Petroleum, has created what is believed to be the first complete display of the vast gains of the rapidly-growing petrochemical industry. Others on the group are John A. Britton, Jr., of Enjay Company; Leroy Donald, of Lion Oil Company; Robert A. Douglass, Ethyl Corporation regional manager in Tulsa; and Dr. Isaac Drogin, of United Carbon Company. companies showed displays valued at 35 million and attendance was in excess of 67,000. No doubt about it now. The In ternational Petroleum Exposition was here to stay7. With each suc ceeding show, the, Exposition has grown in importance and stature. Many changes obviously have taken place over the years. For one, William B. Way, backed by long experience in handling the affairs of the Natural Gas Association of America, was named general mana ger in 1928 and has continued in that post ever since. William G. Skelly would be the last person to claim undue credit for putting the International Petro leum Exposition on a firm footing after its wobbly start. The real credit, he feels, belongs to the ex hibiting oil companies and equip ment manufacturers and to oil in dustry personnel who attend and support the IPE. Obviously such a vast project is far from a one-man undertaking. Behind Mr. Skelly stand the IPE board of directors, the petroleum industry, and Tulsa's civic-minded citizenry. That all have done their job well will be plainly evident to those who attend the 1953 International Petro leum Exposition. light areas on this sketch (foreground, upper right) represent land added to the site for this year's IPE | I 1 ETC 24318 c 0 tl n. in C( on ga "E ant run Eth froi plan est c In line i tion < lunm ities o dally In e \ ductive capacity is the assurance it provides that oil refiners will be able to supply gasoline of adequate antiknock quality in war or in peace. Part of the assurance of an unin terrupted supply of "Ethyl" anti knock compounds stems from the fact that, like Ethyl's manufactur ing center at Baton Rouge, the In its first year of operation, Ethyl's new manufacturing Houston installation is completely plant has achieved its production goal integrated for the manufacture of tetraethyl lead. From a relatively he first birthday of a manu calls for gasoline have been pro T facturing plant is a lot like gressively greater, both quantity that of a small child. It's a sure sigannd quality-wise. In 1951, the year few basic raw materials, most of which are obtainable nearby, the plant is able to produce practically the youngster is well established in before the new Ethyl plant went all of the intermediate chemicals 5 the world and an indication that "on stream," automotive vehicles, needed to complete the highly com t many years of productive life lie aircraft, farm tractors, and other plex manufacturing processes. ahead. gasoline-powered equipment used Ethyl Corporation's manufactur a total of 44.7 billion gallons. Last Room to Expand ing center at Houston, which is year, when that figure jumped to Plant facilities enable Ethyl to now completing its first full year 47.5 billion, the "Ethyl" antiknock supply present needs and those of of operation, is a good example. compounds produced at Houston the foreseeable future, but ample Since it went into production in helped meet the demand for mod space is available for further ex April 1952, the plant has become em gasoline. The plant's import pansion as may be required. In an important source of antiknock ance this year, when gasoline de stallations occupy only about 80 compounds for many of the nation's mand is expected to set a new acres of the 400-acre property. oil refiners, particularly those in high, promises to be even greater. The Houston plant incorporates the Southwest. Within its first 12 months, it has achieved its goal of "Ethyl" Fluid's Role many technological improvements, process changes, and new engineer increasing the company's antiknock As they are called upon to sup ing designs which Ethyl's long ex compound production capacity by ply more and more gasoline, re perience in the manufacture of anti one-third. One out of every four finers also must meet demands for knock compounds makes possible. gallons of gasoline containing fuels of higher antiknock quality. In spite of this, construction work "Ethyl" fluid now is improved by Since 1946, the average compres will never cease completely. As at antiknock compound manufac sion ratio of new cars has increased the plants of other forward-looking tured in Houston. The bulk of from a little over 6.5 to 1 to almost manufacturers, workmen are con Ethyl's production, of course, is 7.5 to 1. Translated into terms of stantly on the job adding facilities from the company's manufacturing gasoline quality, this has meant in to increase the plant's productive plant at Baton Rouge, La., the larg creases in the octane rating of gaso capacity and efficiency. est of its kind in the world. line -- increases made possible in a With a year of successful opera Plant's Significance large measure by sufficient supplies tions behind it, the Houston plant of "Ethyl" fluid. has established itself beside Ethyl's In an era of unprecedented gaso Completion of the new Ethyl plant at Baton Rouge as a major line consumption, and in anticipa plant a year ago was an important producer of "Ethyl" antiknock tion of even greater demands in the milestone in the use of "Ethyl" anti compounds. In the face of progres future, the added production facil knock compounds in gasoline -- a sively greater demands, this means ities of the Houston plant are espe use that has grown progressively that the oil industry is assured of cially significant. larger over the last 30 years. But another source of supply of this In each succeeding postw ar year. equally important as the new pro essential ingredient of gasoline. 7 ETC 24320 L. I TEES, GREENS AND MR. JONES Golf courses are made -- not born. Here's how America's top fairway architect designs and builds them his was no verbal 19th hole Tpost-mortem of a routine round of golf. The fourth hole on the lower course at Baltusrol Golf Club, near Springfield, N. J., was up for ser ious discussion. The club president and the pro were telling Robert Trent Jones that by adding yard age, enlarging the water hazard, and restyling the green, he had made the hole too difficult. "I'm afraid I can't agree with you," was Jones' calm reply. "If you hit your shot right, the green will take care of you." When his foursome reached the hole, Jones more than proved his point. He selected an iron from his bag, addressed the ball, and swung. The ball arched through the air, struck the green, bounced once, and plopped into the cup for a brilliant hole-in-one. Exceptional golfing ability (he shoots in the low 70s), a good schooling, years of experience, and an effervescent enthusiasm for his work have made Robert Trent Jones an outstanding member of a distinctive profession -- golf course architecture. In spite of their almost religious fervor for the game, many of the country's five million golfers don't realize that there is such a profes sion, or that golf courses are de signed and just don't happen. They pit their skill and patience against long fairways, treacherous traps, and tricky water holes, and rarely stop to think of their origin. The 555-yard, per 5, second hole of the Peachtree course in Atlanta. For the professional (A), shooting "VT""-' for a sub-par score, the hazards are formidable. But average golfers (B and C) are not unduly penalized ETC 24321 Some courses are little better than reclaimed cow pastures. But a large number of the better ones are the product of a thorough knowl edge of golf plus a skillful blending of landscape architecture, engineer ing, agronomy, and several other sciences. The swing is to more courses of this type. There is, as a matter of fact, an American Society of Golf Course Architects (of which Mr. Jones is a past president), made up of those experts who design and redesign courses. These men are concentrat ing on combining tee, hazard, fair way, and green in a way that is commensurate with the ability and the equipment of today's golfer. One of their goals is to put the weekend golfer and the skilled pro fessional on a more equal footing in the links game. though he approaches courses from a different angle, it has been said that he is applying as magical a touch to golf today as golfer Bobby Jones did two decades ago. Currently planning courses in the Bahamas, Jamaica, Florida, Virginia, and New York, among other places, the ubiquitous Mr. Jones also has on his desk requests for his services in such far-off places as Germany, Greece, and Japan. In more than 25 years in the busi ness, Cornell - educated Robert Trent Jones has left his mark on some 200 courses and, through them, thousands of golfers. But he speaks in tones of deep affection by playing from the forward part of the tee and employing the right strategy. The Peachtree greens, too, reflect architect Jones' magical touch. While they are not heavily trapped, they are very large and contoured. Building the putting surfaces in two, three or more sections, each at a slightly different level, adds ver satility, Jones feels. By placing the flag in various positions, course officials can change the character of each hole in as many as 40 differ ent ways. Placing traps and other hazards where they are likely to penalize long-ball-hitting professionals is a More Strategy Resolutions passed at the So ciety's 1953 meeting give an indi cation of how golf architects hope to accomplish their aims. They call for golf courses that put more em phasis on strategy and accuracy and less on power. Affable Robert Trent Jones is a prime exponent of this school of golf course design and has an un usual talent for applying it. Al At a drawing beard in his office, architect Jones ponders a new course when he talks of his favorite --the beautiful but little - publicized Peachtree course in Atlanta. Architect Jones points admiring ly to Peachtree as the ultimate in golf course design for several rea sons. The hazards are placed to make it an exacting test for the pro fessional who must play the holes from the back of the long (up to 80 yards) tees. Yet Mr. Average Golfer can get a respectable score favorite Jones measure. He learned his golf in the days before parbusting was commonplace, and dis agrees that phenomenal scores mark today's professionals as the golfing superiors of champions of the Bobby Jones-Walter Hagen era. Improved equipment -- notably the steel-shafted club and high-compression ball -- is responsible, in Jones' estimation. He aims to re store the sanctity of par by moving 9 ETC 24322 J obstacles out to the 240 to 270-yard range where most professional drives now land. When he did just this at Oakland Hills, in Birmingham, Mich., for the National Open in 1951, many pros raised such a howl that it looked as though Jones might have to seek shelter in the deepest sand trap. He stood his ground, however, and pointed out that the improved course had produced better golf. Many experts supported him. They agreed with Jones that the final round 67 with which Ben Hogan won the tournament was one of the finest games of golf ever played anywhere. From site selection through de signing, construction, completion, and often maintenance and altera tions, Jones carefully guides the destiny of many courses. His abil ity to envision 18 interesting golf holes where there is nothing but hills, trees, swamps, and rocks is one of the principal reasons for his success. Generally, his philosophy is that you can't improve on nature. He makes as few major topographical changes as possible, preferring to adapt the holes to the natural lay of the land. But he doesn't toss holes helter-skelter over the land scape either. After the site is selected, his plans proceed systematically through a series of detailed topographical maps, aerial photographs, and draw ings of all the elements that will be included in each hole. Each green -- one of the most important parts of any course --is built in minia ture from modeling clay. This en ables Jones, his staff, and his clients to study with care the approaches, contours, and traps. Once plans are approved by the client, Jones goes into the field and painstakingly directs construction gangs and earth-moving equipment. Tees, fairways, traps and greens are shaped and molded under his careful supervision. When grading is completed, Jones tests the soil, selects the proper grass, and supervises fertil izing, cultivating, and planting. Anywhere from a year to a year and a half after the site w'as selected, he proudly presents the finished course, ready for the first anxious foursome to tee off. New' golf course construction, a casualty of the Depression of the 1930s and of World War II, has picked up appreciably in the last few years. Now, with an avid golf enthusiast in the White House, the game is expected to become even more popular and create a demand for more new' courses and improve ments in existing ones. President Eisenhower's enth usiasm for golf promises to add even more devotees to the already-popular sport These sketches of the first hole at the Detroit Golf Club reflect Jones' ideas in relocating sand traps w. wiSV$.g||g'w'-'-*9if- ETC 24323 The Consumer Looks at Lead 8/ Joseph A. Costello (Mr. Costello, vice president of Ethyl Corporation, of all motor and aviation gasolines. Because of this fact delivered before the 2jth annual meeting of the Lead tetraethyl lead has grown to become the second largest Industries Association at White Sulphur Springs, West consumer of metallic lead in the country. Virginia, on April to an address entitled "The Con There was a reason for this -- a sound reason, to be sumer Looks at Lead." The following condensation of sure. Tetraethyl lead has demonstrated its economic that talk is presented as a matter of reader interest.) usefulness in a widening orbit to the oil industry and in turn to the motoring public. Today, simply by taking the knock out of gasoline, tetraethyl lead sets in motion a chain reaction of progress in which our n examination of the broad trends in lead con modem automotive economy operates efficiently, the A sumption over the past 25 years shows a steady consumption of petroleum and other natural resources increase in total lead demand. Without taking intois conserved, and substantial economic benefits accrue account metal for the stockpile, domestic lead con to the motoring public. sumption has increased from an average just under A recent study of the economic value of tetraethyl 800,000 tons in the 1920s to over 1.1 million tons in lead showed that its use in 1950 reduced effective gaso the 1950s. line consumption by at least 10 percent --or an esti While this increase is substantial, its greatest signifi mated four billion gallons. That represented a cash cance lies not in the statistics themselves, but in the saving to the American public of over one billion play of economic forces that accounts for them. Lead dollars on its annual gasoline bill. Stated another way, for batteries, lead for gasoline, lead for protection the use of perhaps 105,000 tons of metallic lead was against the elements, lead as a construction material-- sufficient to save some 12 million tons of gasoline. these are only a few of the many applications that have Tetraethyl lead plays an important role in our eco been found for lead which have demonstrated proven nomic life. And by its widespread use a vast amount of economic usefulness. our natural energy resources is conserved. This saving The Meaning of Tetraethyl Lead far outweighs the resource value of the lead that is consumed in its manufacture. I do not feel qualified to discuss in detail the useful The economic value of other lead products can be ness of other lead-consuming products, but I can tell similarly demonstrated. Indeed, the entire trend of you a little about what tetraethyl lead has come to lead consumption in recent decades has been dictated mean to the national economy. primarily by the economic usefulness of the products In the 30 years since it was commercially introduced, made from it. In 1929, the five leading uses of lead tetraethyl lead has come to be used in over 95 percent were for cable coverings, batteries, white lead, build- 11 ETC 24324 Bfl lead from mines like this is used in the production of modern gasoline, batteries, and many other items ing material, and ammunition. By 1950 three other uses -- tetraethyl lead, solder, and oxides for uses other than batteries -- moved into the first five. The comparisons illustrate some of the technological developments that have affected lead demand. They demonstrate how lead has become more valuable for some products, less valuable for others. While lead has scored impressive gains in some consumption cate gories, it has lost ground in other directions due to the increased competition of other materials. Because it represents the only comprehensive effort made to look into the future of our commodity and energy resources, the President's Materials Policy Com mission Report, sometimes called the Paley Report, has now supplanted the well-known crystal ball for prognosticating what is to come. Understanding the Paley Report Without question, the aims and purposes of the Paley study are most laudable. A factual knowledge of the United States' raw materials position, and of production and consumption trends for the next quar ter century, should prove to be of inestimable value in planning national policy. In this connection, a great number of its recommendations for legislation to give industry relief from taxes and other oppressive govern ment regulations, as well as aid in exploration and development work, show that the Commission had a real grasp of the problems ahead. It is unfortunate, however, that some of the materials projections in the Paley Report have been mistaken for flat predictions in some quarters. Indeed, the Com mission itself carefully pointed out: "These projec tions do not predict how much of each material will actually be available and consumed. Instead they are an estimate of what might be demanded if relative prices of various materials remain the same as in early 1950, which they are most unlikely to do. Moreover, these projections assume no unforeseeable new uses, substi tutions, or technological improvements. They are in tended only as a starting point in the analysis of prospective supply-demand relationships and give only a rough measure of magnitude." It is these very considerations, cited in the Paley Report, which make it so difficult to attempt a longrange forecasting of lead demand with any degree of accuracy. A simple mechanical extrapolation of exist ing uses does not give the answer. Social changes, technological improvements, and competition between materials will dictate the future for any commodity. Illustrative of this is the projection involving storage batteries. For this major use, the Paley Commission projects an increase in lead consumption from 416,000 tons in 1950 to 707,000 tons in 1975. And in making that projection, the Commission, in line with its stated objective, assumed the same average battery life in 1975 as in 1950. While the average battery's life right now is only two years, many battery manufacturers feel that they can produce a battery which can be guaranteed for three years' service. In another direction, the battery companies have achieved a marked reduction in aver age lead content per battery from years ago, and they are confident a further substantial decrease will be seen in the years ahead. Accordingly, if we assume an average battery life of two and a half years by 1975, instead of the present two years, and if we assume a reduction in average lead content per battery from 23 pounds to 20 pounds, which also seems conservative, it is possible to show a 1975 demand for lead in the battery field that is some 200,000 tons less than listed by the Paley Report. Long-Range Forecasts Impossible Effects on lead consumption might be explored from a technological standpoint on numerous other lead products. Add to this the important influence of raw material price on end-product use, and it is apparent why a 25-year forecast for lead demand cannot accu rately be made. All that can be done is to indicate the general trend. We are therefore not greatly concerned with the fact that the Paley Commission Report forecasts a demand of 1.95 million tons in 1975. The actual de mand will be influenced by a number of factors, par ticularly of a technological nature, which are not now apparent. Moreover, the price which consumers will be required to pay for lead in the future will have a substantial bearing on the volume of demand. Pro duction capacity also will be influenced to a much greater extent than is contemplated in the Paley Re port by the price of the commodity. There is little doubt in our minds but what the normal economic forces will work in the direction of bringing the de mand and supply into balance. Future Lead Supplies Adequate As a substantial consumer of metallic lead, Ethyl Corporation has a serious interest in the long-term out look for supplies. We have tried to compile such in formation as is available in order to assure ourselves that there is a sufficient potential productive capacity to meet any reasonable increase in the demand for lead. We believe that the potential not only exists, but we are confident that adequate supplies will be forthcoming in the future to meet all essential needs. We have expanded our manufacturing capacity and are gearing our present operations and future plans with the full confidence that this prediction will be a correct one. Regardless of what we may think of the long-range outlook for lead, we still have the problems that are with us today and are likely to continue in the near future. The recent history of lead has been one of recurring short supply and high prices, followed by long supply and concurrent low prices. We have never liked this situation, but we have come to believe that it is the "nature of the beast." We consumers would rather have low-priced lead than excessively highpriced lead, but what would be best for both con sumers and producers would be for the supply of lead to remain in balance and the price to be reasonably constant at a level where both the consumers and producers can make a profit. If we agree that the general trend in lead demand is upward, then it must be admitted that this country will continue to follow the experience of the past several years and remain a net importer of lead. Con sumers must face this fact and make their plans ac cordingly. While all U. S. consumers have a full appreciation of the desirability of keeping the Ameri can mining industry strong, they must also accept the responsibility for encouraging and supporting the foreign production of lead, upon which they must now in part depend. It therefore follows that any govern ment action that will have the effect of discouraging imports and reducing the expansion of foreign mining properties is undesirable from a consumer standpoint. The great need in the lead industry is for a reason able balance to prevail between supply and demand. This balance, which is so necessary for the continued health and well-being of the industry, can be attained -- but only if the industry is permitted to work out its own economic problems and is not hampered either by restriction on the uses to which the product is put or excessive taxation on either domestic or foreign pro duction. lead bars at one of the Ethyl manufacturing plants. Pig lead is the prime raw material of tetraethyl lead i To most people Southern California means Los Largest of the Los Angeles area producers is General Angeles. And Los Angeles means movie stars, air Motors, which assembles four of its five different makes craft factories, oil production and refining, citruosf cars at two plants. Buicks, Oldsmobiles, and Pontiacs groves, and sunshine. Not always in that order. are made at South Gate and Chevrolets are turned out But that's only the beginning. The industrial face of in Van Nuys. All four Chrysler Corporation products America is changing more rapidly than is realized, --Chrysler, DeSoto, Dodge and Plymouth--are assem and Los Angeles is very definitely in on the face-lifting. bled in Los Angeles. Ford assembles at a plant in Long Automobile production is an example. Beach and Mercurys roll off an assembly line in sub Los Angeles, which overtook Detroit in the 1950 urban Maywood. census as the fourth largest city, now is the No. 2 Among the independents, Willys-Overland, which center of automotive production. It is several leagues pioneered West Coast automobile production 25 years behind the Motor City in over-all automobile and ago, operates a Los Angeles plant that is shooting for truck output, but it has surpassed Detroit proper in at an output of 18,000 passenger cars this year. Nash, at least one phase. El Segundo, expects to produce only a few thousand More different makes of automobiles are assembled less. The Studebaker plant at Vernon currently is in the West Coast city than any other place in the assembling about 30,000 units. United States. The Los Angeles area produces 13 makes of cars to Detroit's 10. Only Cadillac, Henry J, Ready Market for Vehicles Hudson, Kaiser, Lincoln, and Packard are not as There are many reasons for the growth of the auto sembled in California. mobile industry in Los Angeles County--favorable Automotive plants in Los Angeles--or more specif weather, availability of labor, etc. One of the most ically, Los Angeles County--have a capacity of 2,000 important single reasons is the ready market for auto units a day. Actual production, of course, is less than mobiles and trucks that exists in the region. Against that; probably about 1,500 cars daily. The estimate the national average of one automobile for every 3.48 is that California built some one million vehicles last people, Southern California's ratio last year was a car year. About 650,000 of these were assembled in Los for every 2.43 persons. In mid-1951, the latest figures Angeles County. The rest were produced in the San available, almost 1.6 million automobiles and nearly Francisco Bay region, another fast-growing center of 174,000 trucks were registered in Los Angeles County. automobile production. This was far in excess of automotive registrations in anv of the other 114 leading counties of the United States reported by the Automobile Manufacturers Association. So, to Los Angeles' long list of other descriptions, add the accolade "Detroit of the West." 1 14 ETC 24327 or some time now Philadelphia has been feel However, units are being added to step up the output Fing the hot breath of Los Angeles on its municipal of asphalt, lubricating oils, and other similar products. neck in the race for honors as America's fourth rankingSun also is increasing its chemicals-from-oil production. city in population, manufacturing, and several other The Sinclair Oil refinery, also at Marcus Hook, has categories. Turning the tables, the City of Brotherly boosted crude capacity to over 100,000 barrels a day Love is hard-pressing the City of the Angels for the and has erected a plant for the recovery of elemental No. 2 position among the nation's oil refining centers sulphur. Now Sinclair announces that it will build a behind the Port Arthur, Texas, area. large-capacity catalytic reforming unit. Based on the On the basis of a quarter-of-a-billion dollar building company's own process, this unit will produce gaso program by the six oil companies that have refineries lines of better quality and will make toluene and in the area, Philadelphia expects to reach that goal this xylenes as by-products. Improved docking facilities also year. have been part of the Sinclair expansion. Recently two Capacity-wise, the building program at the Gulf Oil tankers bearing a total of almost half-a-million barrels refinery is the most extensive in the Philadelphia area. of crude were unloaded simultaneously at the rate of Spending an announced "well in excess of S25 million," 20,000 barrels an hour. the Gulf plant is raising its output by nearly 75 percent, On the New Jersey side of the Delaware are the chiefly through the erection of an atmospheric and Socony-Vacuum and The Texas Company refineries, vacuum topping unit, a fluid catalytic cracking plant, both of which are being expanded. a catalytic reforming unit, a cat poly unit, and a steam The Socony-Vacuum plant at Paulsboro, it is ac and generating plant. The expanded refinery will be knowledged, manufactures one of the most complete the biggest on the East Coast. lines of petroleum products of any refinery in the Special Units Being Added world. It is now enlarging its facilities for the manu facture of gasolines and lubricating oils. Atlantic Refining's S6o-million expansion will raise Texaco's 60,000-barrel Eagle Point refinerv was the crude capacity of its Philadelphia refinery by completed in 1949 and has been undergoing almost almost one-fourth. Crude distillation and "cat cracking" continuous expansion ever since. The company plans units are being added and so is a sulfuric acid alkylation to start construction of a catalytic reforming unit at plant. Atlantic also is building the only by-product Eagle Point this year, to step up both the quantity and ammonia plant in the area, and is putting in units to quality of automobile and aviation gasolines. increase production of petroleum chemicals. Some $20 million is being spent by Sun Oil at its Marcus Hook refinery, down the river from Phila delphia. Capacity of the 145,000-barrel-a-day plant, presently the region's largest, is not being increased. 15 ETC 24328 1ire you, I'm all in favor of vaca- j tions. Except for one thing, which shall be related a few words hence, I'd like to see us reach the point where 52-week vacations are the accepted thing each year. It's not the routine petty annoy ances about vacations that distress me. We can always tie Junior to the back seat of the car and stretch cellophane tape over his mouth if he gets too boisterous and loud as we ride along to the family vacation spot. And I can take it in stride if one of the suitcases pops open and By Ralph Green street on the start of our vacation jaunt. What happens when you stick a pin in a balloon happens to me when the "postcard chorus" hits high C. Gone are my pep, my verve, my enthusiasm for the two-weekswith. The family and I are going to be away only a fortnight, but you'd think we were moving to Guadala jara. We'll be home before the vaca tion postcards are delivered, no doubt, but they still want them. Or do they? And Hank Jones. That loafer w'on't even be home to see my postcard. He and his wife and kids will be living on my new screened-in patio all the while we're gone. The people who make postcards will hate me for this, but I think the whole thing is a vicious habit. Answer truthfully. When you get a vacation card, do you really look at the picture and read the message? Well, do you? If you're like me, you give the postcard a quick flip, take a two-second look at the signature, and then grunt something about "Here's a card from good old Fred and Lucy." That's the end of it. Wasting a Day spills its contents all over the lobby just as we're trying to make a sophisticated entrance into a swanky resort hotel. No, things like screaming chil dren and spilled luggage never upset me. But what does are my neigh bors' soprano shrieks and baritone booms of "Be sure to send us a postcard" as we glide down the Bet if I pinned any of my neigh bors down, none of them could say he honestly was looking forward to receiving a card from us. Take Pete Thompson. He couldn't tell you whether we're headed for the mountains or the seashore. All my vacation means to him is that he can have unrestricted use of my lawn mower for two whole weeks. A man can spend a whole day or more sending postcards back home. This, of course, does not include the sweltering three or four hours spent in the five-and-ten or a cutrate drug store picking out just the right card for just the right person. A view of the art museum for Aunt Sarah, a picture of Cherokees doing a tribal dance for 6-year-old "Hopalong" Smith, Market Street at night for Bill Floyd, who is quite a nightlifer himself, etc., ad infinitum. Even if you survive the ordeal of selecting the proper cards for every body on your list, the terrible task of writing original messages still confronts you. I'm pretty handy with words at a baseball game or in chatting with that sweet young thing of a secretary back at the office. But what in creation do you say in that blank space headed "This Side for Message"? There's always "Having a won- 16 ETC 24329 "A museum card for Aunt Sarah" derful time. Wish you were here." But I have the fear that might be a bit overworked. A couple of years ago, though, I thought I hit upon an idea that was rather clever. I got a picture card of the hotel in which we were staying to send to Ed Mahoney back home. I drew an ink circle around one of the hotel win dows on the front of the card. Then, on the back, I informed Ed that "this is our room." He wasn't as amazed as I thought he would be. Claims he mailed a "this is my room" card when he was in New York with his high school senior class 23 years ago. I had special postcards picked out last year for Pete Thompson and Hank Jones. But I lost my nerve and never sent them. We were sightseeing in Washington and I bought two views of Arlington Cemetery. Thought I'd send them to Pete and Hank with the usual "Wish you were here." But then I was afraid they would misunder stand. In which case, I might not get (1) my lawn mower back, or (2) Hank and his trespassing fam ily off my beloved patio. It's Expensive This postcard-sending gets to be mighty expensive. The vacation cabin I'm renting this year will squeeze 584 out of my wallet each week. So that day I'll have to spend addressing cards will cost me $12. On top of that, there's postage and the cost of the cards themselves. Used to be Uncle Sam's couriers got this type of mail through for a penny apiece and you bought five cards for a nickel. Now postage is up to two cents, and you're --well, nothing but a cheapskate if you mail back any thing less than those shiny color postcards. These can set a fellow back as much as 10 cents per. But enough of my griping. How about you? Taking a vacation this year? Wherever you go, have fun. And don't forget to send us a postcard. (Ed. Note--If many people share the author's views about postcards, purchases aren't reflecting it. Each year the dozen or so firms in the business print about 160 million cards. Presumably all get sold -- either for mailing or for stashing away as vacation memen toes. Miami, New York, Atlantic City, San Francisco, and similar favorite vacation spots are the big mailing points. During the winter season, for instance, more than 80,000 postcards are mailed from Miami and Miami Beach daily. What cards do people buy? The big seller in New York is the Statue of Liberty, trailed by the Empire State Building and Rockefeller Center. San Francisco retails more views of the Golden Gate Bridge than any other. The Capitol, Wash ington Monument, and Lincoln Memorial are the favorites in the nation's capital city.) 'While all the others relax and play, I address my postcards (at $12 a day)" 17 ETC 24330 -v.'* 'I An airplane sprays the new chemical herbicide on a stand of hard-to-kill mesquite mm:. r Weed control is especially vital on airports *R 2,4,5-T a long with insects, obnoxious weeds are the scourge of the farm, the ranch, and the home garden. Unwanted weeds cause crop losses that run into the hundreds of millions of dollars annually. Many of the weeds cause human distress and suffering. Almost all interfere with constructive use of the land. As a weapon against many broad-leafed bushes and "woody weeds," Ethyl Corporation is now producing the chemical 2,4,5-trichlorophenoxyacetic acid. When formulated into an herbicide, this chemical is particu larly effective against mesquite, poison ivy, poison oak, barberry, and brambles. Formulations containing Ethyl's 2,4,5-T destroy these unwelcome plants by stimulating them to ex cessive growth, thereby causing them to die off. Ethyl is making 2,4,5-T in two technical forms -- as the acid and as the butoxy-ethoxy-propanol ester for the preparation of low volatile ester formulations. These products are marketed to agricultural chemical compounders who formulate the finished herbicides. Never welcome is " poison ivy. 2,4,5-T controls this weed 2,4,5-T helps keep rights-of-way and oil installations clear of weeds it-asS? asr. <" i ETC 24331 Let there be light Proper illumination of streets and highways saves lives, reduces crime, aids business This well-lighted superhighway illustrates how modern street lights can increase after-dark visibility elevision, radio, bridge, and and the better street and highway Thome movies may tend to keep lighting that naturally followed in us closer to the fireside these evethe wake of widespread use of the nings, but the confinement is only family car. relative. The truth is present-day Satisfactory in its day was the Americans get around noctumally dim gaslight, lit by the picturesque far more than any previous genera lamplighter of song and story. But tion. Nightfall stays neither men it and its successor, the solitary elec nor women from the swift comple tric light bulb hanging beneath a tion of a busy round of after-dark white enamel reflector, are not con shopping, meetings, travel, recrea sidered adequate in an era that finds tion, and night-shift work. some 53 million cars, trucks, and What's responsible for the change buses on the road. in our nocturnal habits? A combina No hit-or-miss proposition, the tion of two things: the automobile. production, selection, and installa tion of adequate street lighting sys tems has become a science in itself. It is the subject of continuous studies by specialized groups with in the National Safety Council, the Illuminating Engineering Society, the Institute of Traffic Engineers, the President's Highway Safety Conference, and The National Street and Traffic Safety Lighting Bureau. In lighting studies, streets are an alyzed for the volume of vehicular and pedestrian traffic they carry. Highways are further classified into 19 ETC 24332 swift flow of traffic, and reduce Bureau points out that while much crime. has been accomplished America still Scores of municipalities from has a long way to go in lighting its Amarillo, Texas, to Waterbury, streets to reach standards set by il Conn., have reported substantial re luminating engineers. A recent sur ductions in traffic accidents and vey discloses that 90 percent of the crime after modernizing their street country's streets and highways art lighting. inadequately lighted for safety' after Cleveland Heights, Ohio, is a dark. Included in this estimate art typical case history. That city re only five percent of the total mile cently completed a lighting im age of rural roads -- the five percent provement program and the results which contains potentially danger have been a revelation to everyone. ous areas. Well-lighted Cleveland Heights now Besides promoting safety, light has fewer night accidents; better helps fight crime. In the words of Crime thrives on darkness property protection; and a brighter, FBI Director J. Edgar Hoover, cleaner, safer city that has increased "Police from all parts of the coun undivided and dual types. Railroad the civic pride of all its people. try report that crimes which occur crossings, intersections, bridges, tun nels, viaducts, depressed roadways, A Heavy Toll most frequently at night are moat common in areas lacking adequate heavy pedestrian traffic, and dense One group of statistics emphasizes street lighting." Better lighting, it it forestation all call for special study the close relationship of street light estimated, could prevent 50 percent and treatment. ing and safety. About 65 percent of our nocturnal crimes. Lights are selected not simply for of all fatal automobile accidents Too, more light means more busi their brightness or the appearance throughout the nation occur during ness. People naturally prefer to shop of the fixtures. Many factors must the hours of darkness. Still, only 25 along bright, wxll-lighted streets. be considered. For instance, the effi percent of all potential traffic is in Greensburg, Pa., can arrest to that. ciency with which they throw their motion at this time. Inability to see There, per capita retail sales in rays downward toward the pave or be seen on streets and highways, creased 200 percent over the aver ment; their ability to diffuse light because of insufficient light, is a age for the stare after better street I 'A* f both up and down the street and major factor in the death of almost lighting was installed. on to the curb and sidewalk; the 10,000 Americans each year. Sur The National Street and Traffic height of the light; and the glare veys indicate that better lighting Safety Lighting Bureau believo tbm in the passer-by's eyes. could virtually eliminate this unnec its slogan summarizes the many Penetrating the darkness and dis essary toll. benefits of adequate street l^htwp pelling the gloom, modem street Prime mover for better street a few words. "Bring the people *kr lights make the way safer for motor lighting is The National Street and light," it goes, "and they B find ist and pedestrian alike, aid in the Traffic Safety Lighting Bureau. The their own way -- SAFE1.V A street in a southern town, before relighting . and after ETC 24333 M J H l~ 4 J* - 1^*'" ^ *,-Y Baltimore's big field almost blew away f all the airports in the world, few surpass Balti O more's giant Friendship International in size and beauty. Laid out on a 3,200-acre, fog-resistant plateau. Friendship is five times as big as National Airport in nearby Washington and four times the size of New York's LaGuardia. Its main runway stretches almost two miles. Its nine-story control tower is the second tallest in the nation. As terminal buildings go, Friend ship's is a showplace. That's the picture today. It wasn't always as pretty. More than J15 million and some seven years of plan ning and construction had gone into the airport. Balti more almost saw that heavy investment of money and time blown away right before its eyes. Soil erosion, the great natural enemy of the farmer, was having a field day at Friendship. The airport had been thrown open on schedule in June 1950, but it was a good ques tion how long it could remain in operation if it didn't get entirely "tied down" -- and soon. During construction, great clouds of fine, powdery dust had departed in noxious clouds with e'very pass ing gust of wind. When the rains came in from Chesa peake Bay, tons of "sugar sand," washed off down the creeks, plugged surface drains, and tore deep gashes in the shoulders of the field's runways. Linthicum, Glen Bumie, and other neighboring communities grumbled about the "dust bowl." Special police details sometimes had to untangle traffic on U. S. Route 1, six miles away, in the midst of dirt-laden easterly winds. Two Types of Soil The original soil analyses showed some of the meanest stuff in Anne Arundel County. Two types dominated. One was light, powdery material that blew or washed away like fury. The other was sticky clay that formed stubborn pools of rain, then caked and cracked when dry. Shopping around for a solution, Baltimore Airport Board members learned that several Eastern seaboard airports had ironed out "tie down" jobs fully as com plicated as Friendship's. Would these same methods work for Baltimore? Out went an appeal for help to the Soil Conservation Service office of the U. S. Department of Agriculture at Annapolis. 21 ETC 24334 j Before and after: Construction of Friendship Interna tional exposed hundreds of acres of fine, white clay and "sugar sand" (above). Weeping lovegrass (below) now protects the drainage system and eroding areas Clarence Britt, SCS project supervisor at the worldfamous Beltsville agricultural experimental station, in spected Friendship's ailing acres in company with an airport official. Mr. Britt silently checked the yawning expanse of nude earth, measured slopes, and bored into the shifting sands. "Lovegrass," he said finally. "Lovegrass and a soilbuilder like the lespedezas would do the best job." "Weeping lovegrass is one of the hardiest plants we use in problem areas of this sort," Mr. Britt explained. "The roots go deep and really grab hold of the soil. The lespedezas should build up the organic matter and nitrogen this soil needs." Soil conservation district men then did a complete conservation survey of the entire airport, plotting the results with colored crayon and symbols on a large photo-map. The data would serve as a basic guide to managing the soil and watersheds of the big field for years. Then they got down to cases. With the city's already hard-pressed budget in mind, the specialists worked out seeding specifications -- enough poundage per acre to get a good "catch" stand but short of amounts that would result in seedlings choking each other to death. Korean and sericea lespe dezas and weeping lovegrass were planted where hardy growths were needed. Erosion-proof but "softer" grasses -- alta fescue, rye, red top and orchard grass -- were seeded on the more favorable areas. Improving the Seed Bed Before the seeds were broadcast, the farm-trained technicians went into a huddle. Some kind of seed bed improvement was necessary. Lime it, of course, like any sensible fanner would do. But they were stumped by the terrific poverty in organic matter -- the material that is needed to blot up and feed moisture to plant roots, and hold soil protectively around delicate seeds and roots. Topsoil could be used but the price was out of sight. One of the soil conservation team members had been thinking about the problem on Sunday drives around the airport. What about the processed sludge that was stockpiled at the city's "back river" sewage plant, he suggested. Surely it would be hard to find anything more organic. Harry Sheirbum, maintenance manager at Friendship, jumped at the idea. He got on the phone and found he could get all he wanted. Machines soon were working back and forth across the waste areas not previously tied down, disking in lime and the rich, brown sludge. 22 ETC 24335 m As plants grow, the soil conservation program at Friendship International was no overnight proposition, even though weeping lovegrass roots dug almost wo inches deeper into the ground every 24 hours. Long before the summer of 1951 ended, however, airport officials could see what the conservation men were driving at. For one thing, the unsightly spoils area was almost completely invisible. Over it, foot-high, graceful crowns of the weeping African lovegrass marched off to the horizon. Between the crowns, tall and erect, the lespedezas spread their leafy stalks. Anne Arundel County farmers enviously observed that the airport was beginning to look like brand-new pastureland. With Fingers Crossed But it was still too soon for airport officials and the SCS planners to analyze the results. Crossing fingers, they went on with a twice-a-year fertilizing program, the liming, and the reseeding of "light catch" spots. Sludge hauling built up toward a 500-cubic yard per year level during the winter. By last May it looked as though the soil conserva tionists might have something to crow about. The dor mant green that had dropped to the root level of the lovegrass during the winter was flushing slowly back into the crowns. Underneath them, the first tender shoots of perennial lespedezas were poking timidly through the protective plant Utter that obscured treach erous sand and clay. In 1952, the skies emptied the wettest spring in years on west-central Maryland. Six inches of rain pelted the field in five days. Daily the airport staff sloshed around in the murk, peering anxiously at the drainage chan nels, flumes, and especially the all-important grass land. The runoff level mounted slowly, but only time would tell. You couldn't be sure about the grass. Few spots could be checked closely. When the clouds Ufted, John Morgan, airport engi neer, and Marshall Augustine, one of the soil conserva tionists, went over the place microscopically. Not until they had at last examined the drainageways where they entered Stoney Run did either allow himself to believe what his eyes had been promising for several hours. That mud-free stream running into the Patapsco River, the moderate levels in the field drains, the complete absence of washouts --all added up to one grand and glorious conclusion. . The two men walked buoyantly through the gleaming lobby of one of the world's finest air ter minals, then up a level, and finally down to the end of the sunset-lit observation deck. A sleek Constellation landed gracefully. They followed the ship's movements as it turned and throttled busily up to the parking ramp. Augustine turned to Morgan and spoke softly. "Well, John, I guess we made it. Friendship's really tied down." Soil-wash and dust-blows no longer threaten operations on the airport's long runways and other areas I I Students at this Navy school are Earning Their P.H.D.s* (* Petroleum Handling Degrees) ixty-five percent of all tonnage S shipped to our armed forces in Korea is petroleum products. When you say it fast like that, it seems routine. But "shipped" covers a multitude of operations. After they are delivered to the military in this country and before they are finally consumed at some far-off base, petroleum products must be stored, pumped, tested, transported, re-stored, re-pumped, and otherwise handled in many ways. As with almost every item, there is a proper way to deal with gaso lines, lubricating oils, and the many other products of petroleum. Through decades of experience, the oil industry has perfected sound methods and techniques for doing so. As a patriotic service, the indus try cooperates to the fullest in pass ing along this valuable know-how to interested military personnel. One place where this cooperation is immediately evident is the Petro leum Operations school at the Na val Supply Center in Norfolk, Va. There, in a compact two-week course, men of all branches of the armed forces are instructed in the safe and efficient handling of petro leum products. Much of the instruc tion is by naval officers on leave from oil industry positions and guest civilian instructors from within the industry. Motion pictures, special presentations, equipment, and book lets -- all supplied by oil companies -- supplement the instruction. The course is divided into two parts. During the first week stu dents are given the background of the petroleum industry. They learn how oil is discovered and produced, and how it is refined and trans ported. They delve into the safety factors of petroleum operations. In the Supply Center's Fuel Depot laboratory, they study and test oil to fathom its chemical and physical characteristics. First-week classroom work con sists of a series of lectures and dis- 24 ETC 24337 juokcu as muugn jones mignt na\c to seek shelter in the deepest sand trap. He stood his ground, however, and pointed out that the improved course had produced better golf. Many experts supported him. Thev agreed with Jones that the final round 67 with which Ben Hogan won the tournament was one of the finest games of golf ever plaved anywhere. From site selection through de signing, construction, completion, and often maintenance and altera tions, Jones carefully guides the destiny of many courses. His abil ity to envision 18 interesting golf holes where there is nothing but hills, trees, swamps, and rocks is one of the principal reasons for his success. scape eiuiei. After the site is selected, his plans proceed systematically through a series of detailed topographical maps, aerial photographs, and draw ings of all the elements that will be included in each hole. Each green -- one of the most important parts of any course -- is built in minia ture from modeling clay. This en ables Jones, his staff, and his clients to study with care the approaches, contours, and traps. Once plans are approved bv the client, Jones goes into the field and painstakingly directs construction cuiutauiiii, ansa Anywhere from a year to a year and a half after the site was selected, he proudly presents the finished course, ready for the first anxious foursome to tee off. New golf course construction, a casualty of the Depression of the 1930s and of World War II, has picked up appreciably in the last few years. Now, with an avid golf enthusiast in the White House, the game is expected to become even more popular and create a demand for more new courses and improve ments in existing ones. President Eisenhower's enthusiasm for golf promisesto add even more devotees to the already-popular sport These sketches of the first hole at the Detroit Golf Club reflect Jones' ideas in relocating sand traps ETC 24338 The Consumer Looks at Lead By Joseph A. Costello (Mr. Costello, vice president of Ethyl Corporation, delivered before the 25th annual meeting of the Lead Industries Association at White Sulphur Springs, West Virginia, on April 10 an address entitled "The Con sumer Looks at Lead." The following condensation of that talk is presented as a matter of reader interest.) As examination of the broad trends in lead con sumption over the past 25 years shows a steady increase in total lead demand. Without taking into account metal for the stockpile, domestic lead con sumption has increased from an average just under 800,000 tons in the 1920s to over 1.1 million tons in the 1950s. While this increase is substantial, its greatest signifi cance lies not in the statistics themselves, but in the play of economic forces that accounts for them. Lead for batteries, lead for gasoline, lead for protection against the elements, lead as a construction material-- these are only a few of the many applications that have been found for lead which have demonstrated proven economic usefulness. The Meaning of Tetraethyl Lead I do not feel qualified to discuss in detail the useful ness of other lead-consuming products, but I can tell you a little about what tetraethvl lead has come to mean to the national economy. In the 30 years since it was commercially introduced, tetraethyl lead has come to be used in over 95 percent of all motor and aviation gasolines. Because of this fact tetraethyl lead has grown to become the second largest consumer of metallic lead in the country. There was a reason for this -- a sound reason, to be sure. Tetraethyl lead has demonstrated its economic usefulness in a widening orbit to the oil industry and in turn to the motoring public. Today, simply by taking the knock out of gasoline, tetraethyl lead sets in motion a chain reaction of progress in which our modem automotive economy operates efficiently, the consumption of petroleum and other natural resources is conserved, and substantial economic benefits accrue to the motoring public. A recent study of the economic value of tetraethyl lead showed that its use in 1950 reduced effective gaso line consumption by at least 10 percent --or an esti mated four billion gallons. That represented a cash saving to the American public of over one billion dollars on its annual gasoline bill. Stated another wav, the use of perhaps 105,000 tons of metallic lead was sufficient to save some 12 million tons of gasoline. Tetraethyl lead plays an important role in our eco nomic life. And by its widespread use a vast amount of our natural energy resources is conserved. This saving far outweighs the resource value of the lead that is consumed in its manufacture. The economic value of other lead products can be similarly demonstrated. Indeed, the entire trend of lead consumption in recent decades has been dictated primarily by the economic usefulness of the products made from it. In 1929, the five leading uses of lead were for cable coverings, batteries, white lead, build- 11 ETC 24339 1 Lead from mines like this is used in the production of modern gasoline, batteries, and many other items ing material, and ammunition. By 1950 three other uses -- tetraethyl lead, solder, and oxides for uses other than batteries -- moved into the first five. The comparisons illustrate some of the technological developments that have affected lead demand. They demonstrate how lead has become more valuable for some products, less valuable for others. While lead has scored impressive gains in some consumption cate gories, it has lost ground in other directions due to the increased competition of other materials. Because it represents the only comprehensive effort made to look into the future of our commodity and energy resources, the President's Materials Policy Com mission Report, sometimes called the Paley Report, has now supplanted the well-known crystal ball for prognosticating what is to come. Understanding the Paley Report Without question, the aims and purposes of the Paley study are most laudable. A factual knowledge of the United States' raw materials position, and of production and consumption trends for the next quar ter century, should prove to be of inestimable value in planning national policy. In this connection, a great number of its recommendations for legislation to give industry relief from taxes and other oppressive govern ment regulations, as well as aid in exploration and development work, show that the Commission had a real grasp of the problems ahead. It is unfortunate, however, that some of the materials projections in the Paley Report have been mistaken for flat predictions in some quarters. Indeed, the Com mission itself carefully pointed out: "These projec tions do not predict how much of each material will actually be available and consumed. Instead they are an estimate of what might be demanded if relative prices of various materials remain the same as in early 1950, which they are most unlikely to do. .Moreover, these projections assume no unforeseeable new uses, substi tutions, or technological improvements. They are in tended only as a starting point in the analysis of prospective supply-demand relationships and give only a rough measure of magnitude." It is these very considerations, cited in the Paley Report, which make it so difficult to attempt a longrange forecasting of lead demand with any degree of accuracy. A simple mechanical extrapolation of exist ing uses does not give the answer. Social changes, technological improvements, and competition between materials will dictate the future for any commodity. Illustrative of this is the projection involving storage batteries. For this major use, the Paley Commission projects an increase in lead consumption from 416,000 tons in 1950 to 707,000 tons in 1975. And in making that projection, the Commission, in line with its stated objective, assumed the same average battery life in 1975 as in 1950. While the average battery's life right now is only two years, many battery manufacturers feel that they can produce a battery which can be guaranteed for three years' service. In another direction, the battery companies have achieved a marked reduction in aver age lead content per battery from years ago, and they are confident a further substantial decrease will be seen in the years ahead. Accordingly, if we assume an average battery life of two and a half years by 1975, instead of the present two years, and if we assume a reduction in average lead content per battery from 23 pounds to 20 pounds, which also seems conservative, it is possible to show a 1975 demand for lead in the battery field that is some 200,000 tons less than listed by the Paley Report. Long-Range Forecasts Impossible Effects on lead consumption might be explored from a technological standpoint on numerous other lead products. Add to this the important influence of raw material price on end-product use, and it is apparent why a 2j-year forecast for lead demand cannot accu rately be made. All that can be done is to indicate the general trend. We are therefore not greatly concerned with the fact that the Paley Commission Report forecasts a demand of 1.95 million tons in 1975. The actual de mand will be influenced by a number of factors, par ticularly of a technological nature, which are not now 12 ETC 24340 apparent. Moreover, the price which consumers will be required to pay for lead in the future will have a substantial bearing on the volume of demand. Pro duction capacity also will be influenced to a much greater extent than is contemplated in the Paley Re port by the price of the commodity. There is little doubt in our minds but what the normal economic forces will work in the direction of bringing the de mand and supply into balance. Future Lead Supplies Adequate As a substantial consumer of metallic lead, Ethyl Corporation has a serious interest in the long-term out look for supplies. We have tried to compile such in formation as is available in order to assure ourselves that there is a sufficient potential productive capacity to meet any reasonable increase in the demand for lead. We believe that the potential not only exists, but we are confident that adequate supplies will be forthcoming in the future to meet all essential needs. We have expanded our manufacturing capacity and are gearing our present operations and future plans with the full confidence that this prediction will be a correct one. Regardless of what we may think of the long-range outlook for lead, we still have the problems that are with us today and are likely to continue in the near future. The recent history of lead has been one of recurring short supply and high prices, followed bv long supply and concurrent low prices. We have never liked this situation, but we have come to believe that it is the "nature of the beast." We consumers would rather have low-priced lead than excessively highpriced lead, but what would be best for both con sumers and producers would be for the supply of lead to remain in balance and the price to be reasonably constant at a level where both the consumers and producers can make a profit. If we agree that the general trend in lead demand is upward, then it must be admitted that this country will continue to follow the experience of the past several years and remain a net importer of lead. Con sumers must face this fact and make their plans ac cordingly. W'hile all U. S. consumers have a full appreciation of the desirability of keeping the Ameri can mining industry' strong, they must also accept the responsibility for encouraging and supporting the foreign production of lead, upon which they must nowin part depend. It therefore follows that any govern ment action that will have the effect of discouraging imports and reducing the expansion of foreign mining .properties is undesirable from a consumer standpoint. The great need in the lead industry is for a reason able balance to prevail between supply and demand. This balance, which is so necessary for the continued health and well-being of the industry, can be attained -- but only if the industry is permitted to work out its own economic problems and is not hampered either by restriction on the uses to which the product is put or excessive taxation on either domestic or foreign pro duction. lead bars at one of the Ethyl manufacturing plants. Pig lead is the prime raw material of tetraethyl lead i m |i?1 fc/iIg 5 Tale of r*S.V By Slim Barnard Automotive Editor, Los Angeles Examiner To most people Southern California means Los Largest of the Los Angeles area producers is General Angeles. And Los Angeles means movie stars, air Motors, which assembles four of its five different makes craft factories, oil production and refining, citruosf cars at two plants. Buicks, Oldsmobiles, and Pontiacs groves, and sunshine. Not always in that order. are made at South Gate and Chevrolets are turned out But that's only the beginning. The industrial face of in Van Nuys. All four Chrysler Corporation products America is changing more rapidly than is realized, --Chrysler, DeSoto, Dodge and Plymouth--are assem and Los Angeles is very definitely in on the face-lifting. bled in Los Angeles. Ford assembles at a plant in Long Automobile production is an example. Beach and Mercurys roll off an assembly line in sub Los Angeles, which overtook Detroit in the 1950 urban Maywood. census as the fourth largest city, now is the No. 2 Among the independents, Willvs-Overland, which center of automotive production. It is several leagues pioneered West Coast automobile production 25 years behind the Motor City in over-all automobile and ago, operates a Los Angeles plant that is shooting for cruck output, but it has surpassed Detroit proper in at an output of 18,000 passenger cars this year. Nash, at least one phase. El Segundo, expects to produce only a few thousand More different makes of automobiles are assembled less. The Studebaker plant at Vernon currently is in the West Coast city than any other place in the assembling about 30,000 units. United States. The Los Angeles area produces 13 makes of cars to Detroit's 10. Only Cadillac, Henry J, Ready Market for Vehicles Hudson, Kaiser, Lincoln, and Packard are not as There are many reasons for the growth of the auto sembled in California. mobile industry in Los Angeles County--favorable Automotive plants in Los Angeles--or more specif weather, availability of labor, etc. One of the most ically, Los Angeles County--have a capacity of 2,000 important single reasons is the ready market for auto units a day. Actual production, of course, is less than mobiles and trucks that exists in the region. Against that; probably about 1,500 cars daily. The estimate the national average of one automobile for every 3.48 is that California built some one million vehicles last people, Southern California's ratio last year was a car year. About 650,000 of these were assembled in Los for every 2.43 persons. In mid-1951, the latest figures Angeles County. The rest were produced in the San available, almost 1.6 million automobiles and nearly Francisco Bay region, another fast-growing center of 174,000 trucks were registered in Los Angeles County. automobile production. This was far in excess of automotive registrations in anv of the other 114 leading counties of the United sefl States reported by the Automobile Manufacturers Association. So, to Los Angeles' long list of other descriptions, add the accolade "Detroit of the West." 14 ETC 24342 or some time now Philadelphia has been feel However, units are being added to step up the output Fing the hot breath of Los Angeles on its municipal of asphalt, lubricating oils, and other similar products. neck in the race for honors as America's fourth rankingSun also is increasing its chemicals-from-oil production. city in population, manufacturing, and several other The Sinclair Oil refinery, also at Marcus Hook, has categories. Turning the tables, the City of Brotherly boosted crude capacity to over 100,000 barrels a dav ) Love is hard-pressing the City of the Angels for the and has erected a plant for the recovery of elemental No. 2 position among the nation's oil refining centers sulphur. Now' Sinclair announces that it will build a behind the Port Arthur, Texas, area. large-capacity catalytic reforming unit. Based on the On the basis of a quarter-of-a-billion dollar building company's own process, this unit will produce gaso program by the six oil companies that have refineries lines of better quality and will make toluene and in the area, Philadelphia expects to reach that goal this xylenes as by-products. Improved docking facilities also year. have been part of the Sinclair expansion. Recently two Capacity-wise, the building program at the Gulf Oil tankers bearing a total of almost half-a-million barrels refinery is the most extensive in the Philadelphia area. of crude were unloaded simultaneously at the rate of Spending an announced "well in excess of $25 million," 20,000 barrels an hour. the Gulf plant is raising its output by nearly 75 percent, On the New Jersey side of the Delaware are the chiefly through the erection of an atmospheric and Socony-Vacuum and The Texas Company refineries, vacuum topping unit, a fluid catalytic cracking plant, both of which are being expanded. a catalytic reforming unit, a cat poly unit, and a steam The Socony-Vacuum plant at Paulsboro. it is ac and generating plant. The expanded refinery will be knowledged, manufactures one of the most complete the biggest on the East Coast. lines of petroleum products of any refinery in the Special Units Being Added world. It is now enlarging its facilities for the manu facture of gasolines and lubricating oils. Atlantic Refining's $6o-million expansion will raise Texaco's 60,000-barrel Eagle Point refinery was the crude capacity of its Philadelphia refinery bv completed in 1949 and has been undergoing almost almost one-fourth. Crude distillation and "cat cracking" continuous expansion ever since. The company plans units are being added and so is a sulfuric acid alkylation to start construction of a catalytic reforming unit at plant. Atlantic also is building the only by-product Eagle Point this year, to step up both the quantity and ammonia plant in the area, and is putting in units to quality of automobile and aviation gasolines. increase production of petroleum chemicals. Some $20 million is being spent bv Sun Oil at its Marcus Hook refinery, down the river from Phila delphia. Capacity of the 145,000-barrel-a-day plant, presently the region's largest, is not being increased. ike you. I'm all in favor of vaca- By Ralph Green Lj tions. Except for one thing, which shall be related a few wordsstreet on the start of our vacation hence, I'd like to see us reach the jaunt. What happens when you point where 52-week vacations are stick a pin in a balloon happens to the accepted thing each year. me when the "postcard chorus" hits It's not the routine petty annoy high C. Gone are my pep, my verve, ances about vacations that distress my enthusiasm for the two-weeks- me. We can always tie Junior to with. The family and I are going to the back seat of the car and stretch be away only a fortnight, but you'd cellophane tape over his mouth if think we were moving to Guadala he gets too boisterous and loud as jara. We'll be home before the vaca we ride along to the family vacation tion postcards are delivered, no spot. And I can take it in stride if doubt, but they still want them. one of the suitcases pops open and Or do they? And Hank Jones. That loafer won't even be home to see my postcard. He and his wife and kids will be living on my new screened-in patio all the while we're gone. The people who make postcards will hate me for this, but I think the whole thing is a vicious habit. Answer truthfully. When you get a vacation card, do vou really look at the picture and read the message? Well, do you? If vou're like me, vou give the postcard a quick flip, take a two-second look at the signature, and then grunt something about "Here's a card from good old Fred and Lucy." That's the end of it. Wasting a Day spills its contents all over the lobby just as we're trving to make a sophisticated entrance into a swanky resort hotel. No, things like screaming chil dren and spilled luggage never upset me. But what does are mv neigh bors' soprano shrieks and baritone booms of "Be sure to send us a postcard" as we glide down the Bet if I pinned any of my neigh bors down, none of them could say he honestly was looking forward to receiving a card from us. Take Pete Thompson. He couldn't tell you whether we're headed for the mountains or the seashore. All my vacation means to him is that he can have unrestricted use of my lawn mower for two whole weeks. A man can spend a whole day or more sending postcards back home. This, of course, does not include the sweltering three or four hours spent in the five-and-ten or a cutrate drug store picking out just the right card for just the right person. A view of the art museum for Aunt Sarah, a picture of Cherokees doing a tribal dance for 6-vear-old "Hopalong" Smith, Market Street at night for Bill Flovd, who is quite a nightlifer himself, etc., ad infinitum. Even if you survive the ordeal of selecting the proper cards for every body on vour list, the terrible task of writing original messages still confronts vou. I'm pretty handy with W'ords at a baseball game or in chatting with that sweet young thing of a secretary back at the office. But what in creation do you sav in that blank space headed "This Side for Message"? There's alwavs "Having a won- 16 ETC 24344 "A museum card for Aunt Sarah" derful time. Wish you were here." But I have the fear that might be a bit overworked. A couple of years ago, though, I thought I hit upon an idea that was rather clever. I got a picture card of the hotel in which we were staying to send to Ed Mahoney back home. I drew an ink circle around one of the hotel win dows on the front of the card. Then, on the back, I informed Ed that "this is our room." He wasn't as amazed as I thought he would be. Claims he mailed a "this is mv room" card when he was in New York with his high school senior class 23 years ago. I had special postcards picked out last year for Pete Thompson and Hank Jones. But I lost my nerve and never sent them. We were sightseeing in Washington and I bought two views of Arlington Cemetery. Thought I'd send them to Pete and Hank with the usual "Wish you were here." But then I was afraid theyy would misunderstand. In which case, I might not get (i) mv lawn mower back, or (2) Hank and his trespassing fam ily off my beloved patio. It's Expensive This postcard-sending gets to be mighty expensive. The vacation cabin I'm renting this year will squeeze $84 out of my wallet each week. So that day I'll have to spend addressing cards will cost me $12. On top of that, there's postage and the cost of the cards themselves. Used to be Uncle Sam's couriers got this type of mail through for a penny apiece and you bought five cards for a nickel. Now postage is up to two cents, and you're -- well, nothing but a cheapskate if you mail back any thing less than those shiny color postcards. These can set a fellow back as much as 10 cents per. But enough of my griping. How about you? Taking a vacation this year? Wherever you go, have fun. And don't forget to send us a postcard. (Ed. Note--If many people share the author s views about postcards, purchases aren't reflecting it. Each year the dozen or so firms in the business print about 160 million cards. Presumably all get sold -- either for mailing or for stashing away as vacation memen toes. Miami, New York, Atlantic City, San Francisco, and similar favorite vacation spots are the big mailing points. During the winter season, for instance, more than 80,000 postcards are mailed from Miami and Miami Beach daily. What cards do people buy? The big seller in New York is the Statue of Liberty, trailed by the Empire State Building and Rockefeller Center. San Francisco retails more views of the Golden Gate Bridge than any other. The Capitol, Wash ington Monument, and Lincoln Memorial are the favorites in the nation's capital city.) 17 ETC 24345 :# iI /> ~s ff-#. An airplane sprays the new chemical herbicide on a stand of hard-to-feill mesquite -QgtGSSX.- "vyV Jki '[* V^"r'A\ .-/fch Weed control is especially vital on airports / v>:z~" ^ k`? ,jr*v<sj V *-X1 2,4,5-T long with insects, obnoxious weeds are the scourge Al of the farm, the ranch, and the home garden. Unwanted weeds cause crop losses that run into the hundreds of millions of dollars annually. Many of the weeds cause human distress and suffering. Almost all interfere with constructive use of the land. As a weapon against many broad-leafed bushes and "woody weeds," Ethyl Corporation is now producing the chemical 2,4,5-trichlorophenoxvacetic acid. When formulated into an herbicide, this chemical is particu larly effective against mesquite, poison ivy, poison oak, barberry, and brambles. Formulations containing Ethyl's 2,4,5-T destroy these unwelcome plants by stimulating them to ex cessive growth, thereby causing them to die off. Ethyl is making 2,4,j-T in two technical forms -- as the acid and as the butoxy-ethoxy-propanol ester for the preparation of low volatile ester formulations. These products are marketed to agricultural chemical compounders who formulate the finished herbicides. Never welcome is poison ivy. 2,4,5-T controls this weed ,, ^ 2,4,5-T helps keep rights-of-way and oil installations clear of weeds r-^Arc'A^.; jon a ETC 24346 This well-lighted superhighway illustrates how modern street lights can increase after-dark visibility Television, radio, bridge, and home movies may tend to keep us closer to the fireside these eve nings, but the confinement is onlv relative. The truth is present-day Americans get around noctumally far more than anv previous genera tion. Nightfall stars neither men nor women from the swift comple tion of a busy round of after-dark shopping, meetings, travel, recrea tion, and night-shift work. What's responsible for the change in our nocturnal habits? A combina tion of two things: the automobile, and the better street and highway lighting that naturally followed in the wake of widespread use of the family car. Satisfactory in its day was the dim gaslight, lit by the picturesque lamplighter of song and story. But it and its successor, the solitary elec tric light bulb hanging beneath a white enamel reflector, are not con sidered adequate in an era that finds some 53 million cars, trucks, and buses on the road. No hit-or-miss proposition, the production, selection, and installa tion of adequate street lighting sys tems has become a science in itself. It is the subject of continuous studies by specialized groups with in the National Safety Council, the Illuminating Engineering Society, the Institute of Traffic Engineers, the President's Highway Safety Conference, and The National Street and Traffic Safety Lighting Bureau. In lighting studies, streets are an alyzed for the volume of vehicular and pedestrian traffic they carry. Highways are further classified into 19 ETC 24347 Crime thrives on darkness undivided and dual types. Railroad crossings, intersections, bridges, tun nels, viaducts, depressed roadways, heavy pedestrian traffic, and dense forestation all call for special study and treatment. Lights are selected not simply for their brightness or the appearance of the fixtures. Many factors must be considered. For instance, the effi ciency with which they throw their rays downward toward the pave ment; their ability to diffuse light both up and down the street and on to the curb and sidewalk; the height of the light; and the glare in the passer-by's eyes. Penetrating the darkness and dis pelling the gloom, modem street lights make the way safer for motor ist and pedestrian alike, aid in the swift flow of traffic, and reduce crime. Scores of municipalities from Amarillo, Texas, to Waterbury, Conn., have reported substantial re ductions in traffic accidents and crime after modernizing their street lighting. Cleveland Heights, Ohio, is a typical case history. That city re cently completed a lighting im provement program and the results have been a revelation to everyone. Well-lighted Cleveland Heights now has fewer night accidents; better property protection; and a brighter, cleaner, safer city that has increased the civic pride of all its people. A,Heavy Toll One group of statistics emphasizes the close relationship of street light ing and safety. About 65 percent of all fatal automobile accidents throughout the nation occur during the hours of darkness. Still, only 2 j percent of all potential traffic is in motion at this time. Inability to see or be seen on streets and highways, because of insufficient light, is a major factor in the death of almost 10,000 Americans each year. Sur veys indicate that better lighting could virtually eliminate this unnec essary toll. Prime mover for better street lighting is The National Street and Traffic Safety" Lighting Bureau. The Bureau points out that while much has been accomplished America still has a long way to go in lighting its streets to reach standards set bv il luminating engineers. A recent sur vey discloses thac 90 percent of the country's streets and highways are inadequately lighted for safety after dark. Included in this estimate are only five percent of the total mile age of rural roads - the five percent which contains potentially danger ous areas. Besides promoting safety, light helps fight crime. In the words of FBI Director J. Edgar Hoover, "Police from all parts of the coun try report that crimes which occur most frequently at night are mast common in areas lacking adequate street lighting.'' Better lighting, it is estimated, could prevent 50 percent of our nocturnal crimes. Too, more light means more busi ness. People naturally prefer to shop along bright, well-lighted streets. Greensburg, Pa., can attest to that. There, per capita retail sales in creased joo percent over the aver age for the state after better sneef lighting was installed. The National Street and Traffic Safety Lighting Bureau believes tiuf its slogan summarizes the msnr benefits of adequate street light mg a few words. "Bring the people the light," it goes, "and they ' W their own way -- SAFFJ.V A street in a southern town, before relighting ...and after ETC 24348 4 i. Baltimore's big field almost blew away f all the airports in the world, few surpass Balti O more's giant Friendship International in size and beauty. Laid out on a 3,200-acre, fog-resistant plateau, Friendship is live times as big as National Airport in nearby Washington and four times the size of New York's LaGuardia. Its main runway stretches almost two miles. Its nine-story control tower is the second tallest in the nation. As terminal buildings go, Friend ship's is a showplace. That's che picture today. It wasn't always as pretty. .More than Si5 million and some seven years of plan ning and construction had gone into the airport. Balti more almost saw that heavy investment of money and time blown away right before its eyes. Soil erosion, the great natural enemy of the farmer, was having a field day at Friendship. The airport had been thrown open on schedule in June 1950, but it was a good ques tion how long it could remain in operation if it didn't get entirely "tied down" -- and soon. During construction, great clouds of fine, powdery dust had departed in noxious clouds with e'very pass ing gust of wind. When the rains came in from Chesa peake Bay, tons of "sugar sand," washed off down the creeks, plugged surface drains, and tore deep gashes in the shoulders of the field's runways. Linthicum, Glen Burnie, and other neighboring communities grumbled about the "dust bowl." Special police details sometimes had to untangle traffic on U. S. Route 1, six miles away, in the midst of dirt-laden easterly winds. Two Types of Soil The original soil analyses showed some of the meanest stuff in Anne Arundel County. Two types dominated. One was light, powdery material that blew or washed away like fury. The other was sticky clay that formed stubborn pools of rain, then caked and cracked when dry. Shopping around for a solution, Baltimore Airport Board members learned that several Eastern seaboard airports had ironed out "tie down" jobs fully as com plicated as Friendship's. Would these same methods work for Baltimore- Out went an appeal for help to the Soil Conservation Service office of the U. S. Department of Agriculture at Annapolis. 21 ETC 24349 Before and after: Construction of Friendship Interna tional exposed hundreds of acres of fine, white clay and "sugar sand" (above). Weeping lovegrass (below) now protects the drainage system and eroding areas Clarence Britt, SCS project supervisor at the worldfamous Beltsville agricultural experimental station, in spected Friendship's ailing acres in companv with an airport official. Mr. Britt silently checked the yawning expanse of nude earth, measured slopes, and bored into the shifting sands. "Lovegrass," he said finally. "Lovegrass and a soilbuilder like the lespedezas would do the best job." "Weeping lovegrass is one of the hardiest plants we use in problem areas of this sort," Mr. Britt explained. "The roots go deep and really grab hold of the soil. The lespedezas should build up the organic matter and nitrogen this soil needs." Soil conservation district men then did a complete conservation survey of the entire airport, plotting the results with colored cravon and symbols on a large photo-map. The data would serve as a basic guide to managing the soil and watersheds of the big field for years. Then they got down to cases. With the city's already hard-pressed budget in mind, the specialists worked out seeding specifications -- enough poundage per acre to get a good "catch" stand but short of amounts that would result in seedlings choking each other to death. Korean and sericea lespe dezas and weeping lovegrass were planted where hardy growths were needed. Erosion-proof but "softer" grasses -- alta fescue, rve, red top and orchard grass -- were seeded on the more favorable areas. Improving the Seed Bed Before the seeds were broadcast, the farm-trained technicians went into a huddle. Some kind of seed bed improvement was necessary7. Lime it, of course, like any sensible farmer would do. But they were stumped by the terrific poverty in organic matter -- the material that is needed to blot up and feed moisture to plant roots, and hold soil protectively around delicate seeds and roots. Topsoil could be used but the price was out of sight. One of the soil conservation team members had been thinking about the problem on Sunday drives around the airport. What about the processed sludge that was stockpiled at the city's "back river" sewage plant, he su?ested. Surely it would be hard to find anything more organic. Harry Sheirburn. maintenance manager at Friendship, jumped at the idea. He got on the phone and found he could get all he wanted. Machines soon were working back and forth across the waste areas not previously tied down, disking in lime and the rich, brown sludge. 22 etc 24350 As plants grow, the soil conservation program at Friendship International was no overnight proposition, even though weeping lovegrass roots dug almost two inches deeper into the ground every 24 hours. Long before the summer of 1951 ended, however, airport officials could see w hat the conservation men were driving at. For one thing, the unsightly spoils area was almost completely invisible. Over it, foot-high, graceful crowns of the weeping African lovegrass marched off to the horizon. Between the crowns, tall and erect, the lespedezas spread their leafv stalks. Anne Arundel Countv farmers enviously observed that the airport was beginning to look like brand-new pastureland. With Fingers Crossed But it was still too soon for airport officials and the SCS planners to analyze the results. Crossing fingers, they went on with a twice-a-year fertilizing program, the liming, and the reseeding of "light catch" spots. Sludge hauling built up toward a yoo-cubic yard per year level during the winter. By last May it looked as though the soil conserva tionists might have something to crow about. The dor mant green that had dropped to the root level of the lovegrass during the w'inter was flushing slowly7 back into the crowns. Underneath them, the first tender shoots of perennial lespedezas were poking timidly through the protective plant litter that obscured treach erous sand and clay. In 195:, the skies emptied the wettest spring in years on west-central Maryland. Six inches of rain pelted the field in five days. Daily the airport staff sloshed around in the murk, peering anxiously at the drainage chan nels, flumes, and especially the all-important grass land. The runoff level mounted slowly, but only time would tell. You couldn't be sure about the grass. Few spots could be checked closely. When the clouds lifted, John .Morgan, airport engi neer, and Marshall Augustine, one of the soil conserva tionists, went over the place microscopically7. Not until they had at last examined the drainagewavs where they entered Stonev Run did either allow himself to believe what his eves had been promising for several hours. That mud-free stream running into the Patapsco River, the moderate levels in the field drains, the complete absence of washouts -- all added up to one grand and glorious conclusion. The two men walked buoyantly through the gleaming lobby of one of the world's finest air ter minals, then up a level, and finally down to the end of the sunset-lit observation deck. A sleek Constellation landed gracefully. They followed the ship's movements as it turned and throttled busily up to the parking ramp. Augustine turned to Morgan and spoke softly. "Well, John, I guess we made it. Friendship's really tied down." Soil-wash and dust-blows no longer threaten operations on the airport's long runways and other areas i ETC 24351 Students at this Navy school are . Earning Their P.H.D.s * (* Petroleum Handling Degrees) ixty-five percent of all tonnage S shipped to our armed forces in Korea is petroleum products. When you sav it fast like that, it seems routine. But "shipped" covers a multitude of operations. After they are delivered to the military in this country and before they are finally consumed at some far-off base, petroleum products must be stored, pumped, tested, transported, re-stored, re-pumped, and otherwise handled in many ways. As with almost every item, there is a proper wav to deal with gaso lines, lubricating oils, and the many other products of petroleum. Through decades of experience, the oil industry has perfected sound methods and techniques for doing so. As a patriotic service, the indus try cooperates to the fullest in pass ing along this valuable know-how to interested military personnel. One place where this cooperation is immediately evident is the Petro leum Operations school at the Na val Supply Center in Norfolk, Va. There, in a compact two-week course, men of all branches of the armed forces, are instructed in the safe and efficient handling of petro leum products. Much of the instruc tion is by naval officers on leave from oil industry positions and guest civilian instructors from within the industry. Motion pictures, special presentations, equipment, and book lets -- all supplied by oil companies -- supplement the instruction. The course is divided into two parts. During the first week stu dents are given the background of the petroleum industry. They learn how oil is discovered and produced, and how it is refined and trans ported. They delve into the safety factors of petroleum operations. In the Supply Center's Fuel Depot laboratory, they study and test oil to fathom its chemical and physical characteristics. First-week classroom work con sists of a series of lectures and dis- Instruciion during the first week of the Petroleum Operations course consists of lectures and discussions I mi stmt npoi Ft*- 4 M TTi 24 ETC 24352 I Typical military fuel-handling problems are studied on this model tank farm built especially for training purposes cussions, plus training films. These cover the many phases and activi ties of petroleum industry and mili tary petroleum supply operations. During the second week, students are in the field -- away from class room, laboratory, and textbooks. They cross the Elizabeth Riyer to the 1,000-acre Craney Island Fuel Branch, largest single government fuel storage installation in the land. With extensive facilities at hand, students learn military petroleum operations bv watching them being performed on the spot. Specifically, they concentrate on three opera tional problems -- fueling of a yard oiler, operation of the main tank farm, and operation of a model tank farm built especially for training purposes. A yard oiler, the unknowing soon learn, is a 6,000-barrel tanker that transports oil between shore instal lations and ships requiring fuel an chored offshore. Students study the loading of the yard oiler and then ride on it to its destination. There they witness the transfer of the liq uid cargo. At the main tank farm and the model tank farm, classes learn how to open and close valves, to start A miniature railroad tank car is examined by the civilian and officer students in connection with the naval school's model tank farm operations A visit to the base's drum reconditioning plant is included in the course Craney Island facilities include piers tor refueling all types of vessels, including the giant aircraft pumps, to pump fuel from one tank to another, and to read gauges. The course concludes with a morning devoted to recent oil devel opments the world over. Throughout each two-week course, the oil industry's many con tributions to the Petroleum Opera tions school are evident. Officer in charge of the school is Lt. James S. McKemv, Supply Corps, U. S. Na val Reserve, who is on military leave of absence from The Texas Company. Other oilmen on active duty as naval officers assist in the instruction. They include Lt. Paul W. Stade, Jr., of Atlantic Refining, and Lt. Arthur R. Garabrant, of Esso Standard Oil. Industry representatives who lec ture at sessions of the school include R. M. Curtis, of American Flange and .Manufacturing Company; M. C. Miller, of Ebasco Services, Inc.; W. W. Sweeney, of Ethyl Corpor ation; and G. G. Tucker, of Rheem Manufacturing Company. In addition to the Navy's own publications, the faculty of the school relies heavily on pamphlets, booklets, and almost a score of movies supplied by, among others, the American Petroleum Institute, Arabian-American Oil, Esso Stand ard, Ethyl Corporation, Humble Oil, Shell Oil, Sinclair Oil, and The Texas Company. Besides oil industry know-how, experience in actual military service is also brought .to the students. Lt. Comdr. I. C. Dockrey, officer in charge of tne Fuel Depot at Nor folk, under whose jurisdiction the school is conducted, explains the operations of the military petro leum logistics system. Other course instructors come from the Fuel Supply Depot, the Atlantic Command Pttfo Office, the Bureau of Ship, tW U nitions Board, and the Amwtl % vices Petroleum Purrhjvnp Af*ra When they return to it** tary posts throuchr** (be aartt graduates of the Petn4r** t tions school ( (no of thr *#' arc under no illirux* thee know all there i\ t<> Lr*r ***<f <d. But they arc kccnlt a a-*t * petroleum industry snJ tie have nude them fat better to handle petroleum pr-wl they were at the eene <** The main tank form's equipment is explained as a port W the m Photo Credits: Pages 3-5, courtesy International Petroleum Ex position; page 6, Robert Yarnall Richie; page 8 (top), A. Devaney, inc.; pages 8 (bottom) and 10 (bottom le/r), courtesy Robert Trent Jones; page 9, New York World-Telegram and Sun; page 10 (bottom right), Internationa) News Photos; page 12, courtesy Lead Industries Association; pages 14-15, Fairchild Aerial Surveys, Inc.; pages 16-17, artwork by "Richee" Richman; page 18, Philip Gen- dreau, Frederic Lewi), and cw.irrtr Texas Agricultural Experiment Vv> * National Street and TraA* S*!m l,,**..* courtesy United Stun Drjw.-n=re Aar* eric Lewis; pages 2t-2h. oeKul l ' *~ inside back cover. General Chamber of Commerce. ETC 24354 "REMEMBER THE ALAMO!" Standing apart from the many modern industrial establishments that also rim the Houston Ship Channel is a 460-acre greensward. This is hallowed ground. This is where the battle cry "Remember the Alamo!" was born. This is where Texas won its independence from Mexico in one of history's most dramatic and decisive conflicts. This is San Jacinto battlefield. From their company's plants along the Ship Channel, a few miles away, employees of Ethyl Corporation and its industrial neighbors can look across the battlefield to the San Jacinto Memorial that reaches skyward almost oneninth of a mile. It is a towering reminder of the events that took place on that historic April 21, 1836. Barely six weeks before, during the siege of the Alamo in San Antonio, Texas had declared its independence. General Sam Houston issued the attack order at San Jacinto late in the afternoon. His Texans were outnumbered almost two to one by the forces of Mexico's despotic president-general, Antonio Lopez de Santa Anna. But through keen military strategy, Sam Houston maneuvered his troops into a commanding position. Col. Sidney Sherman, a regimental commander, shouted "Remember the Alamo!" as the Texans advanced. In 18 fierce minutes, the battle was won. The Mexicans never had a chance. Santa Anna was captured the following day and brought before the wounded General Houston, lying under a tree (see cut). Two horses were shot from under Sam Houston during the skirmish. He survived his wounds well, however, and became the first president of the Republic of Texas and served as U. S. Senator for the first 13 years of Texas' statehood. He was elected governor of the Lone Star State in 1859, but was deposed two years later when Texas joined the Confederacy over his strong opposition. Sam Houston died in 1863, midway through the Civil War he had tried so militanlly to prevent. But everlasting fame, for the Battle of San Jacinto if nothing else, was his. ETC 24355 What's going on here? If vou would tap one of these gentlemen on the shoulder and ask him to move aside a little to make room for vou -- you'd see one of the interesting ex hibits prepared for the coming International Petroleum Exhibit. Of course, there will be manv such exhibits -- and quite a few of them will be larger, have brighter lights or more machinery. But we think our exhibit will be of very direct interest and importance to every visiting oilman. For the Ethvl display w ill demonstrate why-the one thing vou needn't worry about is your supply of "Ethvl" antiknock compound. Todav "Ethyl" fluid is being manufactured in two entirely separate, inte grated plants. One in Texas, the other in Louisiana. And there are also storage terminals in California and Delaware -- so we can actually supply vou from four locations. We believe this ability to meet vour needs from so many directions is one of the most important advan tages enjoyed by Ethyl customers. In an emergency our four-point distribution setup could prove to be worth its weight in TEL. And -- like Ethvl marketing services, research services and special programs in the farm, bus and truck, and aviation fields -- it's all part of the "package" vou get when you order antiknockfluid from Ethyl. If vou come to Tulsa to see the Exposition, we certainly hope you'll find time to drop in on us. Our exhibit is in the Kansas Building on the : isr Street side. ETC 2435 &yi/t/MS Them Yates, Editor Richard F. Cook, Associate Editor Hoi Wohanka, Art Director May-June 1953 SARNIA ON STREAM Will the city be the center of Canadian oil refining? 3 NEW TWIST FOR VALVES Longer tractor valve life through rotation 6 BYLINES IN OIL Three of the top petroleum writers are women 8 OFF WE GO It's vacation time again -- mostly by auto 10 JUDGES OF THE LAND A new weapon in the war against erosion 13 SAY IT WITH SLOGANS Catchy phrases are valuable selling tools 15 JUNIOR PARTNERS IN BUSINESS Ethyl's Junior Achievement project 18 A COLORFUL HOBBY For camera enthusiasts, it's color slides 20 MINING THE OCEAN Bromine from sea water 21 NEW STARS FOR OLD GLORY What happens when the Flag has to be changed 23 PARKER'S PUSHER A 41-year-old plane that still flies 25 THE ROAD FROM HANOVER Oil research is 100 years old 26 HELPING TO SELL THE BEST That's the aim of Ethyl's expanded advertising 28 Opinion, expressed in signed articles are the authors'. Ethyl News welcomes articles of timely interest submitted from outside sources. Upon request, the editors are glod to grant permission to reprint material appearing in Ethyl News. Published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y., manufacturer of "Ethyl" antiknock compounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. Edward L. Shea, President Stanley T. Grassland, Vice President and Treasurer Herbert A. Savage, Secretary Behind the one of the unwritten rules of jour nalism is that nothing should prevent the re porter from getting his story. Sometimes though it doesn't always work that way. Take the case of our writer who was in Tulsa a few months ago to interview Ruth Sheldon Knowles for her part of the 'Bylines in Oil" story starting on page 8. At the same hour -- almost the same minute -- he was to begin the interview, a telephone call advised him that Mrs. Knowles would not be able to keep the appointment. It seems she had a more urgent date -- with the stork at a Tulsa hospital. We're glad to report a happy ending for all concerned. Infant Nora is, of course, a most welcome (and lusty) addition to the Knowles household. And we got our information about Mrs. Knowles in time to beat the deadline. Usually the covers of ETHYL NEWS show an industrial scene or one of the countless beauty spots to be found in this grand and glorious land of ours. But we happen to know that children and animals have strong public appeal. So, we change pace this issue and offer a view that shows these popular subjects. The photographer in this case was "Denny" Grant, Pennzoil Company vice president. It's a prize-winning picture (see "A Colorful Hobby' on page 20) and it's very much in demand at exhibitions throughout the country. Like father, like son doesn't apply in the case of "Billy" Parker ("Parker's Pusher," page 25) and his offspring. In the four years just before World War I, Billy flew more than 400 exhibitions. He demonstrated night flying, stunting, and even wing-walking. For anyone so fearless, you might think he is unconcerned about the hazards of any occupa tion. Not so. His son's work worries the life out of him. What does the younger Parker do for a living? He's a deep-sea diver in California. ETC 24358 on Stream The city may become Canada's top oil refining center When Canada sometime gets the chance to pause and take stock of its powerful industrial surge, it may well find that Sarnia has become its premier petroleum refining center. More than one authority has predicted as much. Among them is W Harold Rea, president of Cana dian Oil Companies, Ltd. His company began oper ating a new million refinery at Sarnia last Sep tember, after having been located in Petrolia, not far from Sarnia, for more than half a century. "This area will be the oil gateway to Canada's industrial east," Mr. Rea envisions. "Pipelines and, to a lesser extent, tankers will carry the finished products further eastward. Shouldn't Sarnia witness the same type of refinery expansion as other oil pipeline terminuses, such as Haifa in Israel and Toledo in Ohio? With greater refinery capacity in Ontario, it doesn't seem illogical to reason that refined products will move eastward from Sarnia and Toronto toward the Quebec border, reversing the existing movement of products westward." On paper at least, Sarnia has its work cut out for it if it is to fulfill the prophecy of Mr. Rea and others. Right now, five important Canadian cities have as many or more refineries, although only one surpasses Sarnia in capacity. Montreal, of course, is Canada's No. i refining city. Situated there are the big refineries of British Amer ican Oil, Imperial Oil, McColl-Frontenac Oil and Shell Oil of Canada. Their combined crude capacity is 167,000 barrels a day, or just about 35 percent of the Dominion's total. Sarnia has two operating refineries, with a third due to go on stream before year's end. The Imperial Oil refinery in the city long has been the Dominion's biggest in terms of capacity. A major expansion and modernization program has boosted this plant's handle from 57,000 to 71,000 barrels a day. The new Cana- ETC 24359 1  ft* On May 21, Sarnia and its twin city of Port Huron, Mich., across the St. Clair River, were struck by a tornado. The twister claimed several lives and caused millions of dollars of property damage. It came close to Sarnia's refineries, but, for tunately, did not damage them in any way. Imperial Oil's refinery in Sarnia (left) is the largest in the Dominion. It can handle 71,000 barrels a day . ^'.aissriir' J'ZS-Stiij3r~'*X&r -I &em Above, now under construction, the refinery being built by Sun Oil is due to be in operation by year's end An aerial view of the new Canadian Oil refinery in the Sarnia area. The plant cost 23 million dollars ETC 24360 dian Oil Companies refinery is a 20,000-barrel unit. By the end of 1953, the 15,000-barrel refinery that Sun Oil is now building will be in production. Then the city's total refining capacity will be about 106,000 barrels a day, second greatest in Canada. Sarnia has many features in its favor to bolster predictions about its future as Canada's top refining center. For one thing, it is the heart of what residents proudly refer to as "Chemical Valley," an area on the southern outskirts of the city in which are located many large chemical and petrochemical plants. Other factors that loom large as Sarnia rushes to meet its industrial destiny are: ample labor and raw material supply, excellent port and shipping facilities, and a rapidly expanding market for petroleum products. Sarnia's population of 40,000 is more than double what it was eight years ago, and one of every six residents of the sprawling province of Ontario now lives within a 100-mile radius of the city. Crude From. Alberta While Sarnia is blessed with an abundance of most items required to make manufacturing a success, it can lay no claim to large oil fields. At one time it could, for oil in Canada was first found and produced in the Oil Springs-Petrolia area, 25 miles southeast of the city. Now virtually all the crude that Sarnia refines is brought in from Alberta, almost 2,000 miles away. But in this age of miracles in petroleum transpor tation that is no hardship. In fact, hand-in-glove with predictions that Sarnia will rise as Canada's leading refining hub go forecasts that the city also will be the crossroads of the Dominion's fast-growing sys tem of oil pipelines. The latter prediction recently got a strengthening shot in the arm with announcement that the Interprovincial pipeline, which now stretches from Ed monton to Superior, Wisconsin, will be extended into Sarnia by late '53 or early '54. Then crude from the prairies of western Canada will be brought to the doors of Sarnia's modern refineries by the mere flip of a switch, as it were. Presently the crude travels by Great Lakes tankers, which pick it up at the Superior terminal. The $90 million extension of the Interprovincial line promises to be one of the epochal engineering feats in petroleum transportation. The 30-inch line will cut across northern Wisconsin and Michigan's upper peninsula. Then it will be strung across the Straits of Mackinac for a distance of four miles and at a depth of some 230 feet, a world record for an underwater pipeline. After slicing down eastern Michigan, the fine will cross the St. Clair River into Sarnia from Port Huron, Michigan. Initial delivery of 83,500 barrels a day to Sarnia is planned. Construction of additional pumping sta tions will permit a flow of 300,000 bpd whenever needed -- a total greater than present oil consumption in both Ontario and Quebec provinces. Sarnia has, or is getting, other pipelines to bring crude oil to the city's refineries and to carry finished products to Toronto and the other markets. Crude for the new Sun Oil refinery now abuilding will be received through an existing line from Toledo. Sun Canadian Pipe Line Company, Ltd., jointly owned by Sun and Canadian Oil Companies, Ltd., is constructing a 200-mile 8-inch products line from Sarnia to Toronto. The route of this roughly parallels that of Canada's first major products pipeline which Imperial Oil put into operation last fall. The latter presently can deliver 40,000 barrels of fuel oil and 44,000 barrels of gasoline daily to the TorontoHamilton area. It has been said that "the 20th Century7 belongs to Canada." As it experiences its current boom in oil refining, pipelines and petrochemistry, Sarnia is tempted to alter that proclamation just a bit. "The 20th Century belongs to Canada," it agrees, "but the present decade belongs to us."# Pipelines that carry crude into the city 1 products out are vital to Sarnia's role as New Twist far Vatres - ..... Rotation is increasing the life expectancy of farm tractor valve* The farmer was in a jam. A wet late spring had put him two weeks behind in his planting and now his tractor was misbehaving. "Acts as though it needs another valve job," he complained to his local dealer as his tractor limped into the repair shop. "The expense is bad enough, but right now the lost time bothers me even more. I know I work it hard, but it always seems to break down when I need it the most." Until a recent development -- valve rotators -- valve failures were a major farm tractor service problem. Often occurring at peak seasons, failures have caused delays in farm work and heavy crop losses. Five Times Longer Life But valve rotators have changed all that. A recent survey of leading farm equipment manufacturers shows that rotators have helped to eliminate the build up of deposits, a major cause of unsatisfactory valve life in tractor engines. The majority of new tractors now are factory-equipped with valve rotators. For nearly all makes of tractors already in the field, rota tors are available either through factory service or from engine parts suppliers. The rapid growth in the use of valve rotators in farm tractor engines is a natural result of their out standing performance. Under service conditions, rotators can extend valve life from three to five times -- even longer in some cases. With rotator-equipped tractor engines it often is possible to achieve what is regarded as an ideal maintenance situation--valve life equal to or longer than piston ring life. This enables fanners and equip ment dealers to establish regular servicing schedule*. Exactly how do valve rotators extend valve life9 Actually the principle is quite simple. Everyone knows that the valves in anv internal combustion engine take a beating. Scorched bv the hot gases of combustion one instant and cooled by a fresh charge of the fuel-air mixture the next plus opening and closing several hundred times a minute, they are "in the middle" in engine operation. In tractor, truck and bus engines, where futtthrottle operation under heavy loads is common, they are taxed even more. Under these conditions, dcpnut* have a tendency to accumulate, causing valve* * stick, burn and warp. This is where rotators come in. By imparting 1 turning motion to the valves as they open and cV*. rorators help prevent the build-up of depositv They also help eliminate other causes of valve failure. The rotators now in genera! use are of two type* The positive type turns the valve a given 6 ETC 24362 Trol'BLE-FREE tractor operation helps farmers meet the unprecedented demand for agricultural products The release tvpe allows normal engine vibration to turn the valve bv relieving some of the pressure of the spring. Although the widespread use of rotators in tractor engine valves is a comparatively recent development, the principle of valve rotation is not new. As long ago as 1933, the Ethyl Corporation Research Labora tories conducted a series of experiments to evaluate its possibilities. The results of these and other tests established that rotation could prolong valve life. But the extensive use of rotators had to await the development of satisfactory commercial devices and a better understanding of their application. Then in 1943 Ethyl Corporation conducted a series of tests in cooperation with two major valve manu facturers. Hundreds of individual tests were con ducted with 34 bus and truck fleets. The data obtained were the result of approximately 11 million miles of highway operation and 17,000 hours of stationary engine operation. They showed what actual use has borne out -- that rotators can prolong valve life from three to five times. Added Advantage While the information gathered pertained to commercial and stationary engines, subsequent experience proved that rotators were equally valuable in farm tractors. Unlike heavy-duty truck engines, farm trac tors have the added advantage of not generally requiring the use of hard-faced valves in combination with rotators. Mindful of the far-reaching advantages of valve rotators, tractor manufacturers, farm equipment dealers, oil companies and Ethvl Corporation have joined in a campaign to acquaint more and more of the nation's farmers with the valve-saving device. For its part, in addition to national advertising on the subject, Ethyl Corporation has made available tv o informative booklets. One tells the valve rotator story in easv-to-read style, and the other lists rotator availability for various tractor makes and models. It also has produced a motion picture on rotation. Entitled "One Good Turn Deserves Another," the seven-minute film is for showing to oil company personnel and tractor dealers and mechanics.:*: Ethyl Corporation is helping to tell the valve rotator story in farm equipment magazine ads 1 I i | j 1 i j 1 j 7 ETC 24363 Ernestine Adams, Wanda Jablonski and Ruth Shel don Knowles never brought in an oil field or developed a new refining technique, but few names are better known throughout the petroleum industry. All three women have one thing in common. The\r write about oil. And what they write, the world reads. A ready case in point is Ernestine Adams' famed article entitled "What's Wrong With Being an Oil Company-" This first appeared in the April 1951 issue of The Petroleum Engineer, of which Miss Adams is managing editor. Since then it has been published in countless other periodicals and has gone through five million reprints in several languages, in cluding Japanese. Other Adams' writings that have reached widespread audiences more recently are her editorial called "What Is Profit?" and a similar treat ment of the Naval Petroleum Reserves project. Miss Adams prefers to stay in the background and let her literary efforts speak for themselves. Only a few weeks ago, however, she was forced into the public spotlight. By vote of a committee of oil in dustry executives, she was crowned "Oil Woman of the Year" during the 1953 International Petroleum Exposition in Tulsa. Oumed W eekly Newspaper Missouri-born, Oklahoma-bred Ernestine Adams' success in her chosen field is all the more remarkable remembering that her exposure to anything associ ated with the oil industry was extremely limited until she joined the staff of The Petroleum Engineer ten years ago. She did some oil reporting during the seven Depression years she owned a weekly newspaper in Oklahoma, but there followed another seven years of non-petroleum magazine and advertising work. Even her association with The Petroleum Engineer was a chance affair. Casting about in Dallas in 1943 for a writing job, she was taken on as an associate editor of the magazine. By 1948, she had risen to managing editor. In that position today, the entire petroleum industry is her beat. Behind the byline W. M. Jablonski, oil editor of The Journal of Commerce, is a woman who never had any desire or intention of being a writer, a busi ness analyst or an economist, but who is accepted as outstanding in all three endeavors. Wanda Jablonski was bom in Czechoslovakia. Her father's work kept the family constantly on the move, with the result Miss Jablonski had lived in a dozen or more lands and two states of this country before arriving in the United States in 1938 for keeps. 8 Bylines in Oil What these women write about petroleum, the world reads When she came to the United States 15 years ago it was to take a few years schooling at Cornell until she was old enough to be admitted to Cambridge in England. The war changed those plans. She remained in this country, and as in Ernestine Adams' case, just "stumbled into" her job with The Journal of Commerce. In two years, 1945, she was oil editor. As such, she ranks among the nation's most re spected women journalists. Wherever there is news about petroleum, or apt to be, there is Miss Jablonski. One incident establishes her determination to ferret out oil news whenever and w herever it develops. On a New York-Miami motor trip a few years ago, she began asking service station attendants random ques tions about competition within the industry and ownership of the various oil companies. The illogical and false answers she received amazed her. She WANDA JABLONSKI ETC 24364 primed the results of her vacation "survey" and immediatelv it was hailed bv all segments of the industry. One indication of the international esteem in which Miss Jablonski is held is the visit she made to Vene zuela as the official guest of that country's oil minister in 1948. She was invited to see and write about any thing of Venezuelan oil she cared to. So thorough was her probing that upon her return to the United States she was asked to address the board of a major oil company on the subject. If Wanda Jablonski and Ernestine Adams picked up their knowledge of oil lately and "on the run,'' Ruth Sheldon Knowles can be called a "child of oil." Her introduction to petroleum came at the age of five when her father began wildcatting out of Tulsa after a career as a lead miner in Missouri. BUTH SHELDON KNOWLES Now Mrs. Knowles is a recognized "oilman" in her own right. She made up her mind long ago to become a writer, specializing in oil, and her entire college education was based on subjects that would enable her to interpret the industry to the layman. That she has succeeded is obvious. She has authored countless articles for the nation's leading newsstand and business magazines. Her latest, entitled "A Gallon of Gasoline," appeared in the April issue of Coronet. The Oil Industry Information Committee has dis tributed reprints of this article throughout the nation, and one oil company has ordered half-a-million re prints for its own use and distribution. Mrs. Knowles also is the author of the series of 13 radio programs aired last year and this by the OIIC ERNESTINE ADAMS over many U. S. stations. The series relates the "romance of oil," the first time the industry's story has ever been told in this way. While writing is her forte, it is by no means Mrs. Knowles' sole contribution to the advancement of the petroleum industry. She follows a busy schedule of speeches before clubs, conventions, and various public groups. She completed last year a special survey of exploration in Western Canada and of the oil potentialities of Cuba. Specialist on Ickes' Staff In 1939, at the invitation of the Mexican govern ment, she surveyed all fields and refineries in that country -- the first foreigner permitted to do so. She was a petroleum specialist on the personal staff of Secretary Ickes during the early war years, during which time one of her assignments was a survey of the oil fields and refineries of South America. "I feel that my most important contribution to the industry which I love has been the opportunity to help create a better understanding and a greater interest in the industry and its men and women amongst thousands of people who do not know about oil. The oil industry demonstrates the fruits of free dom and, as a student of liberty, I feel compelled to convey that message to the best of my ability whereever and however I can." So speaking, Ruth Sheldon Knowles sums up for herself, Ernestine Adams and Wanda Jablonski the guiding principles that have made these three women outstanding in their profession.# 9 ETC 24365 OFF I STATE PAKtUi til&sSC > LOGGING MUSEUM 3Gr^a 7' .1V Two new tourist attractions: The Logging Museum in Oregon's Collier State Park and (below) Chim ney Rock on Lake Greeson in southwest Arkansas , s U> itrs* t this very .moment, a sizable number of families Al. the country over are performing the same ritual. They're stuffing please - stop - delivery - temporarily notes into empty milk bottles, making a last-minute check against open gas jets and burning electric lights, and trying to wedge that extra piece of lug gage into the automobile trunk. The reason for this activity is clear. The summer vacation season is again upon us. For some time now Americans have been the "travelingest" race of all civilization. This year, more citizens than ever will leave home for a change of scenery and routine. About 75 million people, almost half the national population, take an annual vacation trip. Nine million go bv airplane, train, ship, bus and bicycle. The remaining 66 million travel in automobiles. And there in lies another chapter of the miraculous it-couldhappen-only-in-America saga. Only in a nation where private automobiles are within the reach of everyone, where paid vacations of two weeks and more are the custom, and where the national standard of living and family- earnings are so high could so many people even consider an annual pleasure junket. The other wav around, motorists, bv their extensive traveling, add strength to the nation's industrial and & r/ S -l Two vacationists hear about the wonders of the new ly-opened natural bridge outside North Adams, Mass. ETC 24366 economic might. Thev create entire new industries -- the motor court business, to name one. And they provide extra business for local merchants selling everything from accordions to zwieback. So vast and varied is the spending of the pleasurebound automobilist that more than half the states rank vacation travel among their three top major industries. In two -- New Jersey and New Mexico -- it is the biggest industry. All in all, it has been determined, motor vacationists currently are spending about $9 Vi billion annually on direct purchases. This breaks down to Si40 a person during the average 1 i-dav car trip of 1,200 miles. The American Automobile Association has dug deeply into the matter and can even pinpoint how the vacation dollar is spent. The biggest single item is meals, which take 29 cents of the dollar. Next comes transportation, which includes service station purchases, automobile maintenance and repair, and tolls. Twenty-one cents goes for this. The rest of the dollar is spent: 20 cents for lodging, 18 cents for miscellaneous retail purchases, 7 cents for theatres and other amusements, and 5 cents for admission to travel attractions. The service station, the roadside stand, and attrac tions like animal farms along the busier highways all owe their existence and growth to the motorist. Now, in recent years, he has helped create an entire new industry -- in the field of accom modations. Almost 45,000 motor courts, motels and motor hotels (more than three times as many as in 1940) now await the tired motorist, and new units are go ing up at the rate of 2,000 an- Typical VACATION scene at the national park on Isle Royale, in Lake Superior nually. The average modern motor court-type establishment costs I50,- 000 to build and furnish, and often _jt_ offers such niceties as air conditioning, a swimming pool, tennis courts, and jj i television. So long as they exist, the Golden Gate Bridge, the Mississippi, .Mount Vernon, and the mountains of New England will appeal to all. But let no one think there are no new travel horizons in the land. Many Americans, seeking recreation as opposed to sight seeing, are finding that seyeral such horizons are opening up to them. "A vast new group of recreational areas has emerged as a by-product of flood control and irriga tion projects," the American Automobile Association reports. "Construction of a dam means creation of a new lake -- usually stocked with fish to be caught by yacationists staying at new nearby accommodations." The AAA recently asked the states about their "new regions of trayel interest" resulting from such projects. Arizona reported that the entire Colorado River area in its state, particularly Lake Mohaye jftsi A l '*r~- : 1 created by Davis Dam, promises to rank with the Grand Canyon as a leading at traction of the Southwest. Next lures in Arkansas include the Lake Greeson and Bull Shoals areas; in Mississippi. Sardis and Arhabutla Lakes; in Missouri. Lake Paho; and in Tennessee, many new man-made lakes. Other types of wetr- trayel attractions reported in clude the Arizona Desert Trailside Museum, near Tucson; the State Veterans' Memorial Park, near Cordele, Ga.; the white marble Natural Bridge at North Adams, Mass.; and Whitewater Palis, in Oco nee County, South Carolina. Pree to move about as he pleases in the family auto mobile, the motorist does not overlook Alaska. Can ada. and Mexico. Well over two million dffyers enter Canada each year and Mexico annually greets half-a-million mo toring Americans. But it is Alaska that is experiencing the heaviest gains in travel volume. In its vacationdestination tabulations, the American Automobile Association lists r 3 general geographical areas of North America. Alaska led all areas last year with an 88 percent rise. This year our potential 50th state expects about 100,000 visitors by automobile. Ahead, then, for the 1953 motor vacationist lie new experiences and adventures. As he enjoys them, he will also be contributing to the strength of the nation by helping to sustain established businesses and in dustries and to create new ones.ir ftl M" 12 s: N Lewis and Clark Cavern, Montana, is the Pacific Northwest's largest ETC 24368 JII fig es of the land A new technique to help save our soil has been developed Judge the land the wav vou do cows, chickens or grain? The idea might have seemed a little far fetched a dozen Years ago. But not now. Land judging, born and reared in the wind-swept farm country of Oklahoma, is roaring across the na tion and through the world like a prairie fire. If not fully arrived yet, it seems to be the coming thing in soil conservation. How farm youth feel about land judging is voiced in a resolution adopted by the Future Farmers of America at their 1952 national con vention. They called it "the most effective tool ever devised to teach the fundamental principles of proper land use and land treatment." There's much in land judging to appeal to young farmers and farm ers-to-be. But adults are not ex cluded. Farm people of both sexes and all ages know too well the rav ages of erosion not to take up any new weapon in the constant fight against wind, rain and the other forces that rob us of our valuable land. Had you been at a 160-acre farm 10 miles north of Oklahoma City this April 30 and May 1, you would have seen land judging in action -- and at its best. There, on what is known as the YVKY Farm (named after the radio-television station that sponsors the event), was held the second annual National Land Judging Contest. Oklahomans have become used to 13 ETC 24369 1 you terrace and farm on a contour? Would you apply phosphate, nitro gen or potash alone, or would you apply all three? Finally the results were an nounced and the prizes bestowed. That was the end of the National Land Judging Contest for another year, but it was not the end of soil conservation labors. That monu mental task of the farmer never ends -- not when some three billion tons of precious soil still are washed or blown out of America's fields and pastures each year. During the 5: weeks between national contests, land appreciation Competition in the national event is real down-to-earth business training schools are held. These are spirited competition in recent years through the all-winning habits of the basketball, football and wres tling teams of the state's two great universities. But the Land Judging Contest was no matching of brawn tivation" and "suited only for wild life." Some of the considerations that go into determining the classication of the land are soil texture, permeability, slope, amount of ero sion, depth of topsoil, and drainage. one-day local events which wind up with a land judging contest much like the big event in Okla homa City. Farmers and land own ers study soils during a morning group session, after which they go to a nearby farm and engage in 1 against brawn. It was a battle of On the basis of their land classifi land judging meet. man against the soil and those ele cation, contestants then prescribed ments which, unchecked, destroy which of 33 suggested treatments How It Started all that is good in the good earth. they would apply to bring the land If there is a "Mr. Land Judging." Bovs and girls, men and women to maximum productivity. Choices he is Edd Roberts, the extension competed in four divisions -- Fu here ran a wide gamut. Would you soil conservationist at Oklahoma A- ture Farmers of America, 4-H Club, improve crops every year or only & Al. College. Together with Har collegiate and adult. Adults com every fourth or fifth year? Would ley Daniel, project supervisor at peted individually. In the other three divisions, teams vied against each other to show their mastery of the soil. Nine states sent repre sentatives to the first national con test in 195:. This year's competi tion drew contestants from 14 states. The contestants' job was twofold. They first had to decide which of the Red Plains conservation experi ment station in Guthrie, Oklahoma, he originated and developed land judging. That was in 1941. Sner that time, .Mr. Roberts personally has conducted :88 of these event* and has trained more than adult and young farmers in thn new method of learning soil con the eight land-capability classifica tions developed bv the Soil Conser vation Service best fitted each of the four fields to be judged. These classifications range from "very good land" to "not suited for cul- servation. Soil conserv ation admittedly * * dry subject of discussion and *t difficult to translate from the leeknical to the layman's viewpoint- B* if anything can glamorize the and the need for conven ing ft. , A 4-h club member writes down his evaluation of land he has just judged judeing seems to lie the current be* bet.ir 14 ETC 24370 i t I < < 1 I 4 to Say It With Slogans The brief, catchy phrase is a valuable business aid and also an asset in promoting matters of national interest n H W R S fB I!','J fE K ! By Frank L. Remington Now?" slogan of Gold Medal flour. Since those early days slogans One day, the story goes, a company have continued to prove their in "T tow shall I answer this let- official asked some employees when spirational worth in many fields of n ter-." the voung secretary they were going to come up with human endeavor. In politics -- "I asked her employer. "This man is catchy phrases that might be used Like Ike." In national emergencies writing to ask how he can be sure to advertise the product. "Eventu -- "Remember Pearl Harbor." In the car we make is a good one." ally," one man replied. "Eventual selling defense bonds -- "Defense Is The employer stared thought ly?," the official asked. "Why not Everybody's Business." But for the fully at the letter a moment. Then now?" most pan, the major use of slogans he said: "If he wants to know how Slogans have been useful since is in advertising. good the Packard automobile is, man first walked the earth. Two tell him to ask the man who owns hundred years before Christ, Cato, Planned Usage one. And give him the name of a the Roman general, proclaimed the Although some slogans have Packard owner in his vicinity." famous "Carthago delenda est!" storied backgrounds, many origi When he voiced those words in Armed with "Carthage must be nate as a planned part of advertising 190:, James Ward Packard little destroyed!," Cato w hipped up so campaigns. One in this category is realized that "Ask The Man Who much popular sentiment against the "For The Life of Your Car. Go Owns One" would become synony city that he was principally respon Gulf." With the start of World mous with the Packard automobile. sible for its destruction. War II, Gulf Oil wanted a saying The slogan has appeared in most The word "slogan" originated that would do more than promote Packard advertisements. centuries ago in the Gaelic words the sale of its products. It w anted Slogans' Influence "sluagh" and "gairm," which mean also to remind motorists that proper literally an army cry or battle veil. automobile care was more import Throughout life everyone is in The ancient Highland clans of ant than ever if cars were to last i fluenced by slogans. Some of the Scotland used such yells as rallying through the war years. "For The better known even have become a calls. These slogans inspired the Life Of Your Car, Go Gulf" is still part of the language. An example clansmen and ignited inspiration into used in the company's advertising. is the "Eventually, Why Not the flame of action. The stories behind some of the 15 1 ETC 24371 Slogans find wide use promoting: more familiar slogans reveal that many of them originated from a chance remark, a humorous circum stance, or even a commonplace incident. "Watch The Fords Go By." for instance, had no connection with automobiles at its inception. One Saturdav in 1908, the employees' baseball team of the old Highland Park plant of Ford Motor Com pany enjoyed a particularly good inning at bat. So many runners sprinted down the baselines that an enthusiastic fan shouted: "Watch the Fords go bv! Just watch the Fords go by!" It didn't take long for someone to suggest that the company might make use of these words in the advertising of its automotive product. he Ground Observer Corps . . . It is said that Theodore Roosevelt originated Maxwell House coffee's slogan, "Good To The Last Drop," during a visit to the home of Joel Cheek, who had perfected the cof fee blend. After Mr. Roosevelt had emptied his cup. his host asked how the Chief Executive had enjoyed the beverage. "Delightful." was the President's reply. "It was good to the last drop." Considerable discussion has been focused on this slogan over the years, and understandably so. "What's wrong with the last drop?" is a fayorite question. The manu facturers of Maxwell House re ceived so much correspondence on this point that they submitted the matter to Columbia University for settlement. Columbia finally de cided that the word "to'' as used in the slogan was inclusive and in good usage. A Big Debate Rmuttfat,-Only you con PREVENT FOREST FIRES! "All The News That's Fit To Print" is probably the best-known newspaper slogan. When adopted by The Neie York Times in 1896 it caused widespread debate. Some critics asserted the slogan implied that the Times exercised editorial judgment as to what news might be too horrible or obscene for public consumption -- a function, they said, no newspaper had the right to assume. The Times replied that no newspaper ever prints all the news. As the controversy continued, the Times offered a $100 prize for any io-word motto which seemed to express better the paper's ideals. The contest drew' some 20.000 en tries, of which 150 were thought good enough to publish. The prize went to the person who suggested "All The World's News, But Not A School For Scandal." 16 ETC 24372 The newspaper, however, liked its own slogan better and has con tinued to use it. Just as "Good To The Last Drop-' and "All The News That's Fit To Print" prompted controver sies. so other slogans often become the butt of jokes. Advertisers sel dom object to these discussions and stories. To the contrary, they usually encourage such enthusiasm, for it enhances the advertising value of the slogan and increases interest in the product. Industry Slogans Often an entire industry adopts a slogan, as the floral industry's "Sav It With Flowers." Major Patrick O'Keefe, a Boston adver tising man, generally receives credit for authoring it while discussing an appropriate slogan with Henry Penn, a florist. After suggesting var ious phrases and bits of poetry, the Major observed: "Why, you can sav it with flowers in so many ..." "That's it," Mr. Penn exclaimed. "That's it-- Say it with flowers." Slogans of two well-known time pieces also had their origins in com monplace incidents. The Hamilton Watch Company developed its "The Watch Of Railroad Accuracy" from a phrase in a letter written by a rail road man who was highly pleased with the never-failing correctness of his watch. R. E. Ingersoll came by his fa mous slogan at a social function when a forgetful hostess couldn't recall his name. In introducing him to another guest th.e embarrassed lady vainly searched her memory. Finally, she blurted out, "Oh. you know, he's the man who made the dollar famous." Mr. Ingersoll, quick to recognize the commercial value of the remark, altered it slightly and used it in his advertising as "The Watch That Made The Dollar Famous." Next to giving a customer the best value for his money, there are few items more important to a com pany's success than the goodwill an established slogOan creates, si It's time to rollup yoursleeve. Show them the Way ...this week Regular church attendance... The blood donor program... Sale of Defense Bonds BLOOD NOW CALL YOUR RSD CROSS TODAY. NATIONAL SIOOO PtOOtAM -ie9u \n U.S DEFENSE BONDS ^ Now Even Better! 31 PAYS COMrOMXD OM4MM1MXT WHO HUD 10 MATUHTT 17 ETC 24373 L Junior Partners in Business I In answering the call for assistance in telling the story of business and our economic svstem to high school students, the companies that make up American industry have responded in many ways. They supply motion pictures, slides and film strips. They prepare informative booklets, brochures and charts. They hold open houses and conduct plant tours. They furnish qualified speakers for school classes and assemblies. But, believing that experience is the best teacher, up wards of 900 business enterprises throughout the country cooperate in still another way. These firms sponsor some 1,500 Junior Achievement companies -- companies in 1 4 which more than 20,000 teen-agers each year acquire practical first-hand business experience to supplement their academic training. Although it is not new, the Junior Achievement move ment is still spreading. Among the factors responsible for its continued growth are the greater need for better First step in the manufacture of the C-EZ Com pany's lawn markers was mixing the concrete economic education and the enviable record made in the business world by graduates of the Junior Achievement program. In Texas, where industry is booming, Junior Achieve With one of the Ethyl Corporation advisers ment is following suit. In the Houston area alone, more : I looking on, the mix is poured into steel molds l than 40 business firms are sponsoring teen-age com panies. Among the Greater Houston business organi zations that support the Junior Achievement program is the manufacturing plant of Ethyl Corporation. The Ethvl-sponsored C-EZ (See Easy) Company is a good example of how a Junior Achievement project helps to prepare young people for the business world. /f's Their Business The C-EZ Company was named by the boys and girls in it for the product they produced -- concrete lawn markers with easy-to-see luminous house num bers. The group elected their own officers. Then, to accumulate operating capital, they went into the community and sold stock in their new venture. An advertising and selling campaign was launched, ma terials and supplies were purchased, and production started. The youngsters kept their ow n books and handled their own banking. In every way then, the success of the project depended largely upon the young people themselves. Throughout these activities, they had the benefit of business advice from the Ethyl plant's chief ac countant, production advice from a Company engi neer and one of its operations supervisors, and sales advice from an Ethyl plant stores office supervisor and a Sales department representative. Within a few months over $500 worth of lawn markers had been sold and the teen-age company's production department was forced into overtime to meet the demand for more. When the school year ended recently, the C-EZ Company issued an annual report to stockholders, paid a dividend of approximately ten percent, and was dissolved. Dissolution at the end of the year is customary for all Junior Achievement companies. This step provides an opportunity for participants to gain experience in terminating businesses as well as in organizing and operating them. The beginning of another school year in the fall will find American firms sponsoring new Junior Achieve ment companies. Each one of the 1.500 or more projects will provide practical business experience for members of a rising and important generation, it Hints on successful selling are offered to the com pany's sales force by two of the experienced advisers ETC 24375 a colorful hobby Taking and exhibiting color slides is a photographic specialty When ceorge Eastman developed the first com pact, hand-held camera and then offered it for sale at a reasonable price, he started America on what was to become one of its most popular hobbies. Amateur photography has come a long way since the introduction of the Kodak. It now numbers its devotees high in the millions. For those who have felt the bite of the photography bug, there are all sorts of supplies and precision equipment to make picture-taking practically foolproof. Along the wav. photography, like a diamond with many facets, has become a hobby with many sides. Some "shutterbugs" specialize on subject matter -- landscapes, baby portraits, still life. Others use certain types of cameras like the reflex, 35 mm., and the thirddimensional type to achieve desired results, or con centrate their efforts exclusively on the use of special lighting effects. In still a fourth category are the camera enthusiasts who specialize in color. The latters' interest in their specialty is seen, among other places, in the many color slide competitions and exhibitions held throughout the country each year. Hundreds, often thousands, of color slides are offered for showing and judging. One leading series of coior slide competitions is that sponsored by the Photographic Society of America. This is an organization of 700-odd affili ated camera clubs from coast to coast. Each year PSA sponsors five interclub color slide competitions and at least one for individuals. Entries come from some of the nation's top color photog raphers and the competition obviously is keen. One of the fascinating aspects of PSA and other color slide competitions is the uncertainty of the outcome. It's practically impossible to anticipate which slides will win awards, not only because of the large number and high quality of the entries, but because of the human element that enters into judging them. There are no set rules or formulas for grading or rating color slides. Although all are photographic experts, judges have their individual differences. In view of the long odds, the record of the small Venango Camera Club of Oil City and Franklin, Pa., is exceptional. To the oil industry, Venango County is noted for its several refineries and for the development of oil in Western Pennsylvania. But thousands of the nation's color photographers have come to know Venango as the name of a top-notch camera club. Among the Leaders In all of the last three annual national competitions of the Photographic Society of America, the 35member Venango Club has placed among the leaders --even over much larger clubs from some of the country's leading cities. In 1949-1950, it was first, and in 1951-1952, second. Contributing to their club's high standing have been the color slides of the Rev. Herman Bielenberg, George Steck, and D. W. Grant, vice president of The Pennzoil Company. The color photo on the cover of this issue of Ethyl News is one of Mr. Grant's prize-winning slides. Entitled "Captivated Cat," it has received special recognition in many club and individual com petitions. Last fall it took top honors in a field of 5,000 color slides in a Pittsburgh competition. Later it was selected to be exhibited at the annual conven tion of the PSA in New York, and was one of four color pictures reproduced in the convention cata logue. It is still being shown at photographic salons throughout the country.# ETC 24376 Science has forced the sea to yield great represents a step-up of 90 million pounds over the approximate annual capacity early in 19?!. < quantities of bromine for "Ethyl" fluid use This greatly increased call for ethylene dibromide presents a glowing contrast to bromine's position three decades ago, when "Ethyl" gasoline was first mar keted. Then, domestic demand for bromine was rela Locked in and under the oceans of the world is a J great wealth of chemicals and animal and plant tively small. Only about one million pounds were needed each year. Most of this wenc into the manu resources. Some day, scientists tell us, civilization mav facture of pharmaceuticals and photographic supplies. rely more upon the great bodies of water for food, But with the introduction of "Ethyl" antiknock com clothing and shelter than it now does upon the farms pound in 1923, a new industry was born which was and forests of the land. to create a demand for bromine that is now more than Few kevs to the locked-in wealth of the oceans have 100 times as great. been found as vet. But some have. One element that The role of ethylene dibromide in tetraethyl lead is being "mined" from sea water in quantity is bro antiknock compounds is to unite with lead molecules mine. For 20 years now, this valuable chemical has released from the air-fuel mixture during combustion been successfully separated from sea water, even and carry them off in the exhaust gases. The chemical though it occurs in such a minute ratio as 67 parts of is made by bubbling ethylene gas through liquid bromine to every million pans of water. Most of the bromine. bromine so recovered in this country is converted into ethylene dibromide, a major ingredient of "Ethyl" Once A Grave Problem antiknock compounds for motor and aviation fuels. In these days of ample supplies of ethylene dibro Recovery of bromine from the sea is centered in mide and bromine, it is difficult to imagine that such Freeport, Texas, where Ethvl-Dow Chemical Com was not always the case. Only 30 years ago the prob pany maintains the world's largest plant for this pur lem of where and how to obtain sufficient quantities pose. An $8 million expansion was completed last fall, of bromine for use in antiknock compounds was a resulting in a 25 percent increase in production ca grave one that occupied great scientific minds. pacity. This expansion coincided with announcement Virtually all the bromine at that time was being by the Defense Production Administration that the produced from underground brine processed in Mich goal for ethylene dibromide capacity had been set at igan. Production was adequate for current needs, but 210 million pounds annually by the start of 1955. This it was only a matter of simple mathematics to figure I 21 ETC 24377 A recent expansion increased Ethvl-Dow plant capacity 25 percent. Part of the new facilities are seen here These suction pumps, each of which can handle 55,000 gallons a minute, deliver water to extraction towers fected, and in 1934 there arose among the sand dunes of North Carolina's shore a full-scale plant for sepa rating the element from sea water. When war clouds gathered over Europe, Ethvl-Dow began construction of a second plant -- this the one at Freeport -- and this went into production in the year of Pearl Harbor. All production is now concentrated there. The manufacture of ethylene dibromide -- like that of the antiknock compounds in which it is used -- is a highly specialized operation. Since bromine must be extracted in as pure a form as possible from sea water, each successive step is designed to concentrate it and eliminate the unwanted brine. To obtain one pound of bromine, more than 3,000 gallons (about 10 tons) of water must be treated. Each working day. the Freeport plant processes as much water as is used by the cities of Cleveland, Detroit and St. Louis. that far more bromine would be required if "Ethyl" antiknock compound was to become the successful product it has proved to be. It was known that the oceans contained an almost endless supplv of bromine. The question was how to make Neptune yield his vast store of the chemical. Of all the elements, onlv common salt had ever been ex tracted from sea water in commercial quantities. How man succeeded in mastering the oceans bv unlocking bromine is one of the most interesting chap ters in chemical research. Laboratory rests had indicated that a process for drawing bromine out of sea water could be developed into a commercial success. To prove the theory on the spot, the S. S. Ethyl, a Great Lakes cargo vessel, was converted into "a floating chemical factory" and sent to sea off the Atlantic coast. The boat's brief, but costly. 1925 voyage brought fulfillment of the prom ises of the laboratory experiments. The bromine extraction process was further per Water Drawn From Gulf The water is drawn in from the Gulf through a steel-walled receiving canal. It is passed through a number of screens and then discharged into a brine pumping basin. A series of pumps -- each of which can handle 55.000 gallons of water per minute -- de livers the water to the tops of twin extraction units, which are known as "blowing out towers." As the water is introduced into the extraction units, it is treated with a chlorine and acid solution, in order to liberate the bromine. The inside of the blowing out towers is filled with packing materials which break the sea water into droplets as it cascades down. At the same time, a powerful blast of air is directed up through the tower. This creates a bromine "mist," which passes into an exit duct and, by chemical treat ment, is reduced to a concentrated solution of 80.000 parts of bromine per million. The bromine is then recovered from this solution, purified, and combined with ethylene to form ethylene dibromide. i 22 ETC 24378 New Stars for Old Glory Add two more stars to the Flag- Never! l YVhv, there might be as many as 20 states tinental Congress in 1777. The Flag, as Presi dent Wilson pointed out in proclaiming the first in the Union. Certainly no one would want to Flag Day in 191 j, is "the embodiment of our crowd that many stars on to the blue field. history." Those of our founding fathers who 160 years Back in 1793 there was no precedent for a?o argued thus against adding stars for the adding more stars to the national ensign. After new states of Vermont and Kentucky would be all, the fledgling country had never been faced amazed by present plans for adding -- not the with the problem before. George Washington fourteenth and fifteenth -- but the forty-ninth had been president for only four years, and and fiftieth stars to the Flag of the United States. Vermont and Kentucky were the first two states The rule is "a star for every state, and a state to join with the original 13. for every star." Thus, if and when Congress' As things turned out, the two stars were votes statehood for Hawaii and Alaska, it also added in spite of the objections -- and also two will be voting two more stars for Old Glory. stripes. For 23 years Americans pledged alle 11 It is a matter of history that the Flag has giance to a flag of ij red and white stripes and changed many times since the original design 1 j stars. It was this flag flying over Fort Mc of 13 red and white stripes and 13 white stars Henry that inspired Francis Scott Key to write on a field of blue was approved by the Con our national anthem. \1 \\ Oft 23 ETC 24379 But both stripes and stars couldn't be added indefi nitely--not at the rate the United States was grow ing. So in 1818, when already there were :o states in the Union. Congress decreed that thereafter the Flag of the United States would contain no more than 13 alternate red and white stripes, symbolizing the 13 original states, and that the blue field would ha\-e 20 stars. The law further stipulated that when ever a new state was admitted, a new star would be added on the July Fourth following admission. Following this Congressional action, it was almost a full century- before the Flag was officially modified The flag will look like this if one proposal of al ternate rows of six and five stars each is adopted again. By 1912, when the admission to statehood of Arizona and New Mexico brought the number of stars to 48, U. S. flags of some 66 different sizes and shapes yvere in use by the various departments of the Federal government. When these variations yvere brought to the atten tion of President Taft, he issued an order establishing definite proportions for the Flag. Those proportions remain the standard today. They fix the length of the Flag, no matter yvhat its size, as one and ninetenths times the width. Other specifications prescribed the proportions of the blue field, the yvidth of the stripes and the diameter of the stars. For all the specifics of President Taft's order and a national flag code adopted in 1942, there never has been any official designation for arranging the stars on the blue field. At one time they formed a single large star. With that exception and the original circular arrangement, they have usually been arranged in horizontal rows. July 4, 1954, is the earliest possible date when a 50-star flag could be officially' displayed, since it would take almost a year to prepare Hawaii and Alaska for statehood even if Congress approved the new status for the territories at this session. Even so, patriotic Americans already are deluging government offices and the nation's flag makers with proposed new designs. One person has suggested that the stars be arranged to form one large circle, and that the world polar map, symbol of the United Nations, be placed in its center. This, he says, would be a "glowing demon stration that our country recognizes a permanent connection with the world community." Pattern of Stars Most of the suggestions, however, are less revolutionary. They deal with the number of rows of stars and the number of stars in each. The most symmetri cal -- but one which provides for the admission of only one new state -- would be a pattern of seven rows of seven stars each. This is the design favored by the Veterans of Foreign Wars. A bill advocating its adoption already has been introduced in the House of Representatives. Annin & Company, one of the country's oldest and largest flag manufacturers, advocates five rows of five stars and four of six. This would make it easier to add another star if Alaska is not admitted to the Union at the same time as Hawaii, the flag makers point out. Actually, the final decision for the star arrange ment will rest with a special committee to be ap pointed by the President after statehood for Hawaii and/or Alaska is voted. No matter how the stars are arranged they will symbolize a still further westward expansion of our borders. And they will give even more significance to a statement by' a member of the committee of the Continental Congress charged with designing a flag for the young republic. More than 175 years ago, this unidentified delegate declared that the stars represent a "neyv constellation of states rising in the West."# 24 ETC 24380 PARKER'S PUSHER Parker's 50-horsepower plane is dwarfed by a B-36D bomber, which is a 42,000-hp craft TThe man and the flimsy, open-air plane in the upper photos are old friends. Their association dates back to 1912 and is perhaps closer even than friendship. For the man --Will D. Parker, manager of aviation sales for Phillips Petroleum Com pany -- fashioned the plane with his own hands as a high school student in Fort Collins, Colo., 41 years ago. Bitten by the flying bug early in life, "Billy" Parker was one of the intrepid pioneers who helped write the glorious saga of aviation history .through his hundreds of flying exhibitions in pre-World War I days. He has kept the 50-horsepower pusher plane all this time as a sentimental heirloom. It wears its years well. Regular main tenance keeps it shipshape, and it often is flown or exhibited at air shows and civic events. On more than one such occasion, the pilot has been Billy Parker himself. The old plane can do 60 miles an hour, take off from a small area, and climb at a good rate. Once airborne, though, the pusher leaves the rest up to the pilot, for it has no instruments. Not even a tachometer or oil gauge.# ETC 24381 N;ii II ! i; ,i t ri The Road r l Oil research began at Dartmouth College just a century ago Dr. Dixi Crosby, above, help ed conduct the first scientific examination of crude oil. Below, Francis Brewer, who gave him the sample of oil One hundred years a^o there were just two things vou could do with petroleum -- drink it and burn it. As `'rock oil," crude petroleum was spooned out as a cure for all sorts of bodilv ills. As "carbon oil," simply-refined pe troleum was used as a smoky, smelly illuminant in the lamps of the day. In contrast, petroleum products and petroleum derivatives today are in constant tremendous demand in industry, in agriculture, in transportation, in the home -- in just about every phase of modem living. Many factors, both within and outside the oil industry, have helped the industry satisfy the many calls for its products. Of these, one of the most important is research. So essential is research to the petroleum industry that American oil companies now spend something like $100 million on it every year. Modem laboratories, outfitted with elaborate equipment and staffed by thousands of skilled chemists, engineers and technicians, are to be found in all parts of the country. j ! | I J I | | f i { ; J Stately Crosby Hall is the focal point of the Dartmouth ceremo nies marking the historic event that took place there 100 years ago I i 26 I from Hanover Research has helped the industry to create hun dreds of new and useful petroleum products. Re search helps develop new methods and processes that contribute to conservation and to progress. Research gives birth to entire new industries -- petrochemistry, for example. Research is one of the reasons w hy the petroleum industry is ever growing and expanding; and why it can be expected to provide even more and better products for more people in the future. The improvement of gasoline is an especially good illustration of progress through research. The fact that two gallons of today's gasoline do as much work as three gallons of 19:5 gasoline, for example, can be traced back to the petroleum, as well as the automotive, laboratory. Not only does research play a big part in the grow th and progress of the oil industry, it was re sponsible for its very birth. If the oil industry traces its beginning to the famous Drake well, then oil research is older than the industry itself. The moth anniversary of Colonel Drake's strike will be cele The engine-flel-lubricant studies of the Ethyl Laboratories in Detroit typify modern-day research brated in 1959. The centennial of oil research is being observed this year. Late in June, on the campus of Dartmouth Col lege, in Hanover, N. H.. oil industry leaders, business men, government officials and educators will gather to commemorate the world's first scientific examina tion of crude oil. A memorial tablet that is to be placed on Dart mouth's Crosby Hall on that occasion will tell the story of what took place there a century ago. "The first scientific examination of crude oil which led to the beginning of the world's petroleum industry was conducted in this building, then the home of Dr. Dixi Crosby, life-long teacher in the Dartmouth Medical School," the plaque reads. "In 1853, Francis B. Brewer, class of 1843, brought a sample of Pennsylvania rock oil to Dartmouth for analysis by Dr. Crosby and Oliver P. Hubbard, pro fessor of chemistry. Their report of its useful and potentially valuable properties led to the purchase by George H. Bissell, class of 1845, and Jonathan G. Eveleth, aided by Albert H. Crosby, class of 1848. of oil-producing land in Western Pennsylvania, the in corporation in 1854 of the first petroleum company in the world and the drilling of the Drake well at Titusville in 1859." Full Story I\'ot Known History does not record what tests Messrs. Crosby and Hubbard made or what equipment they used to study the strange, black liquid that had been brought to them. But it does state that they came to the conclusion that it was "produced at a great depth in the earth, by the decomposition of vegetable and bituminous matter." The first oil scientists apparently were as inaccu rate in their predictions of the future of oil as they were accurate in their early analysis of it. Thev re ported that petroleum probably never would be found in sufficient quantities to make it valuable. The Drake well, for which thev were indirectly responsible, and the thousands of wells and fields that have come in since, have proved how wrong they were. And research, that branch of the industry they unknowingly fathered, has played a vital part in the successful growth and development of oil.^r 3WWSr-.?..W,h!;.,;A M 1 1I \ 27 ETC 24383 Bill Stern, emcee of "The Big Playback" More premium gasoline sales is the goal of Ethyl's increased advertising Stepping up its efforts to help oil companies in crease their sales of premium gasoline during the peak driving months, Ethyl Corporation again is spon soring a weekly television program and minute-movies at drive-in theaters. Launched in May in selected areas, the expanded advertising program is now completely under way. The TV show is being carried by 44 stations in 20 states with a potential coverage of 13.5 million tele vision sets. Minute-movies are being shown at more than joo drive-in theaters in 26 states. These outdoor movie houses have an average total weekly audience of approximately 3.350,000. Designed to appeal primarily to men -- who, surveys show, influence most retail gasoline purchases -- the television program is a sports show. It is entitled "The Big Playback," and is diversified so that it will attract all men, no matter what their favorite sport. Bill Stem, nationally-known sports commentator, is featured in a familiar role. At a brisk, exciting pace, he presents action-packed films of some of the great athletic events of modem times. Thrilling moments in baseball, football, boxing, track, racing, and in other more unusual sports are recreated on the television screen. Citation, the biggest money-winner of all race horses, is shown winning the race that boosted his total earnings to over a million dollars. The Colum- Below, three of the sports celebrities who are appearing as guest stars on the Ethyl TV show bia football team of 1947 is pictured cracking the 3:-game winning streak of a might)7 Armv eleven. Jesse Owens is shown smashing three track and field records to score an unprecedented triple triumph in the Olympic Games of 1936. These are typical of the outstanding moments in sports that Stem revives for televiewers each week. Each week, too, Stem has a famous sports fig ure as his guest on the program. Interviews with these guests help TV audiences get the authentic story behind the drama-packed sports events that are shown. For example, Lou Little, veteran foot ball coach of Columbia University, was guest star on the program that featured "the big playback" of the Lions' history-making defeat of the allpowerful West Pointers. Request Showings To create further audience interest in the pro gram, televiewers are invited to submit requests for showings of their favorite moments in sports. Commercials on the show are of two types. Entertaining and at the same time hard-selling, one type features the talented artist, Tex Antoine. Taking a serious subject like knock, Antoine makes it easy to understand and fun to watch. He presents a compelling reason for buying the best gasoline -- all with a few deft strokes of his pencil and a brief, convincing message. Bill Stem does the other commercials. Some of these concentrate on the added value of "Ethyl" I I If I I I'll 1 .......... I IH-- r Earl Sande [i m Animated "Ethyl" trade-mark reproduc tions add a light touch to commercials ! 29 ETC 24385 gasoline, while others are designed to build goodwill for the oil indus try as a whole. The latter are de voted to such subjects as safe driv ing and the bargain a motorist gets every time he buys gasoline. Supplementing the television cov erage, which reaches a primarily urban audience, are the minutemovies at drive-in theaters in the more rural gasoline marketing areas. These films, which actually run for about 80 seconds, are expanded ver sions of the Tex Antoine commer cials used on TV. Spectators at these theaters are an ideal audience for a gasoline sales message. As motorists seated right in their own automobiles, they see and hear about the difference topquality motor fuel can make. ETHYL IIS THE IS E W S To be successful, companies must devote the same effort to improving human relations with employees that they give to improving products, manufacturing methods and rela tions with customers, Edward L. Shea, Ethyl Corporation president, said in a talk in Nashua, N. H. Mr. Shea spoke K*-- V before the Nashua industrial Management Club on the subject, "Human Relations: A Challenge to the Modern \ --r Executive."' Quoting recent opinion surveys, he pointed out that job security, interesting work, opportunity for advance ment, and a sense of feeling at home in the job apparently are as important as high pay in influencing an emplovee to do his job well. Enactment of a sliding-scale tariff on lead imports as proposed in the Simpson bill (H. R. 4294 j would seriously affect American lead consumers and jeopard ize future lead supplies, Joseph A. Costello, Ethyl Corporation vice president, told the House Ways and Means Committee, in Washington, during hearings on the bill. Citing four reasons for opposing the proposed legislation, he said it would (1) accentuate fluctuations in both the price and supply of metallic lead; (2) tend to raise the general level of the cost to lead consumers; (3) discourage exploration and development of new lead properties abroad: and (4) decrease the supply of lead available in periods of national emergency. Expanded Coverage Both the drive-in theater and tele vision coverage are larger than last year, and are planned to run for about twice as long a period. "The Big Playback" is telecast weekly from stations in the follow ing cities: Amarillo, Atlanta, Austin, Baltimore, Baton Rouge, Bingham ton, Birmingham, Chicago, Cincin nati, Cleveland, Columbus, DallasFore Worth, Dayton, Denver, De troit. El Paso, Erie, Galveston, Grand Rapids-Kalamazoo, Houston, Huntington - Ashland, Johnstown, Kansas City, Los Angeles, Louis ville. Lubbock, .Minneapolis-St. Paul. New Orleans, Oklahoma City, Peoria. Philadelphia, Portland (Ore.), Reading, St. Louis, Salt Lake City, San Antonio, San Fran cisco, Schenectady, Spokane. Syra cuse. Tacoma-Seattle, Tulsa, Wichita Falls, and Youngstown. A new way of studying uncontrolled combustion in an automobile engine was reported at a meeting of the Society of Automotive Engineers, in Atlantic City, in a paper by D. A. Hirschler, J. D. McCullough, and C. A. Hall, of the Ethyl Corporation Research Laboratories. The method is based on an instru ment developed at the laboratories, and permits basic comparisons of the vary ing effects of oils, fuels, and additives by detecting early abnormal combustion. Howard J. Philp has been promoted to assistant manager of Ethyl Antiknock, Ltd., Ethyl Corporation's Canadian sub sidiary. Since joining Ethyl Antiknock as a sales representa tive in 1949, Mr. Philp has worked closely with petroleum refiners throughout eastern Canada, assisting them in mak ing the most effective use of ''Ethyl'' antiknock compounds. Mr. Philp was born in Ontario, and is a graduate of the University of Toronto. Roland J. Ostrander has been appointed assistant to Dan M. Guy, director of technical service at the Ethyl Corporation Research Laboratories in Detroit. Mr. Ostrander, who formerly was supervisor of motor vehicle operations at the laboratories, has been succeeded in that position by Harry A. Toulmin. The cold-starting ability of late model automobiles on gasolines of widely different volatility was discussed in a paper by R. K. Stone, of California Re search Corporation, and K. C. Bier, of Ethyl Corporation, at the meeting of the Division of Refining of the American Petroleum Institute, in New York. The paper was based on the findings of a research program that was conducted with special facilities at the Ethyl Corporation Research Laboratories. Photo Credits: Pages 3, 4 (top), and 5, courtesy Imperial Oil; page 4 (right), courtesy Sun Oil, and (bottom), courtesy Canadian Oil Companies; pages 10, 11 and 12, art work courtesy American Automobile Association, and photos courtesy Oregon State Highway Commission, Arkansas Resources and Development Commission, Massachusetts Development and Industrial Commission, National Park Concessions through Copper County Vacationists League, and State Highway Commission of Montana; pages 13 and 14, courtesy Edd Roberts, extension soil conservationist. Oklahoma A. & M. College: pages 16 and 1", courtesy The Advertising Council; pages 21 and 23, Philip Gendreau; page 22, courtesy The Dow Chemical Company: page 24, United Press; page 25, courtesy Phillips Petro leum Company; page 26, courtesy Paul Giddens and Dartmouth College; page 28 (bottom), courtesy Automobile Mfrs. Assn. ETC 24386 ONE HUNDRED YEARS AGO, the first recorded "scientific ex amination" of oil was conducted, quietly and simply, in the home of a Dartmouth College professor. To day, in contrast, petroleum research is carried on in imposing buildings, staffed with skilled technologists and outfitted with the very latest in equipment and apparatus. The Ethyl Corporation Laboratories, in Detroit, are representative of the modern research establishment. << V`-v fc *; .^ ir.>k4 .wvj-*' JL * Sometimes we land a big one! We keep fishing for new wavs to tell the oil industry's story. And every so often we reel in something big and dramatic. For example, not long ago an oil marketer in Michi gan noticed that the price he paid for gasoline was just about the same as it had been in the middle twenties. So he wrote and asked us how these two gasolines com pared in value. We thought this had the makings of a real story. So we went to work to dig out the facts. We studied the road performance of these gasolines in contempo rary cars of the various years. We also made a study of the average retail price of the two gasolines and found that the price, exclusive of taxes, was almost the same. In the end, all the evidence pointed to one conclu sion: bv any realistic standard, the value of gasoline had increased approximately 500;'- in the last quarter cen tury . In others words, two gallons of today's guoLu will do the work of 3 gallons of 1915 fuel. And t demonstrated this to the petroleum industry and the public. It was news! Newspapers across the country picked it up. Magazines ran feature articles about it. It U- somed out on billboards. It became the theme Oil Progress Week, and a fact familiar to motnnso rf over America. \ et, this kind of public relations job is never finished Even today too few people realize what a tremetfJn* job the petroleum industry is doing to tmprmt America's standard of living.' We believe that as a part of the oil industry ** should aid in every way we can to tell this itnprtf< srorv over and over again. ETC 24388 Thom Yates, Editor Richard F. Cook, Associate Editor Hoi Wohanka, Art Director July-August 1953 MIRACLE WITHIN A MIRACLE Fifty years of powered flight 3 BIRTH OF AN OIL COMPANY It took skill and ingenuity ,6 "AND ON YOUR RIGHT..8 Sight-seeing tours are a major business THE ROAD AHEAD The future of commercial vehicles 11 SHAVING GRACE It's an old Phoenician custom 14 BLOWING UP THE PACIFIC That's what these oilmen are doing 16 FOR THIS REASON ALONE Oil in the Louisiana Purchase territory 19 LITTLE WONDER Something new in model plane engines 22 PRESERVING AN ERA The art of restoring antique cars 24 Opinions expressed in signed articles are the authors'. Ethyl News welcomes articles of timely interest submitted from outside sources. Upon request, the editors are glad to grant permission to reprint material appearing in Ethyl News. Published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y., manufacturer of "Ethyl" antiknock com pounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. Edward l. Shea, Preiidant Stanley T. Crossland, Vice President and Treasurer Herbert A. Savage, Secretary Behind the Until very recently, we would have guessed that pogonotomy was a word pertaining to the art of riding a pogo-stick. We first heard it when, with a debonair stroke of his finelycombed beard and a jaunty tug at his sideburns, our Shaving Editor dropped his manuscript ("Shaving Grace," page 141 on the desk for blue-pencilling. Pogonotomy, it seems, is the word the Greeks had for it. It simply means "shaving" or "beard-trimming." Now confirmed pogonologists, we can impart the news that whisker density on the male face varies from 325 to 550 per square inch on the cheeks and from 260 to 780 psi on the chin. These hairs grow at the daily rate of 15/1000th of an inch, although you'll never convince the average man it's that slow. House-number lawn markers like those made by the Ethyl Corporation-sponsored Junior Achievement company in Houston (see "Junior Partners in Business," May-June issue) may soon grace properties in other localities. Among the inquiries for further information we have received were ones from the widely-sepa rated communities of Toronto. Canada, and Menlo Park, California. Oilmen active in Boy Scout work in those places think the making and selling of lawn markers would be a good fund raising project for their respective troops. If any of our readers are living through a heat wave when this issue reaches them, we sincerely hope our cover view will offer cooling relief. It's a picture of an old woodwork ing mill in Alley Spring State Park, Missouri. The park is "deep in the Ozarks," in the southcentral part of the state. More specifically, it is in Shannon county, which has Eminence (pop. 417) as its major town. ETC 24390 Luxurious 60-passenger sky giants winging their j way over the North Atlantic on a breakfast in New York-dinner in London schedule... Speedy jets, until recently, ranging over North Korea to blast military targets and clear the air lanes of MIGs... A veritable armada of private planes transporting people here, there and everywhere on missions of business and pleasure... These are some of the tangible signs of the miracle of powered flight that has been wrought in the 50 years since the Wright brothers coaxed their flimsy home made biplane to stay aloft for 12 seconds at Kitty Hawk that blustery December 17, 1903. But the miracle of flight is one of many phases. By no means is the whole miracle immediately apparent to the passenger boarding a commercial airliner, to the pilot mounting a powerful bomber, or to the manin-the-street gazing at a plane overhead. Part of the miracle--and a big part of it--is locked from sight in the fuel tanks of the modern airplane. Aviation gasoline--there is a miracle within a miracle. Because of it, aircraft fly farther, faster and carry greater loads. Without it, aviation might be no further 3 ETC 24391 J advanced than it was in 1927 when Charles Lindbergh, on his Atlantic hop, made history by doing the nowcommonplace. Less than a decade--only eight years, in fact--before Hitler launched the Battle of Britain, 100-octane gaso line was a rarity, although at least one refinery was ready to produce it as soon as demand warranted. Laboratory samples often cost as much as S30 a gal lon. Even the American military waited several years before adopting it as standard fuel. With the outbreak of the Axis war, the superior aviation fuel suddenly became much in demand. In typical fashion, the petroleum industry was quick to respond to the call. Production of 100-octane vaulted from a few hundred barrels a day to a wartime peak of about 550,000 barrels daily. As the quantity of aviation gasoline increased so did the quality. Before war's end, the American oil indus try was producing fuels that "ran off" the octane scale, which has 100 octane number as its ceiling. A new yardstick--performance number --for measuring the antiknock quality of these superior fuels had to be developed. A vital ingredient of high-octane aviation gasoline, of course, is "Ethyl" antiknock compound. Added to gasoline in quantity up to 4.6 cc. per gallon, the Ethyl product increased the performance number of wartime fuels by about 55 numbers. That decisive lift gave Allied planes a vast superiority over Axis fighters and bombers, just as today's gasoline with "Ethyl" anti knock compound added provides modem aircraft de cided gains in allowable power. Value to Refiner For the refiner, tetraethyl lead has meant an increase in refinery capacity for aviation gasolines. For instance, the use of 4 cc. of TEL per gallon, instead of 3 cc., jumps capacity of grade 100 fuel some 25%, by allow ing the use of lower octane number base stocks. By increasing tetraethyl lead volume to the maximum 4.6 cc. concentration, a further increase of 7 % capacity is realized. Beyond the production of antiknock compound, Ethyl Corporation has been privileged to make other substantial contributions to aviation, both in fuel and engine development. One of the most significant of these contributions came shortly after the introduction of "Ethyl" anti knock compound as a commercial product 30 years ago. That was the laboratory work of Dr. Graham Edgar, an Ethyl vice president until his retirement last 4 55-OCTANE 91-OCTANE 500 HP. 500 HP. 500 HP. As ANTIKNOCK QUALITY improves, engines smaller in size, but of equivalent horsepower, become possible. A VALUABLE LABORATORY aid in the study of aircraft fuels and spark plugs is the 17.6 engine (above). The supercharged test unit was designed by Ethyl research personnel. Another ethyl-created piece of aviation research equipment (right) is the scalemodel combustor. This duplicates actual jet engine operation up to 40,000-foot altitude. ETC 24392 year, on the synthesis and determination of the knock and aviation industries to aid in a more thorough under ing properties of fuel components. This work contrib standing of fuel and engine relationships. uted heavily to early refining knowledge and pioneered Some magnitude of the Ethyl efforts can be judged the art of knock-rating as we now know it. Dr. Edgar's by the fact that studies along these lines have so far investigations of the branched chain paraffins not only involved some quarter of a million engine test-hours. resulted in the octane scale, but aided immeasurably About 100,000 test-hours have been spent in the evalu in the development of the first 100-octane aviation ation of exhaust valve and gas turbine materials, and gasoline. tens of thousands of additional test-hours have been A rapid improvement in the quality of all aviation devoted to other aviation projects. fuel followed. From a low-octane number product in the early 1930s, we have progressed to today's grade Ethyl Field Work 100/130 and better. This improvement has resulted in Aside from the laboratory work, there is another the development of aircraft engines which produce phase of the Ethyl aviation program. That has to do equivalent horsepower at about one-third the weight. with field work. Currently, the Company is cooperating Other Contributions with both the Air Force and the Navy in training their personnel in tank cleaning, the general handling of In the field of fuel knock-rating, Ethyl collaborated fuels, and in fuel characteristics. Another achievement in the birth of 1-C, which is now the universal method is the booklet entitled "Aviation Fuels and Their Ef of determining aviation fuel antiknock quality. At a fects on Engine Performance." Written for and at the time when existing test engines and equipment were request of the military during World War II, this book inadequate for the purpose, the Company designed and let was revised and re-issued last year, with thousands manufactured a single-cylinder test engine to provide of copies going to personnel in both the oil and avia the oil industry with a supercharged laboratory tool. tion industries. This was the familiar 17.6 engine, which could evaluate Looking to the future of aviation, the Ethyl Labora 5 the high performance fuel components then (1940) coming into the picture under the higher outputs and temperature conditions encountered in actual aircraft tories undertook an extensive program of research on additives for jet fuels at the close of World War II. More than 100 such additives have been evaluated thus engines. Although originally designed for supercharged fuel testing, the 17.6 also has proved to be a conven far and these findings have been passed along to the Armed Forces. In addition, investigations have been ient yardstick for measuring heat ratings of spark plugs. completed on the burning efficiencies of both pure Many oil companies as well as spark plug manufac turers now own and use 17.6 engines in their research programs. liquid and gaseous hydrocarbons. Time and Money Saver Many of the aviation projects of the Ethyl Research As part of the jet additive program, to overcome the Laboratories during the past two decades have been prohibitive cost of full-scale engine evaluation, Ethyl carried out for the Armed Forces. All possible informa research personnel in 1947 perfected a two-inch com tion, however, has been made available to the petroleum bustor for laboratory use. This small-scale equipment duplicates actual jet engine operation up to 40,000 feet with comparable efficiencies. Drawings covering the design of the combustor have been given to several interested oil companies and they now are using the apparatus in their own laboratories to evaluate jet fuels, coking and fundamental flame characteristics. By mak ing use of the Ethyl drawings and background infor mation, it is estimated, some of these companies have saved themselves up to two years of research time and considerable sums of money. It is with pardonable pride in past accomplishments and with enthusiastic hope for future success that Ethyl Corporation joins with the world of aviation in looking forward to the next half-century of flight. # i I 5 ETC 24393 MINNESOTA FORT WILLIAM ^ MlCMIG*N WlSCONSU Birth of an Oil Company It took ingenuity--and a long water journey--to start Riverlake Oils ILLINOIS lew CAGO HSSOUR1 fcRK iNS-5'-' Take a retired oilman who won't stay retired, add a liberal helping of ingenuity, mix in a desire to be of service to a community, garnish with an unfailing belief in the free enterprise system, and you have the recipe for the start of one oil refining business. The "retired" oilman--R. J. Christian, now president managing director of Riverlake Oils Limited. The ingenuity -- Buying a secondhand refinery in Texas and transporting it -- entirely by water -- to the Canadian shores of Lake Superior. The service--Creation of a local, home-owned busi ness that provides gainful employment for more than 50 residents of Fort William, Ontario. .-..sfcatyrrT: -- assn 'V. >5rs tS ij-1 Map shows general route over which the dismantled refinery was shipped. Above, the stopover at Chicago. Here the equipment was put on a Great Lakes vessel. ETC 24394 ii The belief-That while no industry is more competi tive than oil, there is always room for another company that can offer quality products and completely satisfy its customers. At the age of 66 and after a quarter-century career in the Canadian oil industry, Mr. Christian early this year put the newly-organized Riverlake Oils officially 20. By Christmas virtually all the refinery buildings and equipment were re-erected on the new 18-acre site, and storage tanks were ready to hold the first ship ment of 140,000 barrels of Alberta crude that was brought in via pipeline to Superior, Wisconsin, and then by tanker to the refinery. Units that made the long water journey were a com in business with the start of refinery operations at the Fort William site. Since 1928 he had built, or supervised the building of, refineries, pipelines and powerhouses in several of Canada's western provinces. The AngloCanadian Oils refinery at Brandon, Manitoba, is one of his projects. He retired from Anglo-Canadian in 1950 with full plete crude distillation unit, an "Ethyl" blending plant, and three 10,000-barrel storage tanks. In addition, a 78-ton load of brick for rebuilding the refinery's fur nace walls was taken on at Memphis. An Ethyl Corpo ration safety engineer assisted in the dismantling oper ation at Bay City, and personnel of Ethyl Antiknock, Ltd., cooperated in setting up the "Ethyl" blending intentions of taking life easy--and did for a while. But plant at the Ontario site. in 1951, when he was returning from a five-month trip around the world, Mr. Christian stopped off to visit friends in Fort William. They pointed out that Fort William and its adjoining city of Port Arthur were growing fast; that their combined population was ap proaching the 100,000 mark. They noted that there was no refinery between Sarnia and Winnipeg to provide local products for this market. Some 50 residents of the area were ready to form a private company if Mr. Christian would agree to come out of retirement and head it up. He agreed and immediately went on a shopping tour Equipment Added In addition to the equipment brought up from Texas. Riverlake Oils has added a catalytic cracking unit, a treating system and 75,000 barrels of crude oil and products storage facilities. Running at a rated capacity of 4,000-barrels-a-day, the refinery is turning out two grades each of gaso line, diesel and furnace fuel, as well as other products. The gasolines are marketed within a 250-mile radius of Fort William under the brand names of R-O Ethyl and R-O regular. --for a refinery. He looked at several and finally decided to buy the closed-down plant of the Hamman Oil & Refining Co. in Bay City, Texas. Here's where the ingenuity came in. A study of freight rates showed it would cost almost as much to Modestly, Mr. Christian asserts it's still too early to forecast what success Riverlake Oils will achieve. But the proud residents of Fort William consider their new industrial neighbor destined to enjoy a long and pros perous life. # transport the refinery by rail the 1,500 miles to Fort ac; fei William as Mr. Christian's company had paid for the equipment. It was Mr. Christian who suggested a water route to Chicago and thence to Fort William through the Great Lakes. $12,000 Moving Job The $12,000 moving job began last August 1, when the dismantled refinery was transported the 20 miles from Bay City to Palacios, Texas, by truck. At Palacios, it was stowed on a barge for routing through the Intra coastal Canal, out into the Gulf of Mexico, up the Mis sissippi to a point above St. Louis, where the Illinois River was followed to Chicago. There, the equipment was transferred to a more seaworthy vessel for the voy age up Lake Michigan, into Lake Huron, through the locks at Sault Ste. Marie, and across Lake Superior to Fort William. The shipment arrived at Fort William on September At his desk in Fort William, R. J. Christian, presi dent of Riverlake Oils, confers with his secretary. 7 ETC 24395 right // tt . ... *? % i ^ 3. ' i*:. : o i ':^ r ;!if fR R.vi a t ; 'R> * it -. " C-5 s Viewing the industrial, cultural, educational and other wonders of their native land from the kingsized windows of a sight-seeing bus is a privilege for which Americans gladly pay tens of millions of dollars each year. The conducted tour, always a popular tourist attrac tion. is experiencing a new upsurge in popularity in all parts of the country. Many vacationists and just plain "rubbernecks" with a spare hour or two on their hands are finding the organized tour the simplest and easiest way to take in the sights of any particular city or locale. In earlier days, it must be admitted, sight-seeing was ETC 24396 something of a disreputable business. Tours never started until the bus was full. The guide studded his `'spiel" with corny wisecracks and stale vaudeville jokes. Passengers often were subject to insults if they didn't buy (usually at excessive rates) postcards and other offerings of the bus personnel. Nowadays, however, with large nationwide sight seeing companies behind them, conducted tours are a pleasant and memorable experience. Tours start at the scheduled moment, guides provide dignified, informa tive commentaries, and sale of postcards or anything else is prohibited. Today's passengers truly get their money's worth in the form of carefully-planned tours. Largest of the nation's several organizations in the business of showing the sights is Gray Line Sight-Seeing Companies, Associated. Through local operators, Gray Line offers a wide assortment of tours in almost 80 cities and resort areas of the United States and more than 20 spots in Canada, Cuba, Mexico, Hawaii, Puerto Rico and the Virgin Islands. Long Tours, Short Tours On Gray Line buses one can see quaint old Nan tucket Island off the coast of Cape Cod, tour downtown St. Louis, travel the deserts of the great Southwest, visit Grand Coulee Dam, or marvel at the giant Men denhall Glacier in Alaska. There is a wide choice of tours, from the brief 52 ride around the East Side of Portland, Ore., to a seven-day, $142 all-expense trip through the Great Smoky Mountains. As a rule, city tours last from two to five or six hours. Scenic tours require several days and meals and hotel rooms are included in the fare. Some idea of the extent of the Gray Line operations is seen in total yearly figures. Last year more than 12 million people paid upwards of $55 million to see the sights of America from Gray Line vehicles. In addi tion, these people spent at least $400 million more in the shops, hotels, eating places, and theaters of the areas they visited. While many of the associated Gray Line companies also operate limousines, drive-it-vourself cars, and even sight-seeing boats, the large majority of customers travel in their thousands of buses. Comfort and See-Ability There is no set pattern for these buses. The prime requirements are comfort and the ability to see out. To assure riders of the latter, many of the newer buses, particularly those used in city tours, are fitted with a second row of windows above the conventional ones. These permit unobstructed views of tall buildings, mon uments, statues, and other towering structures. One item of standard equipment on the buses is an amplifying system which enables the guide -- or "spieler," as he is known in the trade--to describe the points of interest as they are reached. Not all the sight-seeing is done through bus windows, of course. Most of the tours, depending on their dura tion and itinerary, provide for stops of varying lengths at points of particular interest along the way. On the two-hour, 25-mile Loop and South Shore Drive tour in Chicago, for instance, stops are made at Lorado Taft's "Fountain of Time" and at the Museum of Science and Industry. The two-day, 240-mile Indian Detour trip to Taos, Chimayo, Santa Clara and old Santa Fe, in New Mexico, provides a 48-hour stopover. While the more than 100 associated companies that make up the Gray Line system are independently owned and operated, they are licensed under franchise to use the Gray Line name and are regulated by the organization's national headquarters in Chicago. Tours are conducted in modern buses, staffed by uniformed, informative personnel. Washington is the nation's favorite sight-seeing city from the standpoint of the guided tour. Other popular tour spots are Boston, San Francisco and Los Angeles. Harry Dooley, president of the Gray Line system. Most sight-seeing tour business is handled directly through the local bus company ticket offices, travel desks of hotels, and travel agencies. Gone from the street comer in most cities is the barker who advertised tours of the city's sights through a hand megaphone and dispensed tickets from his pocket, meanwhile as suring prospective riders that the next tour "leaves in just a few minutes." One Man's Dream A nationwide sight-seeing organization with uniform standards and regulations is the realization of a dream for Harry Dooley, president of the Gray Line SightSeeing Companies, Associated. Boston-born and the son of an Irish immigrant, Mr. Dooley started in the business over 30 years ago as a spieler on a tour of the Revolutionary War battle grounds at Lexington and Concord. His bus was a con verted truck. It had no windshield, but it did have solid tires and side curtains that had to be lowered in case of rain. There was no amplifying system, which meant that Mr. Dooley sometimes had to shout his message to make himself heard over the roar of the engine. While still working this run, Mr. Dooley made a trip through the South and Midwest. He found that wher ever he went he could buy nationally-advertised mer chandise, but that there existed no sight-seeing service of consistently high standards. A law student at the time, he never got to hang out his shingle. Instead he devoted his time and energy to establishing the chain that now bears the Gray Line name. 10 The freedom to travel, the beauty of America's scen ery and the glamor of its bustling cities are almost a religion with Harry Dooley. "Our business," he says, "is primarily to help Amer icans feel proud of their wonderful country." While there's almost no limit to the sights that can be seen on Gray Line tours, people's tastes and prefer ences in sight-seeing, as in everything else, change. A few decades ago, there were only four cities that could be called "good" from the sight-seeing stand point. They were New York, Philadelphia, Washing ton and Niagara Falls. Today the Nation's Capital is tops on the list, but is closely followed by Boston, San Francisco and Los Angeles. Another commentary on the changing times is that once-popular attractions like Grant's Tomb and art museums are being supplanted by points of interest like Rockefeller Center and mu seums of science and industry. "Knitting Us Together" Generally speaking, sight-seers want most to see the beauty spots and the things that have made America great--not the blots on our national reputation such as scenes of crime and degradation. To help nomadic Americans take in those places is Gray Line's mission in life. But, Harry Dooley feels, his organization is accomplishing a higher goal. To him, travel and sight-seeing are a means of "knit ting us together into a more homogeneous nation" and of burying "the ill feeling and rivalry that once existed between different sections of.the country."# ETC 24398 Fleet vehicle trends are discussed at a series of Ethyl-sponsored meetings The momentous gains that have been scored in the allied fields of automobile engine design and fuels and lubricants are well known. Just as real, if less dra matic, are the advances that have been, and are con stantly being, made in the same directions with trucks, buses and farm tractors. With commercial vehicles now playing a stronger role in the nation's life than ever before, several logical questions often arise about the future of these vehicles. Some of the posers are: What's ahead in fuels? What kinds of engines will be powering trucks, buses and tractors a few years from now? Are bigger payloads possible? What about the maintenance of trucks and buses of the future? To provide the answers to these and many other related questions, as a service to the petroleum and automotive industries, Ethyl Corporation has instituted a special two-day Transportation Conference. Already presented in New York, San Francisco, Los Angeles and Dallas during June and July, the Conference will be held still a fifth time in Chicago on September 9 and 10. The current Transportation Conference is based on a similar program instituted by Ethyl Corporation back in 1939. At the Conferences held thus far, audiences total ing almost 800 oil and automotive industry representa tives and commercial fleet operators have heard dis cussed, in general and in detail, the question "What's ahead in the commercial vehicle field?" Some of the subjects covered were fuels and lubricants, develop ments in engine design, trends in commercial vehicle design, maintenance techniques, and the work being Dan M. Guy, Ethyl technical service director, addresses the New York session. Others are Robert W. Hogan, Richard C. Murphy, Edwin C. Paige, and John S. Wintringham, all of Ethyl. t G. A. Round, of Socony-Vacuum, who spoke at New York, with L. F. Moodv, Jr., also Socony-Vacuum. Among the oil industry representatives attending the New York session of the Ethyl Transportation Conference were Dale Witter, L. A. Rosser, W. C. Hulme, John McBride and C. E. Hulme, all of Kendall Refining. done on valves, pistons, rings, ignition systems and As gasoline antiknock quality continues to improve carburetors. during the next several years, this will make possible a Among the speakers were research and engineering continuation of the upward trend of commercial engine specialists of Socony-Vacuum Oil, Standard Oil (Indi compression ratios, the Conference audiences were ana), Lubrizol Corporation, Bray Chemical, Fruehauf told. The increased ratios will result both in better Traile'r, Eaton Manufacturing, Thompson Products, engine performance and greater fuel economy. Speci Perfect Circle, Champion Spark Plug, A. C. Spark fically, it was forecast, the average compression ratio Plug, Zenith Carburetor, Holley Carburetor, Fifth of commercial vehicle engines will be about 7.4 to 1 by i Avenue Coach, Pacific Greyhound Lines, Liberty 1960, compared to the present average of 6.4 to 1 for Highway and St. Louis Public Service, as well as key these engines. personnel of the Ethyl Corporation Research Labora The swing to V-8 engines is indicated, discussions at i! tories in Detroit. I Larger Payloads the Conferences brought out, because this design lends itself most easily to further increases in compression ratio without changing the basic structure of the engine. Out of the coast-to-coast Transportation Confer Other advantages cited for this type of engine were ences came many authoritative predictions of how com less over-all length and less vibration and stress be mercial vehicles of the future will look and perform. cause of the shorter crankshaft. Truck and bus engines, it was brought out, will be Still another future possibility is a combination in lighter, more powerful and efficient, and more durable. ternal combustion-gas turbine commercial engine. Ap Design will follow the current trend in passenger car plicable to both bus and truck use, such an engine engines--toward the more compact, high compression would permit the exhaust from either a gasoline or die V-8-type. As a result of the progress already being sel engine to be directed into a gas turbine. The result made in these directions, fleet vehicles will be able to ant over-all efficiency of this type of engine is such haul increasingly larger payloads without exceeding that potential fuel savings up to 30% are indicated. gross vehicle weight limitations. From the lubrication standpoint, one speaker said. I Gathered around an old engine at Los Angeles are W. K. Stevenson. Southern California Gas: Wallace Linville, W estern Highway Institute: Frank Elliott, Ethyl: J. R. Schmitt, Standard of California; John Clark, Asbury Transportation: R. E. Rowley, Municipal W ater. Power & Light. six factors affect engine performance. These are en gine design and manufacture, operating conditions, maintenance, fuels, and lubricants themselves. Regular oil changes, of course, help realize top engine per formance and life. Commercial engine components were discussed in a second-day symposium. Qualified speakers from leading manufacturing firms gave detailed reports on valves, pistons, rings, ignition systems and carburetors. Three of the interested listeners at the New York conference were F. L. Jacobus and W. C. Condit. of Sun Oil, and J. T. Fyrer, of International Harvester. Enjoying a moment of re laxation at San Francisco are H. B. Beachler and W'. C. Jessen, Allis-Chalmers; R. C. Ingram, Caminol: R. L. Ridout and N. D. Taylor. Han cock Oil; Henry Derruau, San Francisco Examiner; F. O. Graham, Hancock Oil; and Marvin Russell, Ethyl... Right, a general view of the audience at a Dallas session. Vehicle Construction As for commercial vehicles themselves, Conference speakers said that through the increased use of plastics and stainless steel, aluminum alloys, magnesium and other light metals, trailers have been made lighter with no sacrifice in durability. Designed as it is--as an open forum-type meeting-- the Ethyl Transportation Conference serves the pur pose of bringing together those industries and indi viduals most interested in the future of commercial transportation and those best qualified to speak out on what that future holds. Out of the sessions being held across the country will come. Ethyl hopes, guide- posts for the future in the broad field of trucks, buses and farm tractors, at ETC 24401 M M- j]y Chippinc 'em off in the Stone Age. erage 13,000 hairs in his beard without any serious damage to his skin. If this accomplishment does not seem reward enough in itself, contemporary shavers might be pleased to know that most of their predecessors were consider One of the primary requisites of good grooming is the clean shave. Small moustaches and beards ably worse off in the same department. Consider primi tive man, for instance. The club-toting boys, 'way back of varying lengths and styles are worn, of course, and when dinosaurs were taking up all the elbow room, here and there a continental goatee may catch the eye. really had it tough. They removed facial hair with chips But the American male, by and large, prefers his face of flint sharpened on stone. To make it more difficult, unadorned. they used the nearest pool for a mirror, which necessi Being so, shortly after the alarm awakens him, mod tated shaving in horizontal rather than vertical position. em man finds himself bleary-eyed and bewhiskered in And all the time there were those dinosaurs loping front of the bathroom mirror, ready to "lather up" or about. "plug in," depending upon the razor of his choice. This appalling picture is probably the worst, but the I: Most mornings he goes about the routine business of treatment of whiskers continued to present a number removing the bristles from his face both systematically of gruesome facsimilies. and automatically, but he regards shaving as a nuisance and would just as soon chuck it all. He would just as An Old, Old Custom soon, but, domesticated to Twentieth Century society, So far as has been positively ascertained, shaving he would no more venture to the office with a face full as it is known today began with the Phoenicians, who of whiskers than he would appear at the White House introduced metal razors almost 5,000 years ago and in overalls. peddled them around the civilized world. Commercial Though the removal process takes only from 4 to 7 ly, they had a good thing. Their razors, beautifully minutes with a safety or straight razor and from 2 to 4 decorated and with a curved cutting edge, went over minutes with an electric job, most members erf the big. Anyone owning one today can name his own price. stronger sex consider shaving--along with mowing the But anyone using one today would be better off switch lawn and taxes--among the major banes of their exist ing to a coping saw. ence. Few stop to remember that when they were ado Apparently the early Egyptians didn't think much lescents they had actually looked forward to the day of the Phoenician razor. Ingenious people they, the when their first manly whiskers would be ready for the razor. More are apt to recall that somewhere in their middle 20s, after several years of snipping the beard in the bud, the novelty wore off ... but, alas, the beard was back each morning. Even so, today's man is fortunate. He has little to contend with in shaving compared to males of former times. His razor may nick him now and again, but he manages to whisk away the av- 14 w D> For countless centuries man has been fighting a losing battle with his whiskers builders of pyramids set about devising their own shav ing equipment sometime before 2,500 B.C. About 500 years later they came up with an instrument somewhat akin to the modern straight razor. In appearance it compared remarkably well, but its cutting qualities are perhaps best revealed by the fact that Egyptians cov For most men, shaving is a dailv morning ritual. ered their faces with false beards of plaited hair. Nor would it seem that the races which honored beards were much better off. Though the beard was time or severed with a razor that barely had an edge. highly esteemed in ancient Greece--Zeus himself wore It is probable that before razors, pumice stone was a beautifully, curled beard of gold--many is the man used to pare whiskers. Though this is not an established who lost his head because of it. During battle, it seems, fact, it is known that in 1662 Samuel Pepys removed an enemy warrior would grab a Grecian's beard with his daily growth of whiskers with pumice stone. This one hand, hold the victim fast, and behead him in one was known as "trimming." fell swoop. For this reason, Alexander the Great intro In subsequent years beards and shaving were both duced shaving to Greece and ordered his soldiers to be in and out of fashion. Some races looked upon beard smooth-faced. less men as servile and insisted that servants and slaves Later on, Peter the Great also compelled shaving for be clean shaven, while those of higher estate made all men under his rule. Though the instruments were their positions known by the length and mode of their better, the consequences for those who disobeyed his whiskers. Charlemagne established the reverse proced orders were worse. Bristly males were heavily fined and ure. Under his rule, men of the upper classes wore their beards either yanked out by the roots one at a moustaches only and those of low status wore full beards. In England, the Norman con Full beards like that sported by the gentleman at the extreme left have at times been in vogue, but for the most part down through the ages and around the globe man has sought to remove his whiskers. querors shaved and ordered the con quered to do the same. This was a fate the English people regarded as worse than death. And so on, through the era of the forked beard, the Van Dyke, side whisk ers and the handlebar moustache, the whiskered male had his problems, un til in comparatively recent times the safety and the electric razor made things easier. Though shaving may not be among the pleasantries of masculinity, it is clear to see that modern man has the edge on his ancestors. # 15 ETC 24403 j: i; The search for under-the-ocean oil is a dramatic one By W. L. C. Su/iner T ucky" ridge planted himself on an upended JL< Coca-Cola case aboard a vessel plying the warm waters of the Pacific off Southern California. Softly he called into a microphone: "Shooting. One-Two . . The "Three," if he ever said it, was lost. Instead there was a rumble as if the mighty ocean was suffering indigestion. The sea-top turned a boiling white and then a geyser of water mushroomed 150 feet or more into the air. Lucky (real name, Lawrence) Ridge had just blown up the Pacific Ocean again. As much as it might have resembled it, this was no A-bomb explosion. It was a routine many-times-a-day event to a crew of 50 men seeking oil off the beaches of Southern California. As one of them, Lucky's job is to set off the charges that help establish whether there are submerged deposits in each blast area. 16 This may not be exploration as the landlubber knows it, but the operations of the Pacific seismic fleet are an important phase of the development of tidelands oil. Billions of barrels of oil are believed locked under the continental shelf. The seismic fleet is operated by Western Geophysi cal Company on behalf of three oil companies--General Petroleum, Standard of California, and Humble Oil & Refining. It's a $5,000-a-day cooperative venture, all in the interest of charting the waters for 200 miles along California's coastline to build up the nation's oil reserves. Seven diesel-powered boats, most of them converted Navy craft, make up the fleet. State laws have united with nature in opposing the men who shoot the earth beneath the Pacific. To pro tect marine life, California requires the use of black powder instead of the customary dynamite and even prohibits blasting altogether in many areas. A fish and ETC 24404 t 1 j I 1 j j game department biologist and a state lands inspector must be present to approve each blast beforehand. The working day begins with an early breakfast served aboard the seismic fleet's two largest boats, the Pacific Rescue and the Pacific Surveyor. The Surveyor, once a sub-chaser, is the floating ware house for the tons of explosives Lucky Ridge sets off each day. With the converted water taxi Patsy K. help ing, her other job is to get samples of the ocean bottom. In the areas already shot, she recovers mud and silt. With luck, there may be a showing of shale, the univer sal key to an oil pool. Headquarters boat for the seismic crew is the Rescue. Aboard her are the seismographs that photographically record echoes from the ocean bottom as they reverber ate from the black powder explosions. Dan Trigg, captain of the Rescue, does the routine navigating for the fleet. On the way out to the area of the day's operations, his crew lowers a pair of 1,000foot cables into the water behind the boat. Buoyed by rubber floats, both lines are spaced with twelve "jugs," as the seismophones are called. The cables carry the signals from the jugs to the recording instruments on the Rescue. Two tailboats haul the ends of the jug lines out to form an L, with the Rescue at the apex. Shoran Does the Trick Using shoran (short range navigation), Trigg's boat works to within 10 feet of the position plotted for the first shot. Shoran, a complicated device licensed by the Joint Chiefs of Staff for this use, played an important role in guiding bombers during the war. Now, triangu lating on two trucks with radar transmitters ashore, it pinpoints the seismic fleet's locations. Once Trigg has brought his fleet to the proper whitecap in the Pacific, the group's marine surveyor orders the tailboats into a perfect L. When the jug lines are stretched correctly at right angles, he directs, "Okay. Shoot her." This is the signal for bulky Lucky Ridge to go into action. With the aid of two helpers, he has planted the shot -- two 45-pound canisters of black powder -- opposite the center of each leg of the L-shaped jug line. The shot position is marked by a pair of children's balloons, dancing gayiy on the water. The balloons, combination markers and supports, hold the powder exactly six feet be neath the ocean surface. Ridge points After the marine surveyor iabove) has jockeyed the tailboats into position. Lucky Ridge I below ) sets off the 90-pound charge that sends water spouting 150-feet skyward. Following each explosion, a boat carry ing a state fish and game biologist rushes to the blast scene for an on-the-spot inspection. The day's work done, all hand? haul the "jug" lines on board ship. A rubber float has just hit the deck. Man in foreground is about to toss a jug. Headquarters boat of the seismic fleet is the Pacific Rescue. The fleet consists of seven ves sels most of them converted World War II craft. out that the shot depth of six feet is one of the few specifications concerned with the explosives that wasn't dictated by the State of California fish and game people. "If we dropped the shot any deeper, she'd make a resonating bubble when she blew," he explains. As he hears the radio order to shoot, Lucky plugs the wire into his blaster. Over his microphone he calls in a calm voice, "Shooting. One-Two ..." On the third beat, he shoves home the plunger. It keys a radio signal to be picked up on the recording seismographs. All is silent for a few hundredths of a second. Then suddenly the water spouts toward the heavens. As the white geyser turns into rain falling back to the sea, the boat carrying California fish biologist Wayne Baldwin races to the edge of the boil. He peers for signs of fish of commercial value that may have been killed by the blast. Should he find any, the day's operation would be halted. "But," says Baldwin, "I've never seen anything ex cept a few six-inch anchovies killed by this black pow der. In fact, our records show only six fish killed in the five years this crew has been using it." 18 As Baldwin's craft circles the last shot, Capt. Trigg moves his fleet into position for the next blast. As soon as the state men approve, the radio repeats the order, "Okay. Shoot her." Once every three minutes during the rest of the working day, Lucky Ridge will slam the plunger on another 90-pound shot. Oil Companies Get Data Results of the day's shooting are rushed by messen ger boat to the nearest harbor. From there, they go to Western Geophysical's interpreting headquarters in Santa Barbara. A copy of the seismograms, the inter preter's figures, and a chart of his findings from each shot are made up for the three cooperating oil com panies. While all three companies get the same data, they often come to opposite conclusions. Their final results are kept secret from each other. Transferred to maps of the area, they are securely locked in "top se cret" files for future use. Nobody aboard the seismic fleet doubts that the day is coming when the California tidelands field will be "brought in" to its fullest. As Lucky Ridge assures you during his 180 seconds of leisure between blasts, "There's nothing the American oil industry can't do."# ETC 24406 EASON ALONE By Dick Tate Oil Editor, Baton Rouge State-Times Purchase of the Louisiana Territory was a sound investment, if only for the oil it contains obody today questions the wisdom that led the N founding fathers of the United States of America to acquire the vast and sweeping stretches then known only as "the Louisiana Territory." Consider but one phase of the transaction--the oil that lies beneath the once-barren wilderness that Napo leon sold us for S15 million (plus about $12 million in interest) and thought we were mad to buy at any price. On oil production alone, the Louisiana Purchase is "paying out" at the rate of about once every three days. On an early April morn in 1803 the American Min ister to France penned a dispatch to President Jefferson, advising him of the impending purchase of the French holdings in the New World. The Minister felt, he said, that it was a wise move. 118,000 Producing Wells That the land would, 150 years later, be returning its initial cost from one mineral alone at the rate of more than two times each week was, of course, something utterly beyond any flight of the wildest imagination. Statistics show that in the 828,000 square miles of once-rank wilderness there now are more than 118,000 producing oil wells. It is a matter of historical record that our minister, Robert R. Livingston, had been negotiating for months with Count Franchois Barbe-Marbois, the French finance minister, for the purchase of only a small frac tion of the French holdings in North America. /:.-? y /'V> / <T.A <- L-- \ ... ! j: Il I ! i tI ! i ;: i The United States, then only 27 years old, initiated the negotiations because it wanted to acquire control of New Orleans and its commanding position at the mouth of the Mississippi River. It was recognized that the area along the northern edge of the Gulf of Mexico was the keystone to unrestricted river traffic. Livingston had labored diligently to consummate a deal that would bring this area under American sovereignty. Then, unexpectedly, just as the negotiations appeared to be lagging, Barbe-Marbois made a stunning proposal. France would sell not just New Orleans and the area surrounding the city, but the entire Louisiana Territory. This was an area so vast that it was to make up almost one-third of the United States as it is constituted today. On April 30, 1803, Livingston, who by then had been joined by James Monroe as a special envoy in the affair, signed the documents which doubled the size of the infant Republic. It was more than eight decades later that the first oil was discovered in the Territory. By that time it was clear to all men that acquisition of the Louisiana Terri tory was a stroke of political and economic genius. But when oil entered the picture, it was an added dividend. 20 Just for the sake of conjecture, consider the wealth that might still be France's if she had appended to the historical document a one-half mineral reservation. This is standard procedure in land sales in almost all oil-producing states. That reservation would apply to an area that Amer ican Petroleum Institute statistics show to be the source of over 30 percent of all crude oil now produced in the United States. Of the several states carved, wholly or partially, from the Louisiana Territory eight are long time petroleum producers. Two others, hiking the total to ten, have joined the ranks of the oil-producing states in recent years and are doubtless destined to grow in importance as sources of crude. In the remaining areas, the bits of the wildcatters are biting deep in exploratory operations that many oilmen feel will pay off ultimately. It is obvious that in selling the Louisiana Territory Napoleon let go an area that could have made France an oil empire for at least many centuries. But that is water under the bridge of history. What counts now is that, despite the large withdrawals of the past, proved reserves in the area are sizeable. ETC 24408 . 1 > ! ) j j i j , API records show there are at present reserves in ex cess of eight billion barrels in the states within the Ter ritory's boundaries. At current market value this means there is something like S1.5 billion worth of oil still in the ground in this area for every S1 million this countrypaid for the land originally. And this figure does not take into consideration new reserves which the current broad program of exploration is developing. This oil lies in the producing states of Arkansas. Col orado, Kansas. Louisiana, Missouri, Montana, Okla homa and Wyoming, plus the relative newcomers of Nebraska and North Dakota. Louisiana's Role It was pointed out at the beginning that the wisdom of the acquisition of the Louisiana Territory goes un questioned now. Actually, the purchase would have been a gigantic success if this country had acquired nothing more than the state of Louisiana itself--a frac tion of the total land area involved. Any one of Louisiana's approximately 340 oil fields would have paid for, and returned a neat profit on, the transaction. Any one of these Louisiana fields, had they been available, could have been a lifesaver for the sag ging French economy back in 1803 when Napoleon, hard pressed by the British and fearful of the future, placed "Louisiana" on the block. If Napoleon, for example, had nothing more than the gross income from Louisiana's first oil field at Jen nings, which has produced over 100 million barrels of oil, it might well have changed the course of history. With over a quarter of a billion dollars in the French coffers, Napoleon certainly never would have disposed of his North American empire for the pitiful four cents an acre it brought. The Little Corporal was not the only one to under estimate the full worth of the Louisiana Territory. Liv ingston himself toyed with the idea of "laying off" part of the gamble he had taken for his country. He thought of selling a half or more of the Territory to some "weak European country" to get the purchase price back. Fortunately, that did not happen. Despite the dim view taken generally of the Louisi ana Territory in the early days, dreams of the wealth hidden away in its wilds had come to at least one man almost 100 years before. He was John Law, a wily Scotsman. In his role of speculator and money juggler to King Louis XV, he came closer to properly evaluat ing the wealth of the New World held by France than anyone of his time. Whether Law was a cold-blooded land speculator aiming only at enriching himself and the French treas ury, or a man blessed with an amazing foresight, cannot be said definitely. But history records that he plastered Europe with handbills promising to those willing to move to the New World the riches of princes. By the thousands the Europeans came, and by the thousands they died. They died in the ports of embarka tion. They died on the ships that bore them to the new land under cattle-boat conditions. They died in the wilderness and they died on the sandy, sun-baked beaches of the Gulf of Mexico. For this tragedy, John Law was blamed. Those who survived found in time that his dreams were not all empty visions. Now, 250 years later, it is clear that his promises of mineral wealth were as accurate as his pledges of agri cultural richness. All in all, it must be noted in the final writs of history, John Law was more right than wrong. Unfortunately for him and for King Louis, proof came a shade too late, it The Williston Basin, where stands this well, is a new oil-producing area in the Louisiana Purchase territory. '7' 5 LITTLE WONDER 7----------- An OIL RING from a large diesel engine and a paper clip in contrast to the small McCoy and one of its 22 parts. A tiny diesel engine promises to revolutionize model plane flying ! hink of diesel engines and you usually visualize Tbehemoth power plants that move trains, trucks, The unit develops almost one-tenth of a horsepower on its own, but that's only part of the story. When boats and other heavy equipment. That, of course, is operated on a special fuel now being marketed, the the main use of this type of power. engine's speed is increased by as much as 2,000 revo But in recent months a new type of diesel engine, lutions per minute. This makes possible the use of a I with a different purpose in life, has come upon the scene. This engineering achievement is the Tom Thumb of its field. It is so small that three of them fit in the palm of a man's hand. It consists of only 22 parts. It boasts variable compression ratio ranging from 17:1 to 20:1. And it bums its own special fuel, containing the same Ethyl Corporation additive that improves the ignition quality of fuels used to power the larger diesel | engines. The midget power plant is designed for use in model airplanes. It needs no spark plugs or glow plugs, and that's one of the reasons why it may eventually replace other existing types of model airplane engines. A West I Coast manufacturer is now turning out units at the rate of 10,000 a month--the first time that such a small complete diesel engine has ever been mass produced anywhere. i :l!' : i 22 Each engine is test-run (above) before being pack aged for shipment. Photo at left compares the new midget diesel unit with a 1.32-horsepower engine. 15 ETC 24410 bigger propeller on the model plane, and that in turn means greater horsepower output. Fuel blends for model equipment are highly secret, but basically they include ether, kerosene and synthetic oil. In addition, the blend being made by the Ohlsson Manufacturing Company, of Long Beach, California, for the little engine also contains 1.5 percent bv volume of Ethyl's new diesel fuel additive. It is the additive that provides the 2,000-rpm increase. Introduced by Ethyl little over a year ago, the addi tive is a special blend of primary amyl nitrates referred to as Ignition Improver (DB-36). It economically cre ates diesel cetane numbers that are the equivalent of natural cetane numbers. Tests show, for instance, that on the average the addition of 0.13 volume percent of DB-36 Amyl Nitrate to diesel fuel provides a gain of five cetane numbers; only 0.05 volume percent is suffi cient to give an average gain of 2.5 cetane numbers. Aids All Concerned DB-36 Amyl Nitrate was developed to provide a sim ple and economical means of making available greater quantities of acceptable quality diesel fuel for train, automotive, boat, tractor and heavy equipment use. As such, it offers obvious advantages to the petroleum refiner, engine manufacturer and consumer alike. Now, in its newest application, it is adding to the power and performance of the craft flown by the nation's army of model airplane enthusiasts. The tiny compression ignition engine which now promises to revolutionize model airplane flying in this country has been known in Europe for some time. But it had never been mass produced before and none had ever been made as small as the unit currently being turned out under the McCoy trade name by the DuroMatic Products Company, of Culver City, California. Duro-Matic set out to -- and did -- accomplish two things. It sought to mass produce the little engine, and at a retail price well below the indicated $10-$ 12. Tooled for an original production goal of 5,000 units a month, the company had its first shipment for retail sale ready in April of this year. Model plane fans flocked to hobby shops to buy the product--at a selling price under $6. Production was immediately doubled to keep pace with world-wide demand. So enthusiastic has been the reception given the 116-ounce engine that the Duro-Matic Company plans to produce two slightly larger models this fall for those who want a more powerful engine on their model aircraft. Also, it is expected, the dozen or more other manufacturers of model airplane engines soon will be producing miniature diesel power plants. Eventually, it is indicated, model aircraft not powered by a diesel engine will be considered "obsolete." Model plane hobbyists are not the only ones enthused by this new development in diesel power. Many engine manufacturers and diesel fuel marketers are viewing it with interest. For. the success of the miniature model aircraft engine suggests possible applications for simi lar type units of one-half and one horsepower size. One such possibility is the use of compression ignition en gines, teamed with fuel containing DB-36 Amyl Nitrate additive, on lawn mowers and motor scooters, si Those who restore and display antique cars are... Preserving An Era It used to be that automobiles which had outlived their usefulness could look forward to retirement to a junkyard or scrap heap, there to remain unmolested until they rusted and rotted away to mere nothing. That, of course, was in the days before so many Americans got bitten so incurably by the Old Car Restoration bug, as has happened in epidemic pro portions since 1945. Now no sooner is a car junked-- particularly one built in the 1920s or before -- than members of the Old Car Restoration brigade are swarming all over it. The objects of their attention are engine parts, accessories, tires--anything at all that is usable or can be made usable. The hobby of owning and displaying antique auto mobiles is a popular and well-known one. Less publi cized is the companion art of restoring the old vehicles to their original beauty and operating capacity. And considering the travail involved, it is truly that--an art. Great stores of energy, ingenuity, patience--and dollars --are expended between the time an old car is first located until its proud owner can show it off. Before and after : Some of the steps in restoring a battered 1912 Packard (extreme left) to its orig inal beauty (lower right) are illustrated here. To qualify as an antique, a car must be at least 25 years old. Many of the more sought-after models date back further than that, to the earliest days of the horse less carriage. Usually a car of this age is pretty far gone, unless it's one of those rare finds that's been put up on blocks and preserved in a state of suspended animation over the decades. Most of the once-proud patriarchs of the road are found down on their wheel rims, with windows smashed, body dented and rusted, parts missing, and upholstery torn and rotted away. Countless hours of labor and expert mechanical ability are required to bring them back to life. That's why the typical antique car owner frequently is a person with at least some me chanical skill or interest. Old car restoration, however, requires more than i 24 ETC 24412 that. The first job is to find out how the particular car originally looked and operated--not just in general, but in every detail. To retain its value, interest and authen ticity, the old-timer must not be modernized or altered from its original appearance, construction, or mechan ical workings. Something like 2,200 different makes of cars have been manufactured in the United States during the past half-century. So it is easy to see why the problem of getting accurate descriptions, pictures, diagrams and specifications of those long deceased can be a formid able one. Among the sources to which the old car restorer can turn for guidance are the Automobile Manufacturers Association, the Ford Museum at Dearborn, Mich., and private car museums. In the latter category, two of the outstanding collec tions of old cars and early automobile memorabilia owned by individuals are those of singer James Melton, near Palm Beach, Fla., and Henry Austin Clark, Jr., at Southampton, N. Y. Fortunately, too, the antique auto fraternity is a closely-knit one. Its members share a wide acquaint anceship with other fans as a result of getting together on tours, field days and other old car events, and through membership in their principal organizations-- The Veteran Motor Car Club of America, The Horse less Carriage Club, and the Antique Automobile Club of America. Beyond information about how the old cars looked and performed, parts for the actual repair work are another problem. When you're fixing up a car that hasn't been manufactured in, say, 30 or 35 years, you don't just run out to a neighborhood garage or service station and pick up the parts you need. Instead you have to be a combination detective, Yankee trader and mechanic. Maybe you have to dismantle other old cars to get them, or perhaps you might be lucky enough to buy or trade for them. The publications of the three leading old car organ izations carry scores of classified advertisements about parts for sale or wanted. "wanted," a typical recent ad read, "for 1913 Model 48 Pierce-Arrow: One 27-inch rim with locking ring to fit a 37 x 5 tire, one hub cap, one carburetor, and one tail lamp." Sometimes when all likely sources have been ex hausted, it is necessary to have replacement parts made in a machine shop. That's what Bud Komhoff, of Rutherford, N. J., an enthusiastic member of the an tique car set, was obliged to do to obtain the spring shackle bolts he needed to rebuild his 1911 Penn 30 Speedster in time for this year's Glidden Tour. The rare Penn was in fairly good condition, but its owner has been able to learn little about the car other than that it was manufactured in Pitts burgh and then for only about two years. Proprietor of a small gar age, Mr. Kornhoff special izes in antique car restora tion work. While many hobbyists are lay mechanics, most of them turn to pro ETC 24413 _ B fessionals like Mr. Kornhoff for the more complicated repairs that require exceptional mechanical skill and special equipment. Another establishment that specializes in such work is the Antique Auto Shop of Northfield, N. J., near Atlantic City. Many of the scores of exceptionally well restored cars in Henry Austin Clark Jr.'s automotive museum on Long Island were completely rebuilt at Northfield, the latest being the stately buff and browncolored aristocratic-looking 1912 Model 18 Packard landaulet pictured on the previous page. Automobile graveyards like this are happy hunting grounds for those with antique vehicles to restore. No matter where it's done, to do the restoration job right it's often advisable to disassemble the derelict car almost bolt by bolt and part by part right down to the frame and start rebuilding from the bottom up. Out ward appearances may not always indicate the necessity for such an extensive job, but experience has shown that it usually pays in the long run. In this way, rust can be removed, the frame checked and straightened if necessary, and all of the undercarriage painted. From this point on, everything that needs replacing, cleaning, repairing, painting and adjusting can be done in sequence and the refurbished car reassembled to its former stateliness. The most popular "restoration" is the Model T Ford. Novices like to begin their antique automobile collec tion with this vehicle because it is fairly easy to obtain parts for and is easy to work on--even for an amateur mechanic. From the Model T, the hobbyist graduates to older, more mechanically complex automobiles. How much does it cost to restore an antique car? That depends. First, of course, there is the purchase price. On unrestored models this varies from a few dollars to a few hundred, according to age, rarity and condition. Then comes the question of just how much work the new owner wants done. So while there are no set formulas, a good professional restoration job can and often does run as high as six thousand dollars. For the antique car enthusiast, and that's just what these hobbyists are, the results are usually worth the expense. They take great pride in and great care of their prized possessions. For the automobile industry and the country at large, these hobbyists are also per forming a valuable service. By salvaging and rebuilding the cars of a bygone era, they are helping America to relive a part of its colorful past and at the same time are enabling its people to appreciate automobiles of the present generation. # Photo Credits: Cover Kodachrome by A. Devaney. Inc.: page 3 Hop), courtesy Boeing Airplane Company, and (lower), Library of Congress: page 8, courtesy Northern Pacific Railway Company; page 9. courtesy Gray Line Sight-Seeing Companies, Associated; page 10 (left), Sarra, Inc., and (right), courtesy The Gray Line of Wash ington: pages 11, 12 and 13, Camera Associates, Haas & Associates, L. A. Todd and Squire Haskins: pages 14 and 15, The Bettmann Archive and Frederic Lewis; pages 16, 17 and 18 (left), Lee C. Sulzner; page 18 (right), courtesy General Petroleum Corporation; page 20 (left), courtesy Port of New Orleans; page 21, courtesy Shell Oil Company; page 23 (upper), H. A. Thomas, Jr., photo courtesy Air Trails magazine; pages 24 and 25, courtesy Henry Austin Clark, Jr. ETC 24414 WHERE STANDS UNCLE SAM? ncle sam is a two-faced war dreamer who first made a boat U monger, the Reds tell us. propel itself by steam, the farmer Uncle Sam is a bumbling up who put together the first reaper, start meddler, say his friends who the visionary who drove a pair of feed at his table. rails through Indian country on Even to us Americans, bled the wav to California. He is Ford with taxes, he sometimes seems a and Kettering and Chrysler--men tyrant bent on spending our dol with strong hands and tough, clev lars of today, our hopes of tomor er brains who have made Detroit row. a name to frighten dictators. Uncle Sam stands in confusion Uncle Sam isn't any one man. --in a confused, suffering, angry He is a spirit, a will, a way of do world. But he stands like a giant ing things that stamps Americans above that world, and even those and our country. He is what who hate him must look up to him. makes us Americans, not just the Did you ever ask yourself--just descendants of those English, who is Uncle Sam? Irish, Polish, or Swedish wander He isn't the Pentagon, the State ers who came here generations Department or the man who takes back. your taxes. He isn't just the Presi He is proud, two-fisted, full of dent or the Average Citizen. He is enterprise. He is a distillation of a lot of people, living and dead-- all the divine purpose, the deviltry, and something that lives in them. the dollar worship or what have Uncle Sam is the fellow who you, that moved our ancestors out thumbed his nose at the redcoats of their homelands years ago and and dumped a boatload of tea in over the oceans to the unknown to Boston Harbor. Uncle Sam is New World. He is a compound the bandy-legged stranger named of Irish cockiness and Dutch de Ben Franklin who walked into termination, of English fortitude Philadelphia with the dogs yap and French ingenuity, of Balkan ping after him, and who stayed shrewdness and Nordic self-reli there to build a reputation as sci ance. He has the German talent entist and statesman which sent for mechanics, the African's and him to France as Ambassador Italian's ear for melody, the Gallic from the United States. He is the urge to dream, to create. homely, lonely man from Illinois Out of this has come a drive, a who wrote the Gettysburg Ad gusto, an energy which marks us dress, the puny lad from New York who grew up to be Colonel of the Rough Riders. Who is Uncle Sam? He is the By NORTH CLAREY inpi as Americans--a wayward strength which makes us do the foolish things, the mighty and the beautiful things we have done as Ameri cans. Uncle Sam is simply the best of you and me, and the way we want to live. He is what we want this land to be -- free and tough and tempestuous . . . and tender. Yes, tender. He is the Red Cross. He is clothes for shivering, frightened children. He is a barricade across Berlin that turns back Terror from the Zone of Mercy. He is something even greater. He is a thirsty, bone-tired boy in a helmet, with sunken, puzzled eyes that can't see why anybody would want to fight over the pos session of Korea--but still can see that an evil bully is loose in the world. A bully who has to be stopped before he can come back to a safe home. So today Uncle Sam stands in a storm-wracked world -- but he stands in that storm like an oak. He stands with the strength of you and me. You and me, neighbor-- and a hundred and sixty million more Americans who are willing to wait and work for our peace in the only way we can. Willing to pay in our toil, and if need be in our blood, to keep Uncle Sam's country a land where the free and the brave are still free to live by their own beliefs--to worship, to quarrel, to love and build as free men--so help us God! # 1 f \ , , f 1 j j. | f j t j > f f | r * : [ j ; ' : s ETC 24415 J 100,000,000 miles looking for the answers When you're looking for the final answers on how an oil or gasoline will affect engine durability, there's only one place to go. Down the road. Sometimes it takes millions of road-testing miles to be sure you've got reliable answers. That's why we think it is significant that since 1923 vehicles participating in Ethyl tests have rolled up more than one hundred mil lion research miles. Today at Ethyl's road-testing centers in Detroit and San Bernardino, both passenger cars and commercial vehicles of every representative type are equipped with special test instruments .. . many of them devised by Ethyl research people. Every mile of every test is under the control of experienced engineers and technicians who understand thoroughly the problem of engines, fuels, and lubricants. On top of this, we get valuable data from passenger car, truck, and bus fleets which cooperate in Ethyl's roadtesting program. Every year we obtain information on how their vehicles perform on highways, over mountains, through deserts, under all kinds of tough operating con ditions. And you can be sure they're out on the road toda> and every day piling up mileage in search of facts that will help you make and sell better petroleum products. James A. Clark, business editor of The Houston Post, and author of "Domes of Destiny" (page 24), has written many news paper and other articles about salt domes. In addition, he is, with geologist Michel T. Halbouty, co-author of "Spindletop,'' the book published by Random House last year that tells the dramatic story of the first great salt dome producer. rith "Spotlight on Grease" (page 8), we salute the nation's grease manufacturers and the National Lubricating Grease Institute, which is holding its annual meeting in Chi cago from October 26 to 28. Seven hundred copies of this issue of ETHYL NEWS will be given special distribution at the meeting. J ust by way of proving once again that even the experts sometimes err--and to their own embarrassment--here's a little story C. K. Thomas. Cornell's distinguished professor of speech, tells on himself. It seems that at an informal gathering during a convention of fellow-educators. Professor Thomas was per suaded to name the home state and locale of each member of his audience by listening to them talk. The professor was sailing along in grand style, scoring high on every candi date for analysis, until the inevitable finally happened. He tabbed one of the interviewees as a native of Brooklyn. Where was the sub ject from? About as far from the New York borough as you can get--the Far West. J. he railroading scene on our cover was photographed at the Ethyl Corporation man ufacturing plant at Baton Rouge. It's one that is enacted there and at the Company's Houston plant every working day. The Kodachrome shows a train of "Ethyl" antiknock compound tank cars, powered by a diesel switch engine, taking shape on some of the plant's trackage. SEPTEMBER-OCTOBER 1953 WAR WITHOUT END 3 Man's eternal battle against insects THIS CAR UP 6 Elevators and our way of life SPOTLIGHT ON GREASE 8 Lubricating grease helps keep our economy going WHAT BETTER MOUSETRAP? 11 Many suggestions, but few improvements ACCENT ON SPEECH 12 Pronunciation habits from coast to coast IT'S A HIT! 14 Ethyl ad painting hangs in Baseball Hall of Fame WORKSHOP FOR DEMOCRACY 16 Louisiana teen-agers learn about government SHIPPED VIA E.B.A.X. 19 The story of Ethyl's tank car deliveries HOT OFF THE GRIDIRON 22 This is football? DOMES OF DESTINY 24 Rock salt formations are a key to oil production Opinions expressed in signed articles are the authors'. Ethyl News welcomes articles of timely interest submitted from outside sources. Upon request, the editors ore glad to grant permission to reprint material appearing in Ethyl News. Published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y., manufacturer of "Ethyl" antiknock com pounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. Edward L. Shea, President Stanley T. Crossland, Vice President and Treasurer Herbert A. Savage, Secretary ETC 24418 enemy that outnumbers him by the billions By Dr. Mont A. Cozier* IVTan in his inherently conceited way considers himself to be the dominant creature on earth and for the most part is afraid only of other men. Actu ally he dominates only in his ability to reason. That has enabled him to survive--but it also may bring about his destruction. For centuries man has been trying to realize the utopian dream of making over the world purely for human consumption. His struggle with insects began long before the dawn of civilization. It will continue, no doubt, so long as the human race endures. The bat- * Dr. Cazier is an authority of note on the subject of which he writes. He is chairman and curator of the Department of Insects and Spiders of The American Museum of Natural History in New York City. tie is due to the fact that man and certain insect species constantly require the same things at the same time, and its intensity is due to the vital importance to both of the things they struggle for. Insects had thoroughly mastered the world and taken full possession of it long before humans began the at tempt. Consequently insects had the advantage when the contest began. They have disputed every step of our invasion of their original domain so persistently and so successfully that we have gained little impor tant advantage over them. Temporary battles we have seemingly won. But if insects want our crops or our household furnishings, they still help themselves. We cannot even adequately protect our persons from their annoying and pestiferous attacks. Insects have, in fact, inflicted upon us for ages many serious evils without our even knowing about it. ETC 24419 3 To show that humans are being challenged and that their competitor is ruthless and in many ways far su perior, consider some of man's shortcomings. He is a comparative youngster, having been on earth only some 500.000 years. His rate of reproduction is slow--one to five individuals every nine months. He is represented by one lone species and only about 2.4 billion individuals. In order to survive he often has to modify either the environment or his mode of life and he does not occur in every habitat. Even though he has great inventive and reasoning powers, he still utilizes only a small portion of his natural surroundings. Now, compare insects with man. Insects flourished more than 500 million years ago. During the course of time they have evolved into many thousands of dif ferent species. Scientists have so far discovered about 850,000 species. They estimate there will be between two and one-half and ten million different kinds when all are known. The Prolific Cabbage Aphid It is impossible to figure the number of individual insects. Certainly there are billions of times more in sects than men. It has been calculated, for example, that during the period from March to April the des cendants from a single female cabbage aphid could amount to one octillion, 560 septillion (1,560,000000,000,000,000,000,000,000). Insects have found it possible to live under practic ally every condition on the earth's surface and so oc cur in every nook and cranny with the exception of the Polar Caps and the ocean basins. No plants and few animals are immune to their attacks. They carry some of the most deadly diseases known to mankind--plague, malaria and yellow fever, to name a few. At various times they have made portions of the world uninhabit able for man. Before our agricultural practices became intensified insects destroyed the food of early mankind and often threatened entire populations with starvation. Our present practice of planting large acreages of the same plant actually make conditions more favorable for the insect by giving him a practically unlimited food supply on which he can breed, feed and multiply with ease and efficiency. No wonder that our agri culture losses as a result of insect attack run into the billions of dollars. Actually we spend billions to effect partial insect control just to maintain our food supply. Were we to have the benefit of that portion which is destroyed by insects we could cut down on production and still have ample food, clothing and 4 building materials to support the human population. A few examples illustrate this point. In the United States in a single year the cotton boll weevil does more than S203 million worth of damage. Disregarding the lint that was destroyed and so unavailable for making cloth, the cottonseed oil lost would have made some 200 million pounds of margarine. The leftover cotton seed meal would have provided enough protein to pro duce 178 million additional pounds of beef, or to take care of enough cows to produce 690 million gallons of milk. The latter equals 19 quarts for every individ ual in this country. The housewife very often is reminded of the destruc tiveness of insects when she finds clothing, rugs, furni ture and partly-used packages of food damaged or de stroyed by one or more insect species. Between S200 million and $500 million worth of damage is done to clothing and household furnishings each year. Indeed, even the house itself is not immune to insect attack. There are many species of insects that assault our for ests, shade trees, ornamental plants, and domestic ani mals, doing millions of dollars worth of damage each year. When one is confronted with such figures as these he cannot help wonder why insects did not take over Lindane and high gamma benzene hexachloride. both sold by Ethyl Corporation, are ingredients of some of the modern insecticides used to combat pests. A few of the more common insects that confront us: The Pacific Coast wireworm (left ) feeds on all vegetables and field crops; the carpenter ant (center) is a wood-borer: the boll weevil (right) ravages cotton crops. ETC 24420 the world long ago, and how man has been able to develop and survive under such highly competitive conditions. Man has been fortunate that many species of in sects--while in search of food and a livelihood--have found that other insects form a very ample diet. We have, therefore, insect parasites and predators that aid in control. Birds, plants and animals other than man have also enjoyed this abundant source of food. In sects have become adapted to somewhat specific en vironmental conditions. When these are changed the insect either has to move out or is killed. Untold bil lions are continually being annihilated by changing climatic and soil features. Some few of these changes have been caused by man but most are due to nature. Balance in Nature When man entered the picture there was already in effect what some authorities call a "balance in nature," due to the interactions of the above factors. As man began to dispute the insect's ownership of plant ma terials, the never-ending battle started. In the begin ning human efforts were by necessity crude and rather ineffectual. Through the course of many years, and because of the increased intensity of the struggle, he has developed and utilized with varying degrees of success numerous means of control. He has propa gated and released insect and plant parasites and pred ators against specific destructive insects. He has made solutions from plant extracts--pyrethrum, rotenone and nicotine are a few--which have proved effective in cer tain instances. Then came an era of control with in organic insecticides, like lead and calcium arsenate and cryolite. But the most important advancement in recent years has been the development of organic insecticides, such as DDT, BHC, lindane and the phosphates, parathion and malathion. Research laboratories and manufac turing plants are constantly developing and producing new and better insecticides. Why No All-Out War Why then, since we are able to develop lethal in secticides, don't we go all-out for the annihilation of all insects? There are several good reasons against such a program. Man has never yet been able to ex terminate a specific single species and so such an indis criminate program would kill both harmful and bene ficial insects. But the most important reason is that insects are responsible for the survival of most, if not all, of our plants that require cross-pollination. Were they not present to accomplish this fertilization, most of our food and forage plants would fail to survive. Man would then have to develop another method of pollinating plants or he and his domestic animals would soon disappear. It has been shown and proved in the field many times that, properly applied, insecticides and cultural meth ods can result in economic control of insect pests.While admittedly it is not complete control and therefore re quires repeated applications, it at least makes it pos sible for us to exist in competition with insects. It is difficult and expensive for us to get along with insects. But neither can we do without them, dr ETC 24421 5 One in a zeppelin building in Akron, Ohio, follows the walls and curves of the roof, as it conveys workmen to the suspended staging. Another at the National Monu ment of the Revolution, in Mexico, curves with the dome, carrying sightseers to the lookout level. These examples, of course, are out of the ordinary. The more routine function of the elevator is to transport Lhe story is told of the owner of people and freight between the various floors of the a large hotel who, having pressed the button a number taller office buildings, hotels, stores, apartment houses of times to signal an elevator in his hostelry, stormed and other structures. into the car the minute its doors opened. Without minc Taken for granted today, elevators have had a last ing words he asked the elevator boy where the devil he ing effect upon the way America lives and works. They had been. have enabled cities to grow up as well as out. They have The youthful operator shrugged his shoulders. made the upper stories of a building, once waste or "Where, sir,'' he queried, "can you go in an elevator?" storage space, among the most desirable. Less than a As a matter of fact, you can go a lot of places. You century ago, prior to widespread use of the passenger can zoom to the bottom of a salt mine or to the top of elevator, buildings in even the largest cities were only the 102-story Empire State Building. You can ride from four or five stories high. New York City's tallest struc deck to deck on an ocean liner or to any of the three ture until 1893 was a church (historic Trinity). observation platforms of the Eiffel Tower. Elevators will take you up the Washington Monument or down Came the Skyscraper to the breath-taking grottoes of Carlsbad Caverns. The third dimension --height --was added to the Nor is travel limited to the vertical direction. Some country's business and residential buildings in the Gay elevators actually move horizontally as they ascend and Nineties period, when the introduction of steel frame descend. Four lifts in a Boston subway station transport construction launched the skyscraper era. But what their passengers six feet sidewise in a rise of 56 feet. good was it to erect a structure of, say, 40 or 50 stories The elevators in the Washington Masonic Memorial in if people and freight couldn't shuttle between the bot Alexandria, Virginia, move 35 feet horizontally as they tom and top of the building with speed, ease and : |l climb to the observation floor 234 feet up. safety. That's where the elevator fitted into the picture. Other elevators travel even more unusual routes. As the elevator assumed importance, it also took on 6 ETC 24422 a new look. A century ago, lifts were operated by "steam, water, hand, or other power," as an advertising circular of the day put it. The electric elevator was introduced in 1889 and many other refinements and developments followed through the years. One of the latest achievements is the electronically-controlled ele vator. These lifts can adjust themselves to accommo date sudden traffic surges and can also automatically measure passenger waiting time to prevent overlong waits for either an "up" or "down" car. The Otis Invention With all this, the principle of the elevator is not new. As far back as 236 b.c. a lifting system for weights was used in Rome. But it remained for Elisha G. Otis to contribute the first truly major innovation in the sci ence of vertical transportation. That was his invention, in 1852, of a safety device to prevent the car from fall ing if the hoist rope broke. Five years later he installed the first such passenger elevator in the United States. From then on the elevator was on its way toward becoming one of the principal means of transportation, both here and abroad. There are now more than 240,500 elevators in the United States and 75,000 in foreign lands. New York City, as might be expected, leads with some 44,500. About 30,000 of these are passenger lifts and they con vey 17.5 million people 125,000 miles daily. Many workers in New York and other large cities actually ride farther in a vertical direction than horizontally. The Atlantic Refining building fright) in Dallas was the first to be equipped with electronically-con trolled lifts that needed no attendants to run them. Modern elevators are not only one of the chief means of travel, they also are the safest form of conveyance. Only one in every' 45 million passengers is injured, making the odds about 100 million to 1 against injuryin an elevator. Engineers believe that if passengers themselves would be more cautious, the odds could be raised to 680 million to 1. Though used principally to convey people and freight in buildings, elevators also serve in many other capaci ties. They lift planes to the runways of aircraft carriers. They transport workers and equipment down into a variety of mines. In a carbarn in Washington, D. C.. an elevator 40 feet long carries trolley cars up and down, and the large freight elevators in the Port of New York Authority Building lift 10-ton trucks. One of the latter elevators once was used as a banquet hall. Sixty-four diners were comfortably seated. Sky's the Limit Forced to get along with less personnel during the .war years, a large company installed its "mail room" in one of its elevators. It found that the elevator, equipped with sorting cabinets, enabled two men to deliver mail twice as many times in a day as five men had formerly. Serving 15 floors, the makeshift "mail car" proved so efficient that it is now in its tenth year and still going strong. "Where, sir, can you go in an elevator?" Well, in more ways than one, the sky seems to be the limit. # j ETC 24423 d ne minute the jet fighter is taxiing down the run lubrication is vital. Lubricating greases are essential O way of a desert air base. The next it's streaking in manufacturing, transportation, agriculture, national ! through the far reaches of the "wide blue yonder." In defense and in the home. They keep steel mills pro no time at all, it has zoomed from scorching heat to ducing; automobiles and railroads rolling; farm, mining freezing cold; from parching dryness to sub-zero humid and construction equipment operating; the weapons of ity. Still, the plane responds instantly to the touch of our armed forces at the ready; and domestic appliances the pilot's hand on the controls. at peak operating efficiency. The almost unbelievable performance of modern Without lubricating greases our economy would airplanes is a tribute to the research, engineering and quickly grind to a sickening halt. production genius of the aircraft industry. But it is a To the average citizen whose only contact with the tribute also to a specialized branch of the petroleum product is at a service station, greases might not look industry. Even the most skillfully designed airplanes very different from the sticky mess that was smeared would soon fail under the severe conditions of flying if on wagon axles almost a century ago. Actually there is it weren't for modern lubricants. Without lubricating a world of difference. greases, their operating parts would quickly become a Modern greases are conceived in the research labo mass of crippled gears, cams, cables and bearings. ratory and produced in scientific manufacturing plants. Though it is one of the more dramatic, aviation is There are literally hundreds of different kinds, each by no means the only phase of everyday life where made according to exacting specifications. They are 8 ETC 24424 Lubricants--as well as fuels--help "keep 'em flying." formulated from different base materials, blended in special ways, and fortified with as many as four or five chemical additives. Lubricating greases now made resist the pounding heat of rolling mills and the freezing cold of refrigerat ing plants. They withstand floods of water in paper making machinery, fruit acids in canneries, and the ceaseless turning of railroad roller bearings. They re sist rust, extreme pressure and oxidation. They adhere to constantly rubbing surfaces and yet spread readily. Greases provide economical and efficient lubrication where it would be impractical or impossible to use oil. The first "modern" lubricating grease was made from a mixture of lime-base soap and crude petroleum from the oil springs of Pennsylvania about 1845, some 14 years before Drake's discovery well came in. Grease of a non-petroleum variety, however, dates back at least to the 14th Century b.c. Egyptians of that era, it has been discovered, lubricated their chariot wheels with a mixture of animal fat and lime soap. When petroleum greases came into use, and for many decades thereafter, grease-making became a closelyguarded craft. Skilled grease-makers mixed ingredients by feel, smell and even taste, and carried pet formulas around in their heads. These artisans produced greases that were adequate for their time perhaps, but there often were wide variations in quality and consistency from batch to batch. In recent years science and technology have stepped in. Grease materials now are weighed and measured by accurate instruments, and are blended in exact propor tions according to the tested formulas. Processing times, temperatures, pressures and other controlling factors are regulated by precision devices. One simple description of grease-making states that "grease begins with a fat, which is made into a metallic soap, that is mixed with a petroleum oil, resulting in a lubricating grease." How Soaps Are Made Actually, several types of soaps are used in making different greases. These include calcium and sodium soaps, which go into the more common types, and a variety of other metallic soaps including lead, alumi num, barium, lithium and strontium for more special ized lubricants. By a process known as "saponification," soaps are made by mixing these alkali metals in heated kettles with various fats such as animal, tallow, oleic acid, degras, hydrogenated fats, naphthenic acids, or other fatty materials. To the finished soap, lubricating oil and additives are added. They are mixed in a kettle equipped with mechanical agitators and the contents are worked con- ETC 24425 9 stantly to insure a uniform tex data for manufacturers, market ture. As the process nears com ers and consumers of grease; col pletion, frequent laboratory tests lects technical information; and are made to assure the desired endeavors to promote policies texture, consistency and other characteristics. Finally the fin ished product is pumped through Railroad car roller bearings re quire specially-compounded greases. beneficial to the industry. Petroleum grease has made tremendous strides in the last filters and into containers. decade, largely as a result of World War II. Many of Lubricating greases of different consistencies, of the then-existing greases were found to be inadequate f course, are needed for different jobs. They range from for equipment developed in that war, and even better solid brick greases used to lubricate the driving journals products were forthcoming. The war also pinpointed ' of huge steam locomotives to the almost fluid greases the need for the multi-purpose greases that could serve required in gear boxes. for several lubrication applications and cut down on the i, Consistency is determine by the soaps and oils used, expense of large inventories of many similar products. 1 the processes by which ingredients are combined, and the additives included. To a large extent, it is the soap Recent Developments that supplies the framework or structure, gives grease One of the contributions of World War II was the its semi-solid body and determines the way it will per lithium soap greases which were better able to remain form its lubricating task. plastic at low temperatures, stay put at high ones, and ; The petroleum oils used in grease-making vary wide- still give protection in high-speed operations. These |; Jy. Generally speaking, however, oils of relatively low led to some of the other metal soap greases that are j. viscosity are used in greases intended for high-speed successfully solving the complex lubrication problems | or low-temperature operation, while heavier oils are of the Atomic Age. needed where the grease is to be used under low-speed For the future, the new metal soap greases and and high-temperature conditions. greases containing synthetic non-soap gelling agents Universal consistency or "hardness" classifications and even synthetic oils seem slated for more widespread for greases have been established by the National Lubri use. At present, however, the high cost of the latter cating Grease Institute, a trade association of which pretty much limits their use to the weapons and equip j some 95 percent of U.S. and Canadian grease-makers ment of defense. are members. These classifications provide uniform Truly, the grease-maker has become a partner in standards for grease manufacturers and consumers progress with the scientist, the engineer and the manu throughout the country. facturer. If his past performance is any indication, it's In addition to establishing these standards, the Insti a safe bet that some day he will lubricate the rockets tute makes other contributions to the welfare of the that speed us to the moon. industry. It acts as a clearing house for information on Why not? He already is supplying the grease for the lubricating greases; promotes standardization of tests jet planes that are breaking through the sound barrier in the fields of grease manufacture and use; publishes and setting new altitude records, r Modern greases are manufactured in quantity under exacting conditions. Grease as the motorist best knows it. better mousetrap? nyone toying with the hope of building At a better mousetrap that would cause the world to beat a path to his door would do well upon which a trap door then snapped shut behind him. Animal Trap's experimental and engineering depart ment specialists carefully study each "better mousetrap" to give up the idea and try instead to develop sent in, but they can be excused if they fail to work up a new type of battleship. The chances of suc enthusiasm for any of the ideas. For, the basic design cess are just as good. of the common mousetrap has gone virtually unchanged One strike (of the trap) is all the mouse gets. But since the great-uncle of Chester M. Woolworth, presi budding better mousetrap inventors have two strikes on dent of Animal Trap Company, invented the first steel them. The double stymie is this: 1. Traps today are model about 130 years ago. about as effective as they'll probably ever get. 2. Even There have, of course, been improvements. One of if someone did come up with a superior device there the more recent is the roll bait pedal. With this, you just would be no path-beating spree for the simple reason squeeze the bait into place without having to tie or "fit" people already buy as many traps as they need. it on the trap. Another comparatively new innovation When the man --it's generally agreed it was Ralph is the automatic setting. This is a welcome device that Waldo Emerson -- spoke of the worn path to the crea prevents the spring from springing when the trap is tor's door that would follow the writing of a better book, being set, thereby greatly reducing the annual toll of the preaching of a better sermon or the building of a cut, bruised and battered human fingers. better mousetrap, he obviously was talking in generali ties. But if you take him literally on the mousetrap pre What It's Made Of diction, poet Emerson does not qualify as an oracle. But basically the mousetrap today is the same as By virtue of their long history of building better Grandpa set out to ensnare rodents of his era. It consists mousetraps and the fact that they are the world's largest of a small block of wood (usually either poplar or manufacturers of these items, the Animal Trap Com pine), four metal parts that make up into the spring pany people of Lititz, Pa., qualify as experts. and spring-latch, and four staples to hold the latter in A week doesn't pass without Animal Trap receiving place on the wood base. Altogether, Animal Trap pro three or more letters beginning "Gentlemen: I have in duces--at the rate of one every 12 seconds --a dozen vented a better mousetrap." The range is wide. One styles of mouse and rat traps. With understandable trap submitted was in the shape of a boat almost two pride, the manufacturer points out that these devices feet long. It was supposed to sell for $5 (the usual will do away with just about any kind of rodent. retail price of the common mousetrap is two for 15 If that adds up to a discouraging picture, would-be cents). Somehow the nautical-minded mouse boarded better mousetrap builders have one consolation. The the boat and was carried down an elevator to a tunnel, rats and mice aren't happy with the situation either, dj ETC 24427 11 The MAP show; the division of the United States into two general, but distinct, speech areas. South of the blue line, for instance, `'on"is pronounced aicn and north of it ahn. South of the black line, `"hurry" commonly is pronounced with the vowel of hut. People to the north use the vowel of hurt. ... ACCENT on n a musical movie not too many years ago, the I leading man and lady were at the point of calling off their romance because, for one thing, they disagreed on how to say words like either, neither and tomato. Far from being a marriage counselor, Prof. C. K. Thomas of Cornell University nevertheless could have assured the distressed film lovers that that alone was no reason to break up their friendship. Pronunciations such as eye-ther, nye-ther and to-mah-to are as natural to and genuine with some people as ee-ther, nee-ther and to-may-to are to millions of others. It's all a matter of geography and certain other factors, Prof. Thomas points out. This is no casual observation by Cornell's distin guished speech professor. For 20 years now he has been checking and studying the way Americans speak. Drawls, twangs and other similar mannerisms of speech he leaves to other researchers. His main interest lies in phonetics, the way people sound certain words-- and why. Prof. Thomas has a stockpile of 12,000 case studies of pronunciations from every state and about two-thirds of our 3,000-odd counties. Many of these speech sam plings are preserved on tape recordings, and most of the interviewees are college students. Each interviewee reads aloud a one-page script that includes key words like horrid, rather, peninsula, sorry, greasy, surprised and chimney. The recording then is skillfully analyzed by Prof. Thomas. He insists on processing each speech sample himself to avoid mis 12 coding "by different pairs of ears." In spare time, he listens and re-listens and listens again to as many as 1,200 speech samples in a single year. After he has transcribed the critical words in phonetic symbols, he denotes on county maps of the United States how each word is spoken in that subdivision. The professor does not attempt to "correct" the speech of the interviewees. He considers that impossi ble on the grounds that "the best American speech is the speech that is considered normal in the region where a person lives." Pronunciation-wise, the nation is divided into two areas, coastal and inland. The line of demarcation starts in the Green Mountains, dips through Massachu setts, across the Hudson Valley, southwestward through Pennsylvania, down the Ohio Valley and on into Texas. This is but a general line. There are many deviations from it. Horrid Example The word horrid is an example. Most people in up state New York, the Midwest and the West pronounce it haw-rid. In eastern New England, New York City, eastern Pennsylvania and the South, you hear hah-rid. Or take the word on. People north of a line running from New Jersey to Texas pronounce it ahn; those south of the line, awn. Another prime example is greasy. South of the Jersey-Texas line, it's pronounced to rhyme with easy. North of the line, the usual pro nunciation matches fleecy. ETC 24428 Why do people in one section, even one county, speak words differently than people elsewhere? There are many reasons-ancestral background of the resi dents, local habits and the area's past communication, or lack of it, with other parts of the country. This is why spotted throughout the country are what Prof. Thomas terms "speech islands." The most promi nent of these, he says, is the Pittsburgh area, with its deep-rooted Quaker and Scotch-Irish background. There, a little girl plays with a dawl whereas it's a doll just about everyplace else in the country. Too, Pitts burghers notoriously pronounce cot and caught alike. Prof. Thomas listens as a student interviewee records his reading of the script containing kev words. SPEECH So far as phonetics go, a resident of the city might have hear different-from-usual pronunciations of such words "slept on a cot and cot cold," or "slept on a caught and as bird and turn. People in New Orleans and several caught cold" or even "slept on a caught and cot cold." coastal areas of the United States do the same thing. Another speech island discovered by Prof. Thomas Incidentally, Prof. Thomas notes, the New York-New lies in the extreme eastern part of North Carolina. Orleans pronunciations are not boid and toin, as sup Here, he has found, some pronunciations have been posed, but are more like buh-eed and tuh-een. modified only slightly from those of 17th and 18 th century7 England. But with the rapid advances being Which Is Right? made in communications, he expects that the unique No one, unless he obviously is mispronouncing a speech of this one-time isolated swampland area will word (like "git" for "get") should feel embarrassed or soon fade out. The same fate seems to await the "moun sensitive about what others may consider a unique pro tain talk" of the deep Ozarks and the Great Smokies. nunciation, Prof. Thomas feels. Seattle Like Pittsburgh Take four of the key words in the first sentence of the script that interviewees read for Dr. Thomas' speech Other speech islands indicated, but not definitely es files--horrid, rather, desolate, forest. Pronounce them tablished, are the Pacific Northwest and the Los An haw-iid or hah-rid, rather to rhyme with father or to geles area. Dr. Thomas does not yet have sufficient rhyme with gather, Jej-olate or dcz-olate, fahrest or j speech samples to classify the speech sounds of people /awrest. Which is right and which is wrong, he asks. i in the states of Oregon and Washington, but does de "Think how dull it would be if we all looked the tect some pronunciations in Seattle similar to those of same, all lived in the same kind of houses and ate the Pittsburgh. As for Los Angeles, it will be some time same food, and all sounded like nationally-advertised before a speech pattern is established there, due to the products. American speech has color and variety. All constant heavy population movement. the efforts of all the elocutionists and standard diction The professor also has a word to say about what has aries in the world won't `purify' it of that color and universally come to be known as "Brooklynese." Cold variety." scientific data, unadulterated by the fact that he him It is to preserve that bit of Americana dealing with self was born in the hometown of the baseball Dodgers, speech habits that Prof. Thomas has devoted so much have led him to the conclusion that there is no such time and energy to his non-profit undertaking. Without i thing as a Brooklyn dialect. Throughout all New York his interest, we might be losing something that never City, and not Brooklyn alone, he contends, you will could be recaptured. # ETC 24429 13 It's a HIT/ Ethyl advertisement painting selected to hang in Baseball Hall of Fame Ideal baseball weather blessed Philadelphia that October 9. The afternoon sun offered its early fall warmth and only an occasional billowy cloud inter rupted the blue skies overhead. Twenty thousand parti san fans, settled in their seats in double-decked Shibe Park, were awaiting the umpire's wail of "Play ball" that would get the 1914 World Series under way. Never before had there been a Series quite as dra matic as this. Connie Mack's hometown Athletics, with their fabulous "$100,000 infield," were taking on the Boston Braves. No galaxy of stars such as studded the Philadelphia baseball firmament twinkled in the Braves' lineup. But the Bostons had written sports history with a miraculous rise to the National League pennant from the cellar position they occupied as late as July 4. In just a few minutes the 1914 World Series would begin. But first, there was a ceremony on the field hon oring Edward Trowbridge Collins, the Athletics' de luxe second baseman. Eddie Collins! There was a name that even then one could be sure would live as long as baseball was played. Collins had been voted the Chalmers Award as his league's most valuable player. The award took its name from the fact that the recipient was presented a brand new Chalmers automobile. In Collins' case, it was a 1914 touring car with "genuine streamline" body. As Manager Connie Mack and the rest of his team mates looked on, the man who ranks as one of baseball's most proficient batters, base runners and field captains modestly accepted his prize. A grin creasing his rugged face and his hands toying with his removed baseball cap. Collins posed by his new Chalmers for the benefit of news photographers. The color and excitement of that historic moment in baseball was captured in an Ethyl Cor poration advertisement that ap peared in national magazines this past July. Now', at the request of official baseballdom, the scene is to live on in the form of a permanent display piece at the National Baseball Hail of Fame and Mu seum. Hanging there, the origi nal painting that was reproduced in the Ethyl advertisement will be seen by the more than 100,000 people who annually visit the Cooperstown, N. Y., sports shrine. The painting, suitably framed and inscribed, was presented to the institution in a brief, informal ceremony at Cooperstown, scene of the first American baseball game 114 years ago. On the receiving end was Sid C. Keener, director of the Baseball Hall of Fame. "We are deeply grateful to Ethyl Corporation for making this beautiful original painting available to us," Mr. Keener said. "Artist Raymond Prohaska has done a grand job in recapturing the spirit of the occasion." The two Ethyl representatives who made the pre sentation were Harry A. Mack, manager of the Dayton (Ohio) district office, and Edwin J. Enoch, of the Advertising division in New York. Both men have a baseball background. During the 1930s, Mr. Mack was president and manager of the now-defunct Dayton Ducks, a Class C team. Mr. Enoch pitched against Eddie Collins in the old Delaware County (Pa.) League just before the latter advanced to the big time. The advertisement in which the Eddie Collins paint ing was reproduced was the final one in the so-called Edwin Enoch and Harry Mack, of Ethyl, present the painting to Sid Keener, Hall of Fame director. ETC 24430 Old Car campaign. These ads, featuring both old-time and modem automobiles, were built around the theme "Today as yesterday, cars run their best on the best gasoline." Designed as it was to help the oil industry in its marketing of premium gasoline, this campaign proved the most successful in Ethyl's magazine adver tising history. It surpassed, in popularity and readership, even the well-remembered "Trade Marks of Nature" and "Powerful Difference" campaigns. As with all Ethyl advertisements that depict actual events, this rendering was as authentic as fact research could make it. Scores of photographs of Connie Mack as he was in 1914 were studied to make sure his clothes and appearance were shown correctly. Shibe Park--now Connie Mack Stadium--had changed considerably since that time. To picture it properly, it was necessary to pore over plans and photos and talk with responsible people who remembered the field as it was 39 years ago. Special attention was paid to showing the players' uniforms and the press photographers' clothes exactly as they were in that pre-World War I era. Even the blue stripes on the Athletics' baseball caps were counted to make certain the exact number was shown. Ethyl naturally is proud that the Baseball Hall of Fame has selected the Eddie Collins painting--the first from an advertisement ever to hang in the institution-- to go on permanent display for all Cooperstown visitors to see. Just as sincerely (and without intending any parti sanship), it regrets that the 1914 World Series, which began so auspiciously with the presentation of the most valuable player award to Collins, couldn't have had a happier ending for the Philadelphia rooters. The amaz ing Boston Braves, still riding the momentum that had carried them from the National League cellar to the pennant, took the Series in four straight games. Disap pointed, Connie Mack broke up his Athletics, including the famous infield, and then had to wait until 1929 for his next pennant. Collins himself was involved in the player shift. He moved to the Chicago White Sox and starred with them from 1915 to 1926, when he rejoined the A's to finish out his playing career. # ETC 24431 15 t U tEfft il Ill i frets # rczri f -A: h The Boys' and Girls' State program is instilling an interest in gov ernment in the youth of Louisiana By Edwin Price Baton Rouge Morning Advocate IN Louisiana, where counties are called parishes and centuries of Old World tradition mingle with modern industrial progress, state government gets a unique twist every year. Four different sets of officials hold office for a time each August. One, of course, is the duly-elected group who govern for the regulation four-year term. The other sets are pseudo-officials--young citizens of what are called Pelican Boys' State, Pelican Girls' State and Bayou Boys' State. The patriotic Boys' and Girls' State program was created nationally by the American Legion nearly 20 years ago as a contribution to better government. It is designed to inculcate in youth the principles of democ racy and to teach the workings of local and state gov ernments. Because of its "leant by doing" approach, ETC 24432 i JhL Real-life governor Robert Kennon addressing Staters. A citizen of Pelican Bovs' State ponders candidates in a voting machine booth. Bayou Boys' State governor Ar chie Epps in his inaugural address. j' for Democracy I -i- ' that's exactly what it achieves. Sessions, lasting a week or more, usually are held in the capital cities of the various states of the Union. Boys and girls who take part are hand-picked on the basis of leadership and all-around ability. Those privileged to attend gain a greater understanding of American democracy at work than they could have in perhaps any other way. Louisiana is not the originator of the State program --it started in Illinois in 1934. Now nearly every state in the country has such a program. But not many of them can match the political maneuverings of the teen agers from Louisiana, where politics is always right behind the weather as a popular topic of conversation. Three Groups Unique Louisiana is unique in having three groups. Louisiana State University at Baton Rouge is host to the Pelican Boys' and Girls' States. Southern University, also at Baton Rouge, is the scene of the Bayou Boys' State gathering. Pelican Boys' State was the first of the groups organ ized--in 1940--and programs and activities of the other two closely follow it. The week-long schedule of each group includes speeches and lectures by prominent officeholders and authorities in the fields of law and government. It also includes a complete pattern of gov ernment at work, re-enacted by the boys and girls them selves and climaxed by the election of teen-age officials who govern for a day. Some 400 youths annually attend the three "states." Legion posts of Louisiana sponsor a majority of the participants, but many are privileged to attend because of financial support from business organizations. Ethyl Corporation is one of the industrial firms that make the program possible by sponsoring individual Boy and Girl Staters. The campuses of Louisiana State and Southern Uni versities are transformed into mythical 49th states dur ing the youths' stays. Staters are assigned to various "cities," and groups of cities comprise make-believe parishes. Pelican Boys' State names its cities for states of the Union, Pelican Girls' State for flowers and Bayou Boys' State for oil, sulphur, cotton and other Louisiana industries. Upon arrival on campus, participants register to vote in one of two parties, the Federalists or Nationalists. In that respect, Staters have it all over their elders. They actually operate a two-party system--something. ETC 24433 17 it might be noted, that is just now having its beginnings in traditionally Democratic Louisiana. Not only have the young citizens mastered the two-party system before their parents, but also the voting machine. State-wide use of voting machines is being introduced in Louisiana only this year. The teen-age politicians test their initial strength in city elections. Many a pack of gum is consumed at what in adult political circles would be called "smoke-filled rooms." Nominations are followed by intensive cam paigning. with rallies, speeches and all the other usual pre-election activity. Campaigning for state offices starts almost as soon as the young citizens arrive at the State site. Gubernatorial candidates organize their supporters early in their bids for the Federalist or Nationalist nominations. Party caucuses are held and platforms adopted. Solid Platforms Most of the platforms could bear serious study by the adult counterparts of the young candidates, for the ideas and principles formulated in the mock campaigns are not hastily written or expressed. They represent serious and constructive thinking on the part of the youngsters. The greater number, and the planks on which the elections are usually decided, concern current state and local issues. Typical platforms in recent years have in cluded stands on important questions like tidelands ownership, conservation of mineral resources, improve ment of roads, taxation amendments, improvement of postal service and farm price supports. How do the young people line up on issues generally? The trend has been almost unanimously right of center. Bills outlawing the Communist party have passed the Boys' and Girls' State legislatures. The eve of the state election finds the Staters taxing their ample ingenuities to the fullest in staging demon strations for their candidates. As in real life, the di vided factions of the primaries have closed ranks behind their ticket for the general election. Election Eve hoopla often outdoes the real thing. Brass bands, poster-toting paraders and oratory make the campus ring. Adding a final touch of realism to the program, of ficials of the pseudo-state literally take over Louisiana's towering capitol building. The young governor occu pies the executive chair and the House and Senate elected by the teen-agers convene in the capitol. The rivalries of the campaign behind them, the Staters unite on city levels for the traditional march on the capitol building. Some type of uniform usually indi vidualizes each city. Florida City's boys, for example, showed up in the parade this August wearing beach togs and sunglasses. The Susans of Girls' State poked their carefully made-up faces through the centers of enor mous yellow cardboard flowers for a realistic portrayal of the flower for which their city was named. Louisiana American Legion officials are responsible for actual operation of the States. But the title of "Mr. Boys' State" indisputably belongs to Dr. A. R. Choppin, dean of LSU's School of Chemistry and Physics. Dr. R. G. Higgins, head of the social science department at Southern University, is director of Bayou Boys' State. These men, together with hundreds of other Legion naires at the state and local levels, are contributing their time and interest to Louisiana's three youth gov ernment projects in a highly-successful effort to educate citizens of tomorrow. The youngsters who've been to Boys' and Girls' States may not pursue politics as a career, but Louisiana is richer by far because these young people understand their government, vote intelligently and think clearly on issues of the day. It's a wonderful thing, all Louisiana is convinced, to have four governors. # Appropriately clad in beach togs and sun glasses. the delegation from Florida City pa rades to the capitol. ETC 24434 Right this moment, anyone probably could spot i. an E.B.A.X. on some stretch of trackage of each of the nation's major railroads. That's important to oil refiners and the gasoline-consuming public. E.B.A.X. is the designation for the specially-con structed railroad tank cars that move the bulk of the huge quantities of "Ethyl" antiknock compounds re quired each year by the oil industry to produce mod em octane-rich gasolines. The E in E.B.A.X. stands for "Ethyl," the B for Brand and the A for Antiknock. The X is a railroad symbol for cars that are privately owned, as all of Ethyl's are. In step with the ever-increasing demand for the "Ethyl" fluid it transports, the E.B.A.X. fleet has grown until it now is the largest of its kind by far. Every car in the fleet is owned and operated by Ethyl Corpo ration and is used exclusively for the shipment of "Ethyl" antiknock compounds. Routing these carriers so they render the fastest, most satisfactory service to refiners, keeping track of their movement en route, and finally seeing to it that the cars are returned to an Ethyl Corporation ship ping point after they have been emptied is more than just an everyday job for the Company's traffic spe cialists. It is a perfected art, backed by almost a quar ter-century of experience in this field. During that time, the Ethyl fleet has compiled an unsurpassable record of "on time" deliveries. r .. i ns vL'UVip.. " Railroad shipments originate at the Com pany's manufacturing plants at Baton Rouge and Houston, as well as at the field termin als on both seacoasts. At all hours of the day and night, every day of the week, the silver-gray tank cars are bearing shipments of "Ethyl" antiknock compounds where they are needed--and when. Around the clock and the calen dar, they travel the North American continent over, making deliveries in Canada and Mexico as well as in the United States. They range north to Moose Jaw, Calgary and Montreal, and south of the border to Tacuba and Tampico. They supply refiners up and down both U. S. coasts and across the 3,000 miles between. All in all, the fleet travels about 15 million miles yearly. Starting points for most tank car shipments are the Company's two manufacturing plants, at Baton Rouge and Houston. These locations are convenient to the great refineries of the mid-South, the Gulf Coast and the Southwest, and they also have ready and imme diate access to the many far-reaching railroad systems of the nation. In addition to the plants. Ethyl's modern field stor age terminals at Wilmington, California, and Edge Moor, Delaware, also serve as supply points for "Ethyl" fluid--making four locations in all from which refiners can be served quickly and effectively. Leased Sidings Still further, the Company maintains a number of leased sidings at strategic points throughout the coun try. Loaded cars stored on these sidings are ready to roll at a moment's notice and so serve as a handy reserve to meet any emergency situation. Not only are the siding cars available for immedi ate dispatch, but Ethyl's traffic specialists can deter mine on short notice the exact whereabouts of any given car in transit. Thus, an urgent call from a re finer for a shipment of "Ethyl" fluid often can be hon ored also by intercepting cars en route. At the same time, because the Company has so many cars con stantly on the move in all parts of the nation, and be cause of the reserve storage in cars on the leased sid ings, the shipment to the original consignee goes through without delay. Loaded cars are weighed on track scales that are tested daily to insure absolute accuracy. Some cars destined for East ern points go via seatrain. ETC 24436 A detailed record is kept of every shipment. An interesting sidelight on the shipments is the manner in which tank cars sometimes are transported to the New York area from the Baton Rouge plant, in addition to regular railroad movement. This is a seatrain operation. In this, the carriers go part of the way by land and part by water. The journey from Baton Rouge to New Orleans is by rail, after which the tank cars are transferred to a vessel for transport to Edgewater, N. J. Once at this Eastern terminus, they complete their journey by rail. Ethyl Corporation was the pioneer both in the de sign and use of tank cars for shipping antiknock com- pounds. When it began transporting the product byrail in bulk, the tank cars of the day did not meet the Company's rigid specifications. So Ethyl designed a car that was up to these standards. To assure the safe and complete delivery of all or ders. every E.B.A.X. tank car is built to exacting specifications. The shell, or bottle, as the tank itself is called, is constructed of fusion-welded steel that is seven-eighths of an inch thick. Around this practically invulnerable casing is four inches of insulation, and around that is another layer of steel. A quarter-inch thick, this outer layer serves as a weather shield to protect the insulation. As a further safety measure, the tank has no bottom outlets. Loading and unload ing is handled by vacuum through the dome. The tank is constructed to withstand up to 300 pounds of pres sure. By comparison, most gasoline railroad tank cars, for instance, are tested for only 60 pounds of pressure. Other Special Cars In addition to the fleet of "Ethyl" fluid tankers, the Company also owns and operates a fleet of other spe cially-designed tank cars. These transport to industrial users the sodium, ethyl chloride and chlorine which Ethyl also markets. With the E.B.A.X. fleet as its backbone, Ethyl's equipment for distributing antiknock compounds and other chemical products assures refiners and other in dustrial consumers of deliveries that are fast, safe and dependable. # Removed at Edgewater, New Jersey, the sea going cars complete their journey by rail. A TANK CAR is unloaded at its destination--in this case the Tide Water Associated Oil refinery at Bayonne. I Hot off Just as sure as it brings cool days, falling leaves and smoldering bonfires, autumn also ushers football onto the American scene. That means many different things to many different people. i To coaches it means a period of face-burying in favorite crying towels. To sportscasters it means the opportunity to remove from mothballs such specially-reserved words as ter tiary and oblate spheroid. To players it means training table fare and abso lutely--but absolutely--no double malteds. To housewives it means a futile Saturday-after- Saturday attempt to pry the men of the family away from television and radio sets to mow the lawn and/or put up the storm windows. To our cartoonist--well, what can we say? You see TRIPLE-THREAT MAN the results here. # ! '/V :i ILLEGAL PASS 22 BOWL BID ETC 24438 Gridiron FULLBACK 15 YARDS FOR CLIPPING A F: s RECORD-BREAKING CROWD HOMECOMING GAME 23 ETC 24439 By James A. Clark Business Editor, The Houston Post Underground rock salt formations are a key to future oil production 24 IF some giant bulldozer could scrape away the earth's surface along the Texas and Louisiana Gulf Coast from the Nueces River to the Mississippi, it would ex pose hundreds of huge grotesque formations of rock salt. Reaching upward like Gargantuan fingers from an immense subsurface bed estimated variously at from 1,500 feet to at least a mile thick, these great saline deposits truly are one of the most spectacular phe nomena found in nature. These are the famous Texas-Louisiana salt domes. No two of the domes are alike. Some are almost at the surface; others are deep-seated younger or stunted varieties. Some are round; some oblong; some have twin j i ETC 24440 duction was launched at Spindletop in 1901 when the Lucas drill tapped a shallow, porous cap rock. duction, oil was found in the prolific sands which were discovered on the immediate flanks of the domes. 3 The third stage is typified by oil bearing sands which are reached by drilling through the cap rock and over hanging dome top. tops. Some are a mile in diameter; others as much as five to ten miles. Few of these great structures have ever been seen by man, but their existence is well known, particularly to the oil industry. They have yielded billions of barrels of oil and they are a key to oil reserves for the future. So important are they to coming generations that it has been predicted the salt domes still will be yielding when all other producing structures in the Gulf Coast have given up their last drop of oil. Conclusive Evidence Supporting evidence for this bright forecast is found in the domes' past performance. In more than 50 years of production, no salt dome field has ever been perma nently abandoned. The term "salt dome" may not have come into the oilman's vocabulary until long after Captain Lucas' gusher ushered in the liquid fuel age at Spindletop in 1901. But it was a salt dome that was responsible for that tremendous producer. By following "Spindletop signs"--the slight eleva tions above the plains, the paraffin dirt, the gas seeps and the sulphur waters -- the industry has found, over the years, such other productive fields as Jennings and Weeks Island in Louisiana, and Sour Lake, Batson, Pierce Junction and West Columbia in Texas. 4 The discovery of oil trapped in sand pinchouts farther from the dome than those previously tapped has started a fourth stage of production. Before Spindletop, and for several years after, com paratively little was known about subsurface geological formations. Drillers had noticed slight showings of oil around the rock salt formations they had encountered in salt mining and sulphur explorations, but they knew nothing of salt domes themselves. Now, through the use of modern geophysical instru ments and calculations, much has been learned not only of the existence of salt domes but of their origin, size, shape and implications. Geologists are generally agreed that the salt origi nated over 100 million years ago. In those times, they ETC 24441 25 think, the present Gulf Coast area was a hot arid coun try of shallow seas and parched earth. When water flowed in, it became supersaturated with salt and de posited this on the ocean floor. Eventually a thick salt bed was laid down before soil and rock moved in and covered it up. Later various earth forces caused the salt bed to crack and buckle. It was at these weak spots that the domes started to form. In a plastic state, they moved slowly up through the overlying strata, most of them stopping within a few hundred feet of the earth's sur face. Geologically, there are three basic factors necessary for the occurrence of oil. First, there is the structure; then, good sand or reservoir conditions; and finally, evidence of oil accumulation or source beds of oil in the area. All three are important, but the most impor tant is structure. Traps for Oil Salt domes form one of the most perfect traps for the oil that migrates through the sedimentary rocks or sands. Oil must have an impervious trap or an arched anticline against or into which it can accumulate. These traps are referred to as structures. Salt domes possess almost every type of structure known to petroleum geologists. What the Lucas drill hit 1,020 feet in the earth at Spindletop was the honeycombed porous cap rock of a salt dome loaded with hundreds of thousands of barrels of oil. Since Spindletop, many other cap rocks have become big producers. Since then, too, other areas of salt dome formations have produced even greater quan tities of oil. For years drillers tried to find oil off the superdome structure, or cap rock. It was not until 1925, again at Spindletop, that the efforts were successful. There Miles Frank Yount found what others had long contended would be found--rich Miocene sands butting up against the dome structure and loaded with higher gravity oil than that found at the tops of domes. This fruitful discovery touched off an entirely new stage of salt dome flank exploration that brought more oil than the original booms. A third phase of salt dome production was uncovered at Barbers Hill, Texas, in 1930. An oil producing com pany drilled through the mushroom-like overhanging cap rock and salt of a dome and found highly-productive deposits beneath it. As recently as last year, geologist Michel Halboutv drilled through a Jackson shale "wedge" at the Boling dome in Texas and found the younger Frio sands that normally were found above the older Jackson. This indicated that oil was trapped in sand pinchouts farther from the dome and deeper than those previously tapped. This discovery has started a fourth stage of production and one that may become as important as the first three. Beyond their many past contributions to oil produc tion and their promise for the future, salt domes are finding still another use in the industry. They are being hollowed out to serve as storage cavities for petroleum and its products. The idea isn't entirely new. Liquid and gaseous pet roleum products have been stored in salt strata in West Texas and Kansas for years, but recently domes have been found to be better for the purpose. Domes are nearer the surface and are thicker. They can be tapped anywhere up and down their height, and there is less danger of cave-ins. Preventing Collapse Storage cavities are fashioned by pumping fresh water into a hole drilled in the dome to dissolve the salt. The resulting salt water is pumped out and stored in pits above the ground when it is time to put the oil product in the underground storage tank. When needed, the product is removed by water flooding, pumping or jetting with gas. The hole then is refilled with water to support the walls and the roof of the cavity and thus prevent a cave-in. Although this new use for salt domes is significant, their primary importance remains in the field of oil production. They are a major source of oil for the fu ture. Eventually, it is anticipated, almost every dome will yield oil in commercial quantities, if properly tested. Many of those that already have produced can be expected to stage a comeback sometime in the fu ture when the driller's bit strikes some of their hitherto untapped structures. The unusual formations that are salt domes are en dowed, it seems, with everlasting life. # Photo Credits: Page 3, courtesy Standard Oil Company (N. J.) and American Cyanamid Company; page 4, courtesy John Bean Division, Food Machinery and Chemical Corp.; page 5, courtesy United States Department of Agriculture; pages 6 and 7. courtesy Otis Elevator Company; pages 8, 9 (left) and 10 (bottom right), courtesy Standard Oil Company (N. J.); page 9 (top right), courtesy Boeing Airplane Company; page 10 (top), courtesy Timken Roller Bearing Company, and (bottom left), courtesy Socony-Vacuum Oil Company; page 13, Fenner Studio; page 14, Pete Hollis; page 21 (bottom right), courtesy Tide Water Associated Oil Company; pages 22 and 23, cartoons by King-Weiler; page 24, Jack F. Laws; page 25. sketches courtesy The Houston Post; inside back cover, courtesy Shell Oil Company. ETC 24442 omes of estiny This mew of salt mining operations inside the mam moth Weeks Island dome, in the Louisiana marshes, gives some idea of the size of the huge formations. iz -- ' r ni*^' mt _ .j- *J: ^ m - ** t ~ **. j* - ;j&5 s&i&tS* A Vt- ;,^r. ^ a*' -v.` '?'"** sf- .. f ' M*. 4*'*''-?'*-/^^. ' '-S V>1' r/.'- .-... c.` ' -v ;- '- .t .'. 'v* .. . `-ytr^U::u >V--i fjLr.V-c / ' *?* _ -Vj*r JErZI l ETC 24443 The burning question What happens when a charge of gasoline vapor is ignited in an automobile engine? What chemical compounds are formed and broken down, what complicated reactions take place as atoms and molecules perform their dance of heat and pressure and power? Today nobody truly knows. But until this "burning" question is answered, there is an inevitable ceiling on improvements in fuels and engine design. So research laboratories all over America are hard at work on the problems of combustion. At Ethyl's Detroit laboratories a team of chemists and engineers have specialized on this basic research in com bustion for a number of years. In their attacks on the problem, they have developed special instruments for measuring pressures and temperature--and for sampling of the mixture in the cylinder. They have devised new types of laboratory tests, and already many new facts have been obtained--which we have passed along to the petroleum and automotive industries. Also, because of Ethyl's unique association with the petroleum and automotive industries, we have been able to participate in cooperative programs with both of them. For here is a problem--or rather a collection of problems --that is a match for the combined efforts of a vast num ber of researchers. Someday we will all know what goes on during com bustion. It is a dream worth working for. But until that day comes, Ethyl laboratories will continue its intensive research on "the burning question," and supply you the answers as they are found. Thom Yales, Editor Richard F. Cook, Associate Editor AMERICAN PETROLEUM INSTITUTE ANNUAL MEETING ISSUE ------------- NOVEMBER-DECEMBER 1953 -------------- Signing In................................................................................... 4 1 st General Session...................................... 8 2nd General Session.............................................................. 11 Camera Candids.................................................................... 13 Board of Directors.............................................................. 16 Fundamental Research........................................................ 18 Public Relations.................................................................... 21 Refining.................................................................................23 Offstage.................................................................................25 Marketing.................................................................................28 Transportation.................................................................... 31 Receptions.................................................................................35 Financial and Accounting................................................. 37 Committees at Work..............................................................39 At Random................................................................................ 41 Production.................................................................................44 APIC............................................................................................. 47 Safety and Fire Protection................................................. 49 Dateline: Chicago.............................................................. 50 Lubrication................................................................................ 52 Until Next Year.................................................................... 53 Published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y., manufacturer of "Ethyl" antiknock com pounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. Edward l. Shea, President Stanley T. Crossland, Vice President and Treasurer Herbert A. Savage, Secretary SOUTH BALLROOM IOOOam Group Session- Finanda! and Accounting 200pm. Group Session Financial and Accounting CRYSTi 12:30 PILUNCH, SPEAKS. (TRANS'- north assembly ro (luncheok) ETC 24446 M UPPER TOWERPRIVATE DINING ROOM 4 ?:00a.m. Committee on First Ad )0a.m. DM 230pm Committee on Visual Ads Service Stc Advil NORTH BALLROOM GRAND BALLROOM 9;30a.m. General Session 2;OOp.m. Group Session-Production *30 AM. Group Session-Fundamental Research I SO PM. Group Session-Refining RED LACQUER ROOM 9'00am*CENTRAL COMMITTEE ON PIPE-LINE TRANSPORTATION 10;45pjn.-GROUP SESSION * , PIPE-LINE SYMPOSIUM 2-OOpm-GROUP SESSION* _ -* - lr*5 r ;ta 100M -a Although its attendance fell slightly short of the all-time record set last year, the 33rd annual meeting of the American WEST BALLROOM 9:00am. Committee on Petroleum Products .00 RM. motive Research Committee eoi*r <EI Petroleum Institute, held in Chicago during the week of November 8, was on all counts one of the most successful in API history. Oilmen at the gathering heard a number of outstanding ration of Rotary Dril ling FI Course \nfWatk talks, reached many important decisions and accomplished a prodigious amount of work. Purpose of the annual meeting, by API definition, is "to advance the arts and sciences of the petroleum industry as a whole, and to promote petroleum technology for the benefit of petroleum and the people." Certainly the 1953 meeting accomplished this aim. <1 The fruitful achieve RO ments of this year's annual meeting were attained, as always, in open sessions and committee meetings by representatives of companies in every segment of the indus ***y try. Men of every level shared in the common effort--from the API board of V Boor directors with its some 1 25 oil company presidents included to the smallest group with men new in the industry among its members. It has been the privilege and pleasure of ETHYL NEWS to report each annual gathering since 1946 --not by the written word, but by hundreds of formal and candid photo graphs. We sincerely hope that all who attended the Chicago ses sions, as well as all others interested in the petroleum industry, will find captured in this 1953 pictorial report some of the flavor and tone of another great annual meet ing of the American Petroleum Institute. THE EDITORS etc 24447 Right, L. G. Murrell, of Wilcox Oil, and W. A. Rooney, of Continental Can. ... At bottom right are P. R. Bush, of Taylor Forge, and M. C. Enright, of Gulf Oil. Official attendance at this year's annual meeting of the American Petroleum Institute zoomed total registration of the 33 annual meetings held thus far to over the 93,000 mark, but was 45 short of equalling the all-time record set in 1952. The 1953 meeting attracted 6,348 registrants. Headquarters for this, the 22nd annual meeting held in Chicago, was the Conrad Hilton Hotel, with the Institute's Transportation division again housed in the Palmer House. For the statistically-minded, the API figured out that the Hilton, world's largest hotel, if converted into a mammoth storage tank, would hold only enough oil to supply the nation for about 10 hours. ETC 24448 John Woodruff, University of Texas petroleum instructor fills in a card. Left, W. C. Whaley, president of Sunray Oil, and Luther Williams, of the same company, approaching an entrance to the Conrad Hilton. Left, E. Q. Camp, of Humble Oil & Refining, was the first person to register at the thirty-third annual meeting. Comer Plummer, a Pure Oil director, is greeted at the registration desk by J. A. McNally, of the API staff. Mr. Plummer was the last official registrant at this year's annual meeting. Above left, S. T. Pruitt, of Ethyl Corporation, greets George Woodruff, Globe Oil & Refining secretary-treasurer. . . . Left, Fred F. Murray, president of Oil Well Supply, watches while Doris Whiteside, secretary to Secretary of the Navy Robert B. Anderson, signs in. 5 TC 24449 Enjoying the Sunday papers are C. A. Chipman, president of the Pennsylvania Grade Crude Oil Association, and T. L. Cantrell, of Gulf Oil. Below, waiting for their luggage in the Conrad Hilton lobby are E. L. Clark, of the Walworth Co., and E. D. Propps, of Rockwell Manufacturing. I Left, pictured soon after they had deplaned of Chicago's Midway Airport after a flight from Los Angeles are L. L. Jones, of Cooper Bessemer, and L. W. Friedman, of Mohawk Petroleum. 6 ETC 24450 Robert G. Dunlop, president of Sun Oil, is greeted by George H. Hill, Jr., a vice president of Cities Service Company. T. M. Murphy, of Daugherty Refining, and O. H. Berry, Jr., of Vickers, check the registration board. Hall Stewart, vice president of Prairie States Oil and Grease; L. A. Stewart, president of the same company; and C. W. Ephgrave, vice president of Carson * Petroleum, pick up i attendance lists. \ ? 7 j,, . ' *.sr. ' S V'.-1: s,.:. ' "'. V: ): Retiring API Board Chairman L. S. Wescoat, presi- >. dent of The Pure Oil Company, presided over the two general sessions held in the Conrad Hilton's Grand Ballroom. At the first, Mr. Wescoat presented the report of the Institute's board of councillors, whose slate of candidates for API officers and directors was approved. Frank Porter delivered the president's report. In a review of his recent four-week trip through Europe, John J. McCloy, former U.S. High Commis sioner for Germany, declared that the time has come in the political and economic life of this country for the formation of international and domestic policies which will bring the free peoples of the world closer together. Following Mr. McCloy's remarks, Gov. Johnston Mur ray, of Oklahoma, final speaker on the program, praised the Interstate Oil Compact Commission as an outstand ing demonstration of intergovernmental cooperation among states that has done a tremendous job of con serving oil and gas. 8 ETC 24452 ^Ist General ^Session Left, L. S. Wescoat presents the Gold Medal for Distinguished Achievement and accompanying scroll to O. D. Donnell, retired Ohio Oil Company executive. . . . Below, in this family group at the presentation ceremony are John R. Donnell, Ohio Oil treasurer and one of Mr. Donnell's sons; Mrs. John R. Donnell; O. D. Donnell; Mrs. O. D. Donnell; and J. C. Donnell II, president of The Ohio Oil Company, another son. Below, in recognition of the port she hos played in her husband's success over the years, Mrs. O. D. Donnell was presented with a bouquet of roses. Roxy Dowling, of the API, is shown handing the flowers to Mrs. Donnell. Presentation of the API Gold Medal for Distinguished Achievement to Otto D. Donnell, retired president of The Ohio Oil Company and one of the founders of the American Petroleum Institute, by L. S. Wescoat, chairman of the API board of directors, was a feature of the 1st General Session. The Gold Medal, one of the nation's top industrial awards, was given to Mr. Donnell in recognition of his outstanding career, spanning nearly a half-century, which has been dedicated un selfishly to the advancement of his industry, his government, and his fellow-Americans. In his acceptance remarks, Mr. Donnell paid tribute to the early oil pioneers for building an industry which was both aggressive and volatile. He credited his own generation with two major accomplishments: introducing science and research, and fighting for and obtaining state conservation regulatory bodies rather than federal authority. Mr. Donnell called on the industry to look to the future in addition to recognizing the great accomplishments of the past. 9 ETC 24453 Top right, John B. Noble, of Standard of Ohio, points out an Ethyl "dollar" advertisement to R. T. Schwartz, of Sohio Pipe Line... Above, Oliver S. Ambrose, of Tide Water Associated, chats with Fred Van Covern, of the API. Top left, at a breakfast before the First General Session, Gov. Johnston Murray, of Oklahoma, commissioned four oilmen honorary colonels on his staff. Flanking the Governor and holding their commissions are R. A. Douglass, of Ethyl; Adm. H. B. Miller, of the API; Frank Porter, API president; and Russell Karris, of Stanolind Oil and Gas. . . . Left center, E. S. Holt, president, and L. B. Taylor and F. R. Clark, vice presidents, all of Utah Oil Refining. ... Left, D. W. Grant, Pennzoil vice president; R. J. Brown, of his own company; A. W. Clinger, another Pennzoil vice president; and F. P. Thomas, president of Petroleum Solvents. ETC 24454 Seated at the speakers' table I at the 2nd General Session were Lacey Walker, secre tary of the API; P. C. Spencer, new API board chairman; and L. S. Wescoat, retiring k board chairman. At the other side of the rostrum were Frank M. Porter, re-elected president of the API; Douglas McKay, Secre tary of the Interior; and Lewis W. Douglas, chairman of The Mutual Life Insurance Co. ^ ore^ 3r t. Except for a few miscellaneous committee meetings that followed, the 2nd General Session on Thursday morning was the last official gathering of the 33rd annual meeting. Highlights of the session were addresses by P. C. Spencer, president of Sinclair Oil Corp.; Lewis W. Douglas, chairman of the board, The Mutual Life Insurance Co.; and Douglas McKay, Secretary of the Interior. In his talk, Mr. Spencer called for changes in anti-trust laws so they will be geared to modern-day realities. He also urged a revision of the nation's foreign policy with respect to oil activities of United States nationals abroad, Lewis Douglas, former ambassador to Great Britain, spoke out in favor of steps toward convertible currencies in order to remove a "steel curtain'' interfering with the normal flow of world commerce. Interior Secretary McKay declared that he sees "no need, no excuse, for any government dictation" to the oil industry on the imports problem or any other problem. Mr. McKay pointed out that in strengthening the defense of friendly foreign nations, this country had to encourage the expansion of free-world foreign oil. 11 ETC 24455 v Above, in the large audience at the General Session were Reynolds Girdler, of Sinclair Oil; F. A. Bush, vice president of Sinclair Oil & Gas; and Brown L. Meece, vice president of Sinclair Refining. Many members of the military attended the meeting. Here, Brig. Gen. Alfred H. Johnson and It. Col. J. H. Baughn, both of the Office of the Secretary of Defense, scan a magazine before start of the General Session. Below, part of the gathering filing out of the Grand Ballroom after the General Session, last scheduled event for the API membership at large. . . . Bottom, H. J. Dunmire and B. L. Heath, vice presidents of Valvoline Oil, and Gelston Howell, of Ethyl Corporation. Above, among those at the General Session were Antonio J. Bermudez, director general of Pe- troleos Mexicanos (Pemex), and J. Howard Pew, Sun Oil board member. 12 19 m "wt rrft 7*T\- 1 . T e`- . * n,: ?:' >i :;;i A scene familiar to all who attend the API annual meeting is the evercrowded lobby at the main entrance to the Hilton hotel. ... Below, in a corridor conversation are H. E. Butcher, of Cities Service Oil, and William R. Boyd, Jr., former president of the API. .. . Below right, a huddle of J. H. Yater, of Esso Standard Oil; W. W. Albright, of Standard of Indiana,- and G. A. Olsen, presi dent of Sunland Refining. r -t*r Right, S. P. Gildersleeve, vice president of Penola Oil; Joseph Joiner, Jr., executive vice president of Maritime Petroleum; and John J. Walsh, of Penola Oil. im Wj !:V --1 A& v A : H :: i H J '' 7; | Sff -* *j(&: Is*' 13 ETC 24457 Above, photographed from over head was this Phillips Petroleum threesome--Rayburn l. Foster, vice president; Paul Endacott, company president; and K. S. Adams, chairman of the board. Above, relaxing in lobby chairs are A. C. Saul, of Shell Oil; J. W. Cason, of Interstate Oil Pipe Line; Chesley C. Herndon, Skelly Oil executive vice president; Palmer Hughes, of The M. W. Kellogg Co.; and H. W. Stratford, of Stratford Engineering. Left, Fred H. Ramseur, Jr., of Arkansas Fuel Oil (center), buzzes for an elevator with Russell Schell, of Ethyl (left), and V. H. Luneborg, also of Arkansas Fuel Oil. Left, H. L. Kennedy, L. B. McCammon, W. H. Everett and M. A. Newman, all of Ohio Oil, and S. A. Click, of The Illinois Pipe Line Company of Texas, in a company suite. Below, David E. Day, vice president of Richfield Oil, obliges the photographer by smilingly dropping gasoline dollars into a vat. Top, P. W. Judah, of Socony-Vacuum Oil. . . . Above, George C. Eason, of Delhi Oil. Below, this friendly group consists of E. F. McCabe, Tide Water Associated vice president,M. W. Boyer, Esso Standard Oil vice president; W. J. Sweeney, Standard Oil Development vice president; and Alan Tully and J. B. Macauley, both of Ethyl Corporation. Above, booking airline reservations ore Walter Kitchens, of Filtrol Corporation, and William Keen and Fred M. Neall, of Atlantic Refining. Above, a hotel cashier makes change for E. R. Smoley, vice president of The Lummus Company. Right, time out for a refreshment break is taken by A. O. Olson, partner in Olson Oil, and L. B. Jackson, Jr., president of his own company. \\ r-'a Above, a general view of members of the board of directors as they convened for one of their business sessions. . . . Right, L. S. Wescoat, retiring API board chairman, turns over the gavel, emblematic of the office, to P. C. Spencer, new chairman. 2/^1 &&&*: * ps.-v'y^L*^ sjfes H-SSlrT vs re7vf:-' -`u'4j-**i.t' & fMis3y.*r &-3* - S^jiiiVSv3 ?:4 The board of directors transacted many items of API business at its several sessions held during the 33rd annual meeting. P. C. Spencer was elected chairman of the board, succeeding L. S. Wescoat. Frank M. Porter, head of the Fain-Porter Drilling Co.; B. Brewster Jennings, president of SoconvVacuum Oil Co.; and Lacey Walker, of the API, were re-elected API president, treasurer and secre tary, respectively. Charles S. Jones, Richfield Oil president, was elected API vice president for Trans portation, succeeding Mr. Spencer. For the first time in history, the board elected honorary members, 11 prominent oilmen being so named. Those honored were H. D. Collier, of Standard of California; J. Frank Drake, of Gulf Oil; Wirt Franklin, of Oklahoma City; Alexander Fraser, of Shell Oil; H. T. Klein and W. S. S. Rodgers, of The Texas Company; J. Howard Pew, of Sun Oil; W. C. Teagle and John R. Suman, of Standard of Jersey; O. D. Donnell, of Ohio Oil; and Robert H. Colley, of Atlantic Refining. 16 (' % fcLl H A. Above, David V. Stroop, of the API, and Joseph H. Russell, Gulf Oil vice president, who officiated at the meeting of the board of councillors Tuesday morning. The councillors nominated candidates for election to mem bership on the board of directors. ETC 24460 Above, Henderson Supplee, Jr., Atlantic Refining president, and Eugene Holman, president of Standard of Jersey. . . . Top left, R. G. Follis, chairman of Standard of California, and J. N. Pew, Jr., Sun Oil chairman. ... Above left, Rawleigh Warner, board chairman, and Robert L. Milligan, executive vice president, both of Pure Oil___ Left, Hines H. Baker, Humble Oil president, and H. W. Ferguson, a vice president of Humble. At a directors' luncheon are Gen. B. H. Markham, retired; J. J. Cosgrove, chairman, and C. A. Perlitz, Jr., a vice president, both of Continental Oil; J. W. Newton, Magnolia Petroleum vice president; and M. J. Rathbone, a Standard of Jersey director. Right, B. Brewster Jennings, SoconyVacuum president. ... Below right, M. H. Robineau, Frontier Refining president.. .. Below, W. K. Warren, chairman of Warren Petroleum. 17 The session's head table (oval photo): Morris Muskat, of Gulf Oil; Alfred Chatenever, of University of Oklahoma; Norman Hackerman, of University of Texas; Robert E. Wilson, Standard of Indiana board chairman, speaking; T. W. Nelson, of Socony-Vacuum; C. L. Moody, of Ohio Oil; B. E. Sage, of Californio Tech; John E. Sherborne, of Union Oil; and L. Laskaris, of Atlantic Refining. Dealing specifically with the occurrence and recovery of petroleum--a phase of study to which about 40 per cent of the API's annual research budget of $663,000 is de voted--the Fundamental Research group session heard about the work being conducted in this field. Also heard at the session were Dr. Robert E. Wilson, chair man of the API board's research committee; T. W. Nelson, chairman of the advisory committee on fundamental research on occurrence and recovery of petroleum; and L. Laskaris. Dr. Wilson and Mr. Nelson delivered opening remarks. Mr. Laskaris told about the special research grants sponsored by the committee. s*of Petrol^ 9:30 AM. NORTH BALLROOM MONDAY NOV 9 1953 Everyone was welcome to attend the Fundamental Research group session, the advertising posters announced. Hundreds of APIers accepted the invitation, as indicated by the audience photo above. The session, held on Monday morning in the North Ballroom, was the opening event of the 1953 annual meeting. 18 ETC 244G2 I Reading literature at this API display are Mary Banker, of Atlantic Refining; J. G. Raymond, of Sinclair Oil; and J. C. Geniesse, of Atlantic Refining. Below, the API board of directors research committee at lunch. Bottom, research group recipients of API Certificates of Appreciation were L. M. Henderson, of Pure Oil; Wayne E. Kuhn, of Texaco; Stuart E. Buckley, of Humble Oil; and Ben B. Cox, of Gulf Research. Joseph K. Roberts, Standard of Indiana research and development head, spoke on a broadcast honoring the API. He is shown (right) with E. B. Smith, of Northern Trust (program sponsor), and E. L. Gordy, also of Standard. Among those particularly interested in the research activities was (above) A. L. Lyman, executive vice president of California Research Corp. 19 ETC 24463 \ ' V m It Time out between sessions is taken by T. L. Cantrell and Alex Lewis, Jr., both of Gulf Oil, and George Rosser, of Ethyl. Below, Fundamental Research session-goers included Charles C. Templeton and J. G. Roof, both Shell Development. 'mm t Left, N. J. Gothard, of i Sinclair Refining; and Victor R. Farlow and T. O. McDonald, both of American Cyanamid. tern* V p* ? K N5r-3^ai Sr- %>W!4r`--.* if Left, Sunday afternoon's meeting of the Research Project 47 advisory committee. Alfred Chatenever, of the University of Oklahoma, is speaking. The executive committee of the advisory committee on fundamental research on composition and properties of petroleum met at a Monday dinner. Presiding at the head of the table is Howard G. Vesper, California Research president. 1 ETC 24464 i * c, 20 `>r ne of the largest crowds to gather for any of the O many meetings filled the Grand Ballroom on Mon day morning for the Public Relations group session. The audience heard a stimulating talk entitled "The Myth of Monopoly" by H. S. M. Burns, president of Shell Oil Company and chairman of the public relations commit tee of the API board of directors. It also witnessed "It's Your Move," a motion picture portraying activities of the Great Lakes District of the OIIC. Stanton K. Smith, outgoing OIIC chairman and presi dent of Smith Oil & Refining Company, presented OIIC Certificates of Appreciation to seven oilmen for out standing contributions in helping to tell the oil industry story to the public in their particular areas. Top, the audience at the Public Relations group session. . . . Above, H. S. M. Burns, Shell Oil president and the featured speaker, and Stanton K. Smith, who presided. Left, recipients of OIIC Certifi cates of Appreciation were (front row) W. Chalmers Burns, Hartol Petroleum president; Emmett M. Howard, American Oil; A. T. Smith, Continental Oil; (rear row) William Finnegan, Jr., Humble Oil & Refining; Roy J. Diwoky, executive vice president of Pan-Am Southern; and Frank V. Martinek, Standard of Indiana. Another awardee, absent from the meeting, was W. J. Loufman, Fleet Wing Corporation president. 21 ETC G. Stewart Brown, public relations manager of Standard of California, who succeeds Stanton K. Smith, president of Smith Oil & Refining, as national chairman of the OIIC. Top, examining an OIIC exhibit are Dr. K. G. Mackenzie, of The Texas Co., and W. L. Stewart, Jr., executive vice president of Union Oil. . . . Above, Conger Reynolds and George Bechtel, of Standard of Indiana, accept OIIC booklets from Carolyn Saylor, of The Pure Oil Co. The public relations committee of the API board of directors at its luncheon meeting Monday noon. Interested listeners at the group session were T. F. Hill, G. W. Chapman and G. E. Dunlap, Sun Oil; and F. H. Meeder, president of Richfield of New York. ETC 24466 Top, John W. Newton, Magnolia Petroleum vice president and API vice president for Refining, presided ot the session. . . . Above, the group session audience. . . . Right, A. Voorhies, Jr., Esso Standard Oil, and T. T. Whipple, The Lummus Co., presenting papers. . . . Bottom right, L. C. Burroughs, Shell Oil, giving the division nominating committee report. Two coking processes were described in signifi cant papers presented before the group session of the Division of Refining in the North Ballroom on Monday afternoon. In a paper authored by Valentine Mekler, A. H. Schutte and T. T. Whipple, all of The Lummus Company, and presented by Mr. Whipple, the Lummus continuous contact coking process, in which heavy re sidua are converted to yield gas, gasoline, gas oil and pelleted coke, was explained. A. Voorhies, Jr., of Esso Standard Oil, presented a paper co-authored with H. Z. Martin, of Standard Oil Development, describing "fluid coking," the latest application of the fluidized-solids tech nique originated and licensed by Standard Oil Develop ment Company. Above, among those at the meeting of the Division of Refining advisory committee were (facing camera) G. A. Davidson, Standard of California vice president; W. T. Gunn, of the API; and E. B. McConnell, Standard of Ohio vice president. Above, W. T. J. Oliphant, Patent Chemicals; F. L. Martin, Suntide Refining president; J. C. Day, secretary-treasurer of WPRA; and Herman Gunter and T. C. Bodley, Suntide vice presidents. Top left, T. W. Warren, of Ethyl, inspects a model drilling rig with J. M. Vyn, of Northwestern Refining, and C. A. Cromwell, of Farmers Union Central Exchange. . . . Left center, W. W. Harding, Wisconsin Farmco Service; W. N. Callahan, Ohio Farm Bureau; and H. F. Wagner, Farmers Union Central Exchange. . .. Left, W. F. Sims, Blaw-Knox, and F. W. McCurry, Derby Oil vice president. . . . Right, George Oberfell, Phillips Petroleum Company consultant. Photographed in a session audience were R. W. Black, Edward C. Sommer and C. J. Luz, all of Esso Standard Oil. Below are A. E. Wolf, vice president of Standard of Ohio; A. H. Bingham, of Ethyl; and Clyde T. Foster, president of Standard of Ohio. " T.f AMniCAH AlkU Above, Allan D. Insley, of The Royal Bank of Canada, and W. R. Lund, of Warren Petroleum, arranging to fly home. Enjoying a breather are Byron E. Milner and M. J. Fowle, of Atlantic Refining; Edwin F. Nelson, president of Lake Superior Refining; and R. H. McDade, of Canadian Bank of Commerce. Left, E. T. McGovern, owner of McGovern Oil. 25 ETC 24469 n i Ltn'rJ ` 1 |\ ' V- 'H. Hi --( . i-smr* :._ ,.I; rli: Above, a trio of Leonard Refineries executives. Vice presidents L. R. Kamperman and John S. Pfarr flank Reid Brazell, president. Left, James Ready, formerly of Deep Rock Oil; Beniamin W. Sager, president of his own company; J. A. Roach, vice president of Parmelee Oil; and C. W. Dyniewicz, of Deep Rock Oil. ETC 24470 Left, in this pleasant group are L. L. Huxtable, of Ethyl; J. B. Smith, Sunray Oil vice president; C. A. Copple, of Malco Refineries; and H. O. Harder, vice president of Sunray Oil. The 25-Year Club held its annual dinner meeting Tuesday evening. A. W. Peake, president of Standard Oil (Indiana), was named president of the club, succeeding Rawleigh Warner, Pure Oil board chairman. 4Vy*I ~*v: V:`-3 <^3 .Vi Right, Bruce K. Brown, Pan-Am Southern president, and George Gibson, formerly of the PAD. . . . Below right, at the drug store counter are C. W. Saacke, of Davison Chemical, and W. W. Scheumann, vice president of Cities Service Research. Above, E. O. Bennett, Danaho Refining vice president; K. C. Schlater, Petroleum Engineer Publishing Co.; and F. L. Bever, of Catalytic Construction. ( A. M. Bell, of Gulf Oil; F. M. Seibert, of Runnels Gas Products; and Allan B. Sloss, of Gulf Oil, form this lobby settee threesome. Right, M. Lloyd Freese, vice president of Bell Oil & Gas, and E. F. Bullard, president of Stanolind Oil and Gas. . . . Below right, R. E. Decker, Plymouth Oil president, receives a gift from W. D. Cross, Jr., of Sinclair Refining, in the latter's company headquarters. . . . Below, pleasant conversation is enjoyed by Robert W. Mcllvain, Jr., vice president of Pure Oil, and H. B. Genert, of Trigood Oil. imely talks by a major oil company president, the pub Tlisher ot an industry trade publication, and the president of one of the country's leading chemical manufacturers were leatures ot the first of two group sessions held by the Division of Marketing. Competition in the oil industry is "tougher" but "not some thing to be sad about," A. W. Peake, president of Standard Oil Company (Indiana), declared in his discussion of "Mar keting Position or Profits, or Both." H. A. Inness Brown, publisher of The Gasoline Retailer, analyzed "Some Marketing Problems at the Retail Level." in his talk, entitled "The Danger of Default," Dr. Charles Allen Thomas, president of Monsanto Chemical Co., warned that unless private industry takes the initiative in developing peaceful uses of atomic energy, the leadership in this field may be lost to other countries. The second session was an open business meeting of the division. Robert M. Bartlett, API vice president for Marketing, presided at both gatherings. Below, speakers ot the first Marketing group session included Dr. Charles Allen Thomas, Monsanto Chemical Co., president; A. W. Peake, Standard of Indiana president; H. A, Inness Brown, publisher of The Gasoline Retailer; and Robert M. Bartlett, Gulf Oil vice president, who presided. . . . At right (from top), S. H. Elliott, Standard of Ohio vice president; John Harper, Harper Oil president; Logan L. Kennedy, Esso Standard Oil; and C. Z. Hardwick, executive vice president of Ohio Oil, presenting reports at the second session. Left, J. G. Jordan, Shell Oil vice president, giving the division's program committee report. Left, Herbert Willetts, a SoconyVacuum director, reporting for the district meeting study committee. P. H. Logan, owner of Hoosier Petroleum, and Everett F. Wells, Ashland Oil executive vice president, stop to read a Marketing group session poster. Nelson H. Seubert, Standard of Jersey; John W. Frey, director of the Division of Marketing; and Adam Rumoshosky, division associate director. In the Marketing group session audience were W. C Johnson, Standard of California; C. J. Coberly, Kobe, Inc.; and J. E. Gosline, Standard of California 29 ETC 24473 Below, leaving the Grand Ballroom after a Marketing session are W. D. Baskett, Jr., executive vice president of Frontier Oil Refining; H. G. Meador, Gulf Oil vice president; C. G. Maxwell, Frontier Oil Refining vice president; and John Lovejoy, president of Seaboard Oil. Right, Transportation session speakers Dr. W. L. Davidson, of the Atomic Energy Commission, and A. A. Stambaugh, board chairman of Standard Oil Co. (Ohio). Mr. Davidson spoke on "Oil and the Atom: Partners or Competitors?" Title of Mr. Stambaugh's address before the Monday session was "Transportation Dynamics." Left, C. L. Dearing, deputy Under Secretary of Commerce, and Robert Murray, Jr., the Under Secretary of Commerce for Transportation. Mr. Murray was a Monday afternoon speaker. Left, P. C. Spencer, outgoing API vice president for Transportation, who presided at the division's opening session. Below him is Charles S. Jones, president of Richfield Oil, the new Transportation vice president. group session, an all-day pipeline symposium A and countless committee meetings and special events spelled a busy annual meeting work schedule for those of the API's Transportation division, head quartered in the Palmer House. The Monday afternoon group session, with P. C. Spencer presiding for the last time as API vice presi dent for Transportation, featured addresses by an oil company executive and two government officials. The pipeline symposium, broken into morning and afternoon meetings, dealt with technical matters. Papers delivered ranged in subject from new tech niques and current problems in controlling under ground corrosion to the future development of lease storage tanks. 31 ETC Transportation Right, morning participants in the all-day pipeline symposium were Loren F, Kahle, of Standard of Jersey; R. B. McLaughlin, Texas Pipe Line board chairman; D. A. Roach, of Phillips Pipe Line; O, C. Mudd, of Shell Pipe Line; and Ernest A, Slade, of Service Pipe Line. Left, at the afternoon head table were H. H. Anderson, vice president of Trans Mountain Oil Pipe Line; G. F. Downs, Jr., of Phillips Petroleum; K. B. Henderson, of National Tank;and C. C. Bledsoe, of Midwestern Constructors. ETC 24476 Part of the large audience present at the pipeline symposium is seen in the photo at the left. . . . Below, the eight Certificate of Appreciation winners with P. C. Spencer, who presented the awards. Left to right are H. A. Rhodes, of Transcontinental Gas Pipe Line; Gavin W. Laurie, of Atlantic Refining; A. G. Anderson, of Socony-Vacuum; James P. Patterson, vice president of Pan-American Petroleum and Transport; Mr. Spencer; B. B. Howard, a Standard of Jersey director; Charles Fitzgerald, vice president of Sinclair Pipe Line; T. E. Buchanan, of Texaco; and L. S. Wrightsman, of Humble Pipe Line. Above, new Transportation Club officers include Lee Cowles, of Standard of Indiana; Paul Kuhns, of Continental Oil; and R. R. Hooper, of Cities Service Oil. . . . Right, at the club's banquet head table were C. F. Dowd, of Tide Water Associated; J. P. Dennis, of The Texas Co.; E. J. Schiffer, of Gulf Oil; A. G. Anderson, of Socony-Vacuum; H. H. Theisen, of Shippers' Car Line; and L. C. Davidson, of Cities Service Oil. Middle right, Loren F. Kahle, of Standard of Jersey; O. F. Moore, Ohio Oil vice president; J. L. Latimer, president ofi Magnolia Petroleum; and Oliver C. Klinger.l president of Oildom Publishing. Mr. Moore is the retiring, and Mr. Latimer the new head of the Pipe Liners Club. . . . Bottom right, in this group are S. P. Kelly, of Cities Service Oil; R. P. Russell, Pennsylvania Railroad (retired); L. W. Witte, of Mid-Continent Petroleum; and J. W. Tipton, of the Frisco Railroad. Above, the luncheon for Transportation speakers. ^ Left, snapped during a moment of relaxation were H. J. Amend and L. E. Cook, both of Sinclair Pipe Line. ETC 24478 Itflf. SNACtCBAR^I** 5->Acf iu/K'AfCVJ Above, a model barge and well-laden buffet tables formed the hub for bustling activity at the Youngstown- Emsco-Confinental reception in the Grand Ballroom of the Hilton on Tuesday evening. Pictured at the Gulf Oil reception.Left, Ole Berg, Jr., British American Oil president; S. M. Wagner, retired Ethyl vice president; and J. S. Worden, of Texaco... . Below left, S. A. Swensrud, Gulf Oil board chairman; W. F. Rockwell, Jr., president of Rockwell Manufacturing; R. D. McGranahan, Gulf Oil; and I. G. Davis, Mene Grande Oil vice president. . . . Below, S. H. Casey, Pan-Am Southern, and A. L. Ouackenboss, Union Oil. 4; j.-"-- 'i . gT'';... '..'Twgmr-e I jj. A* . ETC 24479 '^Receptions j, n'V' i s &- vrt I \ Lm / i- ' Right, at their company's reception are G. J. Gregor, G. D. McDaniel, J. H. Meyers, and Q. W. Regestein, all of Socony-Vacuum, and William Rusher, of Ethyl Corporation. Left, John E. Boudler, Roosevelt Oil president, and Max M. Fisher, executive vice president of Aurora Gasoline, at the Aurora reception. Above, serving himself at the YoungstownEmsco-Continental buffet is H. V. Stedman, of Berry Asphalt Company. An overall view of some of the many tables that filled the Exhibition Hall of the Conrad Hilton for the Dresser Industries luncheon on Tuesday. At one'of the tables at the Dresser luncheon are C. A. Warner, vice president of Houston Oil; Joe Miller, Humble Oil & Refining; Paul S. Orlopp, Cactus Petroleum vice president; and J. O. Trotter, American Republics. ETC 24480 1 * 'f-?1' ''..*-/ 4 ,| i* . Above, G. W. Welsch, of Lybrand, Ross Bros. & Montgomery, an afternoon speaker.. . . Left, Reese H. Taylor addressing the morning session. Seated are Max Lorimore, of Union Oil, vice chairman of the financial and accounting committee; and Donald P. Jones, of Sun Oil, who presided and also spoke. ncreased business knowledge can help prevent de I pressions of the depths reached in the 1930s, Reese H. Taylor, Union Oil Company of California president, told the first of two Financial and Accounting group ses sions held on Tuesday. The other morning speaker was Donald P. Jones, Sun Oil comptroller and chairman of the API financial and accounting committee. Afternoon session speakers were Richard B. Heflebower, Northwestern University economics professor, and G. W. Welsch, of the Lybrand, Ross Bros. & Montgomery firm, certified public accountants in Dallas. Above left, Richard B. Heflebower, of Northwestern University, a speaker at the afternoon session. . . . Left, Louis E. Hanson, of Socony-Vacuum, who was awarded a Certificate of Appreciation. . . . Below, in the audience were C. C. Kenney, Ohio Oil; Robert L. Anthony, secretary and treasurer of Leonard Refineries; and Jack Cashell, Preston Oil vice president. 24481 Financial and Accounting Right, E. H. Powers, vice president of Southern Production Co.; E. W. Atkinson, Lion Oil treasurer; A. K. Tyson, president of American Republics Corp.,- and E. L. Kennedy, a Lehman Brothers partner, form this foursome. Below right, G. S. Koch, Standard of Jersey; M. W. Boyer, Esso Standard Oi vice president; G. A. Wilson, chairman of Interstate Natural Gas; and O. V. Tracy, Enjay Co. president. Below, ascending the stairs are Theodore N. Law, Falcon-Seaboard Drilling Co. president, and Stanley T. Crossland, Ethyl Corporation vice president and treasurer. Shown here are three of the many committees that met during the annual meeting. Above is the Sunday session of the automotive research group, under the chairmanship of John T. McCoy, of Tide Water Associated. . . . Left, the jobber advisory committee in session Sunday. J. E. Dyer, Sinclair Refining vice president, is chairman. . . . Bottom, Charles Miller, of The Texas Company, presides over the first aid committee meeting. hile the API membership at Wlarge was attending the annual meeting's 15 group and 2 general ses sions, nearly 150 committees were convened in business sessions in vari ous meeting places throughout the two "convention" hotels. These sessions began four days be fore the formal opening of the annua) meeting and continued after most of the over-6,300 registrants had left for home. First to gather was Refining's sub committee on corrosion. This group conducted an all-day session on Thursday, Nov. 5. Two central com mittees--on accident prevention and fire protection--held a joint meeting on Friday, Nov. 13, to write finis to the 1953 API annual conclave. 39 ETC 24483 Right, at the committee on tank cleaning meeting--Frank G. Wilson, of API; C. D. Norris, of Texaco; L. R. Fleck, of Ethyl (chairman); and M. J. Neterer, of Sinclair Refining. Below, W. L. James, of Stanolind, and J. W. Owings, of Republic Steel, flank C. M. Taylor, of Cities Service Oil, head of the oil company buyers committee. Mr. James and Mr. Owings delivered papers at the session. i. i1 Above, L. T. White, of Cities Service Petroleum, and E. J. McClanahan, Standard of California vice president, at Sunday's meeting of the personnel training committee. Mr. McClanahan is chairman of the group. Left, one of the largest committee meetings was that of the service station advisory group, held in the Upper Tower. Chairman of this committee is C. Z. Hardwick, executive vice president of The Ohio Oil Company. Left, at the meeting of the aviation technical services committee are Earl Lothrop, of the API staff, and Robert V. Kerley, of Ethyl Corporation, committee chairman. ETC 24484 ^; lC 1 .x v_. _ J H. M. McClure, Jr., Old Dutch Refining president; F. C. Moriarty, vice president of Aurora Gasoline; and P. C. Weinerf, of Universal Oil Products. SMWif .1 Checking with the bell captain are P. E. Fitzgerald, of Dowell, Inc., and J. R. FIX) J' Schwabrow, of U. S. Geological Survey. VM Below, a camera study of J. B. > -t r Lawson, Great Lakes Pipe Line vice president. J'-'l &\ nm at i*#-; Below, pictured in corridor conversation are W. T. Gunn, of the API; J. S. Cole, of Ethyl; and P. J. Mullin, of Rocky Mountain Oil and Gas Association. . . . Below right, O. J. Dorwin, Texaco vice president, watches G. B. Bogart, of his own company, make a picture postcard selection. ,.4;v r. <*4 V ~v=' r m ^4: I K k ETC 24485 r-rr Right, W. Alton Jones, Cities Service board chairman, as he was photographed between meeting sessions. Below, C. G. Rush, and E. C. Campbell, Consumers Cooperative; O. B. Lewis, Ethyl Antiknock vice president; H. R. Girsberger, Saskatchewan Federated Cooperative; and A. L. Huether, Pacific Supply Cooperative. Top, Willard M. Johnson, Magcobar president, with Alvin Dark, New York Giants shortstop and off-season Magcobar salesman.... Above, J. Ed Warren, former deputy administrator of the PAD, and Harold Vance, of the Second National Bank of Houston. Bottom left, these window shoppers are W. V. Viefti, Texaco; G. L. Whipple, Standard of Texas; and V. E. Milch, Iso-Mull president.... Below, W. E. Randolph and Stanley Martin, of Roosevelt Oil. Below, this full-length silhouette is of R. G. Bandy, of Midland Cooperative. Left, among those attending the annual meeting was this Service Pipe Line threesome: B. W. Russell, T. R. Aude and C. W. Keith. Below left, C. R. Smith, Oils, Inc., president; T. E. Clime, Canfield Oil; and A. L. Bailey, president, and J. R. Nelson, vice president, also of Canfield. Below, W. R. Argyle, Sinclair Refining vice president; R. C. Murphy, of Ethyl; and T. B. Kimball, also of Sinclair Refining, enjoy a moment of relaxation. 43 ETC 24487 A p. RICMPEHOUgMJs,,,, ollowing its annual meeting F practice, the Division of Pro duction sponsored group sessions on two successive afternoons, Tues day and Wednesday. Seven papers were delivered at the two sessions, with their subjects ranging from a top-management ;.'751 view of supervisory and manage ment development to rock failure in percussion. In addition to speakers from companies within the petro leum industry, those who addressed the Production sessions included the president of a leading university and the editor of a well-known trade publication. Above, those who took part in the Tuesdoy Product** session were Lon J. Putnam, of Gulf Oil; C. L. Om. of Otat Oil; Dr. William V. Houston, president of The Rice ^ speakers; and John G. Pew, Sun Oil vice preside* and API vice president for Production. Awarded API Certificates of Appreciation by Pro vice president of The Texas Company. M* ft duction were (seoted) Chase E. Sutton, of Pure Oil; Pew, who presented the awards, George R Rm ! J French Robinson, president of Consolidated Nat of Phillips Petroleum,- J. C. Donnell I. prevdMf # ural Gas; James G. Montgomery, Jr., executive The Ohio Oil Company; and H I Wwi vice president of United Natural Gas; F. E. Eckert, president of Tide Water Associated. mmtmt of Hanley & Bird; and J. H. Newlon, a consulting the award for the late l. R. Smi*. awe # geologist. Standing are B. R. Carney, of Warren Water Associated. . . . Bottom pha*a Nona* Petroleum; C. W. Alcorn, executive vice president ton, of Sun Oil, and Milan G. Arthse. of 3t of Falcon-Seaboard Drilling; R. F. Baker, executive who presided at the first Production \y\ f ETC 24488 Left, C. E. Beecher, of Cities Service Oil, who presented the nominating committee report at the second Production session Wednesday. Left, W. L. McCloy, Jr., of Sohio Petroleum; O. A. Ohmann, of Standard of Ohio; George E. Cannon, of Humble Oil; Dr. J. V. Pennington, of Drilling Research; and Warren L. Baker, editor of World Oil. Mr. McCloy and Mr. Cannon presided at the Wednesday session. The others were speakers. Left, John R. Suman, vice president of Standard Oil Co. (N. J.), a speaker. Below left, special tribute was paid to Carl A. Young, retired director of the Production division. He is shown (right) with W. K. Whiteford, president of Gulf Oil, who presented the award. Below, E. H. Tollefson, Hope Natural Gas vice president, and P. H. Bohart, Gulf Oil vice president. ETC 24489 Below, seated in the Production session audience is M. Halpern, vice president of The Texas Company. i Reading the newspaper, below, is C. E. Stewart, a partner in the Miller & Stewart company. Photographed as he came down the stairs en route to a session was Frank E. Anderson, owner of a drilling firm. Below, the Joint Meeting on Tanks, a Production group. C. V. Lynn, of Sinclair Refining, is committee chairman. . . . Bottom left, Douglas Whitaker, of Delta Drilling, and G. B. White, vice president of that company, flank Ted C. Stauffer, of Sun Oil.. .. Bottom right, J. D. Davis, of Union Producing, and A. H. Weil, of United Gas Pipe Line. ETC 24490 here was standing room only in the North Ball Troom on Tuesday afternoon as hundreds of APIers crowded in to hear outstanding speakers at the group session of the American Petroleum Indus tries Committee. In his talk, "Wanted--A New Lubricant," Maj. Gen. Frank D. Merrill, public works and highways commissioner of New Hampshire, declared that any plan for highway financing should "stand squarely on its own feet as far as merit and economic factors are concerned." Dean Clarence E. Manion, who cur rently is serving as chairman of the President's Com mission on Intergovernmental Relations, spoke on "How is Your Constitution?" A Certificate of Appreciation was presented to Cyrus S. Gentry, Wolverine Pipe Line president. Top, some of the oudience that attended the session. . . . Left (from top), Maj. Gen. Frank D. Merrill and Clarence E. Manion, speakers; and Joseph P. Walsh, of Sinclair Oil, who presided as APIC chairman. 47 ETC 24491 Left, Oscar J. Dorwin, Texaco vice president, presents a Certificate of Appreciation to Cyrus S. Gentry, Wolverine Pipe Line president. Above left, outlined against APIC posters are J. H. Wilson, of his own organization, and T. E. Ward, president of Oilfield Equipment. . . . Above, these two conversationalists are B. E. Devere, Pathfinder Petroleum president, and Donald B. O'Neill, executive vice president of Independent Refiners' Association of California. Left, W. J. Zimmerschied and A. P. Lien, of Standard of Indiana; J. A. Hopkins, of Ethyl; and Peter Fotis, Jr., also of Standard of Indiana. ETC 24492 Corridor-chatting are D. B. Boese, of Socony-Vacuum; T. A. Pollard, of Magnolio Petroleum; and E. C. Cram, also Socony-Vacuum- Above, B. G. Crane, of DuPont, who presided at the symposium. . . . Right, the API was honored as one of the nation's trade associations that had furthered safety in its industry. Here, Dr. Ned H. Dearborn (left), president of the National Safety Council, makes the award to Cecil L. Hightower, of United GasCorporation, who accepted it for the API as chairman of the Institute's central committee on accident prevention. Speaker S. A. Carlson, seated, witnesses the presentation ceremony. new feature of this year's annual meeting was the A Wednesday afternoon Safety and Fire Protection group session. The session was conducted as a symposium and open forum on the loading of tank trucks at bulk stations. Following the symposium, S. A. Carlson, of Standard Oil Company (Indiana), discussed his company's ex perience with the unusual procedure of loading tank trucks from the bottom, through special valves. Also on the program was the showing of the API film entitled "Farm Petroleum Safety." ETC 24493 cores of reporters and feature S writers representing daily news papers and trade and other publica tions kept the nation posted on the happenings at the API meeting. News came not only from the more than 150 work sessions and commit tee meetings, but from press confer ences with industry and government leaders as well. API President Frank Porter. Secretary of the Interior Douglas McKay and R C. Spencer, the Institute's new board chairman, met with the press. In addition to the written word, the API meeting was publicized by means of several special radio and television programs. Jess Knowles, Skelly Oil vice president, and J. Howard Myers, of Atlantic Refining, were among those seen or heard. Top, author of the new book entitled "The Great Wildcatter," Sam T. Mallison appeared as guest speaker on the "Earl Nightingale Show," heard ond seen over WGN-TV during the late evening. Mr. Mallison, who is with Plymouth Oil, is shown (right) with Mr. Nightingale . . . Above, hard at work, typing their copy against deadlines, are Don Kliewer of World Oil, ond George H. Weber, of The Oil and Gas Journal. Seated by Mr. Weber is Ted Armstrong, also of the OGJ. 50 ETC 24494 J. C. Chatfield, of World Petroleum, and W. F. Lowe, secretary-treasurer of the Natural Gasoline Association. P. C. Spencer pours himself a glass of water during a press conference. W. C. Slocum, Jr., oil editor of the Dallas Times-Herald, and Ernestine Adams, "Oil Woman of the Year," chat with L. L. Aubert, Bankline Oil president, at a press reception. Above, Joseph Palmer, of the OIIC, who handled the annual meeting's radio and television arrangements. . . . Left, the head table at the Association of Petroleum Writers dinner-- Robert E. Spann, of World Oil; C. F. Mantooth, of Tulsa World; Jay Hall, of Dallas News, Milburn Petty, of Petty's Oil Letter; Henry Ralph, of The Oil and Gas Journal; and Russell Palmer, of Petroleum World. Mr. Ralph is the new APW president. . . . Bottom left, Interior Secretary McKay as he met the press. 51 ETC 24495 ,v.i m !***-*3 0! Right, seated at the head table were David G. Proudfoot, of Pennzoil; Paul W. Zumbrook, of Sinclair Refining; and Rudolph Cubicciotfi, vice president of L. Sonneborn Sons ... Below right, T. J. Garin, of the Pennsylvania Grade Crude Oil Association, and Harry F. Bennetts, of the National Lubricating Grease Institute. il company sales personnel now O face their greatest challenge--and opportunity--since the start of World War II. So said J. E. Dyer, marketing vice president of Sinclair Refining, in an ad dress to the Lubrication group session. "The days of order-taking are behind us," said Mr. Dyer. "All of us salesmen must go back to work with renewed energy and with a clear vision of the enormous opportunities and responsi bilities to which we must face up." The other session speaker was C. A. Chayne, General Motors vice president. He hailed the oil industry for producing fuels "in increasing volume with gradu ally increasing octane number and--in terms of dollar purchasing power--at de creasing price." Right, snapped in conversation outside the Lubrication session were Harold B. Stone, of Atlantic Refining, and T. L. Apjohn, of Socony-Vacuum. 52 Left, the principal participants of the Lubrication group session in a pre-meeting huddle. They are C. A. Chayne, G. T. Dougherty and J. E. Dyer. Mr. Dougherty, of Standard of Indiana, presided. Mr. Chayne and Mr. Dyer were speakers. I.-V- t1 * J 0h~ ETC 24496 ite ' ;i Above, Myron R. Holmgren, president of River States Oil, makes a tie purchase before his departure. . . . Above right, the meeting ended a day too early for R. A. Shogren, of The Buda Co., and W. B. Woody, vice president of Franks Manufacturing, to take in the fight. Below, E. T. Snyder and E. W. Shoupe, both of Ohio Oil, get some last-minute information from a floor clerk. . . . Bottom, checking rail reservations are Knox Mellon, Petrolite vice president, and H. G. Powell, Jr., of Socony-Vacuum. hursday, as usual, was getaway day at the annual Tmeeting. By mid-afternoon of that day, virtually all of the 6,300-plus persons who attended the 1953 conclave were on their way home or to business ap pointments in other parts of the country. But it will be back to Chicago for at least two of the next three of the Institute's annual gatherings. The Windy City again will be host next November and in'1956, with San Francisco as the scene of the 1955 session. Decision to return to Chicago after the West Coast meeting was made by the API board of directors at this year's annual meeting. JH Ready for shipmen back to New York , .s; is some of the APK material used durir the meeting. H. B. Galloway, of APIC, checks the routing tags. . . . Below, Herschel Hyde, Tide Water Associated vice president, and H. M. Boteler, of Worthington Corp.. have their luggage stowed in the airport bus. !i Top, Herbert S. Lane, Crown Central Petroleum vice president, checks trains to Houston. . . . Above, John R. MacGregor and J. H. Easthagen, both of California Research, pay their hotel bills. . . . Right, all ready to depart, W. O. Kupper, of Ladish Company, hails a taxi outside the Conrad Hilton. 54 ETC 24498 itiiaihw pment York ; APIC during y, of the el ater .orp., gage 1 Notable Quotes Excerpts from a few of the many outstanding talks delivered at the API annual meeting. Petroleum has become so vital to our national welfare and security that our industry's ability to solve its own problems will contribute greatly to the establishment and preservation of a sound national economy. -FRANK M. PORTER American Petroleum Institute To a considerable degree, atomic energy and petroleum will not compete, but will, rather, complement each other in the years ahead. -W. L. DAVIDSON Atomic Energy Commission As it has done so often in the past, the petroleum industry has suc ceeded in meeting the enormous increase in consumer calls for its products. -JOHN R. SUMAN Standard Oil Co. (N.J.I The petroleum industry was built and became great on a foundation of individ ual enterprise, not government coddling. It is the proud record of the industry that it has responded fully to every patriotic call . . . but has never asked for special favors. I'd like to see the record stand that way. -DOUGLAS McKAY Secretary of the Interior ... any talk of monopoly in the oil business stands out as the fairy tale which it is. -H. S. M. BURNS Shell Oil Co. There is nothing in the world impossible to Americans pro vided there is o will to achieve success. --MAJ. GEN. FRANK D. MERRILL New Hampshire Public Works and Highways Commissioner ETC 24499 the dollar that buys move today THIS is A VERY unusual DOLLAR--for these days, anyhow. It's a dollar that is actually worth more than it was in 1925. You see, it's the dol lar you use to buy gasoline for your car. Here are the facts: 1 Gasoline prices (exclusive of taxes) are only slightly higher than in 1925. gasoline. And, practically every oil company uses "Ethyl" antiknock compound to further step up octane ratings. So, thanks to America's progressively man aged petroleum industry, you get a bargain every time you drive into your service station and say, "Fill 'er up!" 2. Gasoline has increased tremendously in quality. In fact, two gallons of today's fuel will do the work of three gallons of 1925 gasoline. There are good reasons why you get such won derful value for your gasoline money. For one thing, U.S. oil companies have spent millions of dollars developing new and better refining processes toproduce more and more high octane ETC 24500