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ETC 30376 ROY N, CLOTHIER ETHYL NEWS INDEX -1956 AGRICULTURE New Farm Market, The (Ethyl film strip).............................................................. Reading, Writing and Farming (Agricultural publications)............................... July-August July-August AUTOMOTIVE AND AVIATION Common Fallacies about Fuels and Engines......................................................... September-October Cooperating on Research (CRC meeting)............................................................... . . July-August Every Car Is Different (Octane requirements).................................................... . . . May-June Fleet Report (Survey of truck operations)............................................................... January-February Fundamentals on Film (Automotive motion pictures).......................................... September-October More Power Afloat (Motor gasoline in marine engines)..................................... . . March-April Takeoff for Tomorrow (Bigger and faster commercial airplanes)..................... January-February Testing for Color (Avgas color determination device).......................................... January-February ETHYL CORPORATION "Drive More" Report (Participation in market expansion program) September-October "Drive More" Surges Ahead (Growth of market expansion program) . . . . January-February Ethyl News (Promotions and appointments).......................................................... . . July-August Ethyl of Canada Plant on Stream......................................................................... September-October Fleet Report (Survey of truck operations)......................................................... January-February Fundamentals on Film (Automotive motion pictures).......................................... September-October In Support of Science (Ethyl aids to education).................................................... March-April Meeting the Demand (New plant in California)............................................... September-October More Room for Research (Baton Rouge laboratory expansion).......................... . . . May-June New Farm Market, The (Ethyl film strip).............................................................. July-August New Look at Fire Power, A (Revision of presentation).......................................... March-April New Plant Takes Shape (Ethyl of Canada construction)..................................... . . March-April Portrait of a Plant (Ethyl of Canada facility).................................................... . . . May-June Road Birds at Work (Ethyl advertising).............................................................. . . . May-June Shea, E. L., and Turner, B. B., Elected to New Executive Positions..................... July-August Shipped via Baton Rouge (New Mississippi River wharf)..................................... July-August Tapping Mental Reserves (Creative thinking).................................................... January-February Testing for Color (Avgas color determination device).................................... January-February That Day in Dayton (First sale of "Ethyl" gasoline).......................................... . . July-August Two New Books about Gasoline......................................................................... March-April GENERAL INTEREST Bring the Children! (Family travel by automobile)............................................... . . May-June Building New Lives (Crotched Mountain rehabilitation center).......................... . . March-April Kettering, Charles F., Speaks (Message to young Americans).......................... September-October E7'C 3 03 ETHYL NEWS INDEX-1956 (continued) GENERAL INTEREST (cont'd.) Let's Keep Moving (Highways of the future)......................................................................... May-June Let's Start in High School (Curing the scientific manpower dearth)..................... September-October Maggie Can Read (Television viewing vs. reading).......................... .... March-April New Aids for Traffic Control (Electronic devices)............................................... September-October On the Civil Defense Team (The role of cars, trucks and service stations) .... March-April People's Capitalism (Exhibit of America's way of life).....................................January-February What Industry Is Doing with the Atom....................................................................January-February Which Voter Are You? (Preparation for Election Day)............................................... July-August PETROLEUM All the Way with Asphalt (Use of petroleum paving materials) Common Fallacies about Fuels and Engines............................... Designed for Sales and Service (New Vickers Station) . . . Down to the Sea with Service (Marine service stations) . . . Evaluating Octane-Improvement Processes............................... Every Car Is Different (Octane requirements).......................... Extending the Octane Scale......................................................... Fill 'er Up--Automatically (Bankline loading rack) .... Gasoline . . . and Oil (Their importance to America) .... Hall of Oil Geology (Museum display)..................................... Island Living on Oil (Life on Nantucket).................................... More Power Afloat (Motor gasoline for marine engines) Oil Wars on Litter (Industry helps keep highways clean) . . Queen of Clubs Goes to School, The (Desk and Derrick courses) . September-October . September-October . September-October July-August . . . . May-June . May-June July-August January-February . . . March-April January-February . . . . May-June March-April July-August . . . . May-June SPECIAL ISSUE American Petroleum Institute annual meeting...............................................November-December ETC 30378 W ith mountain roads kept open by modern automotive snow removal equip ment, the most rugged parts of the country are easily accessible soon after winter's heaviest storms. Whether bound for ski slopes, a sight-seeing trip over Oregon's ma jestically scenic Timberline Highway which is shown on our cover, or everyday destina tions, motorists find that automobile travel becomes "cheaper by the mile." Plans for publicizing this successful selling theme for another year are discussed in Drive More Surges Ahead, on pages 12 and 13. ^President Eisenhower's name comes up in connection with two timely articles in this issue. On page 3, he's pictured previewing "People's Capitalism," the impressive exhibit that will tell the story of America around the world and attempt to show the people of other countries how individual freedom and liberty is the basis for our economic and political system. The exhibit won the Presi dent's "hearty approval," news dispatches stated. The Chief Executive's decision to make 88,000 pounds of Uranium 235 available for peaceful production of atomic power at home and abroad ties right in with What Industry Is Doing with the Atom, pages 21-24. In releasing the vital element, the President said, "Mankind's hopes and as pirations for peace and greater well-being are closely linked to the world's progress in developing the peaceful uses of atomic energy." Hundreds of miles from the nearest oil field, more than a million people a year are getting a new look at petroleum. They're learning how it was formed, how it is found and how it is brought to the surface of the ground. It's all done with charts, threedimensional dioramas, and displays of ac tual and scale-model equipment at the Hall of Oil Geology at New York's American Museum of Natural History. The story of the Hall in words and pictures and Standard of Jersey's part in developing it is on pages 18-20. PEOPLE'S CAPITALISM--MAN'S NEWEST WAY OF LIFE......................................................... A traveling display explains the American system TAPPING MENTAL RESERVES............................... Ethyl helps promote creative thinking FLEET REPORT......................................................... A survey reveals trends in truck operations FILL 'ER UP--AUTOMATICALLY.................................< The story of Bankline's new loading ramp "DRIVE MORE" SURGES AHEAD...............................i: Successful selling campaign enters second year TAKEOFF FOR TOMORROW..................................... 14 What's ahead in commercial aviation HALL OF OIL GEOLOGY A museum display on petroleum 18 WHAT INDUSTRY HAS DONE WITH THE ATOM . 21 Making the most of nuclear energy TESTING FOR COLOR............................................ 25 A new method for checking aviation gasoline Opinions expressed in signed articles ore 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., manufacturers of "Ethyl" antiknock com pounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. Edword L $h*a, Pre*id#nt William R. Prdu, Jr., Vic* Prasidant and Trtasunr Htrbarl A. Savogt, Sacrttory ETC 30380 PEOPLE'S CAPITALISM- Man's Newest Way of Life i mong the news dispatches reporting the trip v of Russian leaders Khruschev and Bulganin in idia last year, a particularly interesting item reached he New York Times from Calcutta. Describing the near-frenzy with which the people nere greeted the Russians, the account went on: "In lany ways Calcutta is India's economically most deraded city. Nobody knows how many unemployed here are, how many coolies fight for the privilege of weating under man-crushing loads for a few pennies i day, how many persons walk the streets by day md sleep in them by night. "These are the people who have no feeling of ecowmic stake in their society (italics ours--The Edi tors) and it is among them that the Communists work ceaselessly and profitably." How would the coolies of Calcutta react if given a new choice, the prospect of a new way of life totally unlike the one they now have or the kind the Com munists would impose? The world may get the answer to this question soon when the coolies and clerks who waved red flags for the Russian leaders in Asia get a look at "People's Capitalism." "People's Capitalism," an extensive exhibit spon sored by the industry-supported Advertising Council and built with the aid of the McCann-Erickson adver tising agency, is one of America's most potent weapons in the world-wide battle for men's minds. It asserts that the distinctive economic system evolved in the United States, based on freedom of the individual, is "Man's Newest Way of Life." Following a preview at Union Station in Washing ton, D. C., during February, the 7,000 square-foot dis- 1 ETC 3 0381  PEOPLE'S CAPITALISM PEOPLE'S CAPITALISI play will be sent around the world by the United States Information Agency. It will tell a story America needs to tell throughout the world and one which Americans at home need to be reminded of. In the opinion of Theodore S. Repplier, president of the Advertising Council, the primary need is to make a clear-cut distinction between America's brand of capitalism and that practiced to varying degrees in other countries. "Let's face it," he says, "for many of the world's peoples, capitalism has been no bargain . . . Through out the Far East, for example, capitalism has usually meant an unpleasant form of colonialism ... In Eu rope, things were better. But in too many European countries, capitalism has meant a system in which a few men lived in great luxury while the bulk of the people had pitifully little." In America, meanwhile, we have achieved the high est output and the highest living standards--for the most people--of any country in the world. HOW? America's "People's Capitalism" unfolds in the ex hibit as it has in reality. When Ram Sen from the docks of Calcutta or a citizen of any other coun try enters, the first thing he will see is a cabin showing the way Americans lived in 1776. Displays Trace Development "When America first became a nation," the panel reads, "Americans had few comforts. Life was hard. All work was accomplished through the labor of men and animals." A man demonstrates our old-time handicrafts by hammering out nails one by one. The headings of succeeding displays trace how from such crude beginnings America achieved her present leading position. The climactic display is a complete modern pre fabricated house, stocked with labor-saving devices and decorated with taste and comfort which should appeal to a housewife of any nation. In following up the opening display by turning to the Declaration of Independence, the exhibit stresses that America considers the individual its most precious resource. This should make clear to men like Ram Sen the great basic difference between our way of life and that of the Reds. The key point--that by granting individual free dom, America best serves the people as a whole-- becomes clear with the next display, "Machines Were Invented to Do the Hard Work." Illustrating the fact that the U. S. worker today produces five times as much in an hour as his great-grandfather did 100 years ago, a modern nail-making machine turns out 16,000 nails an hour. While the display doesn't say so in so many words, it shows how "People's Capitalism" has become mass capitalism. Mass production has become linked with mass distribution and mass financing. The essential fact about the American system now is that the more it produces and distributes to the people, the more dynamic and sound it becomes. Mass Purchasing Power With many enterprises turning out a high volume at small margins, high wages are being paid across a broad segment of the population. This has brought about mass--and massive--purchasing power result ing in a kind of "feedback" economy. On one hand, money flows from pay windows to retail centers and thus back to manufacturers, enabling an increasing degree of self-capitalization from re turns on sales. On the other hand, money moves from paychecks to purchases of life insurance, savings accounts, pension funds and so on for indirect invest ments. It flows out also to widening stock ownership for direct personal investment in American business growth. The latter point is forcefully brought out in the "Almost Everybody Became a Capitalist" section. This gives eye-opening figures on America's mass financing. It tells that nearly 70 million Americans have savings accounts, that 115 million own life insur ance, that seven million own stock in companies, and that 27,000 companies and many unions operate 2 ETC 30382 PEOPLE'S CAPITALISM* PEOPLE'S CAPITALISM pension funds in behalf of millions of their people. Ram Sen might be led to ponder that under "People's Capitalism" America has broken far be yond the "subsistence barrier." Collectively, we are now less concerned with making things than with spreading them around more. We think and operate from a basis of abundance rather than scarcity. In its science display, the exhibit shows how uni versity and industrial laboratories give rise to a,steady flow of new and useful things for better living. To men like Ram these developments should indi cate that in contrast to what he may have been told, we do not depend on military orders for prosperity, or for stability. Such men also ought to know of two principles which permeate "People's Capitalism:" competition and free choice for the consumer. Consumers Are Bosses Companies compete continually for new products, new markets and more sales. Consumers, while being appealed to incessantly, ultimately boss the whole process by choosing--as individuals again--what to buy and when to buy it. A basic and far-reaching new development in their doing so is the extensive use of consumer credit. When it passes on to "The Rewards Were Shared with the Workers," the exhibit singles out a primary difference between People's Capitalism and the oldfashioned kind. This is that as factories become more efficient and raise their productivity, employees re ceive returns in keeping. "People's Capitalism" is not only a new eco nomic system but a new social system, too. The ex t .4 fJ tv A f hibit shows that the proportions of the very rich and the very poor have steadily diminished in America, in direct contradiction to the views of Karl Marx. It makes plain that this trend is continuing to the point where America is becoming classless. Already, it says worker and boss have much the same comforts and recreations. The cultural returns from what America has done economically receive their due in the displays on edu cation, leisure activities and the furnished home. Photos show participation in music, reading, art and the theater. In a closing panel, the exhibit declares that "Since the Dawn of Time, Men Have Dreamed of a Day When there Would Be More to Life than a Grinding Struggle for Food and Shelter ... They Have Dreamed of a Time When the Better Things of Life Would Be within the Grasp of All Men ..." When he read this or hears it read to him, will such a man as Ram Sen make a connection between the dream and its realization--for him--through Peo ple's Capitalism? If the exhibit breaks through his preconceptions and his reserve to the extent that it starts him thinking along such lines it will accomplish its purpose. The same goes for business leaders wherever "People's Capitalism" is shown. Follow-up Needed Whether the vision will remain and grow is an other question. Naturally as a "one-shot" venture the exhibit clamors for an extensive follow-up. The spread of People's Capitalism even in modi fied form faces both doctrinal opposition and prac tical difficulty. To a great extent the economic system developed in the United States is the United States. It cannot be transplanted intact. Nonetheless, both op portunity and necessity present themselves. The opportunity is for America to aid these people in such a way as to bring them together with the rest of the non-Communist countries in creating a single, freedom-minded economic world, built on the dignity of the individual. The necessity is to thwart the growth of a Communist robot-civilization, which would embrace these people, and might engulf us. We must get through to Ram Sen. If we do, it will put him on our side. # At a special preview of the "People's Capitalism" dis play, President Eisenhower was an interested visitor. Here he inspects the replica of an early American home. ETC 30383 Scores of provocative ideas are forthcoming when employees get together in "brainstorm ing" sessions. 4 A new Ethyl service will hel] oil companies capitalize on employees' creative thinking 44T Tow can our service stations do more business on rainy days?" When this question was put to a group of market ing men in a western oil company one afternoon re cently, they came up with 40 ideas in 15 minutes. A station manager suggested calling on important customers. An attendant proposed offering special bargains on windshield wipers and other rainy day needs. Somebody else recommended umbrella pro tection for customers leaving their cars to go to the telephone or rest rooms. One safety-minded em ployee suggested making sure to check brake linings and tire treads and pushing the sale of replacements where needed. Many of the ideas were sound. Others were con sidered less practical. But what the group of men accomplished was more significant than the solution of a particlular problem. They showed that they were MENTAL RESERVES capable of creative thinking--that mysterious and usu ally sporadic process of generating new ideas. In situations like this and in others oilmen meet, new ideas can be as valuable as new petroleum re serves. Drilling for ideas, bringing them to the sur face, keeping them flowing, analyzing them for qual ity, and then using the most dynamic fractions have been richly rewarding, within and outside the oil industry. Special methods have been developed to help a score of firms tap the mental reserves of their em ployees, to the mutual advantage of all concerned. Oil companies with creative thinking programs are finding them invaluable when applied to refinery operations, transportation, sales and service, product development, research, employee and public relations, financial procedures and administration, and other facets of the industry. Ethyl Experienced Long enthusiastic about creative thinking, Ethyl Corporation has been applying idea-generating tech niques within its own organization for more than a year. The program has been conducted under the leadership of Charles H. Clark, assistant to the Com pany's manager of training. Now Ethyl will offer assistance to customer oil companies interested in trying out the principles of creative thinking, or in developing programs within their own organizations. This new customer service will follow presentations and demonstrations which Mr. Clark has been in vited to give before diversified business and industrial groups, as well as government agencies, national de fense leaders, officers of the armed services, farm equipment dealers and at educational institutions. In developing oil industry approaches, he recently re turned from a trip through the west and southwest, where he had been asked to explain creative thinking at oilmen's meetings. Widespread Interest Interest in the program has become so widespread that Ethyl has decided to make the assistance of more trained men available to customer oil companies as a new kind of cooperative service. Under Mr. Clark's direction, additional personnel are being trained not only in the fundamentals of creative thinking, but also in the most effective ways to pass along basic con cepts of encouraging idea generation to others. In a nutshell, they are being taught what to teach and how to teach it productively. When an Ethyl man is asked to demonstrate the planned process of getting ideas to flow freely, he will arrange conditions where collective thinking may be carried out most profitably. It has been found by experience that groups of people, with each one facing the same competitive challenge, will generate more and better ideas than an individual working alone. Companies where "brainstorming" sessions have been held often express amazement as well as gratification at the num ber and caliber of ideas produced by their personnel. In some cases, practice "brainstorming" has been tried on actual problems, with work able solutions resulting. The vice president of a western oil A presentation on the philosophy and techniques of creative thinking will be part of Ethyl's service. ETC 30385 5 WweflSLiflJ / 1 Demonstrating the best approach to a complex problem, Charles H. Clark, of Ethyl, uses a flannel board to illus trate and emphasize his principal points. It company has said, "I think this is a remarkable way to generate new ideas. We know our employees have plenty of good ones, and we try to get their thinking as often as we can, but this kind of systematized pro cedure has given us a lot more and better ideas than we've ever had before." At a pipeline company lecture-demonstration con ducted by Mr. Clark, 38 men came up with 125 ideas related to a transmission situation in 20 minutes. Seven representatives of a California oil company produced 34 possible ways to sell more of its best lubricating oil. In actual operation, creative thinking sessions usu ally come up with enough material to apply to a par ticular problem. Frequently, however, employees con tinue to think about it and come in the next day with still more ideas. As a morale-booster alone, of course, These sketches show, top, how one man's idea can be improved upon after it is weighed by others. A more thorough review, left, con refine ideas and ready them for practical application. there is immeasurable value to the employee who sees the company consider and use his ideas. On the average, about six to ten percent of the ideas generated at "brainstorming" workshops are usable--the rest go by the board after analysis and evaluation. But from these relatively small percentages, business and industry have received some of their best suggestions and recommendations. Advocates of creative thinking maintain that it it well worth sifting out 90 flash-in-the-pan ideas to get ten which have real merit for practical application. Originated in Advertising The originator of creative thinking and its "brain storming" sessions is Alex F. Osbom, of the advertis ing firm of Batten, Barton, Durstine and Osbom, who introduced the idea in his day-to-day business while trying to develop new advertising for the agency's clients. It worked so well that he systematized the process and then submitted the program for his clients' own applications. In due course, the agency started training panel leaders to tell others about it. Mr. Clark was formerly associated with Mr. Osbom, when he helped prepare the advertising executive's standard text on the subject and developed new and assured ways of selling the program. The presenta tion and "brainstorming" techniques created for Ethyl and its customers represent a synthesis of tried and proven ways to put creative thinking to work most effectively on the widest range of problems among the most diversified groups. Oil companies interested in knowing more about creative thinking and how it can be applied within their own organizations will be supplied with addi tional information through their Ethyl representatives. This new service is designed for those who agree that "good, fresh ideas are always at a premium--there's no such thing as having too many of them." # TC 30386 An Ethyl survey reveals trends in heavy-duty intercity truck operations v towhere is the performance of motor fuels and IN lubricants more severely tested than in the opera tion of heavy-duty intercity truck fleets. In that rugged over-the-road service, they must perform dependably, enable the fleet operator to carry maximum payloads at minimum cost, and contribute to low maintenance and long engine life. To accumulate background data useful to the oil and automotive industries, Ethyl Corporation in 1949 began an intensive study of fleet operations. Fleets and engines were selected which would give a represen tative picture of heavy-duty intercity service. There after, these fleets were studied periodically in order to determine basic trends in their operations and experi ence. On the average, 163 fleets embracing 4,350 ve hicles have been surveyed each year. Currently completed is Ethyl's study of fleet opera tions for 1954. That survey includes about 2.4 percent of the nation's heavy-duty intercity truck fleets and represents over 2.5 percent of the total miles accounted for by heavy-duty intercity trucking operations. For ease of comparison, Ethyl's survey divides the fleets into two broad classes--those with engines above and those with engines below 350 cubic inch piston dis placement. Looking back over the 1949-54 period, the survey finds that both groups of fleets carried more than 17 percent greater average gross loads in 1954 than five years earlier. In common with the motoring public, fleet operators benefited from the better fuels and better engines in troduced in the six-year period. Regular gasoline, for While ton-miles-per-gallon (A) of surveyed truck fleets rose 31 percent during the six-year period, the price of gasoline, including taxes (O), rose less than 10 percent. Part of the gain in ton-miles-per-gallon was possible be cause of the six-number increase in the octane rating of regular grade gasoline during the same period. etc 30387 example, went from an average of 80 octane number in 1949 to 86 octane number in 1954 while horse power per cubic inch of displacement of commercial engines rose 14.7 percent. Capitalizing on these and related gains, the average ton-miles-per-gallon of these heavy-duty fleets in creased more than 31 percent in these six years, the survey notes. This means that a fleet which was aver aging 83 ton-miles to the gallon from each vehicle in 1949 was by 1954 realizing over 109 ton-miles to the gallon. That the tetraethyl lead content of gasoline has no major effect on engine durability was firmly established by the survey. During the period, the TEL content of gasoline increased substantially, rising from an aver age 1.6 milliliters per gallon of regular in 1949 to about 2.2 milliliters in 1954. In the same period, however, the average life of rings and valves showed a remark able improvement. What this meant in terms of actual service is seen in a close examination of the experience of all fleets of both engine size classes. In 1949, the surveyed fleets had a median piston ring life of 62,500 miles. By 1954, this figure had increased to 91,000 miles, for a gain of 46 percent. Similarly, in 1949, the fleets had a me dian exhaust valve life of 45,500 miles. By 1954, this had increased 54'/2 percent to 69,800 miles. The fleets covered by the survey, which were oper ated for a total of 433 million miles in 1954, con sumed some 83 million gallons of gasoline and used approximately 1.5 million quarts of oil. Eighty-six percent of the fleets obtained their gasoline through tank truck deliveries, 12.5 percent through service sta tions, and the remaining 1.5 percent from bulk plants or via tank car. As to crankcase lubricants, 90 percent of those used by the fleets were classified as heavy duty, and the most popular SAE viscosity was 30 grade. Only two fleets were trying multivis oils in 1954 in any of their vehicles. Almost 60 percent of the fleets equipped with the smaller engines (less than 350 cubic inch displace ment) changed their lube oil every 2,000 miles or less. Conversely, only 34 percent of the fleets using the larger engines changed their oil that frequently. On the other hand, almost 65 percent of the larger engine group changed their filters each time they changed their oil whereas only 40 percent of the smaller en gine group followed that practice. On balance, the study shows that, over the years, better engines using better fuels and lubricants have resulted in improved efficiency of operation and im proved engine durability in the commercial engine field. # Both engine durability and the TEL content of regular grade gasoline increased markedly during the survey period. 100 BMABIUTY 91,000 TEL CONTENT 30 MILES OF GASOLINE-- 69,800 70 MILES 65 60 55 50 45 40 35 zS30 25 VALVE LIFE 1949 1954 RING LIFE TEL CONTENT [Ml/GAL] ETC 30388 FILL ER UP AUTOMATICALLY Bankline 13il's new loading ramp will do just that--and with speejl and safety, too The scene is a daily one. Yet in its quiet way it dramatically illustrates the skill and efficiency for which the entire oil industry has become justly famous. A giant tank truck rolls along a wide California boulevard and turns off into the Bankline Oil Com pany refinery in Bakersfield. Proceeding slowly, it goes about halfway up a long driveway, stopping at a point where a loud speaker is mounted on a steel post. Parked midway between Bankline's administration building and a modernistic ramp of gray steel at the end of the road, the driver leans slightly out of the cab window and talks in a normal voice to the speaker. A voice from the speaker replies, the driver shifts into gear, and the truck rolls on down the road. It By Harry H. MeGraugh makes a wide arc-like swing around a broad asphalt area in front of the ramp, and pulls into a loading lane designated for it. A workman, standing on a catwalk, greets the driver, then pushes a hose into place on the truck and sets an automatic gauge that will regulate the gallonage. In a short while the truck is filled with gasoline, diesel fuel, stove oil, jet fuel, or butane, depending on the order. Another gauge issues a load receipt-- accurate to the gallon--and the driver is ready to set off for his destination. Fast, Safe and Accurate All this has taken place in a matter of minutes-- and under the strictest safety conditions. No one has had to lift any back-breaking weights; the measure is exactingly accurate, and even if it has been one of those rare days of rain in Southern California, no one has gotten wet. The reason for this speed, accuracy and efficiency is Bankline's nearly automatic loading ramp. Designed and constructed within the last year by Bankline peo- 9 ETC 30389 First stop for an empty truck is the outside speaker, above, which is con nected with the dispatcher's office, right. The driver tells what and how much fuel he wants, and is dispatched accordingly. pie, the ramp is the only one of its kind in California. One of the unique features of the loading operation is the gauge system. Actually, there are not one, but three gauges for recording the fuel dispensed. The first gauge works in reverse. That is, the desired gallonage is set on it, and when the numbers have spun back wards to zero, the gauge automatically tapers off the flow of fuel with all the gentleness of the human hand. Above this gauge is a second one that records the accumulated gallonage for the day. Set slightly aside on a separate post is a larger gauge which issues the receipt for gallonage, automatically computed at a temperature of 60 degrees Fahrenheit-- the standard temperature at which gasoline is dis pensed. Another feature of the streamlined method of load ing is the communication system. When a truck stop at the loud speaker halfway to the ramp, the drive talks directly to the dispatcher's office at the ramp, in forming him how much and what product he wants and is routed accordingly. Inside the ramp is another intercom system whicl consists of vacuum tubes like those employed by de partment stores and newspaper offices. The tubes carr messages and records to all key sections on the ramp Behind the skeletal structure of the ramp is a laby rinth of white pipes stretching into the storage are; like giant snakes. A series of pumps insure a stead; flow of fuel to the waiting truck. Through a system of valves near the ramp, th( desired fuel can be regulated according to demand. I there is a heavy call for gasoline, for example, th Minutes later the truck is in loading position. The gauges, right, are set and in a short while the truck will be on its way to a delivery. 10 ETC 30390 A loader waits for a truck to swing around the wide asphalt area in front of the ramp and pull into its designated lane. simple task of turning a valve wheel is all that is re quired to route more of this fuel to the hose nozzle. The ramp is operated by a three-man crew per shift, including a dispatcher and two loaders. When a driver pulls up to the outside loud speaker, it is up to this crew to see that he is routed promptly and serviced quickly and efficiently so that he may be on his way in a short time. Since a truck can be loaded with gasoline at the rate of 400 gallons a minute, a five-thousandgallon order can be filled in less than 15 minutes. The ramp can accommodate six trucks at one time, and if all six lanes were in continuous operation eight hours, more than one million gallons of fuel could be dispensed during one work day. Most of the gasoline loaded here is intended for Bankline outlets located chiefly in northern California, where it is marketed under the name of Norwalk prod ucts. A large proportion of Bankline's other products are sold to independent marketers throughout the area. To those who have grown accustomed to this opera tion from day to day contact, the loading ramp may appear to be ordinary and usual--one of the efficient mechanisms of industrial life. But deeply embedded in this seemingly simple, yet amazingly intricate and com plex structure, is the genius and enterprise that char acterize the entire oil industry. # Part of the crew that helps make Bankline's new loading ramp a proven success, and refinery mascot, "Snowball." ETC 30391 "DRIVE MORE' The Ethyl-inspired selling campaign enters its second big year ike a modern car that has shifted automatically Lt into high, the "Drive More" program is gathering power for its second successful year. Behind it in 1955 are all the start and quick pick-up of a supercharged selling campaign. Before it in 1956 are the vast high ways of the service station marketing world. Finishing touches for the 1956 promotion are now being applied by Ethyl Corporation and by those com panies who already are planning to participate in it. The program will again focus attention on all of the fun and convenience that result from traveling by au tomobile with the added inducement that "it gets cheaper by the mile!" Ethyl will spearhead the 1956 "Drive More" pro gram with increased national and local promotion. Two-page spreads will appear in April in The Satur day Evening Post, Collier's and Life. Following these spreads, through the spring, summer and fall, will be additional full-page advertisements in these same pub lications. In addition to these three magazines, "Drive More" ads also will appear in Reader's Digest. The combined audience of these publications is more than 50,000,000 persons. Along with national advertising, Ethyl will again prepare and distribute a newspaper supplement on "Drive More." The supplement, containing travel and vacation stories and suggestions, will be sent to daily and weekly newspapers in April to give them plenty of time to prepare local support of this program. Display Materials Available Banners, posters, streamers and other display ma terial also are being made available by Ethyl to par ticipating companies. This material is specially pre pared for use at service stations, meetings, fairs, in of fice and store windows--everywhere that a visual im pact can be made upon the public. Ethyl will again assist company editors in preparing special house magazine stories on "Drive More." News releases to the general and trade press also will be sent out, featuring interesting and important facts about gasoline, automobiles and travel, as leads for the "Drive More" story. 12 ETC 30392 While Ethyl's efforts will add substantially to "Drive More," its advertising and promotion are but one part in the program. The most important factor is par ticipation by manufacturers and marketers of pe troleum and TBA products and other goods and serv ices used by motorists. A concerted, cooperative cam paign on the part of everyone with a stake in increased mileage can turn "Drive More--it gets cheaper by the mile!" into one of the best selling slogans that has ever been conceived. R. W. McDowell, president of D-X Sunray Oil Company, summed it up recently when he stated: "It occurs to me that industry-wide campaigning on this issue (`Drive More') could be a powerful tool because it is true that most companies have spent much of their advertising dollars trying to take business away from someone else. I am sure that in careful retrospect we must ah agree that it would be much smarter to try to develop new markets for our products, which in turn would make it possible to continue our expansion ac tivities without developing additional surpluses." There will still be competition for customers be tween individual oil companies. But with a coordi nated effort, more gasoline, more oil, more TBA items --more of everything needed for automobile travel will be sold. And that means a bigger business for everyone. The goal of "Drive More" is to show the motorist how he can get full pleasure and benefit from his au tomobile. Not only is increased use of an automobile cheaper by the mile, but trips to interesting and stim ulating places are a source of lasting pleasure. The pro gram can help the nation get increased pleasure from living. In 1955, some 50 oil companies joined in this pro gram. They took the "Drive More--it gets cheaper by the mile!" message to the public through television, radio, newspapers and by direct mail. Millions of Reproductions Along with this promotion, more than 200,000 pieces of tie-in display material were ordered from Ethyl. In all, the "Drive More" slogan was reproduced more than 200 million times. Now, 1956 is here. The "Drive More" program has had its trial run and performed better than its engi neers' fondest hopes. Thoroughly tested and on the road again, it is one of the most convincing campaigns ever devised for promoting the sale of all service station products.# k By Stanton P. Nickerson Commercial air transporta tion is on the threshold of its most promising era since the Wright brothers astonished the world a little more than half a century ago. This is the outlook at the beginning of 1956 as new and better planes are taking to the air on faster and more far-reaching routes, and still more revolu tionary models are emerging from research, engi neering, designing and testing cocoons. Orders for commercial aircraft for delivery before 1960 in the United States alone totalled close to $1 billion, $500 million by the first of this year. The Civil Aeronautics Administration estimates that airborne traffic will be more than double last year's all-time high by 1965. This means the 25 bil lion revenue passenger-miles flown by domestic lines in 1955 will be around 60 billion passenger-miles in another 10 years. Air cargo of all kinds will then amount to over a billion ton-miles. The largest and fastest skyliners to appear during the years immediately ahead will be 600-mile-an-hour jets carrying over 100 passengers. These planes will cut flying time about in half between the world's prin cipal cities. Proposed schedules allot only a little over four hours from Los Angeles to Washington, six and one-half hours between New York and Paris, and about nine hours from Tokyo to Seattle. Jet Use Limited Plans for these jet-powered superplanes for domes tic and international air carriers have captured the public imagination. Initially, however, such huge and expensive aircraft will appear only on a limited num ber of extended routes, where maximum loads are essential for profitable operation. 14 In 1958, Pan American intends to offer the first overseas jet service from the United States; in 1959, American Airlines is to start the country's initial transcontinental jet flights, and National and Eastern will race to pioneer jet operations between northern and southern cities. Meanwhile, anticipated airline expansion and the improvement of gasoline-powered planes assure these aircraft of important future usefulness. New pistonengine planes will be superior to their predecessors in a number of respects, including power and efficiency, quietness, smooth operation, passenger facilities, speed and non-stop range. Over certain routes, they will be preferable to bigger jets for many years. Piston-Engine Planes to Stay Airline officials agree that a complete shift from gasoline-powered piston engines to jets is not in the cards. Some reassignment of propeller-driven planes will take place after jet transports begin flying, but the airlines are not planning to abandon thousands of piston-engine planes overnight. They will be criss crossing the world throughout the foreseeable future. At the same time, models using gasoline engines with auxiliary turbines are appearing in growing num bers as part of a transitional movement already well advanced. Among the most familiar turbo-compound types now in service are the Douglas DC-7 and Lockheed's Super G Constellation. Improvements on these are to be found in DC-7Cs, and in Super H Con stellations which will be ready for service late this year. Substantial numbers of both new planes are scheduled for future deliveries. One authoritative perspective on the future role of planes driven by internal combustion engines was ETc 3(j3 94 Bigger, better and faster expressed recently by Burt C. Monesmith, vice president of Lockheed. "Be cause jet aircraft are years away from quantity production, it is certain that piston-engine planes will have to carry the bulk of the load--about 65 percent --even in 1965," he said. "Up to that time, turbo-propeller types will take over about 34 percent of anticipated traffic, with a few long range jets han dling the remaining one percent." In the Lockheed vice president's opinion, piston-engine air miles flown commercially 10 years from now should exceed total air travel today by a siz able margin. That is why his company is pushing the development and produc tion of a still more advanced propellerdriven Super Constellation teaming in ternal combustion and turbine power. This plane will have a cruising speed of 375 m.p.h., and a maximum range of over 6,000 miles. 4 to-'j**** The nation's first jet transports will look like these: top, the new Douglas DC-8, and above, Boeing's competitive Inter continental. Both will carry over 100 passengers at speeds of ten miles per minute when they take to the skies. Lockheed Constellations like this Super G model will be among the piston-engine planes flying for many years. Im proved future versions will utilize still more efficient teaming of internal combustion and turbine power. TAKEOFF FOR TOMORROW (.) = Propeller-driven planes depending upon turbine power alone are rapidly gaining acceptance too, and seem assured of more widespread adoption. In these aircraft, known informally as turbo-props, jets fired by medium fraction fuels rotate turbines, which in turn spin propellers. Exhaust gases provide auxiliary jet thrust. One such turbo-prop is the British Vickers Vis count, already in general service abroad. Viscounts are now being flown by Capital and Trans Canada Air Lines on this side of the Atlantic. With four RollsRoyce Dart engines, they fly close to 400 m.p.h. The first United States carrier to order a fleet of turbo-props built in this country was American Air lines, which contracted for 35 four-engine Lockheed Electras last spring. Then Eastern Airlines made the largest purchase of turbo-props to date, ordering 40 Electras. Twenty similar aircraft will go to National, and others to more systems. By late 1955, domestic airlines had ordered 135 turbo-props costing $265 million. Deliveries will begin in 1958. Capable of speeds up to seven miles a minute, Elec tras will feature fuel flexibility, quiet performance with little vibration, rapid climbing and the ability to use existing airport runways. They are to accommodate from 66 to 91 passengers, and have a maximum range of 3,000 miles with ample fuel remaining. Captain E. V. Rickenbacker, Eastern Airlines board chairman, sees turbo-prop planes like the Electra as the airlines' "work-horses" for many years. It is too early to forecast with precision what the fuel needs of the air transport industry will be during the next decade. But with the assured operation of a large percentage of commercial aircraft using internal combustion engines, the oil industry can expect a sustained demand for high octane aviation gasoline, in addition to requirements for better jet fuels. Preliminary estimates indicate non-military avia tion gasoline demand will range from about 94 to 97 thousand barrels a day by 1965, roughly 15 thou sand barrels more per day than the Bureau of Mines' tentative total of 80 thousand barrels per day for non military purposes last year. Over and above rising mili tary needs, civilian jet fuel consumption is expected to reach 20 to 35 thousand barrels per day in this coun try within the next decade, according to major airline estimates and those of Ethyl's Research Laboratories. $5 Million per Plane Pan American World Airways touched off the re cent spectacular swing toward big jets when it split an order for 45 of the superairliners between Boeing and Douglas last October, at an average cost of about $5 million per plane. Since that time, American, TWA, Eastern, United, National, Panagra, Braniff, Delta and Continental have ordered jets. Their total investment will top $1 billion, excluding orders placed here by for eign carriers and options for additional planes. The total number of jet transports to be built in the United States had reached 183 as of this February 15. Boeing and Douglas have the commercial jet field to themselves so far among American aircraft manu facturers. Douglas is introducing its DC-8, which will appear in medium and long-range versions. Two models are being offered by Boeing as well, the medium-range Stratoliner and the long-range Intercontinental. The two companies' planes will differ in a number of competitive ways, but each manufacturer will use Pratt & Whitney turbo-jet engines, in which medium fraction fuel is combined with compressed air produced A $60 million improvement program is under way at New York International Airport to handle 8'/a million passengers annually by 1965. Other ma jor terminals throughout the world anticipate proportion ate traffic gains. 16 i. ) - 'J L r-r-'- from turbine power generated by the ignited jet thrust. Carrying 80 to 146 passengers and more than six tons of cargo at speeds up to 10 miles a minute, the huge airliners will have non-stop ranges of more than 3.000 miles for the medium-range types and over 4.000 miles for those operating on intercontinental routes. Airlines using the big jets expect such economic ad vantages as reduced crew-hours, faster turn-arounds and greater utilization. These and other features are expected to insure increased passenger-miles, more tonmiles and larger gross profit. Cruise at High Altitudes Among the conveniences and advantages jet pas sengers are to enjoy will be freedom from vibration and soundproofing against engine noise, more spacious and luxurious accommodations and complete cabin com fort at altitudes of 25,000 to 40,000 feet, where the air is smoothest. Engineers are hard at work developing reverse thrust mechanisms to act as landing brakes, so that exces sively long airport runways will not be needed. Even so, more than one expert maintains that only a hand ful of the nation's airports is suitable for jet takeoffs with full loads, and even fewer abroad. Jets will also have to win their spurs from the air lines' standpoint, as well as the passengers'. Such major undertakings as changes in fueling facilities and shop installations and training personnel for operating and servicing the new aircraft will require careful planning, large investments and ample time for full realization. Getting more airports ready to accommodate jets will involve other extensive projects. After more turbo-prop and the new turbo-jet trans ports begin operating, world and domestic air pat terns will undoubtedly undergo drastic changes, in cluding more direct routes with fewer intermediate stops. One predicted avenue for airline expansion is more feeders to major air terminals, where passengers will change to larger and faster airliners bound for dis tant points. This kind of service is sure to utilize gaso line-powered and turbo-prop planes indefinitely. As for commercial aviation in the more distant fu ture, air transportation leaders are fully aware of applications of nuclear energy now being explored, and the relationship of these experiments to potential supersonic planes. Supersonic Travel Probable C. R. Smith, president of American Airlines, our largest domestic carrier of passengers and cargo, offers this prospect: "It is probable that within the lifetime of some of us, it will be conventional to travel at more than 1,000 miles an hour. That seems to be within the realm of technical possibility, although it is not now even close to economic possibility. But a review of the progress in air transportation . . . especially for the past 10 years, should make us cautious in predicting what cannot be done."# 17 etc 3397 I! (AM. Of1' Of off, ii PetroLum. oil from !- or our nn>.!*!'* na"" resources. In few rear, .1 ha> revolutionized our mode of life. Vith the FJ.,>rtion ,,f ,l.e juiomobile, the airplane, the diesel enpine. and the oil furnaec. we have passed from the of mill to tli* ar If |M*tminim. This hall ti-IU lh<* storv of oil: the formation of oil bv plants an<! animals during the millions of jears of earth histor \ the ingenious geological ni<tho>l- that have been dexised in the seareh for the inrrta>inU haul t find oil deposit-.; H,,. ni.-lli.,K << extraetiup oil f,,,m t|,e ,,r,M, ami I he pruning |(>r suP|dies of oil n-hj,.,, "'U, modern tif,- A display at the American Museum of Natural History tells the story of petroleum he next-best thing to a trip back through the Teons of geologic time, subterranean views of the auditory modem display techniques. Three-dimensional models, dioramas, graphic charts, murals, maps and earth, and a tour through a modem oilfield, is a trip actual instruments and equipment present many of the to the Hall of Oil Geology at the world-famous Amer basic principles and methods of oil formation, occur ican Museum of Natural History in New York City. rence, exploration and production. There an extensive oil exhibit, showing just such things, The 150 by 40-foot Hall of Oil Geology, which was is being seen by more than a million people a year. opened at the Museum last March, is dominated by a The exhibit is one of the largest and most complete 25-foot model oil derrick complete with draw works, of its kind ever built. Its purpose is to demonstrate engine, mud pump, work lights and a revolving rotary how oil was originally formed, the most common types table. Life-like miniature models of drilling crew mem of traps or structures in which most of the oil found bers, appropriately dressed in steel helmets, work today occurs; the exploratory methods now employed gloves and stained overalls, man their stations. All the in the search for it; and the techniques used in extract while, monotonous, rhythmic tape-recorded sounds ing it from the ground. from actual drilling operations sound forth to heighten A joint project of the Museum, Standard Oil Com the realism. pany (New Jersey) and several oil service and supply From the drilling rig, the museum visitor turns to companies, the exhibit incorporates both visual and a series of exhibits that show how the energy of oil is 18 ETC 303y% At the entrance to the Hall, this panel tells museum < visitors of the importance of petroleum and previews the exhibits they are about to see. Dominating the display is this 25-foot model oil derrick, complete in practically every detail. In front of a photo mural of himself at work, Dr. Henry Schaetti, Carter Oil geologist, explains ex ploration methods to two museum-goers. the energy of sunlight stored up long ago in tiny aquatic animals and plants. Three-dimensional crosssection replicas of ancient seas and shorelines show how sediments accumulating on the ocean floor and covering the partly-decomposed remains of these or ganisms eventually became the source rocks for petro leum. The exhibit includes rock cores from formations ranging in age from a 300-million-year-old reef in Alberta to a ten-thousand-year-old mud bank in the Gulf of Mexico, together with oil samples extracted from each. How and why most petroleum deposits have under seas origins is shown by five colorful maps which pic ture the paleo-geographic changes in the North Ameri can continent and surrounding seas over the last 500 million years. Two large model hemispheres show the world's major sedimentary basins which were formed by similar sinkings and consequent flooding of some areas and uplifting of others. The Hall of Oil Geology bridges the time gap be tween the prehistoric formation of oil and present-day exploration and production with a panel of six deco- ETC 30399 Attractive charts tells of the tremendous demands on the petroleum industry for its many essential products. rative paintings. Entitled "Some Historical Uses of Oil," they show how petroleum was used by man in civilizations ranging from neolithic Europe to early 19th century America, and portray it in ancient reli gious rites, in warfare, in waterproofing, paving and adhesives. In showing the museum-goer technical operations and problems of today's petroleum industry, represen tations of working oilfields and exhibits of actual tools used in exploring for and producing oil are displayed. Typical structures in which oil is found are portrayed in dioramic cross sections, each presenting a different arrangement of underground strata containing oil traps. The teamwork of the petroleum geologist, paleon- tologist, geophysicist and their associated scientists is shown in a series of displays which introduces the techniques used in the search for oil. These begin with the preliminary work of surface surveying and include such actual equipment as the Brunton compass, hand lens and geological hammer. Aerial surveying is dem onstrated with aerial photos, mosaics and flight maps. In addition, several exhibits depict the uses to which geophysical instruments such as the magnetometer and seismograph are put in areas of blind geology. But, the exhibit points out, despite modem methods and equip ment, there is no instrument or procedure that can definitely determine the presence of oil before a well is drilled. Moving from the exploration to the production phase, and to the actual bringing of oil to the surface, there is a display of drilling tools, and a full size "Christmas tree" through which oil is routed from the wellhead. In concluding its presentation, the Hall of Oil Geol ogy uses attractive charts to tell of the tremendous demands on the oil industry for its products and the millions of dollars the industry spends annually on the exploration and production necessary to satisfy these demands. In cooperating with the American Museum of Natu ral History in the conception, development and con struction of the oil exhibit, Standard Oil Company (New Jersey) provided technical guidance and sub stantial financial support. Through its producing affili ates around the world, the company also supplied rock samples, equipment and scientific data. Oil service and supply companies, too, played an important part in the development of the exhibits. The Museum staff planned and produced the Hall of Oil Geology and its displays. # Three-dimensional cross-section replicas of ancient seas and shorelines show how oil was originally formed. 20 ETC 30400 American business and the AEC are partners in a new technology What INDUSTRY is doing By James C. Malone with the ATOM rT"'HE first atomic bombs had hardly been touched oS, a decade ago, when hopes began to quicken for putting the terrific new power to work peacefully. A mushroom cloud of optimism went up. For many people involved in the oil business, however, this op timism was accompanied by a fallout of doubts and fears. It was only natural, and practical too, to wonder how atomic energy in coming years would affect the combined effort and investment and skills and equip ment that go to make up the oil industry. The big question which arose was: "How can we make the best of it?" Since then, of course, things have changed. Now the question is: "How do we make the most of it?" The new outlook arises in part from the long-run peacetime demand for power, both electrical and pro pulsive. This demand is due to go up steeply. As Dr. Robert E. Wilson, chairman of the board of Standard Oil Company (Indiana) puts it, "The ulti mate problem is not what fuel is going to be crowded out, but what can come along to help carry the grow ing load." Overall requirements for oil and gas, and for coal as well, will continue to rise. One estimate of freeworld demand for liquid hydrocarbons anticipates a 65 percent increase by 1965, and one of more than 100 percent by 1975. More and more this demand will be for higher-grade fuels and lubricants and for new petrochemicals. That hooking up nuclear energy to supply power is complicated and costly is of course news to no one. The obstacles to using it to drive a car, truck or tractor--mainly weight of shielding and danger of contamination in a crash--may be permanent. The submarines Nautilus and Seawolf mark strik ing progress, however, in a kind of atomic propulsion affording special advantages. There will no doubt 21 ETC 30401 A schematic drawing of a sodium-graphite reactor. This type of reactor, using "Ethyl" so dium (see box below), will test sodium as a heat transfer agent for the AEC. As a by-prod uct it will produce power for commercial generation of electricity on a small scale. be more such undersea and surface craft soon. And experiments with nuclear-powered aircraft have reach ed advanced stages. On top of power needs, there is a second big reason for the oil industry's present attitude toward atomic energy. This is radiation. The new force has proved widely and dramatically useful in the form of its radio active by-products, known as isotopes. In referring to them, Dr. Willard F. Libby of the Atomic Energy Commission has said: "Even if we fail to get atomic power, radioactive isotopes by them selves will pay the way of the atom." Isotopes in Oil If Dr. Libby needed backing for his statement he might get it quickest of all from oilmen. Oil com panies as a group lead all others in purchases of radio active materials from the Atomic Energy Commission. In the oil industry, isotopes are at work in both operations and in research. Among the scores of jobs, they're at work sampling rock from drill-sites, tracing underground flow in wells, measuring the thickness of finished lubricants and recording the movement of products in pipelines. Today more than thirty refiners are using isotopes. One company, Socony Mobil, is taking part with eight other companies, not in oil, in the construction of a reactor to produce radioactive materials for research. 22 Another oil company may build a reactor of its own. In refining alone, radiation projects break down into dozens of categories. These include activation analysis, catalysts and catalytic reactions, refining processes, liquid flow and leakage, entrainment and stripping studies, evaluation of combustion products and studies of wear on engine parts. The use of irradi ated piston rings for examination of wear has been in practice for years. One promising line of experiment will evaluate Ethyl Works with the AEC and Indu As the world's largest producer of sodium, Ethyl C poration has been taking an active part in the dev opment of atomic energy. Working with the Aton Energy Commission and a number of private mar facturers, Ethyl has furnished technical guidance a service in using sodium to transfer heat from nuck fission toward conversion to power. At the Bro< haven, Oak Ridge and Argonne laboratories of 1 AEC, the Company has been contributing to stud and experiments with liquid metal coolants in gener An Ethyl-supplied reactor will be the first nc military atomic plant to produce power for the gi eration of electricity by a private utility This is t Socony Mobil Oil Company and eight other concerns ore building this nu clear reactor near Princeton, N. J. It will be the first to be owned and operated by industry for research in industrial and humanitarian fields. Industrial work with radioactive materials calls for elaborate and sometimes weird protective clothing and equipment. powerful gamma rays as a "fourth force" in refining. Gamma radiation speeds up the effects of heat, pres sure and catalytic action. It might replace these con ventional cracking agents to an extent. Looking further in refining, Dr. E. V. Murphree, president of the Esso Research and Engineering Com pany, states his company's findings indicate atomic radiation holds outstanding promise in (1) polymeri zation of light liquids into more viscous materials; (2) breaking down certain polymers as possible sources Nuclear Developments odium-graphite reactor nearing completion by \tomics International, a division of North American Vviation, Inc., at Canoga Park, Calif. Ethyl takes additional special interest in the Seawolf, ie Navy's second atomic-powered submarine. The enine in this ship uses sodium as a heat-transfer agent, laving worked with General Electric and the Electric loat division of General Dynamics Corporation on the raft, Ethyl will follow its shakedown cruise reports ith a great deal of attention. The Company looks forward also to further appliations of its knowledge and product in nuclear-driven -irface craft and airplanes. of chemical raw materials; (3) improving gasoline yields, and (4) converting sulfur compounds in petro leum to phosphorous compounds. Both radiation and direct heat from nuclear fission may be used to improve processes and create new petroleum products. No branch of nuclear technol ogy offers brighter prospects for discovery and in vention. Apart from oil, the industries busiest in this field are the metallurgical, chemical, automotive, aviation, food and pharmaceutical. The latter two industries in particular are busily advancing atomic radiation for agriculture and for medicines and medical care. An Industrial Force Looking at its potential for industry in general, it is seen that atomic radiation is becoming an industrial force or method in itself--on a scale and in con cert with automation. T. S. Hodgins, director of the Chemical and Rubber division of the Commerce De partment's Business and Defense Services Administra tion, says in this connection: "Integrated operation techniques of the future cen tered around nuclear energy application are going to do a tremendous face-lifting job on modern-day in dustrial processes and methods. The atomic research race in the chemical and other fields is already on . . . The vast and varied research avenues opened by the ETC 30403 23 h industrial applications of nuclear energy will involve what amounts to an industrial revolution which may overshadow all previous ones." The oil industry's present view of atomic energy arises from still broader considerations--the economic and political. Ten years ago it was feared by many that peace time atomic energy would grow up as a government monopoly. But for anything with the many ramifica tions of atomic energy to have continued as the ward of a single agency, governmental or otherwise, was not in the cards. Rather, the Atomic Energy Commission and busi ness have entered into a partnership unique in our history, as no doubt befits the new technology. As a result of recent developments, such as the President's release of 88,000 pounds of Uranium 235 for peaceful uses, the new field has become open country for private enterprise. With this, industry begins to take on its rightful and poten tially boundless role in the field. It grasps both oppor tunity and responsibility--on a world scale. The people of the world have translated the awesomeness of atomic energy's wrecking power into just-as-big possibilities for doing good and constructive things. They look mainly to the United States, without drawing a line between govern ment and industry, to bring about this transformation. Through heating steam to generate commercial electricity, atomic energy will perform a growing peacetime service. In this use, it will make its chief early contribution to the civilian economies of many countries. In the words of Lewis L. Strauss, AEC chairman, "In the present state of the nuclear art, countries with available water power or supplies of coal and oil will, for some time to come, find it more economic to build and operate conventional power plants." This, of course, includes the United States. But in many places atomic energy for electricity will be needed sooner. In what has been done in the United States so far to further atomic-electrical power, factors of interna tional prestige and technological leadership have weighed at least as heavily as physical domestic needs. For the production of such power by private utilities here, 14 units have been given a go-ahead by the AEC. The first commercial atomic power plant to warm up on a big scale will be the pressurized-water reactor at Shippingport, Pa. This is being built by Westinghouse and will be operated by the Duquesne Light Company. It will turn out 65,000 kilowatts per hour. The AEC estimates that atomic power capacity in the United States may reach five million kilowatts by the end of 1965, 27 million by the end of 1970, and about 175 million by the end of 1980. This will compare with total generating capacity from all sources of about 400 million kilowatts by 1975. Official United States recog nition of the kind of world set ting we have for atomic energy was made clear in 1953. Then, before the UN General As sembly, President Eisenhower called for the establishment of an International Atomic Energy Agency and offered a stock of fissionable material to help put the agency in business. Since then, the United States has made bilateral agreements with 24 countries to help provide research reactors and essential working data. In ad dition we carry on more extensive cooperation with Britain, Canada and Belgium. The United States also took the lead in suggesting the "Atoms for Peace" Conference in Geneva last summer. Here techniques and news of progress were exchange among 73 nations. The President's recent long-term offer of uranium for both domestic and world use is a logical and dramatic follow-up. It remains for American industry to "show its stuff atomically on a world scale, in meeting the needs o; people and in creating vast new markets for itself. # Layouts and Art Direction: Carsten Grande Photo Credits: Cover, color transparency by Ray Atkeson, through Shostal; page 1, courtesy The Advertising Council; page 3, Wide World Photos; pages 4 and 6, courtesy D-X Sunray Oil Co.; page 7, courtesy Standard Oil Company (New Jer sey); pages 9, 10 and 11, L. A. Todd; page 15, courtesy Douglas Aircraft Co., Boeing Airplane Co., and Trans World Airlines; page 16, courtesy Port of New York Authority; pages 18, 19 am 20, courtesy American Museum of Natural History and Standan Oil Company (New Jersey); page 21, courtesy Sinclair O Corporation; page 22, courtesy North American Aviation; pag 23, courtesy General Electric Company, and Socony Mob; Oil Company. ETC 30404 Testing for COLOR An Ethyl research project leads to a better method of checking on the color of aviation gasoline By simply rotating colored discs a laboratory technician can see if a gasoline sample meets color specifications. new method of testing the color of aviation Agasoline, developed by Ethyl Corporation in and maximum intensity of the required color are al ternately placed above the clear base stock sample, conjunction with Hellige, Inc., instrument special with a beam of light directed upward through the ists, is now being widely used by petroleum refiners sample and color standards. A visual inspection quick and the Army, Navy and Air Force. Simple and ac ly reveals whether the sample falls within the mini curate, the method provides a means of insuring that mum and maximum color specifications. aviation gasoline grades meet color specifications. The glass discs provide a primary color standard The new procedure is the result of a research proj that is permanent, easily defined and completely re ect undertaken by Ethyl to simplify and improve producible. They also afford a convenient means of existing tests for gasoline color. It makes use of a making accurate color comparisons visually. series of ten specially prepared permanent glass color Before the new test method was adopted, it was standards mounted in two discs. Each pair of these tested and approved by the Navy Bureau of Aero standards provides minimum and maximum inten nautics. Since then, Ethyl Corporation has made sets sity for color standards--red, blue, green, brown and of color discs available to the inspection laboratories purple--used in aviation gasoline. and the joint overseas Area Petroleum Offices of the In testing for color intensity, a sample of finished Navy, the Air Material Command of the Air Force, gasoline is placed alongside a sample of clear base the Army Quartermaster Corps, and aviation gasoline stock. The glass standards representing the minimum manufacturers in the petroleum industry. # i; This "Smart Bird" is a salesman for good driving and premium gasoline The "Smart Bird" is a featured part of every advertisement in Ethyl's "Road Bird" series . . . appearing every month in leading national magazines. The "Smart Bird" tells the nation's motorists about courte ous, safe driving. And, most impor tant, he tells them how to get the best engine performance . . . buy premium gasoline. It's smart to use premium gasoline ETC 30406 L THE COVER: Three demon strations from Ethyl's new "Fire Power" show and an overall view of the show itself. The story of the show, and the new "Fire Power" movie and booklet are re lated in "A New Look at Fire Power," starting on page 1. MARCH-APRIL 1956 A NEW LOOK AT FIRE POWER..................................1 The demonstration, movie and booklet are revised BUILDING NEW LIVES.................................................... 4 The story of a unique rehabilitation center TWO NEW BOOKS ABOUT GASOLINE ... Published as a service by Ethyl Corporation 8 ON THE CIVIL DEFENSE TEAM......................... 10 The role of cars, trucks and service stations GASOLINE . . . AND OIL...................................... 12 A big product and a bigger industry MORE POWER AFLOAT............................................ 16 Automotive gasoline for marine engines NEW PLANT TAKES SHAPE.......................... Building progresses at Sarnia, Ontario 19 IN SUPPORT OF SCIENCE................................ Ethyl's expanded aid to technical students 20 MAGGIE CAN READ............................................ And so can millions of others . . . and they do 22 CREDITS: Layouts and art direction by Corsten Grande. Photos: Pages 4-7, Arthur LovSno; page 10, Ostergoard; page 11, courtesy American Trucking Aunt, and Shell Oil; page 13, courtesy Cities Service; page 17, courtesy The Texas Company; poge 20, Philip Gendreau; poge 21, Frederic Lewis. ETHYL NEWS U published by Ethyl Corporation, TOO Park Avenue, New York 17, N. Y. manufacturer of "Ethyl" antiknock compounds, used by oil companies to improve the antiknock quality of motor and aviation gasoline. Edward L. Shea, President Wiiliom R. Perdue, Jr., Vice President and Treasurer Herbert A. Savage, Secretary Richard F. Cook, Editor, ETHYL NEWS ETHYL NEWS welcomes articles of timely interest submitted from outside sources. Opinions expressed in signed articles ore the authors'. Upon request, permission to reprint material appearing in ETHYL NEWS will be granted. ETC 30408 A NEW LOOK AT FIREPOWER Revised versions of Ethyl's demonstration, movie and booklet teach the safe handling of gasoline By Stanton P. Nickerson t}roperly controlled in an engine, gasoline i is one of our greatest and best sources of energy, both for doing work and having fun. But gasoline also can become a source of tragic de struction through a single moment's folly in mis handling its tremendous fire power." This concept lies behind three educational tools designed to promote the safe handling of gaso line, now being offered by Ethyl Corporation as an addition to the Company's expanding services to the oil industry. Built on the theme of "Fire Power," these tools are a dramatic lecture-demon stration, a full-color sound film, and an illustrated booklet. All three Ethyl "Fire Power" implements are expanded and improved versions of earlier suc- 1 ETC 30409 cessful methods for helping oil companies teach men who handle gasoline how to avoid pitfalls poten tially hazardous to life and property. It has been 10 years since the "Fire Power" sub ject first was covered by an Ethyl service. Mean while, the need for fresh and continuing emphasis on such an important subject among long-service employees, and for driving home the lessons of "Fire Power" to a large number of new person nel goes on. The "Fire Power" accent is largely a positive one, stressing proper procedures to be followed. Its lessons are underscored by showing the disas trous results of improper gasoline handling. Originating during World War II, Ethyl's basic "Fire Power" tool, the lecture-demonstration, was developed by request of the Air Transport Com mand, which asked the Company to instruct its crews in all parts of the world on how to handle gasoline safely. Adapted for Refineries The presentation was adapted for presentation at refineries at the end of hostilities. Its success prompted many oil companies to request additional lecture-demonstrations for marketing men and em ployees in related jobs. During the next five years, the "Fire Power" show was seen by industry audiences totalling nearly 250,000, and was presented to the public on television. Then a moving picture presentation was made and shown by invitation before' thou sands of oil company employees and various fire, police and health departments, civic organizations and other groups interested in public safety. Ethyl also published and distributed more than IV2 mil lion copies of a "Fire Power" booklet. Ethyl's decision to make still better educational instruments available by drawing on its past ex perience with presenting such an essential subject effectively has been prompted by these circum stances: the way in which "Fire Power" was re ceived originally, the oil industry's continued in terest and concern with safe gasoline handling, and the Company's desire to broaden its services in vital areas. Of the three ways in which the safe handling of gasoline is emphasized by Ethyl's approaches, the lecture-demonstration is designed for compact audi- 2 ences which can profit from watching how thi motor fuel behaves under various conditions. Be ginning with the fundamental factors common to al types of combustion and progressing through gaso line, it fills in a number of possible gaps in em ployee knowledge, and corrects misunderstandings The demonstrations are related to everyda potential hazards and how they can be avoided including those at service stations, bulk terminal and refineries. A model of a tank truck deliver ing its contents is used, for example, in illustratin: the combustion potentials of gasoline vapors. Although most of the lecture-demonstratioi utilizes easily-handled equipment, sequences fron the new "Fire Power" film occasionally are pro jected on a screen to supplement and amplify th< subject under discussion. Teams of Ethyl personnel have been trained tc give the demonstration in all areas served by the Company. Oilmen interested in having the show pro duced for their companies may contact their Ethy representatives, who also will arrange distributioi of the "Fire Power" film and copies of the nev booklet. The moving picture is suitable for larger audi ences in more spacious auditoriums, or when E7c 30410 The "Fire Power" movie, filmed in full color with the cooperation of several oil companies, teaches safety in typical gasoline-handling situations. demonstrations would be impractical. With a run ning time of 28 minutes, the film combines posi tive and negative aspects of gasoline handling dra matically. While many scenes and the accompany ing sound-track focus attention on the techniques of fighting fires, it is made equally clear how these disasters took place, and what measure could have prevented them. Cooperation by oil companies has helped make the film authentic. Some of these companies sup plied Ethyl with footage from their own film li braries. Bulk terminals and service stations were turned over to production and photographic crews. Considerable equipment and the services of oil per sonnel were provided. With safety experts as ad visors and assistants, the film reflects a maximum knowledge and application of the most generally accepted safety practices. Picture-Story Booklet Because a picture-story approach proved so popular with the original edition of the "Fire Power" booklet, a similar format has been used again. Among its new full-color contents are a "Did You Know ..." featurette about gasoline, appropriate references to jet fuels, and an eye-catching spread on the fate of a careless man who neglected to follow his own safe gasoline-handling rules. The booklet can be distributed advantageously in connection with the lecture-demonstration and the moving picture or can be given out separately. It summarizes and provides a reference source for points covered by the other two "Fire Power" tools. The cooperative and supplementary nature of Ethyl's three-part "Fire Power" presentation is aptly expressed on the last page of the booklet: "For your own protection, become thoroughly familiar with all the safety practices established by your company and your local fire department." it Building \ev crippling aspects of their infirmities become health ier and happier. But beyond that, it has been dem "We cannot afford for one moment to neglect placing opportunity in front of all who are capable of doing anything whatso ever with it. The mere fact that a person may be minus a limb or one of his senses, or anything else, has nothing to do with it." --Dwight D. Eisenhower onstrated that 80 percent of the disabled can be brought to a point of economic self-sufficiency; they can be converted from tax-consuming to taxpaying citizens. With proper care and training, handi capped children, too, can grow up to lead happy useful lives. Pioneering and pointing the way in the physical rehabilitation program that the country so sorely needs is a progressive pilot plant that is on the threshold of developing into a completely integrated village for physical rehabilitation. This is the Crotched Mountain Rehabilitation Center, on a hen President Eisenhower proposed and Wthe 83rd Congress adopted a program to pro 1,300-acre site in Greenfield, N. H. Now focusing its human salvage efforts on dis vide for rehabilitation of the physically handicapabled children, Crotched Mountain soon will pro ped, they were dealing with a problem important vide physical, vocational and social rehabilitation not just to government but to industry and to the for disabled workers and other handicapped adults entire country. With 250,000 people joining the as well. It not only will train them to perform the ranks of the nation's disabled every year, adequate essential activities of daily living, it will help them facilities for rehabilitation--something we now qualify for gainful employment and help with job lack--are a vital necessity from an economic as placement. In some cases, the Center will even well as a humanitarian standpoint. provide the jobs. As a further step, Crotched Basically, physically handicapped men and Mountain plans an academy for research and pro women who can be taught to overcome some of the fessional education in all aspects of rehabilitation. rt ~ ' ~ *<- --'-V-'v m From its site 1,400 feet up on a beautiful pla teau, the administration and dormitory wing of Crotched Mountain's children's center pro vides an inspiring view of the surrounding countryside. ETC 30412 Lives Crotched Mountain, slated to be the world's most complete rehabilitation center, already is working wonders r. / M: Harry A. Gregg, banker, lumberman and treas urer of Crotched Mountain, with two young patients. Now past 70, Mr. Gregg devotes almost all of his time and boundless energy to the human reclamation project. "When current plans are fully implemented," says Dr. Howard A. Rusk, director of the Rehabili tation Institute at NYU-Bellevue Medical Center in New York and consultant on rehabilitation to the Air Force, the Veterans' Administration, the United Nations and New York City hospitals, "Crotched Mountain will be the most complete rehabilitation center not only in the United States, but probably in the world." Opened just three years ago, the Crotched Moun tain Rehabilitation Center's facilities, work and plans for the future have won the acclaim and support of other leading rehabilitation experts and businessmen. Outstanding among these is Dr. George G. Deaver, internationally-known professor of clinical rehabilitation at NYU-Bellevue, who visits Crotched Mountain often as special consultant to the medical, pediatric and orthopedic staff. ETc 30413 Building New Lives-- Indicative of the progressiveness of Crotched Mountain's program is the way it bears out the sentiments of Dr. Henry H. Kessler, world-renowned orthopedic surgeon. "To prescribe rehabilitation," Dr. Kessler says, "a physician must view his patient as a human being. Too many of us see him merely as a wound to be patched up and forgotten. The physical, emotional and economic problems caused by the wound seem to escape us entirely." If the physical, emotional and economic problems have escaped most doctors, they haven't escaped Crotched Mountain. First phase of the Center's adult program will be a farm and trade school where handicapped boys 16 years and older will be treated and will be taught farming, carpentry, painting, electrical wiring, plumbing, mechanics and other trades. A grant of $500,000 from the Charles Hayden Foundation of New York and Boston has made possible the con struction of the first building. Physical and Vocational Training The second phase will be given over to physical and vocational rehabilitation of the adult crippled. Dormitories, a commons building and physical medicine building will be devoted to housing, treat ing, feeding and providing the necessary recreation activities. A large three-story industrial building will be available for re-education in various skills and techniques. An industry program and colony living consti tute the third aspect of the adult program. Fol lowing physical rehabilitation, handicapped workers who are ready for employment but who cannot cope with the confusion of a city will be employed in industries at Crotched Mountain. Once they go to work, it is expected they will be able to support themselves and their families. For this project, a complete factory unit is planned with the anticipated cooperation of private industry. The proposed academy for education in rehabili tation will provide a place where skilled profes sionals can get experience in training, teaching and treating the disabled. Doctors of physical medicine, therapists, school teachers, social workers, psychi- 6 atrists and nurses will supplement their medical an technical educations with practical training. The natural outgrowth of such an academy wi be the research center. Crotched Mountain has a valuable backgroun for its expansion into a broad program of adul rehabilitation. Daily a heartening restoration o crippled children goes on, with 80 percent of thos< admitted arriving in wheel chairs or on stretcher and 90 percent of those discharged going ou walking. Victims of amputations, arthritis, rheumatic fever cerebral palsy, muscular dystrophy, multiple scler osis and congenital neurological, orthopedic, polic and speech defects are treated, Modern Methods Used In treating them, the Center employs modern facilities and methods, some of which it has devel oped. Physical therapy, light, heat, water, elec tricity, massage, stretching exercises and mechanical devices are used to stimulate circulation, and aid in the repair of tissues and the return of muscle functions. Trained technicians teach manual activi ties which assist in building muscle strength, joint motion and improved coordination. In a special school of the Center, education and training for deaf children and others with speech and hearing defects is provided. While bodies are being repaired, accredited ETC 3041^ schooling goes on. Specially trained teachers follow a certified curriculum that goes through the elementary grades. At the same time, youngsters are instructed in the activities of daily living-- dressing, feeding, hygiene and other functions neces sary to make them more self-sufficient. Grants from Foundations In looking toward its expansion into an all-inclu sive rehabilitation center, Crotched Mountain was encouraged by the recent federal rehabilitation legis lation. It also has had recent grants from the Ford Foundation and the Rockefeller Brothers Fund in addition to previous substantial grants from the Kresge Foundation, of Detroit; the Catherwood Foundation, of Philadelphia; the Charles Hayden Foundation, of New York; and the Sceva Speare Foundation, of Nashua, N. H. Already, half of the $5 million needed to con struct and endow the beginning of Crotched Moun tain's adult center has been subscribed. A second $5 million will later be required to transform future plans into realities. Crotched Mountain is looking to foundations, corporations, individuals and organizations for this money. When it is in hand and the complete re habilitation center is built and in operation, Crotched Mountain will be doing an even bigger job of building new lives for physically handicapped men, women and children. # Left, speech therapy and training is an im portant part of the rehabilitation program. Above, a gradual ramp that provides a way for wheel chair and crutch patients to go from one floor to another is indicative of fhe completeness of the facilities, Besides providing physical, vocational and scholastic training, Crotched Mountain sup plies instruction and practice in performing the activities of daily living. jiI i 3041 Two New Book published by Ethyl a he importance of modem motor fuel, its man Tufacture, its testing and its relation to engine Some 30 pages are devoted to the various quali ties of good gasoline and the many tests used to performance are told in "The Story of Gasoline," determine the extent to which they relate to engine an illustrated reference book published by Ethyl performance. Corporation. Designed to provide the type of in In its concluding section, "The Story of Gasoline" formation required by personnel below the research takes up such varied subjects as carburetor icing level in oil companies and related industries, the and the safe handling of gasoline. book contains a limited amount of technical detail, The new book, it is thought, will have wide use yet covers the broad field of gasoline thoroughly. among a number of groups in the oil industry. These Following the introduction, which points up the include salesmen, students and employees in dealer significance of gasoline in modem American life, schools or training stations, field and safety engi the book discusses important facets of the motor neers, laboratory technicians, refinery personnel, fuel. It explains petroleum and its hydrocarbons, and transportation and operating people. In addi with the emphasis on those used in gasoline. In a tion, it can serve as a ready reference for employees section devoted to manufacturing, "The Story in advertising, public relations, publications, finance of Gasoline" tells the requirements for good motor and other staff departments. fuel, explains the various refining methods and dis Ethyl Corporation has underwritten the produc cusses gasoline additives. tion of "The Story of Gasoline" and is making The combustion of gasoline in automobile engines copies available to oil companies in quantity at is explained in still another section. Here the book cost. The book appears in hard and soft-cover edi goes into the chemistry of combustion, detonation tions and special provisions can be made for com and its effects, preignition, engine deposits and com panies to have the covers imprinted or their own pounds used in gasoline to modify them. special covers made. 8 ETC 30416 about Gasoline 3rvice to the oil industry 1 ANNUAL REVIEW OF GASOLINE QUALITY he first "Annual Review of Gasoline Quality," Tpublished by Ethyl Corporation, is one of the Similar information on trends in antiknock qual ity is presented on a monthly basis for each of the most comprehensive summaries of automotive gaso 53 cities in Ethyl's monthly survey of gasoline line quality ever assembled. quality. A year-to-year comparison also is made Prepared for oil executives, the book reviews for 12 geographical regions. in clear, understandable fashion the trends in octane Special sections of the yearbook are devoted to number of motor fuels on a national, regional and trends in gasoline quality in Canada, and a unique city basis. It also presents comprehensive data on map presents a picture of prevailing gasoline qual volatility, measurement of vapor lock tendencies, ity in 23 countries of the free world. The review gum and sulfur content, and hydrocarbon analysis also contains an historical record of gasoline qual of representative gasolines. ity in the United States going back to 1930. This The information for 1955 is based on test data record is based on more than a million gasoline secured by Ethyl from more than 10,000 gasoline inspection tests conducted by Ethyl Corporation. samples purchased at service stations in 53 major Still other features of the "Annual Review of marketing centers throughout the United States. Gasoline Quality" are technical discussions and In reporting on antiknock quality, the yearbook data on the relationships between road and labora traces the 1955 monthly trend of both premium tory octane ratings of gasolines and the octane re and regular gasoline on a national basis. It shows quirements of cars on the road at the end of 1955. the Research and Motor octane number averages The annual review supplements the monthly sur and average tetraethyl lead concentrations. Another veys of gasoline quality Ethyl has been publishing section gives the percentage of each grade of gaso since early last year. It is designed to be of per line sold at various octane levels and TEL con manent value to executives in the oil industry as a tents during winter and summer months. reference work on gasoline quality. # ON THE CIVIL DEFENSE TEAM 10 ervice stations and the cars and trucks they S supply can form a vital, lifesaving team in time of national emergency. The important pan that each might play has been pointed up in three different ways recently. The role of the family car is outlined in "Four Wheels to Survival," a folder published early this year by the Federal Civil Defense Administration. The work horse assignment for the truck is vividly portrayed in a new motion picture, "Rehearsal for Disaster," produced by American Trucking Asso ciations in cooperation with civil defense authori ties. The potentialities of the service station were described in a talk before the Military-Industrial Conference by Samuel Rosenwasser, representing the American Petroleum Institute. Mechanical Condition Important "Four Wheels to Survival," the folder on the importance of the passenger car in civil defense, tells how a car in good mechanical condition might spell the difference between life and death for the average American family. "Your car helps move you from danger," the folder points out. Emphasizing that it may be difficult to obtain gasoline soon after enemy attack, the bulletin urges readers to keep their cars' fuel tanks at least half full at all times. It follows up with practical sug gestions on how to save gasoline in emergencies. The folder further points up the importance of \vrc IkXirCW.M in I keeping cars in good mechanical condition, main taining the correct air pressure in tires and making sure the battery is always in tip-top shape. With its radio, trunk and all-steel body, the car can be an information center, a food and clothing storage place and an effective shelter, as well as a means of evacuation, the booklet points out. Copies of "Four Wheels to Survival" are avail able from the Government Printing Office for five cents each, or $2.25 per hundred copies. Featuring two truck drivers, one of whom aided in flood rescue work, "Rehearsal for Disaster," the motion picture on trucks in civil defense, shows what fast, flexible truck transportation can do in time of crisis. It portrays trucks carrying people to safe ground, hauling supplies and equipment both to and from emergency areas, and working with other forms of transportation. With few exceptions, all of the film's sequences are real life shots, several of which were taken in the midst of Hurricane Hazel--the ravaging East Coast storm of 1955. Dozens of trucking com panies, truck equipment distributors, truck drivers, state and local police and firemen and local civil defense officials aided in the film's preparation. More than 575 prints have been made for dis tribution. They are available through civil defense agencies and state trucking associations for showing by television stations, civil, business and fraternal or ganizations, educational groups, truckers and others interested promoting the interests of civil defense. Service Stations, the third member of motorized transportation's civil defense team, can double as "life saving" stations, Samuel Rosenwasser pointed out in answering the question, "How can the oil industry be of maximum effective use in case of disaster?" He assured the Military-Industrial Con ference that the nation's service station operators would "respond and rise to any emergency as loyal and patriotic Americans. Service Station's Role "The service station is the natural approach to people seeking information and assistance. The nature of its physical layout and its geographical location in communities, streets and highways throughout our country make it a natural site as an aid center in the event of catastrophe," Mr. Rossenwasser reported. In order to take fullest advantage of service sta tions' potentialities, "civil defense authorities should develop plans to coordinate and have specific in structions and advance preparations so that the men in these stations can each play his part," the oil man continued. Mr. Rosenwasser is a member of the general committee of the API Division of Marketing and of the Institute's service station advisory commit tee, and is a vice president of the National Congress of Petroleum Retailers. # 11 ETC 30419 (gasoline... and Oil ^ '^Motor fuel and the great industry behind it are vital to the life of America r \Jasoline is at once one of the smallest-and one of the biggest--products of American civilization. Oil industry scientists spend years exploring gasoline's minute molecules, rebuilding and reshaping them in a constant search for a more perfect fuel. At the other end of the scale, the people annually consume more than 50 billion gallons of the liquid--over 300 gallons for each man, woman and child. Gasoline is far and away the major product of the oil industry, yet it is diffi cult to understand the enormous scope of gasoline without knowing something about the great industry behind it. . Gasoline is something that is pumped into automobiles at the corner service station--and at 181,734 other service stations around the country. It is some thing the suburbanite keeps in a little red safety can in his garage to power his lawn mower--and it is thousands of gallons in the large tanks of huge inter continental airliners. Gasoline is a fuel powering a farm tractor, an interstate truck, an army tank. It is energy being distributed to the nation's automotive power plants by means of the most intricate transportation system in the world. Tankers, Trucks and Pipelines That transportation system embraces everything from pipelines and railroad tank cars to tankers, barges and mammoth tank trucks. Every day it delivers more than 353 million gallons of petroleum products to American consumers. A few figures illustrate some of the physical dimensions of the system. There are more than 193,000 miles of crude oil and refined products pipelines-some of them a few miles in length, others spanning half a continent. The 830 sea going tankers owned and controlled by American companies and the United States government represent a big share of the world's merchant marine. There are over two thousand inland waterway barges, over 116,000 railroad tank cars, and about 81,400 tank trucks and trailers. ETC 30420 This transportation giant constitutes only a single division of the oil indus try. Other divisions--and units of those divisions--are equally gigantic. A big refinery on the Gulf Coast, glistening under the hot southern sun, processes 250,000 barrels of petroleum daily. The main job of the refinery crew is to doublecheck its automatic operations, as the crude oil is heated, fractionated into different cuts, and each separate stream is sent on its way for further processing. The refinery is a big one, but in many ways the country's 325 others, with a capacity of 8.4 million barrels a day, are similar to it. In the production sphere of its operations, the oil industry has its roots in almost two-thirds of the states in the Union. Its producing wells are found on Oklahoma City lawns, high up in the Rocky Mountains, deep in Louisiana's steaming bayous, and out under the Pacific. All told there are some 511,100 producing oil wells scattered through 29 states. Each year another 50,000 or more, good and bad, are drilled. Presently, the producing wells are turning out more than six million barrels of petroleum a day--almost three times the volume produced 25 years ago. It is these wells that help make the United States, the leading consumer of oil in the world, the world's leading producer. Thousands of Marketers Finally, there is the marketing branch of the oil industry--typified by the neighborhood service station and the local fuel oil distributor. Besides some 181,734 service stations, there are another 150,000 retail outlets for gasoline provided by garages, automotive repair shops, and, general stores. There are more service stations than post offices or grocery stores. They do an annual retail business of over $12 billion and account for more than six cents out of every dollar spent by American consumers. Serving up quantities of gasoline and other oil products calls for men, money and materials, all in huge amounts. The American petroleum industry K: - L represents an estimated gross investment in fixed assets of $37 billion, and the total gross assets employed in the petroleum business amount to some $47 billion. In terms of net assets, oil is the third largest industry in the United States. It is exceeded only by agriculture and public utilities. As many dollars as it has invested in refineries and wells and tankers and trucks, the oil industry continues to reinvest large additional sums in its busi ness year after year, building new units, rebuilding older ones, and expanding for future needs. In the years since World War II, the industry has spent over ~$25 billion in the United States, to say nothing of its investment overseas. The oil industry, doing an annual volume of business at the wholesale level of between $9 and $ 10 billion, gives direct employment to about 1.7 million people. Tool pusher or truck driver, scientist or salesman, these people have good working conditions and steady jobs, and receive excellent wages. The oil industry makes manifold contributions to the national economy. Directly, it generates a substantial volume of consumer purchasing power through the royalties it pays land owners; the wages it pays its employees; and dividends it pays stockholders. It stimulates other trades through the goods and services it buys; provides major sources of revenue for the federal, state and local governments; and creates new wealth and higher living standards through the widening applications and markets for oil. The automobile industry, for one, owes its spectacular growth as much to the availability of gasoline at a low price as to the mass production methods for which it is so well known. Indeed, low cost mass transportation would not exist if economical gasoline were not available. Tax Revenues from Oil And then there are the tax revenues derived from oil. Again taking gasoline as an example, the 48 states have collected over $26 billion in gasoline taxes in the last quarter century, an amount greater than any federal budget up to and including 1941. These revenues have been the greatest single source of funds for building roads and highways. In addition, the federal tax on gaso line, in effect since 1932, has been of increasing importance to the United States Treasury, and today ranks fourth among all federal excise levies. The rise of the oil industry to its present commanding position can be traced directly to gasoline. The emergence of the gasoline buggy--once an object of ridicule--changed the entire industry from a small one selling kerosene for parlor lamps to an enormous one serving 165 million Americans day and night. From the beginning, gasoline--efficient, plentiful, inexpensive--paved the way for the automobile. Gasoline helped make it possible for a clerk in a shoe store to own and operate an automobile as casually as the man who owned the ETC 30422 Lr--^ shoe factory. Gasoline increased our known oil reserves by sending geologists scouting for new fields, lifted refinery capacity to five times its 1920 size, created new markets for motor fuels and new kinds of motor and aviation fuels. In the process, gasoline has been responsible for creating new markets for other petroleum products. In the last two decades, the more crude petroleum that was required to meet the rising demand for gasoline, the more of other refined products that was produced in the bargain. For example, production of distillate fuels--which include the light heating oils used in oil burners and space heaters--has expanded more than sixfold in the last 20 years. Gasoline is the major product of the oil industry because of its high use value to the nation's millions of motorists. Starting in the 1900's, gasoline in a few short decades changed from an unwanted by-product of the oil industry to its leading product. Three factors spurred gasoline's great growth--demand, competition, and research. Spurred by Competition As motorists by the hundreds, and then the thousands, began using gasoline, a typically American phenomenon took place. One company after another started up--competing on price, quality and services to the public. Meanwhile, in oil company research laboratories, scientists pored over gaso line molecules, studying their chemical characteristics and weighing the effects on automobile engine performance. They developed new refining processes which produced more and more gasoline for America's burgeoning needs. Today, refiners convert 18.4 gallons, or almost 44 percent of a barrel of crude oil into gasoline. In 1918, they were getting only 10.6 gallons, or 25 percent. It's a good thing this progress has been made. If the methods of gaso line manufacture used in 1918 were employed today, gasoline production in the United States would fall short of meeting the country's needs by more than 25 billion gallons this year. Moreover, the quality of the 1918 product would not begin to satisfy the requirements of today's engines. All the things--demand, competition, research--that contributed to gaso line's great growth continue in full force today. In research alone, the $146 million a year the oil industry expends is about five percent of the amount that all U.S. industry expends in this direction and 10 percent of all non-government financed research and development expenditures. Thirty years ago, there were all of 200 people working as oil technologists. Today, the oil industry employs 15,000 people in its research activities, and the number is constantly growing. The fantastic total of 50 billion gallons of gasoline that America uses every year is more than five times as much as it consumed a generation ago. Gasoline is in almost unlimited use in automobiles, buses, trucks, tractors, airplanes, motor boats and stationary engines. Meanwhile, throughout the competitive petroleum industry, the search goes on for newer methods to make still more and better gasoline out of a barrel of oil.# More Power Afloat Modern automotive gasoline can now be used to great advantage in marine engines By . L. Tandrup Ethyl Corporation Research Laboratories sive advancements in refining methods have made automotive gasoline completely suitable for boats. hanks to the high antiknock quality and other Tdesirable properties of today's automotive The picture today is therefore far different from what it once was. In a recent comprehensive survey gasolines and improvements in marine engines, in conducted by Ethyl Corporation, with the coopera creasing numbers of boat owners are using to ad tion of marine engine manufacturers and oil refiners, vantage the same kind of motor fuel which powers it was found that automotive gasoline is currently cars, trucks and other land vehicles. not only acceptable for motor boats of all kinds, In past years, some oil companies refined and but in most cases is superior to practically all marine marketed a special gasoline known as marine white, white grades. In fact, 80 percent of all gasoline sold for use afloat. It was intended to meet conditions for for boats last year was automotive. Marine engine which automotive fuels of that time were not always manufacturers are now designing, developing and adaptable. Although marine white once satisfied calibrating their present and future models around certain basic requirements of boat engines and fuel automotive fuel. systems, it no longer is necessary. Instead, progres This evolutionary trend is of mutual interest and m 16 ETC 30424 I advantage to refiners, marketers and boat owners. It means that the oil industry no longer has to take special measures for satisfying marine demands. Owners of powered craft have the advantage of being able to get all the gasoline they need from more sources. Marketing men believe these circum stances will help increase sales. Attention to the marine market has been growing in oil circles in proportion to the phenomenal way in which the public has purchased boats, especially since the end of World War II. In 1946, there were about 1,700,000 motor boat owners. By 1955 the total had increased to nearly five million. Today it is estimated that 25 million people-- close to 15 percent of the population--enjoy some form of motor boating. Total sales in the marine market a year ago were close to $1.5 billion. Estimates for 1956 indicate a 10 percent increase. Twenty-five years ago the gasoline consumed by motor boats was a minor fraction of the oil industry's production, but last year it had soared to about 415 million gallons. If the predicted in crease in the number of new inboard powered craft and outboard motors for 1956 is accompanied by a corresponding increase in total fuel consumption, the marine market this year will need over 41 million more gallons of gasoline than in 1955. Inboard engine manufacturers state that by far the most serious problems occurring during the past few years have been associated with low 17 ETC 30425 antiknock quality gasoline. The use of such fuels has resulted in blown cylinder head gaskets, burned and cracked pistons, broken piston rings and burned out valves. The sharp rise in the use of automotive gaso line in motor boats is due primarily to the higher octane fuel needs of modern marine engines. Man ufacturers of many inboard marine types now specify gasoline with a Motor octane number of 80 (86 Research) for satisfactory performance. In the recent nation-wide survey of gasoline available at waterfront outlets, it was found that while some marine white fuels were of sufficiently high quality to insure knock-free operation, the Motor rating of others was as low as 61 octane. By comparison, the range for regular grade auto motive gasolines sold to boat owners was 80 to 86 Motor octane number (85-92 Research). High octane gasoline is even more important for powered craft in view of such developments as larger numbers of inboard engines with overhead valve1 V-8 alignments, rather than the more con ventional L-head in-line design formerly used almost exclusively. Horsepower has been increased from a maximum of 160-180 a few years ago up to 300. Compression ratios today run from better than 8:1 and include some of 10:1. Higher Outboard Horsepower Last year, outboard motors averaged over 12 horsepower. Engines of 30 to 40 horsepower are being offered by several manufacturers. Those with more than 50 horsepower maximum output are undergoing tests and should appear in the near future. The average outboard motor was only 4.2 horsepower in 1946, although it had climbed to 6.9 by 1950. By its very nature, marine engine operation in cludes conditions calling for unusually severe de mands on the gasoline being consumed. When a throttle is opened at low or medium speeds, pro peller slippage in the water permits the engine to accelerate at once, so that the fuel is immediately called upon to deliver more power. In a sense, it can be said that a marine engine is constantly run ning up hill, and when it knocks--even slightly-- it keeps on doing so. Although the knock can be reduced by retarding the spark, the engine may overheat, power is lost and fuel is wasted. The only adequate solution to engine knock afloat as well as on land is higher octane gasoline. When marine white was introduced some 20 years ago, it had noteworthy advantages. Processed from straight-run stock largely of saturated hydro carbons, the white fuel had a higher oxidation stability and less tendency to form gum than ther mally-cracked automotive gasoline. Gum is largely responsible for vamish-like deposits which clog fuel lines, carburetors and manifolds, and make valves stick. Marine white was able to withstand gum-forming deterioration during prolonged storage periods when fuel would be sloshing in a power boat tank. Furthermore, most fuel tanks were formerly of copper, which acted as an oxidation catalyst on gasoline, thereby accelerating gum formation. Ma rine white was less susceptible to this phenomenon than automotive gasoline used to be. New Tanks Don't Cause Gum Today, however, copper fuel tanks are seldom found. Hot dipped galvanized steel is the most generally accepted inboard type. Outboard motoi gasoline tanks are made of aluminum or teme plate (the automotive tank metal). Other suitable mate rials include monel metal. They all have little or nc effect on gum formation. A more fundamental development is that progress in refining methods for automotive gasolines ha< resulted in a reduction of unstable hydrocarbon; which have a tendency to form gum. This achieve ment has eliminated the only drawback for the marine use of automotive fuels. In addition, auto motive gasolines are effectively stabilized further b\ the addition of newly developed antioxidants anrmetal deactivators. Tests have proved that tetra ethyl lead and the dyes used in automotive gasolint do not affect gum formation. As the 1956 boating season begins, the brigh and sunny months ahead promise countless hour of happiness for still more thousands of boatin; enthusiasts pleasure bent for a few hours, a week end or a vacation cruise in everything from a row boat with an outboard motor to a cabin cruiser. Once more the petroleum industry is contributin: in a large measure to this source of relaxation, spor and adventure--by providing in automotive gasolin all the quality and properties ideal for marine use SHAPE Ethyl of Canada installation to start production in September ome four months hence, another milestone S in the dynamic growth of the Canadian oil in dustry will be reached. Then, in September, the new "Ethyl" antiknock compound plant now under construction near Sarnia, Ontario, will go into pro duction. When it does, it will be the first time that this or any similar product ever has been manu factured in Canada.' The plant is rapidly taking shape on what less than a year ago was a tract of farmland in On tario's famed "Chemical Valley," the largest con centration of chemical and petrochemical manu facturing plants in all of Canada. Construction is on schedule despite a somewhat severe winter. Steel and Siding Up All of the structural steel for the process building (almost 600 tons of it) has been erected. The ex terior siding has been completed and some equip ment already has been installed in this structure. The plant's other building--housing the administra tive and services offices--is slated for completion in May. Storage tanks are in place and the railroad spurs and permanent road system (except for top ping) have been completed. Located on the St. Clair River, the plant site adjoins the refinery property of Canadian Oil Com panies Limited, just south of Sarnia. In addition to rail lines, there is access to the river and to high way transportation. The site covers 100 acres but only one-third of the land is now being used, leav ing ample room for future expansion. The plant will be operated by Ethyl Corporation of Canada Limited. This company, which has gen eral offices in Toronto, also markets and services "Ethyl" antiknock compounds throughout the Ca nadian oil industry. Entirely New Industry Ethyl of Canada's operations are significant in many respects. To Canada and the fast-growing Sarnia industrial area, the new plant represents an entirely new industry, which, following the start-up period, will be manned almost completely by Cana dians. For Canadian oil refiners, the Company pro vides faster shipments, a simpler system of making purchases and an assured domestic supply of anti knock compounds. A minimum of two days' trans it time will be saved to every Canadian refinery point, and rail shipping time to some refineries in the Western provinces will be slashed a full week or more compared to present schedules from plants in the United States. Refiners' purchases are sim plified since payment for the antiknock compounds is in Canadian currency rather than U. S. dollars. A third significant factor is that, for the first time, the Canadian oil industry will have a domestic source of supply of antiknock compounds, thus end ing more than 30 years of reliance upon plants outside of Canada. # 19 ETC 30427 Ethyl expands aid to education to help allev A dual-purpose program of aid to education-- designed to provide financial assistance for general field. It is to help provide this encourage ment, both to students directly and through the graduate students and to encourage more youths guidance and leadership of capable high school to pursue careers in science--has been announced science teachers, that Ethyl is enlarging its program by Ethyl Corporation. of education aid at this time." Under an expanded program, Ethyl will, for the The scholarships will be awarded, in chemical 20th consecutive year, sponsor graduate research engineering, at the University of Florida, Oklahoma fellowships in chemistry, chemical engineering and Agricultural and Mechanical College, Rice Insti mechanical engineering. These are fields directly tute and the University of Texas and, in mechanical related to the petroleum, automotive and chemical engineering, at Illinois Institute of Technology. The industries, which the Corporation serves. In addi scholarship stipend, covering tuition and partial tion, for the first time, Ethyl is making available living expenses, is intended to supplement the stu graduate fellowships to science teachers and dent's other income. Up to $1,200 will be pro scholarships to undergraduate students interested vided to recipients at private institutions, while the in science. maximum for those attending tax-supported schools The awards, 26 in all, will be made at 24 col will be $800. leges and universities throughout the country for the forthcoming 1956-57 academic year. In all Fellowships for teachers cases, the recipient will be selected by the institu The teacher fellowships will be provided at Co tion on the basis of his scholastic or research lumbia University and Louisiana State University. ability and financial need. The fellow at Columbia will take part in a novel The graduate fellowships for science teachers program which the University is putting into effect and the scholarships for undergraduate students for the first time. Under it, the Ethyl fellow--a are being provided to help alleviate "in a small member of the science department of a teachers' measure" the alarming shortage of scientists and college or school of education--will attend Colum engineers, George F. Kirby, Jr., Ethyl's vice presi bia for a full academic year. Following that, he dent in charge of research and engineering, said. will return to the institution at which he teaches to "The shortage is acute now and will remain apply his increased knowledge within his own de critical for years to come," Dr. Kirby pointed out. partment and, through workshops and by other "We feel that it is imperative that as many students means, among high school science teachers in his as possible be encouraged to take up careers in this locality. 20 ETC 30428 At Louisiana State, two high school science teachers from the Baton Rouge area will attend a campus workshop this summer under Ethyl aus pices. This workshop is designed to equip the teachers to do a more thorough job of teaching and counseling by acquainting them with the latest scientific knowledge and classroom and laboratory techniques. Ethyl Corporation's program of granting research fellowships to graduate students working toward a master's or doctor's degree began in 1937. It will be continued during the coming academic year with the award of such fellowships at 18 insti tutions of higher learning. The purpose of the fellowships, of course, is to encourage university graduates to continue their professional training to an advanced degree in order to prepare them selves better for research positions in industry. Each fellowship carries a stipend of $1,500 for living expenses plus an allowance for tuition and fees. Five hundred dollars is provided to the uni versity department concerned for expenses in con nection with each fellow's research work. The list of institutions at which Ethyl will pro vide fellowships in 1956-57: Chemistry--University of Detroit, Florida State University, University of Illinois, State University of Iowa, Massachusetts Institute of Technology, University of Minnesota, Ohio State University, Purdue University and Wayne University; Chem ical Engineering -- University of Delaware, Georgia Institute of Technology, University of Kansas, Louisiana State University, North Carolina State University, University of Oklahoma and Tulane University; Mechanical Engineering-- Cornell University and University of Wisconsin.# 21 k Maqqie Can Read . . . and so can millions of other people--and they do more than ever before. Here is an article of interest to businessmen concerned with the preparation and presentation of published material By John Crosby * I can remember when my daughter Maggie, who is now six, used to crawl into my lap and say: "Daddy, read me a story." Last year, 1955, is chiefly notable in my book as the year Maggie first crawled into my lap and announced: "Daddy, I'm going to read you a story." Maggie, in short, has succumbed to the charms and the perils of the printed word, so much so that she can hardly be persuaded to leave the stuff alone and go out and play. I can now put that apprehension behind me. But, while it lasted, it was an apprehension, because 1955, besides giving birth to my daughter's ability to read, also produced a best-selling book called "Why Johnny Can't Read," which with formidable coherence endeavored to prove that our public schools are turning out a race of semi-illiterates. Well, if Johnny can't, Maggie can. The literates have lost one and gained one. Did I read when I was six? I can't remember when that terrible and wonderful and unbreakable habit first gripped me, but I do remember that my parents had the same trouble with me that we're having with her--namely to get the books out of my hands long enough to have me go do something else. Maggie is a television child; by that I mean when she first became conscious of anything beyond sleeping and eating, the TV set was right there, and it soon commanded an awful lot of her attention. A few years back, you'll recall, we were all mighty worried not only that we'd never get the kids away from the set long enough to teach them how to read, but that we'd forget how to read ourselves. There were some grounds for this fear. Reading probably did fall off for a while. But in 1955, despite the fact that there was probably five times as much television to choose from, there was not only more reading than before TV, there was more reading than ever before in the history of the country. People are now buying some 55 million newspapers a day, about 58 million magazines a week, to say nothing of 800 million books a year! Clearly, reading has survived television as it has survived a lot of other things. When my mother was six years old, a great hue and cry went up over the popularity of the bicycle. The bicycle, according to this lament, would take everyone out of the home, John Crosby's column of radio-television criticism appears four times every week in the New York Herald Tribune. It has become so popular that it is now syndicated in some 75 daily newspapers. Crosby's accurate -- and often astringent -- comments on broadcast entertainment (including the commercials!) have won him a wide following. "Maggie Can Read" was written for and is copyrighted by Curtis Publishing Company. It is reprinted here with permission. ETC 30430 and so no one would find time to read any more. And when I was six, a new wail--or rather two new wails--went up. They were, respectively, the auto mobile and the movies. The automobile was sup posed to be an even greater menace than the bicycle, because it would take the whole family away from home at once. So no one would ever read again. When Maggie came along, there was television. And when her daughter arrives, I expect there'll be something else -- conceivably the feelies of "Brave New World." Still, the whole thing is a little puzzling. After all, the automobile, the radio, the movies, television do take up an awful lot of our time. How then do we manage to gulp down so much reading matter? You can't dismiss it simply by increased population, either. Since 1920 the population has gone up less than half, but the sale of magazines has more than tripled. I brought this up one day with my friend Jim Mainwaring, who lives in Scarsdale and works on Madison Avenue. "Well," said Jim, "the competition for our time is terrific all right. But we've got more time. When your mother was a girl, people worked around sixty hours a week. Now it's forty. When Maggie grows up, it'll be thirty or less. And there'll be umpteen million gadgets to do her housework for her. She'll have to read. You can't look at Arlene Francis all day long." "Now all I got to worry about is what she'll read. 'Saucy Stories'? `Keyhole Crime'?" "Oh, probably. But she can't read that stuff all the time, either. Sooner or later she's bound to stumble on something good. And eventually Maggie will be a consumer," said Jim with that faraway look ad men get when they view a potential customer. "And we in the advertising business will have to chase her through a lot more magazines than we had to chase your mother through. Nowadays women read a lot of things they never read before. Boxing stories, for example. Women could never be persuaded to read boxing stories until they got the boxing bug by watching it on television. Some magazines are printing more fantasy, because people got an appetite for fantasy from TV. Television arouses more curiosity than it can possibly satisfy. It was supposed to be a ferocious competitor, but gradu ally the magazines discovered it's just a field they have to cover like the theater or sports or politics." Bigger Things Ahead But Maggie, I was thinking, has bigger things than that ahead of her. Right now her reading is largely a matter of Johnny Woodchuck scampering through the Green Meadow. Ahead of her--and I'm a little envious--are her first brush with "Black Beauty," Alice stepping through the looking glass, the applebarrel scene in "Treasure Island," Huck and Jim drifting down the Mississippi with the King and the Duke. And along with the delights and the splendors, there'll be some terrors and torments--Dostoievsky's "The Possessed," "From Here to Eternity," "A Streetcar Named Desire." For reading is not all joy. It is--like life itself--compounded of many moods, ranging from ecstasy to despair, and Maggie will have to learn to take the rough with the smooth, the emotional storms of Shakespeare, the intellectual furies of Shaw, the spiritual torments of Tolstoy, gathering from the ancient wisdom of long-dead genius a little fire to enrich her own living spirit. And some day--if she's lucky--she'll get the biggest thrill of all when a little girl first climbs into her lap and says: "Mummy, I'm going to read you a story." # 23 ETC 30431 *WCSSS 'Swr |2TJ Spring's a wonderful tim AND EVERY MILE YOU DRIVE COSTS LESS THAN THE ONE BEFORE! Spring is in the air again--and it's just natural for you to want to get out and go places. Why not take an afternoon or a week end (or if you can manage it, a whole week) to enjoy the sunshine and the countryside in all its spring splendor? Your car is waiting. And remember this--when you drive more, it gets cheaper by the mile. Figures compiled by the American Automobile Asso ciation show that a large part of the cost of operating a car is fixed. Such things as depreciation, license fees and insurance do not change with mileage. The main added expense for enjoying extra mileage is the relatively small cost of gasoline and oil. Competition among U. S. oil companies has held the lid on these prices --despite the high taxes--to give you one of today's big gest bargains. So, as you can see from the figures below every mile you drive costs less than the one before. RIVIMQ COSTS FOR A FAMILY OF FOUi For b.OOO miles* For 16.000 m 461.33....................... ....... Depreciation .... ....................8481.33 104.39....................... ..................... 104.39 16.86....................... .................... 16.86 116.00....................... .................... 348.00 37.00....................... .................... 111.00 26.50........................ .............. Tires.............. 76.50 781.08 TOTAL FAMILY COST 1,138.08 3.9< .Cost per mile for each member of family___ 1.9 Thia example t> figured for a family of four. Your family aiae may change thia coat a littl This year, treat your family to a long spring drive. An please drive safely. 'SouTM AA ETHYL CORPORATION New York 17, N. 1 ETC 30432 NIW IOAN) Mile after mile of aafe new roads is beinf opened all acraa tK nation. Thousands more will soon be started for your driving pleasure. In addition, picturesque back roads are being improved to make leisurely scenic driving more enjoyable. ETC 30433 -SS3 g^isav-..- .... . W- i- vS jj'* 2s Lii: ? ^JJk --: *--"WWiS. . -CV -- ~v-^3T? . .'-t.-'--^V _ J&st 395B advertisement ?*-p *`1&i**c "- " * -'V I the national^3kive More^Viirogram .-'V - - m inside this back cover you'll see a reproduction ur first "Drive More" advertisement for *56. i ye^tbejrogi^i^iggBr^teter, balder, more iQeDimMon'1 program is a creative market- M Si2'- k>ajrogr&rn offered hyiSthyifbr the entire iadastry.Andbetween nowand October "Drive ore"jria will appear income 100.000,000 copies national magazhwa.T^^^^^j-^v^ .- : ' . nf S . fi%j| We invite your active partkipatkm in this pro to create main inks of off service-station ^products. Keep your ague on `3>riveMore" in '56 ***: *=* %J %vftis really going places! n|5^^2&& ;Si d'-aefcn t*ray.. jte-- y.y-2^: *' ~ '' MTU BORPOSATIOS ^V mkit,n.y. .. $zJ'g&*}ay:;' 43Mfc^.- *n.Sn-m look inside for the first isss "drive more1'ad j&Hi Ethyl News Ellivl News THE COVER: A typical American family sightsee ing -- by automobile -- in the Nation's Capital. As "Bring the Children I" the article on pages 16-18, and the "Drive More" pro gram point out, family travel by car is on the in crease because it's fun, it's convenient, and "it gets cheaper by the mile!" MAY-JUNE 19 5 6 LET'S KEEP MOVING.....................................................1 A look ot highway travel of the future ISLAND LIVING ON OIL.............................................. 5 Petroleum brings modern conveniences to Nantucket PORTRAIT OF A PLANT..............................................9 Artist's conception of Ethyl of Canada installation ROAD BIRDS AT WORK............................................10 Ethyl advertisements correct bad driving habits EVALUATING OCTANE-IMPROVEMENT PROCESSES...............................................................12 Maintaining competitive position on refining costs BRING THE CHILDREN!............................................16 Family travel by automobile is booming THE QUEEN OF CLUBS GOES TO SCHOOL . . 19 Desk and Derrick members take special courses EVERY CAR IS DIFFERENT................................23 Each has its own octane requirement MORE ROOM FOR RESEARCH......................... 25 Addition to development laboratory CREDITS: layouts and art direction by Carsten Grande. Photos: Cover, Free Lance Photographers Guild; pages 1 and 4, N. J. Turnpike Authority; page 2, Notionol Highway Users Conference; page 3 (left), Wide World and (right), international Business Machines; pages 16 and 18, A. Devaney; pages 20*22, Sinclair Oil and Desk and Derrick clubs of New York, Houston and Long Beach. ETHYL NEWS is 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 motor and aviation gasoline. Edward L. Shea, President William R. Perdue, Jr., Vice President and Treasurer Herbert A. Savage, Secretary Richard F. Cook, Editor, ETHYL NEWS ETHYL NEWS welcomes articles of timely interest submitted from outside sources. Opinions expressed in signed orticies ore the authors'. Upon request, permission to reprint material appearing in ETHYL NEWS will be granted. ETC 30436 ! LET'S KEEP MOVING Adapted from an address By Albert Bradley Past Chairman, National Highway Users Conference at the Conference's sixth highway congress Washington, D. C., May 9 he urgent need for more and better highways Tis generally agreed upon today. Their impor tance for our social and economic well-being and for national security is more fully appreciated than ever before. In most informed quarters there is a strong con viction that a greatly expanded Federal highway program is essential, and that special emphasis should be placed on the interstate system. There is also general agreement on the desirability of payas-you-go financing. All that remains, it appears, is to reconcile cer tain differences that do not bear significantly on the basic concepts of the plan. I am confident that the Congress, aware of the need for the measure and agreed on its general features, will soon settle the remaining problems and pass a good bill.* * As this issue of Ethyl News went to press, the Con gress passed and sent to the President for his signature a $33,482,000,000 road-building bill. The bill provides for $28,057,000,000 in outlays by the Federal government and $5,425,000,000 by the states for highway construction over the next 13 years. The Federal funds will be provided by increased taxes on motor fuels, tires and vehicles. 1 E1'C 3 04 3 7 If everybody does not find every feature to his complete liking--which is inevitable--it still should be borne in mind that a great and forward step will have been taken. It is far better to get a fundamen tally good plan now than to strive endlessly for the perfect plan that will suit everybody. Adoption of the plan now under consideration obviously will give highway construction the longawaited and necessary impetus. Besides providing greatly increased funds, it will permit states and cities to move forward with some of their own plans which have been held up by uncertainty as to Fed eral action. The new program also will do much to settle the issue of how much further toll roads can or should be extended. Several of these roads have proved economically sound and have been a great boon. Others, however, have failed to draw the volume of predicted traffic, although it may be too early to draw firm conclusions. There is a growing realization that toll roads, whatever their merits in certain instances, are not a nationwide nor even a regional panacea. Thus, the new Federal program enables those who have traditionally favored taxes instead of tolls to adhere more firmly to a policy which they have been willing to modify in recent years only because under certain circumstances toll roads were far bet ter than no new roads. However, big and welcome as it will be, we must not make the mistake of regarding enactment of this new program as the one answer to the highway problem. The Federal program is designed to meet an emergency situation--it is an urgently needed transfusion, but not a permanent cure. What states, counties and cities do will continue to be the real key to progress. The states must plan and build the new roads, working with the Bureau of Public Roads in its coordinating role. They must maintain and police them. And they must see to the adequacy of the extensive mileage of essential highways not embraced in the Federal aid system. Even with the contemplated big increase in Fed eral funds, about two-thirds of the money needed must still come from state and local sources. After favorable action on the new Federal program, it will [V Having served as chairman of the National Highway Users Conference since 1946, Albert Bradley (above right), author of this article, was honored in Washington on May 9 at the con ference's sixth highway congress, when he re tired. A congratulatory letter (right) from Presi dent Eisenhower was read by Sherman Adams (above left), assistant to the Chief Executive. Mr. Bradley has been board chairman of Gen eral Motors since last March, and was, for 10 years, a director of Ethyl Corporation. THE WHITE HOUSE WASHINGTON Dear Albert: With the member! of the National Highway Users Conference, 2 am delighted to join id honoring you today. During the years in which you have served as Chair man of the Conference, the American people have come to an increased realiaauon of the importance of ade quate roads. Through your leadership of a genuine "grass roots" organization, you have made a fine con tribution to this understanding. Your efforts have helped greatly m programs that have improved our highways. I extend my warm personal regards and congratulations to you, and my greetings to all who pay tribute to you on this occasion. Sincerely. /0 Ujy Mr. Albert Bradley Chairman National Highway Users Conference, Inc. National Press Building Washington 4, D. C. ETC 30438 then be time to shift our attention back to the states. The quality of state action will depend largely on the solution of several problems. Highway law must be modernized to remove roadblocks to sound plan ning and efficient administration. More reliable data on future highway needs must be obtained. And there are complex fiscal issues to be resolved. These and other problems call for sound and aggressive action by highway user groups in support of effective remedial measures. With the prospect of greatly increased expenditures on needed high ways, sound long-range planning assumes greater importance than ever. Increasing attention to highway transportation developments at the state level also is called for because it is in the states that we must seek progress toward many related objectives. These include greater traffic safety, more uniform traffic laws, removal of interstate barriers, more equitable taxation, curtailment of diversion and dis persion of highway funds and solution of the critical congestion problem in metropolitan areas. As this follow-through in the states is under taken, I want to suggest just two basic principles which I believe should be kept in mind constantly. First, all of us who are vitally interested in high way transportation should approach its problems in our basic role as good citizens. Just about everyone today is a highway user. Because highway transpor tation is an integral part of our whole social and economic system, only by dealing with this subject in terms of general public welfare can we achieve meaningful progress. Secondly, we should select and concentrate on a limited number of major, attainable objectives each year. Obviously we cannot do everything at once and do it well. In other words, we should employ one of the techniques we have long recommended in the highway field: establish priorities. Registrations Doubled With these two principles as the foundation for sound policies and programs, we can make a tre mendous further contribution to highway transpor tation progress. If our progress since 1946 seems overshadowed by the continuing seriousness of the traffic problem, we should bear in mind that motor vehicle regis trations have nearly doubled in this decade. In the last ten years, registrations have increased more than they did in the preceding 27 years. In aiming at better highway transportation, we are shooting at a moving target. Traffic volume got a long lead on roadbuilding and traffic control many years ago. It's still gaining and it isn't going to slow down or stop to let the roads catch up. Congress, left, recently passed a $33,482,000,000 road-building bill. The new legislation will do much to settle the issue of how much further toll roads, above, can or should be extended, the author reports. 3 There is good reason to anticipate substantia] Transit systems will continue to be an essential I improvement in the next decade. By 1966,1 foresee and important element of urban transportation. well over 80 million motor vehicles on our roads-- They will provide still better service and will operate and 1 purposely leave the figure open-ended on the on a much healthier financial basis. high side because experience has taught me that The safer and freer movement of traffic afforded forecasts on car population are conservative. by better highways will be further enhanced by vir This is as far as I'll go in making definite fore tually uniform traffic laws throughout the country. casts for the next decade. However, here are some The traffic accident rate will be much lower. Part of the dreams in which I think we can indulge with of this gain will stem from better highways and justifiable hopes of making them come true, if we further advances in vehicle safety. But the biggest proceed with courage and imagination: gain will come from the far better driving of 1966 Cars, trucks and buses will travel throughout the --primarily as a result of greatly improved driver country on an almost completely modernized inter training, driver licensing and traffic law enforcement. state system with a degree of safety, convenience High school driver education deserves special and economy now possible only on a few routes. mention as one of the most promising of all traffic And we will have the reassuring knowledge that this safety activities. Development of the right attitude Close cooperation by states and local agencies with the Bureau of Public Roads will be a vital part of the Federal aid program in planning, building and maintaining more new highways. key roadnet is substantially ready for the critical demands a national emergency would impose. Within cities, urban links of the interstate system and most other major arteries will be limited-access expressways. Stop-and-go driving will be largely a thing of the past. Traffic control, too, will have made great strides. Freed from much of the burden of devising stop-gap measures, traffic engineers and police should be able to do a more scientific and effective job of expediting traffic movement. Downtown parking in cities will be a problem no longer. There will be plenty of space at reasonable prices in efficient, well-located parking structures. Curb parking in busy areas will be as outdated as hitching posts and there will be a great increase in off-street facilities for truck loading. 4 and skills in our young people strikes at the heart of the accident problem in a logical and highly effec tive way. The rapid growth of this program is most encouraging, but the need for its substantial further expansion calls for intensified support by parents, educators, public officials, business and industry, civic groups and others. Utopian as it may sound today, I don't believe my suggested outlook for highway transportation ten years from now is unduly optimistic. As a matter of fact, it's entirely possible that unforeseen devel opments may make even this forecast rather prosaic and conservative. In another ten years I hope that we will be able to review our gains with real satisfaction, as we make plans for still another decade of progress.# ETC 30440 Petroleum products bring modern conveniences to the residents of Nantucket hen the moccasins of a giant living on the same comforts and conveniences available to WMassachusetts' Cape Cod became full of sand, those who live on the mainland. To pinpoint how he impatiently kicked them off into the Atlantic much islanders depend on petroleum's cornucopia, ocean. According to this Indian legend, one landed an ETHYL NEWS reporter-photographer team vis nearby and formed the island of Martha's Vineyard. ited Nantucket. The other was flung some 30 miles seaward and They found a unique combination of historical became Nantucket, island whaling capital of the charm, the beauty of the sea and heathered moors past century. and a pattern of enjoyable living enriched by the Whatever the true geological origins of these or benefits oil has brought to Nantucketers and vaca any other shores set apart by salt or fresh water, tionists alike. island living used to be only for hardier souls pre The pictures on these pages show some of the pared to accept a more Spartan quota of the world's typical and diversified ways in which oil is used to material things. full advantage in a community where the whale was But thanks to oil, insular residents today share once king. Oil-burning steamers between Nantucket and the mainland run the year round, carrying cargo, passengers and cars. Earlier steamers were slower paddlewheelers fired by soft coal. Sightseeing buses take summer visitors to all points of interest, like this windmill built in 1746. It can still grind corn between two massive stones. An efficient gasoline-driven street cleaning machine keeps elm-lined thorough fares tidy. Behind it are brick mansions built over a century ago by the Starbuck family, prominent among numerous Quakers formerly on the island. A new oil-burning ferry now brings loaded trailer trucks across Nantucket Sound, providing simpler, quicker and more economical deliveries of supplies. ETC 30443 il 'I Gasoline to replenish the island's bulk plants is brought from the mainland by the tankerful. 8 30444 etc Noted artist paints picture of Ethyl of Canada installation he picture reproduced above is an artist's Production of "Ethyl" antiknock compound, used T conception of how the Ethyl Corporation of by oil companies to increase the octane number of Canada Limited manufacturing plant in the "Chem their gasolines, is scheduled to start in September. ical Valley" section of Sarnia, Ontario, will look The painting is the work of John Ensor, noted when it is completed a few months from now. Canadian industrial artist, of Toronto. Mr. Ensor's The 100-acre Ethyl of Canada plant site, shown paintings hang in The National Gallery in Ottawa, in the painting, faces the St. Clair River. The two- The Art Gallery in London (Ontario) and the Im story horizontal structure in the center foreground perial War Museum and British Museum in London is the administration building. Behind it is the (England). process building where "Ethyl" antiknock com The original of this painting, in full color, was pound--the first ever produced in Canada--will displayed for the first time during the week of be made. At the right are storage tanks for raw May 13 at the mid-year meeting of the API's materials and the finished product. Division of Refining in Montreal. # 9 etc so*4 There's always a lot of noise when this Road Bird is out. You can spot him by the way he recklessly flies into curves at high speed . . . with tires screeching all the way round. The SMART BIRD knows a curve sign really means "Slow Down!" And that screaming tires warn that he hasn't full control of his car. This bird can be quickly identified by his thrashing left wing. You might think he's ready to turn. But he's really flicking ashes, pointing out sights or wav ing to friends. The SMART BIRD keeps both hands on the wheel . .. except when he's going to turn or stop. Then he gives crisp, clear signals in plenty of time. Road Birds at Work t.T T E is a bird of bad moral character, like those xl among men who live by sharping and rob bing; he is generally poor, and often very lousy." With these words, Benjamin Franklin described the bald eagle almost 175 years ago. Today, Frank lin's derogatory finger is still timely and appropriate when pointed at the human "birds" seated behind the wheels of many automobiles on the roads and highways throughout the country. The ONE-WINGED LOVEBIRD All the world loves a lover . . . but not when he's driving with his arm around his lady fair. This bird travels with his head in the clouds and his car all over the road. The SMART BIRD realizes that driving a car takes both hands and requires full attention. Even though this is the motor age, he takes a tip from grandpa and does his courtin' at home. The DARTING ROAD RUNNER This Road Bird gets his name from the way he darts in and out of traffic lanes. A truck coming the other way doesn't even ruffle his feathers . . . and he never looks behind when he suddenly hops back into line. The SMART BIRD makes sure the road is clear ahead before he starts to pass. And he keeps one eye on the mirror when he moves back into his lane. 30446 The RAUCOUS HONKER This Road Bird drives with his honk instead of his head. You'll hear his mating cry the moment a light turns green, or whenever a car or pedestrian holds him up for even a second. The SMART BIRD uses his horn for warning only. He realizes that pedestrians have a right to the road, too . . . and that a lot of noise makes driving un pleasant for everybody. The WIDE-EYED GANDER This bird spends more time looking at the chicks on the sidewalk than he does watching the road ahead. When he spots a passing beauty--watch out! There's no telling where he and his car will wind up. The SMART BIRD knows that driving calls for undi vided attention. He keeps his eyes and mind on where he's going ... is extra careful when he's in traffic. In an effort to show how the bad driving habits of these "birds" destroy highway pleasure for others and often create safety hazards, Ethyl Corporation's current premium gasoline advertisements feature some of these feather-brained drivers in the guise of "Road Birds." The advertisements also are quick to correct bad driving habits by pointing out how the "Smart Bird" behaves in contrast to the "Road Bird." Hailed by the oil industry and others for their compelling impact, the Ethyl Road Bird advertise ments recently won a National Safety Council Pub lic Interest Award and a similiar honor from the Saturday Review for Distinguished Advertising in the Public Interest. Pictured here are some of the "Road Birds" that are helping teach good driving habits in the Ethyl campaign. # The NODDING NIGHTINGALE You'll recognize this Road Bird by his heavy eyelids and nodding head. He's usually found out late at night, half asleep at the wheel, and trying to make just a "few more miles." The SMART BIRD doesn't try to do all his driving in one day. He beds down for the night when he finds himself getting tired--or pulls off the road for a refreshing forty winks if he must go on. The LOW-FLYING LOON Here's a loony bird who races over the road just short of flying speed. He pays no attention to speed-limit signs . . . thinks they're just for the other guy. The SMART BIRD knows that speed limits are for his own protection. He realizes that when the sign says "35 mph," there's a good reason for it. i ETC 30447 Evaluating Octane A careful economic analysis is needed for refit By T. W. Warren* n the complex TECHNOLOGY of modern petro I leum refining, the efficient and economical pro duction of high-octane gasoline presents a big problem. With today's prices and competition what they are, refiners must strive constantly to keep their costs as low as possible. This has become more and more difficult in recent years, for, as octane numbers rise, costs go up even more steeply. Pres ently, as a matter of fact, it costs four times as much to add an octane number at the 96 level as it does at the 84 level (Research). As they attempt to produce gasolines of higher octane quality, many refiners are finding that mod erately severe catalytic reforming no longer is suffi cient. Aromatics extraction, second-pass reforming, alkylation, precise fractionation and even isomeri zation--operations previously considered economi cal only under special circumstances and hardly The accompanying article is based on a paper by Mr. Warren and R. C. Kersten, Refinery Technology division, Ethyl Corporation Research Laboratories, presented before the annual meeting of the Western Petroleum Refiners' Association earlier this year. ever associated with motor gasoline--are becoming necessary. In some cases, they are being used al ready; in others they are in capital budgets. For all refiners, a careful economic analysis is needed to balance these processing alternatives to achieve maximum high-octane production at lowest possible cost. A clear understanding of octane-im provement methods, of course, is essential to such an economic analysis. Any refining step carried out solely for the im provement of antiknock quality is defined as an "octane-improvement process." Thus thermal re forming, catalytic reforming, TEL addition, under cutting to distillates, desulfurization and isomeriza tion are octane-improvement processes. Cracking processes carried out primarily to increase the value of heavier crude oil fractions by converting them to gasoline and distillates, do not fit the definition. Polymerization is seldom an octane-improvement process since the conversion of gaseous hydrocar bons into gasoline is an operation carried out to increase the field of a more profitable product. Alkylation of isobutane and olefins may or may not be an octane-improvement process. When con ducted for the purpose of obtaining blending stocks for aviation gasoline, it is not. If alkylation produces motor aUcylate that would otherwise be unprofitable, it can be considered an improvement method. TEL Addition Determining the best possible use of the several octane improvement methods becomes more com plex after lower-cost methods--reforming virgin naphtha and the addition of tetraethyl lead--have 12 ETC 30448 Improvement Processes ; balance processing alternatives to achieve quality production at low cost been used to the fullest extent. In this connection, the trend in gasoline to higher concentrations of aromatics and the increasing size of octane num bers in the higher ranges are reducing TEL response in terms of octane numbers. This raises the question of what TEL costs will be in 1958, when the industry is expected to have installed the optimum amount of catalytic reform ing equipment. Naturally, such costs will be deter mined in part at least by the extent to which any given refiner can use additional TEL up to the 3.0 ml/gallon maximum. Within this limit, it ap pears now that the cost of severe reforming may be up to two and one-half times that of TEL, even though the costs are comparable under mild reform ing conditions. Another interesting facet of the use of TEL as an octane-improvement method is found in a com parison of research and road ratings. Research oc tane numbers usually are the standard used in evalu ating new refining methods. However, data obtained from Ethyl Corporation's road evaluation program suggests that octane improvements measured on the road may be somewhat different from those deter mined through the laboratory Research method. Certain process-TEL combinations, it has been found, may have important advantages not evident in the laboratory. Since such advantages could well The accompanying diagram shows how catalytic reforming can be used in combination with other refining processes to produce high-octane fuels. 13 m affect a refiner's octane-improvement planning, Ethyl's work in the field of fuel behavior is cur rently designed to explore both the laboratory and road effects to the fullest extent. Catalytic Reforming The refiner who has either catalytic or thermal reforming equipment can gain octane numbers in several ways, depending on the flexibility of his operations. He may increase the charge rate-- either by widening the boiling range of the charge or by fractionating more charge of the same boiling range from additional crudes. Another possibility with this same equipment is to go to more severe operating conditions, either by increasing operating temperatures or by lowering space rates, thus obtaining higher octane numbers at the expense of yield. The incremental octaneimprovement cost for a processing change in a spe cific refinery will be determined by many variables, not the least of which is the price structure under which the refinery operates. Combination Processes In addition to installing a catalytic reforming unit, or operating an existing unit under more severe conditions, there are several combinations of processes that will increase octane quality. In this connection, three possibilities are cur rently being discussed widely in the industry. In the first, an aromatic concentrate is extracted from the catalytic reformate, and a second reformer is in stalled to upgrade the low-octane, non-aromatic portion of the reformate. The second possibility requires extraction of the catalytic reformate. But rather than install a second reformer, the refiner recycles the non-aromatic por tion to the original reformer, enlarging it to handle the recycle. In the third method, the catalytic reformate from the base operation is thermally reformed, and a catalytic polymerization unit is installed to use the light olefins from thermal reforming. Polymerization and Alkylation Heretofore, processes such as polymerization and alkylation usually have not been considered octaneimprovement processes. Instead, they have been installed to make a more valuable product out of a less valuable one. Thus, they usually have not depended solely on octane effects for profits. It is possible, however, to use these processes strictly for octane improvement. Economic studies show rather clearly that the altemate-use value of charge stock to polymeriza tion and alkylation is a controlling factor in octaneimprovement costs. High feed-stock prices can easily cause costs to soar, particularly if any of the charge materials had potential use as motor fuel components or equivalent value elsewhere. This chart presents trends in the use of various processes for making gasoline. By 1965 cata lytic reforming may be used to manufacture as much as 50 percent of all gasoline. 14 Isomerization An octane-improvement process known for some time, but one which has found only specialized application is the isomerization of pentane and hexane fractions. In this process, some butanes and hexanes are formed from the normal pentane charge along with the high-octane isopentane product. Again, since the vapor pressure of the desired prod uct is greater than that of the charge stock with drawn from the gasoline, the net butane usage must be reduced. The vapor pressure effect, the unit operating cost and capital investment must be care fully considered in evaluating this octane improve ment method. Octane Economics and Other Factors In addition to octane number, gasolines, of course, have other specifications, such as volatility, which affect octane economics. Engine warm-up characteristics of a gasoline are related to its 50 percent evaporated temperature during the ASTM distillation test. When a refiner finds it necessary to go to severe reforming or to one of the reforming-extraction combinations to pro duce a high quality blending component for pre mium gasoline, he will find in many cases that the blending agent produced has a high 50 percent point. Warm-up characteristics of his premium gaso line may suffer, therefore, unless he uses some operation, not defined by straight octane economics. For example, in order to put enough light mate rials in the finished premium gasoline to obtain a desirable 50 percent point, the refiner may have to reform more severely than would otherwise be necessary. Also holding premium warm-up charac teristics constant in the face of increasing octane number may require light alkylate or isomerized light naphthas before they would otherwise be justified. A volatility problem concerning the heavy frac tions in premium grade gasoline also may affect octane economics. Some companies market gaso lines of low 90 percent points in the belief that ex cessive high-boiling components increase combus tion chamber deposits, reduce engine cleanliness and dilute crankcase oil. Other companies make full use of the heavy components because they give the consumer more pounds per gallon and because the heavy aromatics are high in octane quality. Overall refinery economics seem to dictate that the gasoline boiling range be as wide as possible. Thus, the high-octane aromatics produced by cata lytic reforming of naphthas boiling upwards of 200 F may complicate the blending of premium gasoline. A refiner blending against a fixed 90 per cent point on premium may find that other proc esses, perhaps not otherwise called for, will be re quired for improvement of premium octane. Because hydrocracking occurs to some extent in catalytic reforming, the relative quality of light ends (butanes, pentanes, hexanes) in a refiner's gasoline increases as octane number is improved. The quality of these materials (unless isomerized) is so low as to permit inclusion of only the minimum quantity in premium grades. Thus, the increase in volatility caused by severe reforming may be reflected only in regular grades and regular grades may give poorer protection against vapor lock. Vapor lock specifi cations of regular grade are therefore critical points that must be watched by refiners projecting octaneimprovement plans. Another problem, quite different from volatility, sometimes occurs when a refiner obtains the re quired number of octane barrels for his overall gaso line improvement program but lacks sufficient vol ume of high-octane material for blending his pre mium grade. Here, the refiner may have to reform more severely or extract and recycle to an extent greater than would otherwise be necessary. Precise Fractionation These conflicts are expected to put more empha sis on certain refining techniques not generally asso ciated with octane improvement. Precise fractiona tion will have to play a larger role in octane plans. More segregation of narrow fractions will require more tankage, another factor not generally asso ciated with the octane problem. With so many conditions involved, the problem of keeping a single product, gasoline, technologi cally up to date is indeed a complex one. However, the same conditions that make it complex create more opportunities for competitive advantages. Cost differences among alternative improvement methods are now and will continue to be measured in cents per barrel, not fractions of a cent as in the past. Maintaining competitive position on refining costs will demand increasing attention to octane economics and to road performance.# 15 ETC 3045 Bring_the Children Inexpensive and convenient, family destinations for week-end trips, as well as over-night stopping places. family travel by automobile is booming Hotels too are interested in motoring families. Many not only welcome children, but accommodate them free when accompanied by their parents. As a further attraction, the American Hotel Associa By Shirley H. Scheibla tion is promoting a program of establishing motor entrances so guests can enter hotels without going hat child waving from the car ahead signifies through the lobby. The Association thinks this will T! a mushrooming trend. Family travel by auto is be a special attraction for informally-dressed motor booming. ists with sleepy children in tow. i "Bring the children!" is becoming a popular re Increased family automobile travel has created I frain that's music to the ears of parents who have still another type of lodging, the motor inn. Unlike to do just that or stay home. The same refrain is a motel, it usually has about four stories. Situated i bringing new business to service stations, motels, on the outskirts of cities, it features grounds on roadside restaurants, national parks and special which the children can play and plenty of room for 3* i commercial attractions for children. Parents and children are taking to the highways parking. Still it retains the luxury features and serv ice of the traditional hotel. in greater numbers than ever because (1) the family Roadside restaurants also cater to youngsters, car provides the most convenient and least expen i sive means of travel with children; (2) automobile j travel is an enjoyable and inexpensive form of recre i ation; (3) servants or babysitters to care for the youngsters at home are scarce and expensive; and I i (4) new services and equipment make family mo toring easier and more pleasant. Motels are doing a great deal to attract children. Many of the new ones have pools and playgrounds, inside playrooms for rainy days, and, for the very young, cribs and bottle-warming service. Some have "family rooms" at special rates. With such attractive features, many motels are 16 ETC 30452 featuring children's menus, high chairs, free bal loons and lollipops. Some even have playgrounds to keep the children happy while they wait for their meals to be prepared. Commercial attractions designed especially for motoring children are prospering as never before and new ones are springing up. Among them are the Gingerbread Castle at Hamburg, N. J.; the Wonder land Farm Zoo at South Ozone Park, N. Y.; Road side America, near Shartlesville, Pa., with its indoor miniature village; Santa Heim, Md., now officially Santa Claus, Md., which sponsors tours for chil dren through its Christmas tree ornament factories; and North Pole, N. Y., where Santa Claus, his helpers and his reindeer welcome the children. And then, of course, there's Disneyland. The country's national parks, national historical parks and national monuments, however, provide the greatest attraction for motoring families. Young sters learn about nature and their nation by visiting Yellowstone, Yosemite, Grand Canyon, Jamestown and others of the 181 national park sites. Last year 50 million people--most of them family groups in cars--visited the parks. Within the next decade, the National Park Service expects 80 million such visitors annually. To accommodate them, an ambitious ten-year $800 million improve ment program to start next year has been planned. One major oil company is sponsoring an elabo rate advertising campaign aimed at promoting travel to the national parks. In 1956 its full color ads will appear in leading national magazines. Many other oil companies are on top of the trend to encourage family motor travel and make it more enjoyable. In connection with its touring service, one com pany puts out a free 31-page booklet, "Touring Can Be Child's Play," which tells how to have a happy auto trip with the younger set. The same Far left, oil companies and auto clubs plan trips that are inter esting and easy for families and children. Left, some modern mo tels even include pools for the youngsters. 17 ETC 30453 & company also has sponsored a book, "Traveling by Car, A Family Planning Guide to Better Vaca tions." The volume, which sells for $1, has a spe cial chapter on "Kindergarten in Your Car" and another on "The Touring Infant" In addition, it is distributing to television stations a five-minute film in which it tells how to take auto trips with children. Still more oil companies help parents enjoy au tomobile travel with the children through their tour ing bureaus. In response to requests, they supply lists of points of interest for children, suggest games that can be played en route and give hints for pack ing, bringing pets along and offer other useful ideas. At the service station level, the children aren't forgotten either. Many dealers warm baby bottles, tell mothers where to get milk for their children and even act as temporary babysitters. The service stations of one company will inaugu rate a novel idea this summer by giving away beach balls, while those on highways leading to beaches plan to display and sell old inner tubes for the kiddies to use at the seashore. With the increased emphasis on driving with youngsters, suggestions are coming from still other sources. The American Automobile Association and its affiliates plan trips for their members to provide for stops at motels, hotels and restaurants which cater to children. Both organizations report they're getting more and more requests for this sort of service. The AAA clubs in New York and Con necticut provide their members with a special book let called, "Where to Take Your Child." Toys designed especially for motoring children are available, too. For example, the Motor Trip Game Kit contains six games keyed to automobiling and 12 favorite songs to sing while riding along. Another toy has been made up in a plastic zipper bag with youthful car travelers in mind. The bag is filled with eight surprises, individually gift-wrapped. The idea is for the child to open one gift each time a point of boredom is reached. The packages con tain tops, puzzles and other toys which can be used easily in an auto. Automobile Accessories Little car riders too young to appreciate special toys are not being neglected. For babies there are regular car beds and a Baby Pullman, a combina tion playpen and bed. There also are car seats, one of which has a toy steering wheel attached. In addi tion, there are collapsible strollers that fit neady into the car trunk without crowding out the bags and a heater which plugs into the cigarette lighter to warm botdes and jars of baby foods. Air conditioning, too, is proving a big help to parents who might worry about driving with hot, fretful children during the summer vacation months. Auto manufacturers have hesitated to make any of the special gadgets for babies an integral part of the car because of their relatively temporary use. Their greatest contribution to family travel, accord ing to the Automobile Manufacturers Association, is the "long range program of improvement in safety, comfort, convenience and performance of the automobile." With help coming from so many sources, the idea that parents have to settle down and stay home while their offspring are young has become as out moded as the Model T. Recreation for the whole family is only as far away as the garage.# With the increase in family travel by auto mobile, commercial roadside attractions for children, like the Gingerbread Castle at Hamburg, N. J., are prospering. ETC 30454 Oil industry women increase their knowledge and value by taking special courses By Stanton P. Nickerson he speaker placed a large cross-sectional draw professional skill. Others nodded understanding^. Ting of a catalytic cracker on an easel facing the A few looked either fascinated or listened with de audience. As his listeners paid close attention, the termined concentration. But whatever reactions oil company refining vice president explained what were shown, everyone in the audience shared this takes place when petroleum is processed this way. unmistakable attitude: intense interest. "Such equipment is among the most important T. B. Kimball of Sinclair Refining was speaking used in today's refinery operations," he said. "In to a group of almost ISO members of the Desk fact over half of the motor gasoline now being and Derrick Club of New York, living up to their marketed is produced from cracking." Then he de theme for 1956--"Even Greater Knowledge." Like scribed concisely the size, appearance and cost of its sister Desk and Derrick Clubs across the nation a cat cracker, its feeding processes, what a catalytic and in Canada, these oil company distaff employees agent is and does to crude, and the desirable char are determined to broaden and strengthen their acteristics of gasoline produced in a typical unit. understanding of the industry to which they belong, In an oil company auditorium high above the in order to handle their work more capably and busy streets of Manhattan, some of those to whom enlarge their scope of service. this description was given leaned forward to follow In fact the bylaws of the Desk and Derrick Clubs the speaker more carefully. Many took notes with of North America state that 80 percent of all regu- 19 ETc 30455 lar meetings held by its 108 clubs and their 9,000 members shall concentrate on petroleum educa tional activities. Within recent months, this policy has been supplemented by adding special educa tional programs. Setting up ideal "schools" presents curricular problems, however, in view of the diversified back grounds, training, experience and the kind of jobs Desk and Derrick women hold. There are execu tives, geologists, editors, drafting experts, auditors, bookkeepers, telephone operators, accountants, sec retaries and clerks, as well as those in a variety of other positions. Old hands at field trips to drilling sites, pipeline installations, refineries, tank farms, research centers and museums, hundreds of Desk and Derrick women are now probing more deeply into' aspects of the petroleum and related industries via the lecture platform, classroom and forum type of session, in addition to continuing educational aspects of regu lar monthly meetings. Lecture-Discussion Periods The New York club, for example, is currently holding a series of lecture-discussion periods on "How Business Operates," with particular emphasis on facets of the oil industry. Weekly spring and fall evening sessions include 16 gatherings, at which oil men from Esso, Sinclair, The Texas Company and Cities Service are reviewing such subjects as human relations, refining, sales promotion and advertising, government regulations, doing business abroad, and research and development. Other speakers and dis- 4 v cussion leaders are faculty members of the New York Community College, covering topics like in dustry organization, marketing, records and reports, public relations, business law and automation. Closer to oil country, the Desk and Derrick Club of Houston has just wound up its fourth "Special Studies Group Course," in which eight meetings were held from March into May. The first course was introduced early last year, with conclaves down town and at the University of Houston. It proved so successful others were developed, with 100 mem bers listening to lectures and joining discussions on highly specialized subjects related to drilling, trans portation, production, storage and marketing. The head of the university's petroleum engineering de- T. B. Kimball, Sinclair Refining vice president, an swers club members' questions following his talk. ETC 30456 partment helped plan the courses. The most recent speakers have included representatives of Humble Oil, Shell Pipeline, Chicago Bridge and Iron and tbe petrochemical industry. It may surprise those not fully aware of the ex tent of women employee interests and capacities to know the members of the Houston club have been served and digested such technical dishes as "Migra tion, accumulation and theory of deposition," "Sub surface mapping technology," "Coring and core analysis," "Electric logging and well completion practices," "Reservoir drive mechanisms" and "Hy drocarbon synthesis." On the West Coast, the Desk and Derrick Club of Long Beach, Cal., has a long-range training and educational program under way. With three objec tives, it extends basic pre-employment training to women interested in oil company jobs; it gives fur ther information and educational background to those already working for the industry, and includes academic credits helpful for distaff personnel who want to qualify for better positions. All classes are scheduled at Long Beach City College. What the club calls Phase I of its program was started last September, concentrating on speed read ing and vocabulary building. Eight three-hour meet ings have been held in charge of the dean of the college's business and technology division. A dozen meetings for Phase II began in January, on business English, grammar and punctuation, modem busi ness communications, office procedures, work short cuts and efficiencies and applied human relations. Technical Course Phase III is the Long Beach women's technical course, with a variety of topics being studied one night weekly well into June. Among them are record control, geology and exploration, land leasing, drill ing, production, refining, laboratory testing, petro chemicals, transportation and marketing. Key men The intense interest that prompted them to enroll in the special course continues during a lecture. C. V. Kirkpatrick, University of Houston instructor, and members of his class in oil production. from Richfield, General Petroleum, Hancock Oil, Tidewater and Union Oil are among those appear ing as guest speakers and discussion leaders. Clubs in other parts of the West also have exten sive special educational programs, typical of those in the entire organization. Desk and Derrick members in Oklahoma City, nearby Ardmore and Duncan are benefiting from nine weekly sessions on "Petroleum Geology" at the University of Oklahoma. An invi tation to join in the University of Tulsa's 17-week study course on "The Oil Industry Through Visual Education" was quickly accepted by members of the Bartlesville club. Other Club Courses Industry women in Casper, Wyo., have been studying exploration, drilling and production, with the cooperation of Casper Junior College. A meaty seven weeks' concentration on "Legal Aspects of the Oil Industry" has been experienced by more than 50 from the Denver club attending Westmin ster College of Law. Midwestern University has wel comed Desk and Derrick personnel at its night classes covering "An Introduction to the Petroleum Industry." Extended courses in public speaking are proving useful to organization members in Kansas City and in Montreal. The seriousness with which Desk and Derrick women undertake their more formal education activities is shown in part by their willingness i pay fees for special courses. Although cooperatir oil companies provide speakers and meeting facD ties without charge, the clubs usually reimburse noi industry lecturers and pay rentals for meeting place During the summer, when many colleges an universities are closed, Desk and Derrick clubs plai additional seeds of knowledge by holding annu: regional seminars at educational institutions. Th year seminars are convening at Park College, Pari ville, Mo.; Odessa Junior College, Odessa, Tex The Colorado School of Mines in Denver; Louis ana State University in Baton Rouge, La.; Fo Hayes College, Fort Hayes, Kans., and the Univei sity of Southern California in Los Angeles. The nature and scope of other Desk and Derric enlightenment activities at regular meetings ma be highlighted by mentioning the widespread us of industry films, frequent panel discussions, pro! ings in such directions as the petroleum origins c synthetic fabrics, and the recommendation of book related to the industry. The organization's national periodical, "The O and Gal Journal," can be considered an education: tool as well, even if it were to do no more than hel alert oilmen to the many industry-related subject their women employees are studying.# Participating in the Long Beach Calif., club's program are R. A. Leach of Richfield Oil, an instructor in petrc leum refining; Mrs. Jean Kasper, als of Richfield, co-chairman of the edu cation committee; and Dr. C. Doug las Barnes, of Long Beach City Col lege, who coordinated the course 22 ETC 304 58 r Every Car Is Different Each motor vehicle has its own individual requirement when it comes to gasoline antiknock quality his year motorists will buy about 45 billion stand knock. It has taught them that the higher the Tgallons of gasoline at service stations in the octane number, the better the gasoline, so far as United States and Canada. When they do, they will antiknock quality is concerned. be influenced by price, service, location, advertis Each automobile, however, has its own individual ing, quality and the many other factors of such a octane requirement. For example, if a car requires highly competitive business. a gasoline of 90 octane number to eliminate all but Of these factors, gasoline quality, of course, is a trace of fuel knock, that car is said to have an one of the most important. To explain or define it, octane requirement of 90. Identical models can however, is a challenging assignment since there are have widely differing octane number requirements so many interrelated characteristics. The way it because of variations in carburetor mixtures, spark evaporates, the cleanliness of its combustion, its advance, fuel distribution, carbon deposits, cooling, stability and antiknock quality all are involved. altitude and humidity. Then too, there are special additives--anti-rust, anti-icing, anti-preignition. Each one plays a part Requirement Varies in quality. Surprising as it may seem, the octane require Actually, most motorists probably evaluate gaso ment for an individual car varies from day to day, line by "impression," rather than by any qualita even from mile to mile. Starting with a brand new tive or quantitative testing process. But no matter engine, adjusted perfectly to factory specifications, how they do it, they can easily detect insufficient it would be a matter of only perhaps 6,000 miles antiknock quality by audible fuel knock. before its engine would require a gasoline of 2 to 12 Seek Better Fuel more octane numbers, depending on the factors previously mentioned. These factors in turn are If they object to the noise, or to the ultimate ef affected by how and where the car is driven and the fects of severe knocking (power loss, overheating maintenance its engine receives. and engine damage), they will look for a better The table on the next page summarizes many of gasoline. the factors that tend to raise or lower an engine's The oil industry's advertising and its other educa octane requirements. tional materials have taught motorists that octane Because the octane number requirement of an number is a measure of a gasoline's ability to with individual car is completely unreliable as a means 23 i I I etc IL of estimating the requirements of other cars, identi cal or not, it is necessary to test a large number of cars, to develop average octane requirements. Care fully controlled tests by engineers are made every year on hundreds of cars which have been selected on a statistically balanced basis. From these tests, octane requirement averages are derived as guides for the oil and automotive industries. For many years. Ethyl Corporation has provided its customer oil companies with averages for gaso line antiknock quality in representative marketing areas throughout the United States and Canada. Supplied with these figures, refiners have been able to determine their own quality position with respect to the industry as a whole. Ethyl Expands Service Now Ethyl is expanding its service to the industry by working cooperatively with them in determining and compiling averages for the octane requirements of vehicles. The accompanying graph shows the results of surveys representative of all cars on the road in 1955 and estimated octane requirements for 1956 models. To obtain the 1955 curve, the octane num ber requirements of a large number of cars were The octane number of commercial gasoline required to eliminate all but a trace of knock in cars on the road at the end of 1955 is shown by the solid line. The broken line gives estimated octane requirements of cars to be produced in 1956. weighted according to the number of each make, year and model registered last year and then com bined. From this chart, it is possible to determine the percentage of all cars on the road in 1955 that were satisfied by a given octane number. Con versely, it is possible to determine the octane num ber required to satisfy a stated percentage of the 1955 car population. The same type of information, based on the estimated octane requirements of 1956 model cars, can be determined from the upper curve. Difference in Octane Requirements Since the "average" car on the road now is at least six years old, its engine is far different from that of its 1956 counterpart. In the last six years, the average horsepower of passenger cars has in creased from 111 to 207. The graph shows dramati cally the difference between the octane number re quirements for the 1955 car population as a whole and the estimated octane requirements for 1956 models. For example, 9214 octane number gasoline satisfied 90 percent of all cars on the road in 1955 but would satisfy only 47 percent of the 1956 models. Credit for progress in automotive transportatioa of course, is shared by the oil and automotive indus tries. Automobile manufacturers have designed anc produced more powerful and economical engine; while the nation's oil refiners have provided tht higher octane gasolines for them.# FACTORS AFFECTING OCTANE REQUIREMENTS 0%>040M7*W MR CENT OF CARS SATISFIED 100% RAISE Advanced ignition timing Carburetor mix tures too lean Carbon deposits High coolant temperature Overheated spark plugs Higher intake temperature LOWER Increased humidity j Increased altitude Lower barometric pressure Modern lubricating oils Automatic transmissions ETC 304 60 1 This spacious wing is a $500,000 addition to the development laboratory at Ethyl's plant in Baton Rouge, La. * % V More Room for Research t ith the completion of a $500,000 addi Wtion to Ethyl Corporation's development laboratory in Baton Rouge, Research and Engi neering personnel quartered there are pushing ahead with continuing studies related to chlorinated hy drocarbons, photo-chemistry, organo-metallics, elec trochemistry and other fields. The new wing is part of a $1 million expansion of research facilities undertaken by the Company within the past year. A two-story addition, the an nex has 24 air conditioned laboratory rooms ac commodating 60 research and office personnel. The enlarged quarters and their specialized equipment will help Ethyl "increase the scope and effectiveness of our research program," according to Dr. George F. Kirby, Jr., vice president in charge of Research and Engineering. Under a realignment move, all company research and engineering on chemical products and manu facturing processes is being concentrated in Baton Rouge. Research in the automotive products field is being conducted at Ethyl's expanding Detroit Research Laboratories.# The laboratory's equipment is being used for a variety of studies related to electrochemistry, chlorinated hydrocarbons and other research. ETC 30461 The No-Budgie he helps sell twice as much, twice as hard The "No Budgie" is working to promote not one knit two important service-station products--batteries and premium gasoline. This new "Road Bird" advertisement telle motorists to have their batteries checked regularly at theirservice stations--and to replace tired batteries with peppy new ones. And to give extra emphasis to the premium-gasoline story, this award-winning series* takes on a new for mat. Special studies show that more readers than ever will remember the basic selling message, 'It's smart to use premium gasoline!" *National Safety Couneil'e Puttie Internet Award far 1965 ETHYL CORPORATION, New York 17, N.Y. ROAD BIRDS Mhmi by Ethyl Corporation TWIwsI Iti smart to use premium /ETHYL ETC 30462 Ethyl News THE COVER: Now floating serenely at their berths in a quiet Lake Michigan cove at Traverse City, Mich., these motor boats will soon be cruising across the waters. For a description of what the oil companies and waterfront service cen ters are doing for the mil lions of boat owners in one of the nation's fastest grow ing pastimes see "Down to the Sea with Service," starting on page 1. J U LY-AU GUST 19 5 6 DOWN TO THE SEA WITH SERVICE .... Touring aids for boat owners 1 E. L. SHEA AND B. B. TURNER ELECTED TO NEW EXECUTIVE POSITIONS.............................. Fill posts of chairman and president 5 OIL WARS ON LITTER......................................... The industry helps Keep America Beautiful 6 EXTENDING THE OCTANE SCALE........................ Describing motor fuels of higher quality 9 THE NEW FARM MARKET.................................... 11 A new Ethyl film strip explains it WHICH VOTER ARE YOU?.................................... A reminder about Election Day READING, WRITING AND FARMING . . . . Magazines are important to the agriculturist 12 14 ETHYL NEWS........................................................... 17 Brief items of timely interest COOPERATING ON RESEARCH........................ 18 A CRC group meets at Ethyl's laboratories THAT DAY IN DAYTON......................................... 21 An account of the first sale of "Ethyl" gasoline SHIPPED VIA BATON ROUGE.............................. 25 Ethyl shipments help inaugurate new wharf CREDITS: Layouts and art direction by Carsten Grande. Photos: Cover, Shostal; page 2 (left) and artwork page 3 (top), Notional Association of Engine and Boat Manufacturers; pages 2 (right) and 4, Socony Mobil; page 5, Ferdi nand Vogel and Pach Brothers; page 7 (top and bottom left). Keep Americo Beoutiful; page 7 (bottom right), Mohawk Oil; page 8 (bottom), Stand ard Oil of California; pages 14 and 15, A. Devaney; page 17, McQueen Photographers, McKague, Pach Broth ers and Bob McCormock; page 25, Greater Baton Rouge Port Commission. ETHYL NEWS is 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 quolity of motor and aviation gasoline. Edward L. Shea, Chairman of the Board B. Bynum Turner, President William R. Perdue, Jr., Vice President and Treasurer Herbert A. Savage, Secretary Richard F. Cook, Editor, ETHYL NEW5 ETHYL NEWS welcomes articles of timely interest submitted from outside sources. Opinions expressed in signed articles are the authors'. Upon request, permission to reprint moteriol appearing in ETHYL NEWS will be granted. ETC ^0464 // Down to the Sea with Service By Stanton P. Nickerson Oil company marine touring services help increasing numbers of boat owners enjoy holidays afloat As late afternoon shadows lengthened, a trim - power cruiser edged into a dock near a pair of gasoline pumps. Carrying overnight kits, a tanned businessman, his wife and their two children scrambled ashore, hungrily delighted by the drift ing aroma of Maine clam chowder. A few minutes later, members of this vacationing family were splashing in showers. Then it was time for dinner in an adjoining restaurant, also part of the modern marine service center at which they had stopped. Until their broiled lobsters appeared, the man and his wife pored over mail that had been awaiting them. Courtesies for Boat Travelers When the last bite of blueberry pie had. dis appeared, the service center owner drove the family to the village movie without charge--a courtesy for cruising "summer people." But since the family had logged over 60 miles along the coast that day, their eyelids soon became heavy after they returned to comfortable dockside cabins, another feature of this and many other wharfside installations for tour ists afloat. The next morning the wife bought groceries at the marine store, fuel for the boat's stove and ordered ice for delivery aboard. While a mechanic from the maintenance and repair shop repacked the water pump of the cruiser's engine and changed Bon Voyage 1 ETC 30465 the oil, the children out-malleted youngsters from another boat in a game of croquet at the harbor outlet's recreation area. With gasoline tanks full, the family continued on its way toward the Canadian border. Although the man needed U. S. Coast and Geodetic Survey charts for precise navigation, he continued to use an oil company marine map to lay out his cruise course generally. The map showed him not only the locations of other outlets offering the oil company's products, but also distances, channels, shoals, principal lights, buoys, landmarks and additional data. Like thousands of other boat-owners across the country, this family had stopped at a modem marine service installation and had looked to an oil com pany marine service department for guidance in planning a vacation. Oil industry attention to marine needs is accel erating in proportion to the increased interest in boating everywhere. There are three times more motorboats today than 10 years ago. An important catalyst in expanding the water borne market is a specialized version of the touring service so familiar to motorists. The oil industry i> well aware that the urge for travel and fun afloat is by no means confined to those who can afford luxury cabin cruisers or sleek auxiliary schooners. Owned by people of every class and income level, there are close to six million powered craft of differ ent kinds in the United States today. Rising Gasoline Sales Changes and improvements in refining techniques are continuing to have a marked effect on rising gasoline sales for motorboats and on better engine performance. Once dominant "marine white" grades are giving way to more widely used automotive fuels, now preferable for their higher octane ratings and frequently lower cost. (See Ethyl News. March-April, 1956.) At least a 10 percent gain in motorboat gasoline consumption is anticipated this year over the 415 million gallons sold during 1955. A large part of this gain, as well as a significant proportion of all 1956 sales will take countless keels into channels and harbors far from home anchor- With the motorboat population approaching six million, more people than ever are en joying holidays afloat. Complete oil company marine touring services and better gasolines encourage daily outings and vacation cruises on coastal and inland waterways. iwfji ETC 30466 ma i u I t ages. Oil companies with marine touring services are receiving more requests and inquiries this sum mer than ever before. In addition to maps of coastal and inland water ways, boat-owners can get free information on sub jects like engine care, tides and currents, waterway rules, signaling, how to read weather maps, naviga tion, anchoring and mooring, procedures during emergencies and tips on cruising generally. Among the more useful oil company publications are those listing facilities and services at waterfront service stations. Gulf, for example, issues five illus trated "cruiseguides," each one describing regional dealer installations. A representative entry tells a sailor that the port he is approaching "has 220 feet of space at the dock, with 10 to 15 feet of water at the fuel pumps ... boats are protected by 24-hour watchman serv- The ideal modern "marina" should of fer all these conveniences, comforts and services to meet the needs of to day's rising tide of motorboat owners. ice . .. all kinds of repairs can be made . . . marine hardware, paints, supplies sold on the dock .. . rest rooms, laundry service, ice, electricity . . . hotels, restaurants, stores within easy walking distance ... bathing beaches, yacht club, two golf courses . . ." The Texas Company's most comprehensive pub lication is called "Cruising with Safety," but its contents cover virtually every subject of interest and concern to the boatsman. Texaco regional water ways bulletins give advice like this to anyone not familiar with the Great Lakes: "Through the Straits of Mackinac and down the east coast of Lake Michi gan to Chicago is entirely open water, and a good knowledge of piloting is required. Particular care I should be paid to official weather reports, as bad summer storms frequently occur.. With about two-thirds of all powered craft driven by outboard engines, Socony Mobil cooperates closely with the Outboard Boating Club of America, and makes sure company marine services will satisfy the needs of outboard boat-owners. At the same time, "The Mobil Boating Book" is also designed to supply comprehensive information to people with other kinds of motorboats. In the south, Standard Oil of Kentucky is among the principal marine mar keters; in Texas, Magnolia Petroleum; and on the West Coast, General Petroleum. Like those of other leading companies, Esso Standard's guides offer complete cruising data. Esso maps carry illustrations of lighthouses, lightships and coastal points of interest. The company is ex periencing an increasing demand for its free navi gational logs and marine slide rules, useful to deter mine speed-time-distance relationships. Boating and cruising guides, maps and literature available from oil companies tell marine adventurers how to handle gasoline tax refunds, where to buy _i A good marine service center supplies ice, electricity and bottled gas, as well as gasoline and oil. navigation charts and how to get additional watertrip aids from federal, state and local agencies. Radio-telephone service and Coast Guard protective operations are usually listed too, for reference dur ing times of need. Anyone with an oil company credit card may use it for marine purchases in the same way he does when stopping at a highway service station in his car. The major marine marketers have dealer "mail ports," at which tourists afloat can receive corre spondence and telegrams. Oil companies have different ways to accommo date their salt and fresh water customers, but pro cedures follow this general pattern: a boat-owner who plans a trip contacts his local marine service station first. Here the skipper either receives oil company maps, cruise booklets, tidetables and sup plementary information, or is told the nearest oil company office to which he may write for the free materials available. 10,000 Marine Stations A 1955 year-end tally by the National Associ ation of Engine and Boat Manufacturers lists a total of some 10,000 first-class marine stations throughout the country. Most of them are privately owned and operated. There is as much variety among waterfront out lets as among their highway cousins. They range from those with a single gasoline pump to elaborate installations along the Florida "Gold Coast." Those in popular vacation areas are often self-contained resorts, with adjoining hotels, swimming pools, tennis courts and even night clubs, as well as every conceivable boating facility. The more complete centers are commonly known as "marinas," or sometimes as "yachtels." Oil companies and the national engine and boat manufacturing association see an urgent need for still more than the present 2,000 marinas to handle the rising tide of tourists afloat. Prospective owners are encouraged to enter the marina business, re ceiving cooperative advice and guidance in site selecting and construction planning. Twenty-five million people--15 percent of the nation's population--enjoyed countless hours in motorboats last year. If the oil industry and others concerned with making this kind of recreation still more popular reach their goals, these figures will be multiplied many times within the next decade, it ETC 30468 E. L. Shea and B. B. Turner Elected to New Executive Positions Former president becomes board chairman; executive vice president now president Edward L. Shea B. Bynum Turner dward l. shea, who has been president of E Ethyl Corporation since 1947, was elected to the new position of chairman of the board at a meeting of the Company's board of directors early in July. At the same time, B. Bynum Turner, execu tive vice president, was elected president. Mr. Shea will continue to be chief executive officer of the Company. Both Mr. Shea and Mr. Turner have been asso ciated with the oil industry for most of their busi ness careers. Mr. Shea became associated with Tide Water Oil Company in 1916. He was elected a vice president of the company in 1925, executive vice president in 1931, and president in 1933. Three years later, when Tide Water and Associated Oil Company were merged into one operating company, Mr. Shea was elected executive vice president. He held that position until 1939 when he went to the North America Company, serving as its president until 1947, when he became president of Ethyl. Mr. Shea was born in Nashua, N. H., November 4, 1892. He attended Phillips Exeter Academy and received a degree in civil engineering from Prince ton University in 1916. Besides serving as chairman and a director of Ethyl Corporation, Mr. Shea is a director of several other companies and of the American Petroleum Institute. Since joining Ethyl in 1946, Mr. Turner has handled assignments in manufacturing, research and engineering, and administration. He became assistant resident manager of Ethyl's plant at Baton Rouge, La., in 1947 and the Com pany's general manager of manufacturing two years later. He was elected vice president in charge of research and engineering in 1951, and executive vice president last year. Mr. Turner began his business career with Humble Oil & Refining Company in 1933 and was associated with its research activities until 1942. For the next three years he was in charge of the technical staff for a butadiene plant operated for the Government. In 1945 and 1946, he was head of the butadiene-from-petroleum section of the Rub ber Reserve Company in Washington. Mr. Turner was bom in Angleton, Texas, No vember 21, 1910. He was graduated from Rice In stitute with a BS degree in chemical engineering in 1933.# 5 etc 3469 Oil Wars on Litter The industry vigorously supports national efforts to keep trash off highways f all those interested and concerned with solving the problem of travel trash, the re sponse of the petroleum industry is certainly among the most encouraging." That is how John C. Rose, executive director of Keep America Beautiful, Inc., feels about the in dustry's role in putting an end to the unsightly scourge of debris tossed from cars or left behind by motorists at picnic groves, beaches, parks, scenic spots and at other places across the landscape. Such monumental carelessness costs taxpayers $50 million annually to remove trash from primary roads alone. Keep America Beautiful is the non-profit organi zation sparking and coordinating the first nation wide movement to make sure refuse winds up where it should--in containers for removal and proper dis posal. More than 100 different businesses of all kinds have joined with national, state and local civic-minded groups in backing the continuing KAB program. (See Ethyl News, March-April, 1955). Since the Keep America Beautiful movement was endorsed by API's Division of Marketing two years ago, oil industry cooperation has been so varied that KAB finds it difficult to keep abreast of all the ef forts. Two general practices, however, are known to be spreading widely. 6 Increasing numbers of oil companies and dealers are providing free litterbags which motorists can carry in their automobiles as travel trash receptacles. In cooperation with local organizations, thousands of independent dealers are also installing refuse bar rels where filled litterbags can be deposited. A state-wide achievement noteworthy for wide in dustry support is the Keep Maryland Beautiful pro gram. Beginning with 10 stations in a single town, dealers throughout the state have placed attractively painted drums near gasoline pumps as depositories for refuse, contributing to the reduction of Mary land highway litter by 25 percent. Delaware's Road side Council is receiving assistance from Tidewater, which has put litter barrels at all of its outlets throughout that state. Teamwork in New England In New England, oil companies and service sta tion operators are teaming up with state and local civic organizations backing KAB. Keep Vermont Beautiful, Inc., has the support of leading market ers, who are spotting barrels for debris at 1,200 outlets patronized heavily by tourists. Esso Standard is including anti-litter messages this summer on its "Esso Reporter" radio and TV programs in 18 eastern states. In the New York etc 3q4 7o area, 600 of its stations have been equipped with trash containers in cooperation with local drives against cluttered streets, and thousands of litterbags are being given away. Esso, Gulf, Richfield and Standard of California are among the companies giving direct financial support to KAB. In the Middle West, Ohio is saving close to $200,000 annually in keeping state highways clean, thanks largely to litterbags given out by service sta tions. More than 2,000 litter barrels have been put into use at stations in Chicago, a practice spreading to other communities in the central states. Wiscon sin motorists have received some 50,000 litterbags through gasoline retailers. In metropolitan Detroit, 300 Socony Mobil dealers have supplied 100,000 litterbags to car-owners since April 1. Also in Michi gan, Leonard Refineries stations are providing litter bags and barrels. A typical KAB campaign among southern states is being conducted by the North Carolina Oil Job bers Association, actively engaged in anti-litter efforts. Service stations in Georgia are providing motorists with car trash bags. Oil companies with facilities in Louisiana are among the state's most active anti-litter forces. Members of Texas Service Stations, Associated, are distributing litterbags. D-X Sunray recently distributed litterbags at its Oklahoma outlets. The company also contributed oil drums to be used as trash barrels in Tulsa's Mohawk Park. In scenic Rocky Mountain states like Colorado, Utah and Idaho, oil companies, dealers and others concerned with highway transportation are install ing more roadside and service station travel debris receptacles, as well as giving out litterbags to resi dential and vacationing motorists. Litterbags for travel trash and recep tacles for them are two of oil's biggest contributions to KAB's efforts. ETC 30471 These two Road Birds from Ethyl Corpora tion's national advertising--"The Uncouth Coot" and "The Wild Flicker"--appear on a bulletin board poster which the company is making available to help Keep America Beautiful (see back cover). Help keep our roadsides clean 'f're Spic and Spas who live m the wo Al) day we Mr aad play But we keep oar roadside ody aad dean And we hope youD kaa*e h that *<ust carry trash bag in your car. And keep litter off the street You'll find it* more fan to go for a ride When the roads an dean aad neat Camj a trash bag In qou r ear j Oil companies in the Far West are particularly active. Standard of California has sent anti-litter messages to all its credit card customers and mer chandise accounts. Over a million copies have been distributed so far, featuring two chipmunks, Spic and Span. Their tidy habits are being used also to educate boys and girls via 200,000 posters which the company has provided for public schools. Stand ard's travel information literature and companysponsored radio programs include appeals to dis pose of trash properly when driving. Union Oil recently sent out 400,000 pleas to customers, strongly recommending a rubbish con tainer for every car. Experimental litterbag distribu tion from two Mohawk Petroleum service stations is "having an excellent public reception," the com pany reports. In San Diego, patrons of another oil company are invited by attendants to deposit ac cumulated trip refuse in convenient barrels. A pro gram coordinated with local organizations in Cali fornia has been introduced by Tidewater, in which reconditioned oil drums are being placed beside busy roads to receive trash. In Washington and Oregon, Shell is distributing thousands of litterbags. Shell's women's travel direc tor also includes appeals to keep highways cleaner in her talks before organizations across the country. Supplementary Efforts Others concerned with motorized transportation are among those supplementing the petroleum in dustry's efforts. When drivers obtain licenses and registration plates in an increasing number of states, leaflets are enclosed, advising them to carry litter bags in their cars and outlining penalties for trash tossing. The AAA is one of the strongest national supporters of the KAB program, and is a source of litterbags in more than 25 states. Further support is coming from such groups as the American Association of State Highway Of ficials, individual state highway departments, local traffic-safety authorities, bus companies, jobbers, trucking associations, and societies of oil geologists. There is no question that to keep America beauti ful, everyone must do his part. In the fight against litter, oilmen are not only assisting in general com munity campaigns, but they are stepping up efforts to set still higher standards of cleanliness and neat ness at all their own facilities. # Part of Standard of California's anti-lifter efforts is distribution of posters featuring Spic and Span, two campaigning chipmunks. ETC 30472 A method for expressing antiknock quality of motor gasoline above 100 octane number is tentatively approved \ \ / hen committee D-2 (Petroleum Products ' ' and Lubricants) of the American Society for Testing Materials early this summer tentatively ap proved a method for expressing the antiknock qual ity of motor gasolines above 100 octane number, it was, in effect, extending the octane scale developed by the late Dr. Graham Edgar, former vice presi dent of Ethyl Corporation. Introduced almost 30 years ago, the existing octane scale has been satis factory for motor gasolines not exceeding its maxi mum value of 100 octane number. Developments of recent years, however, have created a problem of how to describe motor fuels of higher antiknock quality. Since 1950, the Research octane numbers of premium automotive gasolines have risen from an average of 90 to one of 97. Several companies al ready are marketing automotive gasolines of super premium quality in excess of 100 octane number. The introduction of these fuels and the desirability of having a common scale for describing the anti knock value of stocks of very high quality have ac celerated the need for extending the octane scale. No Revision under 100 Antiknock values above 100 octane number will, under the proposed new method, be expressed as "octane numbers." At the same time, there will be no revision of the scale or method of test below 100. The octane number of gasolines in that range still will be determined by the percentage of isooctane in a mixture of isooctane and normal heptane which matches the knock intensity of the gasoline being tested under standard conditions in an ASTM single cylinder knock testing engine. While the new method of scale extension is the first one to be proposed by ASTM for standardiza tion for use with automotive gasoline, a method for expressing the antiknock quality of aviation gaso lines above 100 octane number was developed dur ing World War II. This was necessary because the aviation fuels then coming into use could not be A SUMMARY OF THE OCTANE NUMBER SYSTEM With the proposed method of extending the octane scale, the octane number sys tem can now be summarized as follows: 1 Octane numbers below 100 are defined by mixtures of isooctane and normal heptane. 2 There will be no revision of the scale and methods of test below 100 octane number. 3 Reference fuels for testing gasolines above 100 octane number wifi consist of isooctane containing up to 6.0 ml of TEL per gallon. 4 Antiknock values above 100 octane number will be expressed as "octane number." 5 Octane numbers above 100 will be derived from the formula PN* -100 ON =100 + 31 or directly from "knock value" tables. Army-Navy Performance Number (see page 10) 9 ETC 30473 evaluated by mixtures of isooctane and heptane. The system then introduced involved reference fuels consisting of isooctane to which known amounts of tetraethyl lead were added. Under the system, the antiknock quality of aviation fuels was expressed in terms of performance numbers. The performance number scale was developed originally by comparison of the knock-limited power output of a group of supercharged multicylinder aviation and single cylinder test engines, operating on isooctane plus varying quantities of TEL, with their power output when operating on isooctane without TEL. The smoothed, averaged values re lating relative power to TEL in isooctane became the Army-Navy Performance Number (PN) scale. OCTANE MUMBER KNOCK VALUE VS OCTANE NUMBER ABOVE 100 When the antiknock quality of motor gasoline of more than 100 octane number is known in terms of isooctane plus TEL, its actual octane number can be determined from tables, or from graphs such as this. 10 For example, if a given aviation fuel permits as much power output as does isooctane plus 1.28 ml TEL, it is given a rating of 130 PN. One of the characteristics of the octane number scale, little known outside the oil and automotive industries, is the fact that the high octane numbers are relatively larger in terms of engine performance than are the low octane numbers. For example, if fuel economy of a given vehicle was 10 miles per gallon on 56 octane fuel, redesign ing the engine to use fuel of 66 octane number, and keeping performance constant, would increase fuel economy by 1.2 miles per gallon, or 12 percent. Going from 90 to 100 octane in the same manner would be expected to increase fuel economy from 15.5 to 18.3 miles per gallon, or 18 percent. Despite this non-linearity of the octane number scale, the majority of members of ASTM Commit tee D-2 felt that the present octane number scale should be retained. It has widespread use and ac ceptance by the public and industry alike. Acceptance Voted Accordingly, after careful consideration of a number of proposals for extension of the octane number scale above 100, they voted to accept on a tentative basis an extension first proposed by Warren Wiese of the GM Research Staff. This pro posal defined the extension in terms of the existing PN scale by using the formula ON =100 + ^^-122: 3 These new numbers are easily obtainable from ex isting tables relating PN to isooctane plus TEL. New tables for direct conversion can be made easily. The proposed method revisions will be published in the 1956 Standards on Petroleum Products as "Information Only." This confers no "official" ASTM status, but does permit wide circulation of the proposal. The necessary revisions to the Stand ard ASTM Methods D 357-53 (Motor) and D 908-53 (Research) will be supplied as supple ments to the ASTM Manual of Engine Test Meth ods, issued April 1956. Unless there are objections to the proposed extension of the octane scale, it will probably be recommended for adoption as a tenta tive revision to the present standards for publication as a Tentative Standard in the 1957 Standards on Petroleum Products. # ETC 30474 r f* -m \ ... for petroleum products is explained in a new Ethyl film strip * n up-to-the-minute report on the chang/ \ ing farm market for petroleum products, de signed to help oil marketers plan for more profit able selling to farmers, has been prepared by Ethyl Corporation. Copies of the report, which is in the form of a full-color film strip with accompanying commentary, are being made available to oil com panies to use in familiarizing their farm sales per sonnel and dealers with the new exacting require ments of modem powered agricultural equipment. Entitled "The New Farm Market," the 20-min ute presentation points out that there are 15 mil lion engines currently in use by farmers in the United States and that to fuel these engines farmers this year will buy one in every five gallons of motor gasoline sold. For his tractor, truck, passenger car and other equipment, the farmer demands high quality fuels and lubricants of the proper grade and type, the film strip emphasizes. It relates that the day is gone when the farmer's tractor--his single most important piece of equipment--was built on the theory that satisfaction and long life were depen dent upon low-speed, simplicity and mediocre out put. Tractors now are more versatile, efficient ma chines with rigid fuel and lubricant requirements. Since the tractor is the heart of the farmer's pro ductivity, it determines his preference in petroleum products. In many cases, these preferences have their origins in the recommendations and specifica tions included in owners' manuals and bulletins, some of which are quoted in the film strip com mentary. Today, the manufacturer is constantly cautioning the owner to use high quality fuels and high grade oils and greases of unvarying specifica tions, purchased from reliable dealers. The presentation also discusses trends in con sumption of various types of fuels and the eco nomics of operating equipment powered by them. It points out that the farmer's total fuel gallonage has approximately doubled in the last 10 years. Today, nine out of every 10 gallons is gasoline. The full-color film strip goes on to describe the types of diesel fuels, lubricating oils, greases, and special lubricants recommended for use in farm equipment in winter and summer. In its conclusion, "The New Farm Market" reiterates that the market is big and specialized and emphasizes that the oil marketer who wants to im prove his position must work closely with the farm machinery dealer in supplying a full line of high quality products. As supplied by Ethyl Corporation, prints of the film strip can readily be adapted by oil companies to their individual requirements and can be per sonalized with their own materials. x: C .r_c> Which Voter Are You? he conventions are over; the candi Tdates nominated; the issues drawn. Be tween now and November 6, the American voter will be wooed, cajoled, persuaded and urged to vote--preferably the way the candi dates and parties think he should--but at least to vote. The reminder will go out by newspaper, magazine, radio, television, pub lic declaration--by every means possible. Election Day 1956 gives America an op portunity to demonstrate to the world that it practices widely the democracy it proclaims. It gives 100 million citizens a chance to have an active voice in the affairs of their city, state and nation. Unfortunately, however, as our artist has suggested on these pages, experience shows that American voters come in assorted sizes, shapes, varieties and frames of mind. In the next couple of months, you'll have plenty of time to formulate your answer to a very important question: WHICH VOTER ARE YOU? n o'TRAVELING TOM--Far oway onEleicrtio?n 7Day^, he didn't get absentee ballot; can't vote. >9 \ ,s. s\ NONREGISTERED NED-Waits til it's too lote to fine that his name's not .n the book. ETC 30476 TARDY TED--Fully intends to cast ballot, but doesn quite get to polls in time. \ * ETC 30477 Readin, Agricultural magazines supply much of the up-to-date information needed by the modern farmer the AmerJ hen, at the end of a long day, ican fanner finds time to relax in his living room easy chair, the first thing he often reaches for is a farm magazine. And it's no wonder. To be successful nowadays, a farmer must be a composite businessman, engineer, electrician, carpenter, agron omist, chemist and livestock specialist. One of the best sources for the accurate, up-to-date informa tion he needs is agricultural publications. There are, as a matter of fact, no farm subjects that are not covered by articles in the general and specialized farm magazines. They report, among other things, on livestock and grain markets, fer tilizers and rotation, livestock and poultry diseases, field crops, country roads and schools, care and use of farm machinery, farm legislation and taxation, weed and insect control and soil conservation. Surveys conducted by Cornell University, Iowa State College, the University of Minnesota and others interested in the subject indicate that farm 14 magazines probably are the leading source of in formation for farmers. The farmer's wife, too, is an interested reader. In addition to articles designed primarily for her husband, she finds many that help her do a better job as a homemaker. She reads about home im provements, appliances, food preparation, sewing, health, family finances and child care. To round out the completeness of their service to the family, many farm periodicals even include features for the children. Evidence of the popularity of these magazines is seen in their numbers and in total circulation fig ures. There are about 150 agricultural magazines published in the United States, with a combined circulation of over 20 million copies. Since there are approximately five million operating farms through out the country, this means that each farm sub scribes to an average of more than four agricultural journals. These usually include the one national ETC 30478 ! riting and Farming farm magazine, one or two regional ones, the local state farm magazine, and a specialized publication for a particular crop or livestock speciality. The acceptance farm publications enjoy is the result of long years of accurate reporting and help ful service. In many cases, the publications are far more than just informative reading, they are text books and information manuals. Agricultural editors and writers realize the im portance of accurate, up-to-date articles and infor mation. To make sure of telling the farmer what he wants to know, they spend lots of time in the field talking with farmers. In many cases, too, they par ticipate in local, state and national farm activities. In addition, they travel widely, talking with research experts in industry and colleges, with marketing experts, bankers, chemists, machinery manufac turers--everybody in any field of activity that touches their readers. Edifo's' Association The dedication of agricultural editors to their work and to their readers is seen in the stated aims and actual projects of the American Agricultural Editors' Association. Founded a generation ago, this organization's membership includes editors and staff members of more than half of the country's farm journals. Through the pages of their publica tions, AAEA's members concentrate their efforts on improved methods of farming and rural homemak ing. Their basic aim is to "dignify and glorify country life; to accent the `culture' in agriculture." Members of the AAEA meet usually three times a year--in or near Washington, D. C., in the spring; in Chicago during the International Livestock Show in the fall; and at some other key spot in the summer. The summer meetings are not confined strictly to agriculture. Meeting in Detroit last sum mer, for example, editors toured automobile manu facturing plants, visited Detroit Edison to leam about power from atomic energy and spent a half day at a steel mill. Included in their busy four-day program was breakfast and a discussion with Ethyl Corporation research people on the subject of how Ethyl's fuel and engine research benefits mechanization on the farm. This is a subject of prime concern, since the value of machinery on farms, including motor ve hicles, now totals $17.7 billion--$10 billion more than the net investment of the entire steel industry in the United States. To make sure of supplying farm readers with the information that they want, editors and writers spend lots of time in the field. ETC 3 0479 At one of their meetings in Washington, D. C., farm editors were greeted by President Eisenhower. Meeting with Ethyl research people last summer, they heard an explanation of how Ethyl's fuel and engine studies benefit mechanization on the farm. 16 While farm editors and their publications are serving their readers with helpful, informative ar ticles about farm and farm home operations, in cluding the use of the many goods and services de signed for the farm and farm home, their pages are providing an effective advertising medium for manu facturers, producers and distributors of these goods and services. Total farm population may be on the decline, but thanks to modem methods and equipment and a constant flow of information to the farmers, agri cultural production is high and the farm market is a healthy one. Farmers buy 17 percent of the tires sold in the United States, 20 percent of the batteries, and about 20 percent of all the motor gasoline. As a matter of fact, farmers spend as much for petro leum products as for farm machinery--almost two billion dollars a year. Farmers Are Big Customers In the form of machinery, tractors, building ma terials, fencing and other goods, farmers buy seven million tons of steel--roughly the same amount that goes into automobile manufacture. They use 50 mil lion tons of chemicals in the form of fertilizers and pesticides. And they're big customers for just about every other product used in the American home. In addition to telling readers about modem farm ing methods and facilities, the farm press helps re mind manufacturers and distributors of these prod ucts that the farm market is big, that it is growing, and that it is profitable for those who keep abreast of its changing needs. In just one measure of the growing magnitude of the farm market, there were 1.5 million tractors on American farms in 1940; today there are 4.5 million. With 20 million copies of agricultural publica tions going into American farm homes each month and with their degree of acceptance and readership high, these magazines provide an advertising me dium for reaching the farmer that is formidable. The farm press then is doing two big jobs. It is bringing to some five million farm homes the in formation that the farmer and his wife need for the successful, efficient operation of their farm. At the same time, it is enabling manufacturers of the thousand and one products used on the farm to expand their farm markets by carrying effective advertising for these manufacturers. # Ethyl NEWS Purchasing and Traffic Functions Consolidated in One Department A regrouping of several of the operating functions of Ethyl Cor poration went into effect earlier this summer. Under the realignment, the Purchasing and Traffic division J. A. Costello was made a part of a new Pur chasing and Traffic department, under the direction of Joseph A. Costello, vice president. The new department consolidates traffic and purchasing functions formerly handled by sev eral of the Company's departments. C. E. Colvin, formerly director of Purchasing and Traffic for the Manufacturing department, has been appointed to the same posi- tion in the newly formed depart- - ment. All other personnel en- gaged in purchasing and traffic operations were transferred to the new department, and there were no functional changes in c. E. Colvin thejr duties and responsibilities. N. J. Linstromberg Heads Dayton Office Norman J. Linstromberg has been named district manager of the Dayton office of Ethyl Cor poration, succeeding Robert R. Mead, who is on special assign ment at the Company's Central region headquarters in Chicago. n. j. Linstromberg Mr. Linstromberg joined Ethyl in 1941. Prior to his recent promotion, he was a sales representative in Kentucky. A native of Beaufort, Mo., Mr. Linstromberg received his BS degree in mechanical engineering from the University of Missouri in 1941. W. J. Distler in New Sales Posifion Waldemar J. Distler has been appointed manager of sales ad ministration for Ethyl. Mr. Distler has been with Ethyl for 21 years, and has held vari ous sales positions. Prior to his present promotion, he was assist ant manager of sales operations. A native of Cincinnati, Mr. Distler attended the University of Cincinnati and Ohio State University. H. J. Philp Fills Ethyl of Canada Post H. J. Philp has been named sales manager of Ethyl Corpora tion of Canada Limited. Mr. HPhilp, who has been assistant sales manager, took over his new position from Oscar B. Lewis, vice president in charge of sales, h. j. Philp who served as sales manager in addition to his vice presidential duties. Mr. Philp has been associated with the sale of "Ethyl" anti knock compounds in Canada since 1949. He is a native of Ontario and a graduate of the University of Toronto. H. K. Ball is Service and Safety Manager h. k. Boil Henry K. Ball has been ap pointed manager of product serv ice and safety for Ethyl Corpo ration, with headquarters in New York, succeeding the late Levan R. Reck. Mr. Ball has 25 years' experience with Ethyl in various sales and safety positions. A native of Elmira, N. Y., Mr. Ball was gradu ated from Lafayette College with a BS degree in mining engineering in 1927. He is a member of the American Society of Safety Engineers and the Veterans of Safety. John M. Rollins has been named to Mr. Ball's former j m Roiiin. position as chief product service and safety engineer of Ethyl's Southern region, with headquarters in Tulsa. 17 ETC 30481 Industry specialists gain breadth of understanding at road test conference by . . . Cooperating on Research n keeping with its traditional role of working I closely and cooperatively with the oil and auto motive industries on basic problems of mutual in terest, Ethyl Corporation was host early in July to 100 members of the Coordinating Research Coun cil's road test group. Purpose of the conference was to develop a broader understanding of factors af fecting gasoline road test ratings. When the road performance of identical auto motive fuels is measured by different groups at different locations, results sometimes do not corre spond. This apparent inconsistency is due primarily to a number of variables, among them atmospheric conditions, vehicle adjustments and instrumenta tion. The conference gave industry research men an opportunity to discuss these factors and to ex plain to each other certain techniques and influences involved in various testing procedures. The five-day conference at Ethyl's Research Laboratories in Detroit was the first held by the CRC road test group in seven years. Some 37 laboratories in the United States, Canada and Eng land were represented. The cooperative and coordinated approach taken by the conference will help reconcile road test find ings throughout the oil and automotive industries, Leaders in proceedings (clockwise from lower left) were W. F. Ford, Continental Oil, road test group head and meetings chairman; H. j. Gibson, Ethyl, who welcomed the delegates; M. K. McLeod, CRC man ager; G. W. Stanke, Ethyl, confer ence committee chairman; and H. T. Niles, Ford, a session leader. ETC 30482 1 Road fuel tests were made by teams operating cars which began and ended their runs at the Ethyl Laboratories. the CRC believes. Delegates attending were con vinced that the conference achievements will prove valuable when applied to studies already made, as well as to those projected for the future. Knowledge and understanding reached also would contribute to more efficient use of technical manpower. Beginning with automotive industry presentations on the operating limits of their particular vehicles, various engine transmission combinations with their shift-down points and other characteristics were de scribed. Speakers also reviewed checks necessary prior to vehicle operation for fuel rating. Deter mination of maximum knocking condition was em- Inspecting an instrumented car are H. R. Stacey, Esso; Wendell Young, American Motors; Wayne Harrison, Ash land Oil & Refining; and John Foster, Associated Ethyl. Right, oilmen Frank Collyer, of Texaco, and R. H. Perry, of Socony Mobil, discuss a fuel system in stalled in a car's trunk compartment. Below, some of the instruments used for testing gasoline on the road are checked by J. L. Cook, of Gen eral Motors Research. t 7 19 ETC 30483 E. L. Voile, of Ethyl, left, explains a sonic device used in measuring the volume of an engine's combustion chamber to K. A. Raupp, Ford; Grant Wheeler, Tidewater; Wendell Young, American Motors; Glenn Wienert, Ford; Joseph Kovacs, Ford; G. F. Sheppard, British Petroleum; and E. C. Post, Tidewater. 6) `Jtf- ^5 y Engineers used Ethyl's chassis dynamometer rooms for rating fuels, and also inspected laboratory facilities. Similar activities took place at Ford Motor Company. :-X phasized along with the importance of proper pro cedures for each different model. Oil industry addresses covered factors affecting road octane rating, such as temperature, humidity and altitude. Other speeches were about various rating procedures and the effects of fuel composition on knock. A statistical approach to setting up a road performance study was summarized, followed by a discussion of the interpretation and analysis of road octane ratings. A working highlight of the conference was a day of vehicle operation manned by teams of two delegates each. Cars were rated on the road and in the chasis dynamometer rooms of the Ethyl lab oratories and the Ford Motor Company. The test results were analyzed to compare dynamometer ratings, Uniontown and modified borderline ratings and results obtained by different personnel using the same vehicle. Instrumentation used in fuel rating was explained and demonstrated in talks by various laboratory representatives. Five-Man Committee Arrangements for the meetings were made by a five-man committee representing Continental Oil. Ford, Standard of Ohio and Ethyl. Tours of the Ethyl and Ford Research labora tories, as well as social events were included in the program. Sustaining members of the Coordinating Re search Council are the Society of Automotive Engi neers and the API. In general, activities of the CRC consist of research projects which are of mutual interest and importance to the automotive and petroleum industries. # Audiences paid close attention to oil and auto motive industry speakers who discussed testing. 20 etc 30484 Public acceptance rewarded hopeful tension when "Ethyl" gasoline was introduced By Harry Mack Harry Mack, the author of this article, was born in Dayton in 1893 and has lived there all his life. He joined General Motors Corporation in that city soon after completing his education at St. Mary's University (now the University of Dayton). In 1923, upon the formation of General Motors Chemical Company, (predecessor to Ethyl Corporation), he was named business and traffic manager and purchasing agent of that firm. He joined Ethyl upon its formation in 1924. Mr. Mack was named to his present posi tion. marketing advisor to Ethyl's Central region, in 1955. Prior to that, he was manager of the Company's offices in Dayton for 25 years.--The Editor. his was the day we all had been waiting and Tworking for. It was Friday, February 2, 1923, the first day "Ethyl" gasoline was sold. The service station where gasoline improved with "Ethyl" antiknock compound was marketed for the first time was operated by The Refiners Oil Com pany, at the comer of Main and Sixth Streets in downtown Dayton, Ohio. In big red letters, a sign proclaimed "ETHYL GAS, ANTI-KNOCK GASO LINE." The research which had led to the development of "Ethyl" antiknock compound for improving gaso line quality had started in Charles F. Kettering's then privately owned laboratory in Dayton back in 1916. Along the way, "Boss" Ket had sold his laboratory to General Motors and joined that com pany. The later successful stages of the search for a commercially practical antiknock agent were there fore conducted under General Motors auspices. It was purely coincidental that the first person to buy "Ethyl" gasoline on the day it was offered to the public for the first time was a General Motors man. He was F. M. "Mike" Redelle, manager of the local Dayton GM employee recreation center, who was well acquainted with what we had been doing to make gasoline better. 21 With his overcoat collar turned up that dark, raw February morning, Redelle swung his touring car into the driveway about 8 o'clock. All of us con cerned with the new venture were waiting anxiously and hopefully. Literally and figuratively, the paint on the "Ethyl Gas" sign was barely dry. Russell Wells was the laboratory man who spotted Redelle as he drove up to our special gasoline pump. "How are things going?" Mike asked. "Ask me tomorrow; I'll know better then," Wells replied. "We've just got everything set. In fact, you're the first customer." Actually, we didn't have to wait until the next day for our answer. Before the first day was over, motorists were lining up to try our new product. It was a success from the start. But little did those first customers realize their purchases would be the first of billions of gallons of "Ethyl" gasoline to be sold. Neither had those drivers any way of knowing the important part "Ethyl" antiknock compounds were to play in the development of better engines, better fuels and efficient and economical motorized trans portation. Besides Mike Redelle, another first-day customer who was to earn a special place in Ethyl Corpora tion annals was Fred Lewis, transportation super intendent of the Dayton Power and Light Company. As Fred drove into the station, his car was knock ing like the seven Furies. I can't honestly say his car 22 This is how the service station with its new sign and pump looked when "Ethyl" gasoline was first sold to the motoring public by The Refiners Oil Company in Dayton, Ohio. purred like a kitten the moment it left the station, but it wasn't too many miles later before he noticed a decided change for the better. At Dayton Power and Light, Fred Lewis super vised 65 trucks and automobiles. Naturally he was always on the lookout for something that would im prove the fleet's operations and also reduce costs. Because of the difference "Ethyl" gasoline made in his own car, Lewis lost no time in telling O. B. Reemelin, the utility company's general superintend ent, about the new fuel. In due course, arrangements were made with the research laboratory and Re finers Oil to use the Dayton Power and Light fleet to test various experimental and improved mixes of "Ethyl" fluid and gasoline. First Fleet User On June 1, 1923, the utility became the first of thousands of operators of large numbers of motor vehicles to use "Ethyl" gasoline to help solve fleet problems. Dayton Power and Light soon found that the improved motor fuel cut operating and main tenance costs by two-thirds. Of all those interested in the first sale of Ethyl" gasoline, two groups were especially concerned with ETC 30486 "Mike" Redelle, right, first to buy the improved gasoline, was still a regular customer when this picture was taken 25 years later near his Dayton home. Thomas Midgley, Jr., who discovered the antiknock properties of tetraethyl lead used in "Ethyl" fluid since 1923. how motorists would take to this new motor fuel. To the laboratory staff, public response would spell the success or failure of long years of faithful and often heartbreaking research efforts. To officials of The Refiners Oil Company, then the largest inde pendent in Ohio, it was a daring business venture yet to prove its soundness. Refiners Oil had spent weeks making careful ar rangements for the big day. As purchasing agent and business manager of the General Motors Re search Laboratory, I worked closely with the Re finers people. The oil company had ordered a spe cial globe for the pump from which the "Ethyl" gasoline was to be sold, and had the big sign painted to help attract customers. Refiners had chosen its service station at Sixth and Main as the world's first outlet for "Ethyl" gasoline for two reasons: it was centrally located, and it was next door to the com pany's office building. We had planned to start selling "Ethyl" gasoline for the first time on February 1, not February 2. And we would have made it on the first of the month except that Harry Reehl, a Refiners driversalesman, was delayed in delivering his gasoline that day. We had no choice but to put off the initial sale, but at least we got ready. Arthur B. Brubaker, a General Motors chemist, and Charles P. Harding, a laboratory worker, were on hand to blend "Ethyl" fluid with the gasoline after Reehl arrived. That first blending of "Ethyl" fluid and gasoline was far different from the scientific, controlled way in which it is done today at refineries. We put a suitable amount of fluid into the service station's storage tanks as they were being filled with gasoline from Reehl's truck. This was done on the basis of 3 cc. per gallon. Then Arthur Kelsey, the station manager, tested the pump and its glass bowl. An Early Start The next day--that eventful February 2--Bru baker, Harding and Wells were at the station at 6 a.m. to take care of last-minute details. I arrived shortly afterwards, just ahead of most of the Re finers Oil Executives. Four men were officially on duty at the service station. In addition to Kelsey, the manager, there were John B. Handle, assistant manager, and two high school students who were part-time attendants. The station itself had been scrubbed from top to bottom, and the driveway had been swept clean. 23 ETC 30487 It's hard now, so many years later, to describe the tension we all felt. After making so many lab oratory and road tests, we had a new product which we were sure of. There was no doubt in our minds that there could be little progress in automotive en gines until gasoline antiknock quality improved. But would the motoring public buy the new gasoline? We didn't begin to relax and smile at each other until we had had several customers. Then we knew that our novel experiment was off to a happy start. Midgley Enthusiastic None of the laboratory group was more cheered by the way things went than Thomas Midgley, Jr. Under "Boss" Kettering he had headed up the re search which finally resulted in the discovery of tetraethyl lead as an effective antiknock agent, then as now the key ingredient of "Ethyl" fluid. Midgley drove back and forth from the laboratory to the service station at least a half dozen times that day. He asked questions. He talked with some of the "Ethyl" gasoline customers. Now and then he joked with the Refiners Oil officials. The day was a red letter one for us all, but mostly for Tom Midgley. His knowledge, his patience and his understanding had made this new gasoline possible. It was Midgley too who had "sold" Refiners Oil on becoming the first company to market "Ethj gasoline. Dayton Power and Light also became t first fleet consumer through Midgley's efforts. To was just as good a salesman as he was a scientist. Cheered by the success of the first day's sale Refiners a few weeks later introduced "Ethyl" gas line at another of its Dayton outlets, at South Ma and the Cincinnati Pike. On some days, as much . 80 percent of all purchases at the two stations w; "Ethyl" gasoline. By mid-summer, motorists cou buy the new motor fuel at any of the 75 service st tions which Refiners Oil operated throughout Ohi The company became the talk of the oil industry. Before long, other refiners, marketers and di tributors became interested. Success with exper mental sales during the summer of 1923 prompte Standard Oil of Indiana to sign the first formal cor tract for supplies of "Ethyl" antiknock compoun from the General Motors Chemical Company, prec ecessor of Ethyl Corporation. Other major oil con: parties soon became customers too. The new business venture was to have its ups an downs for a while, of course, before "Ethyl" wo full recognition and acceptance. But so far as I ar concerned, the biggest and most important questio mark was erased on that unforgettable day in Da) ton--February 2, 1923. # Recalling the memorable first day's sale at a reunion luncheon a few years ago were former Refiners oilmen W. E. Talbot, R. M. Beard, K. S. Meuche and F. S. Parrott. Standing is Harry Mack of Ethyl, author of this article. 24 ETC 30488 Two of the drums of "Ethyl" fluid outbound for South America are lifted by crane from wharf to ship. Ifc------------- . .- WIMn.l-,, n in - ___ MU, Above, bars of lead are unloaded onto the wharf. Below, the wharf is part of a 350-acre port facility on the Mississippi opposite downtown Baton Rouge. hipments to and from Ethyl Corporation's S manufacturing plant at Baton Rouge, La., were among the first cargoes handled at the Greater Baton Rouge Port Commission's new cargo wharf on the west bank of the Mississippi River when that modem facility was put into operation early this summer. Inbound by steamship and destined for the Ethyl plant was metallic lead, one of the basic ingredients in "Ethyl" fluid. Heading out across the new wharf were drums of "Ethyl" antiknock compound en route to South America. The new 1,400-foot cargo wharf is part of the Port Commission's 350-acre west bank site develop ment opposite downtown Baton Rouge. The site also includes a grain terminal and wharf, a molasses terminal and several large open storage areas, it ETC 30489 ETC 30490 In support of the nation's anti-litter campaigns (see pages 6-8), copies of this poster are being made available as a public service by ETHYL CORPORATION Ethyl News SEPTEMBER-OCTOBER 1956 THE COVER: Off to school --via petroleum. Not only is the modern school bus fueled and lubricated with oil products, it is traveling on a road paved with pe troleum - derived asphalt. For more about the oil in dustry's asphalt road-build ing materials and their im portance in the nation's ex panded highway construc tion program, see "All the Way with Asphalt," start ing on page 8. LET'S START IN HIGH SCHOOL........................1 An approach to the scientific manpower problem "DRIVE MORE" REPORT....................................5 Recapping participation in the program MEETING THE DEMAND......................................... 6 Ethyl announces plans for California plant ALL THE WAY WITH ASPHALT........................8 Expanded use of petroleum paving materials CHARLES F. KETTERING SPEAKS........................12 A message to young Americans ETHYL OF CANADA PLANT ON STREAM . . . 14 New facility goes into production NEW AIDS FOR TRAFFIC CONTROL .... 16 Electronic devices keep things moving COMMON FALLACIES ABOUT FUELS AND ENGINES..................................................... 19 A refutation of some prevalent untruths FUNDAMENTALS ON FILM....................................23 Motion pictures on gasoline and automobiles DESIGNED FOR SALES AND SERVICES ... 25 Vickers' experimental service station CREDITS: layouts ond art direction by Corsten Grande. Photos: Cover, color trans* parency by A. Upitis from Shostal; poges 1 and 2 (left), A. Devaney; poges 2 (right) and 3 (right), Philip Gendreau; pages 3 (left) and 4, Monkmeyer; pages 8, 9 and 10, The Asphalt institute; pages 16 ond 17, Michigan Belt Telephone Co., poge 18, International Business Machines and N. J. Turnpike Authority; page 25, Vickers Petroleum. ETHYL NEWS is 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 motor and aviation gasoline. Edward L. Shea, Chairman of the Board B. Bynum Turner, President William R. Perdue, Jr., Vice President and Treasurer Herbert A. Savage, Secretary Richard F. Cook, Editor, ETHYL NEWS ETHYL NEWS welcomes articles of timely interest submitted from outside sources. Opinions expressed in signed articles are the authors'. Upon request, permission to reprint moteriol appearing in ETHYL NEWS will be granted. 30492 etc The place to begin curing the scientific manpower shortage is in the nation's secondary schools * Mr. Carron is director of employee training and devel opment at Ethyl Corporation's Research Laboratories in Detroit and chairman of the Company's Fellowship and Scholarship Committee. In the field of education, he is active with the Detroit Industry Training Committee of the Engineers Council for Professional Development and the American Society for Engineering Education. Mr. Carron is a graduate of the University of Detroit with a bachelor's degree in chemical engineering and has an M.S. degree in the same field from the University of Michigan. He has served in various capacities with the American Institute of Chemical Engineers, the American Chemical Society, the American Association for the Advancement of Science and the Engineering Society of Detroit. So much has been said and written recently about the shortage of technically trained man power--scientists and engineers--that the problem requires no elaboration to make its seriousness clear. Diversified and coordinated efforts will be required, of course, to resolve a situation with so many complex facets. One of these, upon which it seems too little attention has been focused, is the way in which our secondary schools are involved. The most recent authoritative figures cite an anticipated shortage of 475,000 technical personnel by 1965. But there are dangers in being concerned with number deficiencies alone. We must pay equal attention to the quality and effective use of needed manpower. If we neglect any of these considerations --number, quality or utilization--there will be a telling impact upon the position of the United States as the world's outstanding free nation. 1 ETC 30493 In our logical concern with the colleges and uni versities, from which scientists and engineers move directly into business and industry, not nearly enough is being done to improve conditions in high schools. I am convinced that the roots of the tech nical manpower shortage extend deeply into this level of our educational system. As President John A. Perkins of the University of Delaware has pointed out, high schools at the turn of the century existed primarily to prepare young people for colleges and universities. In more recent times, however, increasing numbers of ele mentary grade pupils have been entering high schools. Today some 80 percent of eligible teen agers are in secondary schools as compared with only 11 percent in 1900. With so many children going to high schools re gardless of their intellectual capacities, the schools' principal responsibility is no longer college prepara tion alone. Secondary school educators are more concerned with preparing teen-agers for adult life. Two-fold Job Our high schools are therefore trying to perform a dual role. This difficult job is being handled with commendable success in some cases. In many others only indifferent results are being achieved through polyglot curricula which attempt to gen erate "an appreciation of human values," coupled with courses in home economics, handicrafts and the like. It is nothing less than frightening to learn that 1,500 high schools stopped offering mathematics and sciences last year on the ground that not enough pupils wanted to study such subjects. We not only should make these and kindred courses required, but we should strengthen, broaden and intensify them. The reasons for this situation are all too clear. Science, mathematics, languages and history are more difficult to teach and to leam than manual skills or subjects intended to cultivate a so-called appreciation for life. This difficulty has important educational values for students, over and above the nature of the subjects themselves. It sharpens acu men, develops intellectual drive and creates satis faction when learning is achieved. College Entrance Difficult Loosely-knit and superficial courses of "study" may all be very helpful for those who want nothing more than a high school diploma, but it is quite a different matter for students with greater educa tional potentials. These young men and women have a great deal of trouble adjusting themselves to a university atmosphere where they are committed to intellectual growth. Getting into college, in fact, often is a serious problem for many who would have little difficulty with better preparation. Admissions officers of in stitutions of higher learning are continually amazed at the deserts of ignorance so many applicants show in college entrance examinations. It is high time for secondary school educators to Science, mathematics and language study sharpen acumen, develop intellectual drive and create satisfaction when learning is achieved, the author holds. give serious thought to a realignment of high school courses, so that young men and women with out standing mental abilities can be given more oppor tunities to complete subjects which will qualify them for more advanced studies. Competent teaching, of course, is an axiomatic necessity if technical subjects are to be taught effec tively--if they are to strike sparks of interest and inspire students to put forth their maximum efforts. In fact a basic reason why half of the nation's eligible high school graduates do not choose careers in science and engineering can be traced to a lack of good instruction. On the other hand, there is plenty of evidence that high school graduates who complete technical courses in college do so because they have been motivated and encouraged by good high school teachers. In other words, there is a di rect correlation between the secondary school teach er situation and our dwindling stream of scientists. Teacher Shortage Teachers are in such short supply that the total demand for new ones is estimated at 200,000 dur ing the next decade. Last year our colleges and universities graduated 57 percent fewer men and women qualified to teach science and 51 percent fewer certified mathematics instructors than they did five years ago. It is obviously impossible to expect high school students to get a better foundation in technical fields unless this trend is reversed. How shall we attract and keep enough good teachers? For one thing, teachers must be paid more ade quately. They also must be accorded greater recog nition and respect in their communities for the invaluable work they are doing. Fortunately, en couraging progress is being made along these lines in many instances, but we still have a long way to go. More teachers will be forthcoming only with sufficient inducement. Experiment at Columbia By awarding fellowships for advanced study to high school science teachers, Ethyl Corporation is among the companies taking positive measures to help strengthen secondary school faculties. In this connection, a particularly interesting experiment has been started at Columbia University Teachers College. Fellowships are bringing instructors there from teachers colleges all over the United States. These men then return to their own institutions to apply their increased knowledge within their own departments and to establish workshops for high school science instructors. Providing teachers with a better opportunity to educate students is a highly desirable way in which to make the profession more attractive. As things are, however, far too many extra-curricular respon sibilities are demanded, requiring time and effort which should be directed into teaching channels. Too much is expected of these dedicated men and women in other respects as well. As a result, we are turning them into proxy-parents. Mothers used to take pride in teaching their daughters how "Competent teaching . . . a a necessity if technical subjects are to be taught effectively--if they are to strike sparks of interest and inspire students . . to cook, sew and keep house. Fathers shared the pleasure of showing sons how to use simple tools, to fish and the way to play baseball. Modem parents seem to leave all this to schoolteachers, and what the teachers can't handle is left to baby-sitters and the television set. A teacher on one end of a log and a student on the other may be an outmoded concept of a school's essentials, but I still maintain that too much empha sis is being placed upon physical plants and their accoutrements. If we take a good look at a typical modem high school, it will be obvious that much more money has been spent for the gymnasium, swimming pool, hobby shop, domestic science fa cilities and theater than for classrooms, laboratories and the library. Misplaced Emphasis In helping to solve still another problem, parents should encourage their teen-age children to develop individual thought and personality, instead of fol lowing the crowd. We have set a poor example too in helping teen-agers establish an intelligent set of values. A great fuss is made over star athletes, the leader of the school band, and the queen of the senior class carnival. I am afraid that no compar able applause is given the student with outstanding grades, the captain of the debating team, or the boy or girl who wins a prize for excellence in chemistry, physics or mathematics. One of the most inexcusable oversights on the part of adults is pointed out by President James R. Killian, Jr., of M.I.T., who urges redoubled efforts to bring home to the new generation an awarenes and appreciation of the innumerable ways in whic science and technology are contributing to mar kind's welfare and progress. Here is a golden opportunity for business an industry to do much more than they have alread to encourage embryonic specialists. Stronger rels tionships with secondary schools are overdue. Industry's Help Needed There is a crying need and ample opportunity fc the businessman to assist with vocational guidanc efforts, for one thing. Business-Industry-Educatio days are all too few and sporadic. We need more c them, for the fullest possible discussion amon teachers, students, and those who man the nation plants, offices and laboratories. There is enormous potential value in showin schoolboys more of industry's excellent films an in distributing company publications strategically Tours of refineries, plants, laboratories, researc centers and other facilities will open the eyes an kindle the imagination of many a high school stu dent. These and similar efforts will go far towar convincing him that "dull" technical subjects lea< to an excitingly worthwhile future. Once we have shored up the weak places in th nation's high schools, colleges and universities wil be in a far better position to obtain larger number of likely candidates for further technical specializa tion. Only then can institutions of higher learnin; make more effective inroads on the scientific man power shortage. # "Tours of refineries, plants, lab oratories . . . will open the eyes and kindle the imagination o many a high school student." Reprints of the foreeome ar ticle will be supplied free upon request. Simply write to the Public Relations Depanment. Ethyl Corporation. 10U Park Avenue, New York 17. N. Y. ETC 30496 "Drive More" Oil, automotive and allied companies participate in promotion a Thrive More--it gets cheaper by the mile!"-- LJ Ethyl Corporation's unique market expan sion program for oil, automotive and allied indus tries, shifted into high gear this year, a cumula tive study of the promotion shows. During the 1956 season to date, some 60 oil, au tomotive and allied companies, spearheaded by Ethyl, have participated in this successful promotion to demonstrate to America's motorists that the au tomobile is the greatest "magic carpet" man has ever known, and that the more a car is driven, the cheaper its operation by the mile becomes. "Drive More" in turn has benefited the oil and automotive industries in five important ways. It has: (1) Provided a common advertising-promotion theme, particularly for those companies whose budgets for this purpose are somewhat limited; (2) Helped stimulate the thinking of the oil in dustry toward developing programs of their own of a similar nature; (3) Presented the "Drive More" story to mil lions of motorists through Ethyl's advertising and promotion; (4) Attracted support for the overall program from allied industries; (5) Performed a real public service for the oil industry by pointing out that the cost of gasoline and oil is a relatively small item in total car operat ing expense. The program has been carried to the motoring public at every level of mass communication. At the national level, "Drive More" advertisements have appeared in leading national magazines. At the local or grass roots level, "Drive More" has been taken to the driving public through the media of daily and weekly newspapers. A special eight-page supplement distributed in April has ap peared completely or in part in more than 150 newspapers ranging geographically from Middletown, Conn, to Anchorage, Alaska, and Auburn, Calif. Editorials and special features on the "Drive More" theme have appeared in another 200 news papers and periodicals. The 60 participating companies, the majority in the oil industry, have spread the "Drive More" idea through television, radio, newspapers, bulletins, banners, posters, house magazines stories and per sonal contacts. Since the inception of the promotion in 1955, nearly 500,000 pieces of display material have been ordered from Ethyl Corporation by par ticipating companies. The promotion has urged motorists to take advantage of their car's bargain miles and has pointed out the comfort, convenience and fun of the automobile in visiting interesting places.# 5 ETC 30497 Meeting the Demand Ethyl to build plant in California as latest step in nationwide program to keep abreast of oil industry's needs for its products WILMINGTON (TERMINAL) ^ n continuing its program of nationwide expan I sion to keep abreast of the oil industry's require ments, for "Ethyl" antiknock compounds, Ethyl Corporation has announced that it plans to build a new manufacturing plant in California. The pro posed facility will be located in the San Francisco Bay area and will be large enough to serve the growing needs of the Pacific Coast oil industry for "Ethyl" fluid. This latest increase in Ethyl's manufacturing ca pacity is further evidence of the need for "Ethyl" antiknock compounds in modem gasolines. It comes at a time of continued demands for increasing quan tities of motor fuel of higher antiknock quality and follows an announcement Ethyl made last May that it had acquired property near Joliet, 111., as a site for a midwest plant. In announcing the new California plant, E. L. Shea, Ethyl's board chairman, said: "We are carry ing forward our long-range program of establishing new antiknock compound manufacturing facilities for two reasons. One is to locate plants in major re fining areas throughout the country as required, in order to be of increasing service to our customers. The second is to achieve a further dispersal of anti knock compound manufacturing plants and supplies in the interest of national defense." Each succeeding year since World War II has brought progressively greater calls for gasoline of ever-increasing quality. Mindful of its key role in helping oil refiners meet these calls and of the im portance of its antiknock compounds to the petro leum industry and the nation's economy, Ethyl Corporation has invested over $125 million in plant expansion and improvement in recent years. This expansion has more than doubled its manufactur ing capacity. First major step was taken in 1947 in answer to postwar demands when an extensive undertaking was launched at Ethyl's plant at Baton Rouge, La. This two-year program involved not only the con struction of new facilities and equipment but also the enlargement of all the diverse operations in volved in the production of "Ethyl" antiknock com pounds. It brought the production capacity of the plant--already the largest of its kind in the world --to a new high. Storage Terminals and Rail Sidings To provide further supply facilities for customer oil companies, Ethyl in 1948 built storage and dis tribution terminals for its products on the East and West Coasts, at Edge Moor, Del., and Wilmington, Calif. These terminals, which subsequently have been enlarged, serve as additional sources of "Ethyl" fluid for refiners, especially on short notice. Stra tegically located near large refining areas, they dis patch deliveries by tank car and tank truck. Both terminals in turn are supplied from Ethyl's manu facturing plants at Baton Rouge and Houston. 6 ETC 30498 Another Ethyl supply service is the maintenance of rail sidings to speed emergency shipments. A number of new sidings have been added recently and now a rush order for a tank car of "Ethyl" fluid can be delivered faster than ever. Ethyl's Houston plant, second of the Company's two completely integrated manufacturing plants in the United States, was built in the early 1950's. Lo cated on the Houston Ship Channel, in the midst of the great Gulf Coast refining area, this plant in creased the Company's rated productive capacity at that time by approximately one-third. It provided an additional source of antiknock compounds when the Korean war, the demands of national defense and increasing civilian consumption were calling for larger quantities of high quality gasoline. With further needs for still more of its product continuing, Ethyl launched a 12-month program of expansion of manufacturing capacity at both the Baton Rouge and Houston plants in 1954. This program provided another increase in the Com pany's over-all manufacturing capacity. A domestic source of antiknock compounds--the first in the history of their industry--became a re ality for Canadian oil refiners late in September this year. Then, Ethyl Corporation's subsidiary, Ethyl Corporation of Canada Limited, put into produc tion its new manufacturing plant at Sarnia, Ontario. Designed especially to provide ample supplies of "Ethyl" fluid for refiners in Canada, the plant is now serving gasoline manufacturers throughout the provinces (see pages 14-15). Conveniently Located The recently announced California plant, which will incorporate the latest technological advances developed by Ethyl through its long experience in antiknock compound manufacturing, will again in crease supplies of "Ethyl" antiknock compounds for oil refiners. Located in the San Francisco Bay area, it will be readily accessible to both land and water transportation. It will be in a convenient posi tion to direct shipments to refiners throughout the Pacific Coast area. # t ETC 30499 ALL THE WAY WIT1 Petroleum paving materials play an increasingly imp< By Stanton P. Nickerson twice the amount of asphalt used last year and wil result in a total consumption of some 128 millior ith the country preparing to launch the big tons in a 13-year period, according to estimates b; Wgest highway building program since the the Bureau of Public Roads. horseless carriage lifted us out of dust and mud and Why is this heavy petroleum product used sc put us on hard surfaced roads, the petroleum indus widely and why will so many more roads of the try anticipates a greater-than-ever demand for as future be built of it? phalt paving materials. In the coming years, oilmen Asphalt's present popularity and expanding fu not only will fuel and lubricate automotive vehicles ture in highway construction is firmly rooted in a but also will supply, more than ever, the products preference already established throughout the coun to build the roads on which the vehicles run. try. Eighty percent of all paved thoroughfares in the Mile after mile of the expanded and improved United States today are covered with the smooth interstate highway system provided for in recently black material. More than 90 percent of all primary enacted federal legislation will be paved with construction since 1954 has been of asphalt. asphalt. Asphalt has a number of distinct advantages. Through 1967, more than 10 million tons of Highways made from it are less expensive to build bituminous paving materials will be used annually, and maintain. They can be laid rapidly and used with the peak demand expected about 1960. This is immediately upon completion. Their strength and durability are unequaled by other paving materials. Asphalt roads have ideal driving properties and provide maximum safety conditions. Since the late 1920's, 80 percent of all commer cial asphalt has come from refineries. Asphalt re mains after gasoline, solvents, kerosene and oils have been processed from petroleum. To make some kinds of paving materials, these lighter frac tions are recombined with heavier asphaltic residues. By far the largest proportion of all asphalt pro duced--68 percent--is used for highway purposes, but it is also used in roofing materials, insulation, floor coverings, metallic rubber for tires and battery cases, waterproofing preparations, paints, binders and laminated paper. One major oil industry manu facturer currently makes and ships asphalt of 60 different types and grades. The material is best described as a family of petroleum industry products rather than a single one. The liquid types--cutbacks and road oils-- contain asphaltic components combined with vari ous kinds and proportions of lighter oil fractions. Emulsified asphalt consists of the product suspend ed in chemically-treated water. The least viscous and hardest forms are known as asphalt cements. Used largely to pave most of our finest traffic arteries, the cement types have been employed or recommended for the asphaltic concrete surfaces of such existing and planned projects as state turn pikes from Maine to Oklahoma and from the Pacific northwest's Tacoma-Everett Turnpike to Florida's latest superhighway. A cursory spot check across the nation shows asphalt selected for modem thoroughfares like the Garden State Parkway in 9 ETC 30501 New Jersey, the Kansas Turnpike, the freeway sys tem of Los Angeles and Texas' new North-South Turnpike. In the roads of the future, the greatest potential demand is for asphaltic concrete. Road oils and cutbacks have an important place as sprays for rural or lightly traveled routes, largely to serve as dust-layers and to help preserve hardpacked bases. These oils also are used to prime surfaces, for surface treatment of existing roads, and in preparing various mixes. Emulsified asphalts are being used in increasing quantities. They have applications for penetration, seal coating and surface treatment. Many different mixes are made with emulsion which can be laid mechanically to build roads intended for light to moderate vehicle capacities. All kinds of asphalt roads have a basic advantage because of a principle developed more than 100 years ago by John Loudon McAdam, a Scotsman. He pointed out that native soil carries any high way's load. All that is required, he said, is to keep this soil dry and stable. McAdam rebuilt England's roads from the ground up, with drainage, and surfaces of broken stones. Then he spread a coating of limestone dust wetted down to form a crude, waterproof cement. The most significant difference between the first "macadam" roads and today's heavy-duty highways is the use of asphalt as the cementing agent, a superior all-weather binder. At the same time, a wider variety of "aggregate"--crushed rock, slag, gravel or sand is combined with the asphalt--the kind of aggregate depending upon the type of road being built. Highway engineers agree that a top layer of asphaltic concrete, ranging from approximately two to four inches thick, when combined with suitable aggregate, provides ample waterproofing and other desirable properties for the surfaces of major roads. Sometimes lighter asphalt materials are applied to the layers of crushed rock or gravel underneath the surface. Just as McAdam's first roads yielded slightly under carriage and wagon wheels, today's heavyduty asphalt highway surfaces have a practical flex ibility. Vehicle weights are transferred and dis tributed among cushioning aggregate layers below and ultimately to underlying soil. Retains Resilience Its elasticity is among the principal reasons why asphalt stands up so well for long periods Instead of cracking, chipping and settling like rigid pave ments often do, even the hardest grades of asphaltic concrete retains their resilience. Even when roads of any kind succumb to in evitable wear and tear, resurfacing is achieved quickly and economically with asphalt, regardless of the materials used for the original pavement or their condition. A new topping contributes to desir able driving conditions and road durability. Thou sands of miles of worn-out slab-cement pavement In oddition to its extensive use on roads and highways, asphalt also is widely used in paving parking lots. *$5:3 ETC 30502 i KULtum A^rnMLi CHART ," other ">. saxwoum* -L. usamacre . - :. - > .;; ... ' .;:< XOABCOLS XBBOSBKB CUTBACK ASTBAXTS SASOLDZB (NATBTEA) CUTBACK ASBDUTS JEXCUZSlPltil) _______ ASTBAZTC \ wnaar :'?'j*j t.-^A.-^iaa^swern-^nf--TTir-~ 'iTTin^^^^^^'^miiTargriyrr" in'fi Asphalt remains after gasoline, solvents, kerosene and oils have been processed from crude petroleum stock. have been repaired and restored in this way, includ ing 100 of the original 160 miles of the Pennsyl vania Turnpike. Practical highway department officials are alert to cost reductions made possible by the dark and heavy petroleum product. The New Jersey Turnpike was paved in 1952 with heavy-duty asphaltic con crete for well over $5 million less than Portland cement would have cost, or a saving of $46,000 per mile. Another comparison in California shows a $78,000 per mile economy in favor of asphalt. Maine reduced its bill for turnpike extension by $970,000 when asphalt was chosen. Maintenance Savings On primary highways accommodating heavy traffic, the initial saving is only the beginning. In a survey of 10 states the Oklahoma Turnpike Author ity found that maintenance costs averaged $222 per mile for asphalt as against over $240 for rigid slab paving. Other comparisons show greater savings. Still another advantage asphalt offers in road construction are the possibilities for so-called "stage construction." Since even the most astute engineers cannot always estimate future traffic loads, pave ment is laid to accommodate present needs. Then if traffic volume increases, the road is simply rein forced by superimposing new layers of aggregate and asphalt. If traffic does not warrant reinforce ment, needless expenditures for heavy-duty surfac ing have been eliminated. Asphalt surfacing also is a valuable contributor to safe driving. Its dark color absorbs distracting glare and increases the speed with which snow and ice melt, and its texture helps prevent skidding. White lines also stand out more clearly when painted on asphalt than on lighter surfaces. Roughness tests from Maine to California have shown that the shock-absorbing resilience of asphalt insures a quieter and easier ride. This means less wear and tear on the car and driver--critical factors in accident reduction. It is significant that the nation's safest major artery is the Garden State Parkway in New Jersey--paved with asphalt. The versatility of asphalt grows by leaps and bounds, thanks to a happy combination of its in trinsic potentials and progressive research con ducted by the petroleum industry and the Asphalt Institute, which maintains headquarters and exten sive laboratories at College Park, Maryland. Spon sored by more than 50 firms here and in other countries, the Institute's members include principal oil companies, their subsidiaries and related asphalt enterprises. # CHARLES F. KETTERING -- The Dean of America's invenlors -- inventor of the self-starter . . . instrumental in the development of anti-knock compounds, high compression engines, four wheel brakes and safety glass. Now 80, "Boss" Kettering is still active ... as a General Motors research consultant... exploring ways to utilize solar energy ... as a co-founder of the Sloan-Kettering Institute for cancer research. TODAY UNLIMITED OPPORTUNITIES are open to inquisitive young Americans ivith a higher education in science and engineering! It is the hope of America's oil men and women that Mr. Kettering's words will encourage more young Americans to prepare themselves now--while they are in high school--for careers in the exciting ivorld of science and engineering. To help America build a better Tomo THE AMERICAN PI ETC 30504 * Charles F. Kettering Speaks to Young America: Start Now To Make America's Progress Your Profession An important message from a great American "When a man's life has been a great and wondrous adven ture, he often looks back in search of the turning point-- that single moment which opened the door to his great adventure. For me that moment came more than 60 years ago. in a small Ohio school house, when an enthusiastic country school teacher awoke in me a burning interest in the fascinating world of science. He ignited a spark that led me to a wonderful and rewarding career in automotive engineering, in basic scientific research and now in the battle against cancer. "As rich as my life has been, today's exciting era of rapid discovery and almost unbelievable technological progress offers young people with inquisitive minds -- and a good education -- scores of richlv rewarding opportunities that were not even dreamt of in mv vouth. One Thomas Edison in a generation is no longer enough to sustain our kind of progress --todav we literally need thousands of well-edu cated voung people with the kind of vision, imagination and courage that took Edison on his lifelong conquest of the unknown. "This is whv I am constantly urging boys and girls to go on to as full an education as possible--not only in sci ence and engineering, but in the arts, the social sciences, the humanities or any other field that fits their talent. "Right now, however, I am frankly trying to guide as many youngsters as possible toward science and engineer ing--not only because these fields have been so good to me --not only because present-day America offers such wonder ful opportunities in these fields, but because a very real shortage of young scientists and engineers exists today. "The number of engineers and scientists now being graduated is barely enough to cover replacement require ments. But at our rate of progress, the needs of industry, government and education are skyrocketing every day. "This is why America's greatest need is also your great est opportunity! We are looking to you and to every boy or girl who has ever dreamt of inventing a better automobile engine ... of building a magic kitchen ... of curing a dread disease ... of harnessing a new source of power ... or of searching for the riches lying under land and sea. "But remember, only you can make these dreams come true! You must start right now--by working hard on your High School course in mathematics, chemistry, physics or biology --if you want to take your place as one of the ad mired and respected scientific leaders who will guide us all to a better tomorrow. "Take it from an old engineer --making your country's progress your profession is an exciting and rewarding way to spend your life." To America's Parents -- Here's What You Can Do: 1, When you talk to your children about the future -- stress the need for a higher education. 2. Because of the special need and opportunity for scientists and engineers, encourage your youngsters to take mathematics and science courses early. Encourage their interest in scien tific hobbies. 3* At your PTA and other civic meetings, ask these questions: Are adequate mathematics and science courses available in your local schools? .Are there enough qualified science teachers? 4 To see what great opportunities are available in just one industry--the oil industry--write for the free booklet, "Careers in Petroleum," to: American Petroleum Institute, Box 21, 50 West 50th Street, New York 20, N. Y. vthis message is brought to you by 'ROLEUM INSTITUTE SIJ Charles F. Kettering, author of the important mes*9 sage that appears on these pages, was the first presi dent of Ethyl Corporation and has been a member of its board of directors since the Company's founding. His thoughts on interesting young people in careers in science and technology relate directly to the article, "Let's Start in High School," on pages 14 of this issue.--The Editor. ETC 30505 domestic source of antiknock compounds-- tory facilities. The consolidated non-process build A the first in the history of the Canadian oil in ing provides space for administrative, supervisor} dustry--became a reality for refiners north of the service and engineering offices; shops, stores an border late in September. Then, the new Ethyl vehicle shelter; change house; laundry; lunch rooir Corporation of Canada Limited plant at Sarnia, and medical section. Ontario, went into production and started shipping A feature of the plant is more than $500,00 "Ethyl" fluid to gasoline manufacturers through worth of special anti-pollution equipment. out Canada. Completion of the Ethyl of Canada plant, latest Produces TEL settler in Sarnia's rapidly expanding "Chemical Initially, the Ethyl of Canada plant is purchasin Valley," ends for Canadian oil refiners years of re the chemical intermediates required in its manu liance on sources outside the country for antiknock facturing processes. It is, of course, producing it compounds. It also marks another forward step in own tetraethyl lead, the active ingredient in "Ethyl the expansion of the oil industry in Canada and antiknock compound. This is made by reacting contributes to the country's overall industrial lead-sodium alloy with ethyl chloride. The tetraeth} growth. lead is then blended with ethylene dibromide am The Ethyl of Canada installation is the most ethylene dichloride to form the finished product. modem antiknock compound manufacturing plant Shipments of "Ethyl" fluid are going out to re in the world. Occupying approximately one-third finers in Ethyl of Canada's own specially designee of a 100-acre tract, it consists primarily of two and constructed railroad tank cars. With these main buildings plus storage and handling facilities shipments originating at Sarnia instead of fron for raw materials and finished "Ethyl" antiknock points in the United States, a minimum of two day compound. It is located conveniently for highway transit time is being saved to all Canadian refinerie and rail transportation, and for water transporta and rail shipping times to some refineries in tht tion on the St. Clair River. Western provinces is being slashed a full ueek. The central process or manufacturing building houses alloy, ethylation, purification, blending, lead recovery, refrigeration, air compression and labora- The first shipments of antiknock compound leave the new Ethyl of Canada plant er route to customer company refineries. 14 etc 350s fCanada Plant on Stream Between 100 and 110 people are employed at the plant, most of them residents of the Sarnia area. The exceptions are about 12 key supervisors who were transferred to the plant on temporary duty from Ethyl Corporation manufacturing plants in the United States. Later this year, as soon as they are adequately trained and experienced, local em ployees will assume some of these positions. A training program for local employees was started two months before the plant opening. This enabled them to report for work at the usual time on opening day and begin producing "Ethyl" fluid. Ethyl Corporation of Canada Limited, which owns the plant and markets and services its output, is a nationwide organization with headquarters in Toronto. In addition to the manufacturing plant, the Company has a sales organization with repre sentatives in or near the country's leading refining centers. Alan C. Tully is president of Ethyl of Canada; Oscar B. Lewis, is vice president; and H. J. Philp, sales manager. Robert T. Edgar is manager of the new manufacturing plant.# Alan C. Tully President Oscar B. Lewis Vice President H. J. Philp Sales Manager .fa. Yi Robert T. Edgar Plant Manager 15 ETC 30507 a mm NevrAii Television cameros mounted at van tage points picture traffic conditions on key roads during peak periods. Situations are viewed in monitor rooms and control orders issued. By Ellis Haller Electronic equipment helps speed the flow of vehicles on the nation's roads and highways 16 /f lectronic-age developments are becomir E increasingly important in the construction an operation of today's super-highways. Radar devices check drivers' speeds and enfon traffic regulations. Closed-circuit television talli< autos on the road, spots rush-hour jams and locatt accidents or disabled cars. Electronic axle-counte and tabulating equipment total up the number ( vehicles using toll roads daily. A new electron! scale weighs trucks while they're in motion and prr vides a punch-card tally of the weight for toll-taker: These are just a few of the ways traffic engineer are using off-beat types of equipment to help spee the flow of autos and commercial vehicles on th nation's highway network. Such devices will com increasingly into play as construction gets unde way on the vast new highway modernization pro gram Congress recently authorized. One of the most promising control plans is nov being tested in Detroit, where television cameras se up at regular intervals along the city's Ford anc etc 30b0& for Traffic Control Lodge expressways monitor traffic during peak travel periods. The cameras are hooked up with a monitor room equipped with viewing screens, re mote controls for operation of the cameras, and special phone lines to the police dispatcher. The TV cameras are equipped with "zoom" lenses. These enable the camera to switch auto matically from the general traffic picture to closeups of a small portion of the scene. When an engi neer watching the flow of cars sees the line coming to a halt, he switches the camera over to a trouble man who "zooms in" on the scene to see how serious the situation is. Depending on what's happened to cause the delay, the trouble man calls by radio telephone for tow trucks, police, ambulance or fire apparatus. He also puts expressway traffic signals into operation to slow or stop cars approaching the trouble spot. Recent demonstrations in Boston have shown how this new TV technique can be used in oper ating parking lots. From a vantage point atop a building, the camera lens zooms down to see what's causing a slow-up in parking or an entrance or exit jam. Often the remotely-mounted camera spots vacancies in the lot that attendants on the ground can't see readily. Television installations also are being used to monitor major street crossings, to determine proper traffic signal settings. Mounted at turnpike tollbooths, they scan passing cars and spot drivers who may try to evade automatic toll collectors. Other electronic devices besides TV are coming into traffic control use. In New York and Chicago, for instance, installations which, through a central dispatcher, will remotely change traffic lights at specific intersections as traffic loads change are be ing tried. Near the village of Philadelphia, N. Y., experiments are being carried on with warning sig nals on curves and other dangerous highway sec tions. The signs are actuated to flash a warning sig nal by traffic moving at excessive speeds. Signs Warn of Hazards Signs which can be remotely controlled by radio are now being tested. They are constructed with multiple messages, any one of which can be picked to suit the special need. For example, motorists can be warned of snow, ice, fog, accident, construction operations or other hazards that may lie ahead. All that's needed is to press a few buttons at head quarters, and the desired message is automatically lit up or exposed. Automatic tabulating equipment, hooked up to miniature "electronic brains" keeps accurate records of the number of cars and trucks using toll roads and turnpikes, as well as recording the proper rev enue associated with this traffic. At the end of a day's operation, these data are taken from recorders at each interchange, along with the toll tickets and revenues, and fed into automatic machines at a centra] auditing point. Within seconds, there's a 17 ETC 30509 total vehicle count and also a total revenue figure. Elaborate mechanical and electronic safeguards control the toll-collection systems on many turn pikes. A single collector on a busy lane may take in $500,000 a year. His accuracy is assured by a me chanical brain or entrance-validating machine. The toll-taker presses buttons to indicate the type of vehicle and the number of axles passing his booth. But the machine takes over from there. Automati cally, it adds a serial number to each toll ticket, stamps on the exact time, marks the attendant's identifying key number, and marks the interchange and lane number. Simultaneously, all the same data is transmitted to a recorder located in the toll au thority's main building or field office. The use of two-way radio in highway mainte nance and operation is now accepted practice by Automatic tabulating equipment hooked up to minia ture "electronic brains" keeps accurate records of the number of cars and trucks using toll roads. more than 200 highway departments, according t. A. C. Clark, deputy commissioner of the U. S Bureau of Public Roads. Says Mr. Clark, "This has emancipated engineer from desk routine and decreased the number of cen tral office engineers needed for field liaison work The engineer at all times has complete control o activities under his jurisdiction, and the whole or ganization has become a coordinated flexible team. Under the speedy communication setup two-wa radio provides, mechanics can reach equipment tha breaks down in the field and get it back in servic more quickly than formerly was possible. Publi relations are improved because complaints can b handled more satisfactorily than before. Signs reading "Speed Electrically Timed" an. "Speed Checked by Radar" are becoming increas ingly familiar to motorists on many of the nation' arteries and on patrol cars as police officers tai electronic sources to enforce the law and promot highway safety. Electronics in Construction Long before new roads are built, complicate, electronic "brains" are put to work surveying routes plotting roadways, curves, grades and slopes an. readying the land for construction. Aerial camera help lay out highway lanes and electronic meter swung from planes measure the depth of top soi and gravel lying over rock formations. In such ways as this, and in countless others highway engineers are putting to use devices an. techniques little-known to the average motorist, t help assure his enjoyment of the smooth, high-spec, expressways of tomorrow.# 3" 18 ETC 30510 Common Fallacies about Fuels and Engines SteW>*2S*v>s*='. - Some of the erroneous statements often made about gasolines and automobiles and the facts which refute them utomobiles and their performance for years A have been favorite topics for discussion when ever and wherever groups of men get together. In F2ZEMZUJMT these conversations the talk usually gets around to fuels and engines. When it does many fallacies often are discussed as facts. This is because pet theories FALLACY: High octane gasolines raise the oper ating temperatures of engine parts, thereby tend ing to cause the engine to "burn up." based only on opinions and hearsay have been re FACTS: Modem automotive gasolines of both peated so frequently they have become accepted as premium and regular grades have practically iden truths by many people. tical heating values--approximately 115,000 BTU Some of the fallacies undoubtedly arise from per gallon. Moreover, there is no predictable corre the fact that there are still unsolved mysteries about lation between heating value and octane number. automobile engine performance. Others are the Therefore if the design or operating variables of an products of wishful thinking or are attempts to dis engine--such as compression ratio, spark advance credit engine manufacturers and gasoline refiners. and fuel ratio--are held constant, switching to a Still others may be based on conditions which no gasoline of higher octane number will not produce longer exist. any change in operating temperature unless the en This article fists some of the most common of gine has been knocking. In this case the operating these fallacies and points out the facts in each case. temperature actually will be reduced. 19 ETC 3051 HICxH OCTjmB of power, in order to permit use of a gasoline c given octane number. In this case, use of a gasolir of a higher octane number will permit the spark t be advanced toward the optimum setting, thereb raising engine output and improving fuel econonr Moreover, the availability of gasolines of hight octane number, with their greater ability to resi: knock, permits the engine designer to secure moi power and better fuel economy by raising con pression ratio, or to achieve higher engine outpi by improving volumetric efficiency. FALLACY: High octane gasolines are more dan gerous than those of low octane number. FACTS: All gasolines, of course, must be treated with respect and proper safety measures must be observed. However, the ignition tendencies of a gasoline have no direct relation to its octane num ber. Instead, the likelihood of explosion is related to the ease with which the fuel evaporates in air, since gasoline must be vaporized and mixed with air in order to ignite. Since there is no correlation between the volatil ity and the antiknock values of gasolines it follows that octane number does not provide a basis for determining potential fire hazard. FALLACY: Use of a gasoline of higher octane number in a nonknocking engine will automat ically result in greater power output. FACTS: The power produced in an engine is a function of many factors, including compression ratio, volumetric efficiency or breathing capacity, fuel-air ratio and spark advance. Each of these fac tors has a bearing on the presence or absence of knock, since variations directly affect the peak temperatures and pressures attained within the combustion chamber. If an engine is designed and/ or adjusted to develop its peak performance with out knock or detonation on a fuel of a given octane number, use of a gasoline of higher antiknock qual ity will not result in more power unless the engine is adjusted to utilize effectively the additional quality. For example, it is sometimes necessary to retard the ignition timing of an engine, with a resultant loss 20 FALLACY: "High test" and "high octane" mea the same thing, , both referring to the antiknoc quality of gasoline. FACTS: These terms describe two entirely differ ent qualities of gasoline. "High octane" means that the gasoline has hig) resistance to knocking when burned in the com bustion chamber of an engine. On the other hanc "high test" refers to the volatility or distillatio; characteristics and means that the gasoline vaporize over a relatively low range of temperatures. Prior to about 1930, a premium price was askc for gasoline of carefully tailored, lower boilin range, and it was described as "high test." A] modem gasolines are carefully tailored to meet th volatility requirements of engines as affected b; seasons and geographical areas, and "high test" i becoming an obsolete term. ETC 30512 FALLACY: Removal of the coi mostate during the summer months is desirab, insure cooler engine operation FACTS: The cooling systems of modern engines --water jackets, radiators and water pumps--are designed to provide the cooling capacity require! during heavy-load operation in hot weather. As a result, some means must be provided to prevent overcooling and to promote fast engine warm-up during cool weather operation. The thermostat per forms this function by varying the amount of cool ant circulated through the radiator. Defective thermostats may lead to overheating during summer operation if they stick shut or to overcooling during the winter operation if they fail to close. However, properly operating thermostats offer negligible restriction to coolant circulation. \ Therefore no advantage is gained by removing them in summer. I REGULAR. PREMIUM. FALLACY: Only premium grade gasolines con tain tetraethyl lead for octane number improve ment. FACTS: The origin of this fallacy dates back to the period before 1933 when tetraethyl lead was used only in premium grade fuel. Today, over 99 per cent of all motor fuels--premium and regular --sold in this country contain tetraethyl lead. Improvement in the antiknock quality of gaso line is achieved by refinery methods which produce gasolines containing a higher percentage of high octane number hydrocarbons and by the addition of TEL as an antiknock compound. The balance between these two avenues for octane number im provement is determined by the economics of gaso line refining. FALLACY: Spark plugs of a hotter heat range are employed to make the engine run hotter. FACTS: This is not so. As applied to the heat range of a spark plug, the term "hotter" refers only to the temperature of the spark plug insulator. In sulator temperature plays an important role in spark plug operation. If the insulator temperature is too low, combustion products tend to accumulate on the insulator surface, causing a spark plug to misfire by permitting current to leak away to ground. On the other hand, too high a spark plug temperature pro motes rapid erosion of the spark plug electrodes and may result in a physical breakdown of the insulator. Insulator temperature is dependent on many factors, including engine power and speed, spark advance, and the spark plug's heat range. Thus the optimum spark plug heat range is selected on the basis of engine design and operating conditions. The heat range of a plug is primarly controlled by varying the length of the insulator nose. Be cause the heat must travel a longer path to the engine coolant, the spark plug with a long insulator nose will have a higher insulator temperature than one with a short nose, for the same engine operating conditions. 21 ETC 30513 FALLACY: Gasoline economy as high as 200 miles per gallon can be achieved with carburetors of new design, special additives for fuels and lubricating oils, or other similar devices. FACTS: Extremely high gasoline economies sim ply cannot be achieved or even approached by practical modifications in engine and vehicle design combined with reasonable driving procedures. Gas oline has tremendous potential energy but the auto motive engine must first convert the chemical energy of the fuel into heat energy and then to mechanical energy. In doing so, the engine must discard a large por tion of the energy in the gasoline. If a modem high compression engine is operated at its most efficient condition of full throttle, about 30 percent of this energy is converted into useful work. About 45 percent of the total energy escapes in exhaust gases and through radiation from hot engine parts. An other 20 percent is dissipated to the coolant water which must be used to keep the metal surfaces of the combustion chambers, cylinders and pistons at safe temperatures. Friction losses in rotating and reciprocating parts account for the remaining 5 percent of the gasoline energy. Even if the engine achieved an impossible 100 percent efficiency, maximum fuel economy would not reach the 200 miles per gallon figure. During part-throttle operation a greater propor tion of the available energy is lost through friction and heat losses. In normal city driving, only about 10 percent of the total energy in the gasoline con sumed is actually utilized. The largest single factor affecting the fuel econ omy of a car is the driver, for the effect of even small changes in driving habits usually can be meas ured in miles per gallon. Other factors can be controlled by the car owner. For example, a dirty air cleaner, enlarged carburetor jets, a malfunction ing choke, excessive fuel pump pressure, and im proper spark timing will each reduce the fuel economy of an engine. Dragging brakes, under inflated tires and tight wheel bearings also lowei overall fuel economy. Although car manufacturers and gasoline refiners have improved and will continue to improve theii products every year, the 200-miles-per-gallon cai will remain a myth beyond technical achievement There are, of course, many more fallacies con cerning fuels and engines. In general they all steir from incomplete knowledge or improper analysis of the facts. Such misunderstandings are under standable, however, since the complex interrela tionship between engines and fuels makes analysis of the effect of engine and fuel variables a com plicated process at best. As is true of all fallacies they can be dispelled by proper knowledge. # 20% 5%ZOST 22 ETC 30514 Fundamentals on Film Basic information on gasoline and auto mobiles presented in new motion pictures even full-color motion pictures dealing with S gasoline and the operation of the modem auto mobile have been produced as a customer service by Ethyl Corporation. Designed for use by oil com panies in training marketing personnel, the series includes two films on gasoline and one each on the electrical system, distributor, spark plugs, valves and carburetor. Sequences in the films are done in technical ani mation, with synchronized narration explaining the points covered clearly and effectively. Running times range from six to eight minutes each. This makes it possible for a discussion period and a second running of a film to be scheduled in a brief training session. compression engines possible. Preignition is shown and explained too, and its control discussed. Trainees viewing "The Electrical System" film will find it devoted almost entirely to the ignition system--the most important part of the electrical system. They will hear and see an identification of the various units in the system and an explanation of related subject matter. This includes the use of single wires, the primary circuit, secondary circuit, operation of the ignition coil, functions of the gen erator, regulator and ammeter, and some of the possible sources of trouble in the system. The eight-minute "Distributor" film explains the functions of the distributor, identifies parts of the breaker plate assembly and tells of their operation. Two Gasoline Films The first film on gasoline opens with a definition of gasoline. This is followed by a discussion of hydrocarbons, crude oil and methods of obtaining gasoline from crude. The film explains the meaning of volatility, the need for balanced volatility, and the undesirable effects of volatility that is too high or too low (vapor lock and hard starting). Finally, seasonal and regional changes that are made in gasoline blends to assure proper volatility every where at all times are explained. "Gasoline, Part 2," the second motor fuel film of the Ethyl-produced series, includes a description of compression ratios and an explanation of why high compression produces more power and greater econ omy. The film points out how gasoline of insuf ficient octane rating causes knocking and how tetraethyl lead raises antiknock quality, making high GASOLINE ETC 30515 ELECTRICAL SYSTEM DISTRIBUTOR SPARK PLUGS It explains the need for proper timing of the spa tells how this is achieved, and how it is chang The film covers the need for proper breaker pc setting, the operation of the rotor arm, the o trifugal advance mechanism, and some of the o sequences of faulty operation of the distributor. In discussing spark plugs, the Ethyl film devo to that subject first explains the effects of unus driving conditions on spark plugs designed for erage conditions. It tells of the need for "hot" j "cold" plugs and how each transfers heat to cooling water. The film further explains how pi of correct heat range may become fouled or bum It explains the use of torque wrenches for sp: plug installation, gasketless spark plugs, and effects of wide, normal and narrow gap spacir Audiences viewing the film on valves will be m; familiar with valve locations, learn how to iden valve parts, and see how heat is transferred fr the valve head and the valve stem to the cool water. They will further learn the causes of va burning and how valves and engine efficiency affected by worn intake and exhaust valve guic The function and operation of hydraulic valve lift and the functions and operation of "positive" "release" types of valve rotators also are covered. Fuel System Pictured The subject matter of the "Carburetors" film eludes identification of parts of the automobile f system, function of the fuel pump and use of s tion to operate the carburetor. Sectional views sh the various flow paths of air and fuel in the i and low speed system, in the main metering s tern, and in the accelerating system. The operat of the choke and a brief description of a dual-bai and four-barrel carburetor also are included. The seven films in the series are packed ir handy steel carrying case for easy handling storage. Included in the case are booklets contain a printed version of each film's narration, desigi for use in discussion groups following the show of the films. It is expected that these full-color Ethyl mot pictures will prove to be a valuable tool to oil cc panies in training personnel. After seeing them, m keting men will be better qualified to recommt proper petroleum products and equipment for c tomers' cars and suggest the best preventive and c rective maintenance procedures.# CARBURETOR ETC 30516 Designed for Sales and Service Like other progressive marketers, Vickers PeJ troleum, independent integrated Kansas Oil Company, knows that to be successful service sta tions must attract motorists and then make it easy for the dealer to give them the best service in the shortest time. Accordingly, Vickers is experimenting with stations of new layout and design. Most unusual of the experimental Vickers sta tions is the one pictured on this page. It was opened recently in Haysville, a suburb of Wichita. Designed to draw customers and facilitate speedy efficient service, the station is made entirely of poured con crete, steel and glass. The roof, which is described by the architect as a "square cut from the top of a hyperbolic paraboloid," is a three-inch thick, 40foot square slab of poured concrete supported by piers at only two points. Experience gained in operating this and other experimental stations will help Vickers shape future service station and marketing plans.# "Drive More" is a market-expansion program spearheaded ETHYL CORPORATION as a service to the petroleum indust ETC 305J 8 k AMERICAN PETROLEUM INSTITUTE ANNUAL MEETING ISSUE THE COVER: Represented on the cover are the five divisions of the API-- Production, Refining, Transportation, Marketing, and Finance and Accounting. Layouts and art direction: Carsten Grande. Photo credits: Cover color transparencies, cour tesy Cities Service Company. Black ond white photos by Camera Associates (Richard Node!, John Goss ond Serge Loks) and O. Winston link. NOVEMBER-DECEMBER 1956 Back in Chicago..................................................2 Medical and Health............................................ 6 Finance and Accounting....................................... 8 Public Relations................................................10 Transportation..................................................... 12 Here and There................................................ 15 Fundamental Research..................................... 18 Refining................................................................ 20 Board of Directors.......................................... 22 APIC..................................................................... 25 Marketing 26 Camera Candids................................................29 Production...........................................................32 Statistics................................................................35 General Sessions................................................36 Fourth Estate..................................................... 40 Offstage............................................................... 42 Buyers................................................................ 45 Safety and Fire Protection................................46 Committees...................................................... 48 Going Home.................................................51 ETHYL NEWS is published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y. manufacturer of "Ethyl" antiknock compounds, used by oil companies to improve the ontiknock quality of motor and aviation gasoline. Edward L. Shea, Chairman of the Board B. Bynum Turner, President William R. Perdue, Jr., Vice President and Treasurer Herbert A. Savage, Secretary Richard F. Cook, Editor, ETHYL NEWS ETC 30520 E valuation of past accom plishments, intensive concentration on current projects and planning for continued progress characterized the 36th annual meeting of the American Petroleum Institute, in Chicago, I 1 November 12-15, 1956. Although attendance at this year's conclave did not set a record, the meeting bowed to no other in terms of work accomplished, significant topics considered and recog nition of oil's vital role in national and world affairs.* Most oilmen agreed that the 1956 gathering hit a new high in enthusiasm and in terest. ETHYL NEWS has tried to capture some of this spirit in this its 12th photographic coverage of the API annual meeting. --THE EDITORS * See inside back cover ETC 30521 W. Harold Rea, Canadian Oil Companies president, and R. C. West, vice president, were Sunday arrivals. Among those anticipating interesting sessions were Fred G. Cottle, Imperial Oil; David E. Day, vice president, Richfield Oil of California; and J. G. Livingstone, Imperial. As fast as oilmen arrived, their names and hotel rooms were posted conveniently near the registration desk, so that finding friends was easy. E. K. Ketcham, vice president, Andersor Prichard Oil, and O. W. Barnett, Roci well Manufacturing, sign up for room ETC 30522 \ r Oilmen registering on Sunday included W. V. Ischie, Sinclair Refining vice president; Gordon V. Adams, the Bank of Montreal; and G. W. Coe, Berry Refining. BACK IN CHICAGO ..AMERICAN ETROLEUM INSTITUTE Registration and Information Desk Press Heodquarters Production Dotson Headquarters Refining Division Headquarter! Marketing Divisiwi Headquarters !echnical Services Headquarters APIC Headquarters 0*'00Transport Headauorters This lobby poster in the Conrad Hilton helped registrants locate the headquarters of vari ous API divisions. t was like old times for oilmen coming back to Chi T cago for the 36th annual meeting of the American Pe troleum Institute, Nov. 12-15, 1956. After gathering in attractive San Francisco last year, industry representatives found themselves in more familiar surroundings in the Windy City. By Monday morning, Nov. 12, most of the 6,397 who were to register for what proved to be one of the largest and most profitable API conclaves had signed in and were settled in their hotels. Again this year the Conrad Hilton was meeting head quarters, with Transportation and Marketing sessions in the Palmer House and Sheraton Blackstone, respectively. Committee meetings were scheduled as early as Thursday, Nov. 8, and the last one adjourned on Friday the 16th. Two representatives of El Dorado Refining registering early; Roy Farrar and the company's presi dent, George J. Peterschmidt. Registration reached a peak when delegates poured into Chicago on Monday morning. This scene was typical of the busiest hours at the Conrad Hilton headquarters. 3 ETC 30523 L ,ISS V? >Av Busy reviewing program materials are George Landis, Atlan tic Refining; Howard P. Ferguson, Standard of Ohio; and D. E. Hoffman and H. F. Tomfohrde, of Tidewater Oil. Henry L. Phillips, Sinclair Oil and Gas chairman, and James A. Con nelly, vice president, U. S. Steel Products. An informal afternoon interlude is enjoyed by M. F. Weill, Ethyl Corporation; Harry A. Jackson, president of American Petrofina; and R. J. Irvin, Seaside Oil president. % * it V. W. Lintner and -R. D. McCrum, both of the Cooperative Refinery Association, boarding a "football special" bus. Photographed just before starting off to the professional football V game were Malcolm P. Murdock, Ethyl vice president; Howard Ves per, Standard of California vice president; J. K. Roberts, vice presi dent, Standard of Indiana; J. C. Szabo, Standard of Indiana guest; Dr. R. C. Gunness, executive vice president, Standard of Indiana; and T. A. Aldridge, vice president, Amer ican Oil. On the bus steps are Amer ican Oil's E. R. Weaver and L. W. Moore, executive vice president. ETC 30524 i BACK IN CHICAGO Right, the camera catches P. A. Kahle, Frontier Refining vice president, and J. E. Hossack, of the American Appraisal Company. . . . Below, head ing for elevators after checking in at their hotel are Morris W. Nicholas and Milan D. King, both of Ohio Oil Company. Whirling model ice skaters attract the interest of two Royal Petroleum men: Raymond L. Reeves and E. M. Morrison, Jr., vice president. h. Herbert P. Ferris, of Chrysler, un packing in his hotel room. rf Making sure of his cigar supply, P. L. DeVerter, of Humble, stocked up at the Hilton's tobacco counter soon after registering. G ETC .30525 David T. Staples, Tidewater Oil president and chairman of the API Medical and Health Com mittee, presiding. he task of caring for the general T health and welfare of all person nel in the oil industry was a subject of major importance at the 36th annual meeting. Group sessions and commit tees met and discussed the industry's health problem from a wide variety of viewpoints and experience. The discussions ranged from the safe use of radioactive materials to the chal lenge presented to medical men and management by "sickness absenteeism." Judging by the vigor and insight dis played by the men who led and took part in the discussions, the petroleum industry should maintain its position as a healthy American industry. Tidewater representatives at the group session included Dr. Clark Miller and Gardi ner Blackman. _\ - v Carter Oil's Dr. Tom H. Mit chell at the meeting. .A Below left, Robert D. Bent, Atlantic Refining, and Paul E. Taliaferro, executive vice president of Sunray MidContinent . . . Below right, R. M. Cash, Standard of In diana, and W. M. Cocke, Cit-Con Oil Corp., in the audience. - * vT - '9 7 J- / ETC 30526 fm Speakers at the group ses sion were Dr. C. Richard Walmer, of the Industrial Hy giene Foundation of Ameri ca; Dr. Leo Wade, of Esso Standard Oil; and E. J. Ca hill, of California Research Corporation. MEDICAL and HEALTH In the capacity audience at the Medical Advisory Committee meeting were James W. Ham mond, Humble Oil & Refining; John 6. Tuttle, Esso; and Charles T. Brown, Richfield Oil of Cali fornia. Below left, Dr. John C. Ruddock, Richfield Oil of California, mak ing a report to the Medical Ad visory Committee .. . Below right, Dr. L. E. Curtis, Standard of Cali fornia, the committee chairman. ETC 30527 FINANCE P. C. Salman, of Socony Mobil, chairman of the division, who presided at both sessions and received a certificate of appreciation, and D. C. Slichter, vice president of North western Mutual Life, a featured speaker. J. G. McLean and L. F. McCollum, vice president and president, respectively, of Continental Oil, spoke on Monday at the division's first group session. Photographed before the start of a meet ing were R. E. Stevenson, Standard of Jersey; Bert Edwards, Carter Oil; B. R. Johnstone, Petroleum Chemicals secre tary-treasurer; and J. F. Nelson, Cities Service Company. The Corporate Finance Committee in its Sunday afternoon meeting. A. E. Wolf, Standard of Ohio vice president and committee chairman, is second from right at the head table. ETC 3052B I and ACCOUNTING n marking its first year as a full-fledged division of the I API, Finance and Accounting held two group sessions, which attracted capacity crowds, and several committee meet ings. On the first day of the annual meeting, session-goers heard two Continental Oil Company executives discuss the presentation and interpretation of financial and operating results for top management. On the second, the petroleum industry's pension and benefit programs were reviewed by an industrial relations expert and inducement securities in the institutional market were analyzed by an insurance com pany vice president. Above, C. E. French, director of Industrial Relations Counselors, speaking on benefit programs. Below, enjoying pre-meeting ci gars are W. V. Carver, Socony Mobil, and J. J. Peering, part ner, Arthur Young and Company. Picking up copies of the talks are Harold Cundal, Anglo Amer ican Exploration, and Max M. Isberg, Aurora Gasoline Com pany vice president. The Beverly Room was filled to overflowing for both of the divi sion's group sessions. Shown here is part of the audience at one of those meetings. Shell president H. S. M. Burns, who presided at Monday's group session, and retiring OIIC chairman Richard Rollins, Atlantic Refining secretary, who reported on the committee's work. "Telling What Story to Whom?" was the subject of an address by John L. McCaffrey, International Harvester board chairman. PUBLIC RELATIONS ndustry must convince the public that it has a broad and deep sense of I responsibility. That was a basic point made by John L. McCaffrey, Interna tional Harvester board chairman, who spoke at the Public Relations group ses sion in the Conrad Hilton ballroom on Monday. The capacity audience also heard Richard Rollins, secretary of Atlantic Refining and retiring OIIC chair man, declare that the oil industry expects to provide increasing evidence in 1957 that it has the public interest at heart. For outstanding public relations achievements, twelve oilmen were awarded certificates of appreciation. Below left, among those attending the Public Relations group session were Arthur E. Jago, of Shell; Jack Vaughan, Welex Jet Service vice president; and David F. Cocks, vice president, Standard of Kentucky . . . Below right, M. S. Hauser, Ohio Oil, 1957 OIIC chairman, with H. B. Miller, QIIC director. ETC 30530 For extended and noteworthy public relations service to the industry, a dozen oilmen were awarded certifi cates of appreciation. Charter 10-year members of the OIIC honored were (front row) W. R. Huber, Gulf; Douglas Campbell, Pure Oil; Shell president H. S. M. Burns, who made the presentations; Richard Rollins, Atlantic Refining secretary; Franklyn Waltman, of Sun; and (rear row) C. B. Mapes, general secretary-treas- urer of the Mid-Continent Oil and Gas Association,"and H. L. Curtis, Shell vice president. Other certificate recipients shown are P. C. Humphrey, of the API; Robert A. Douglass, Ethyl; Arthur J. De Blois, of De Blois Oil; and Roy B. Glass, Socony Mobil. Awards olso went to Conger Reynolds, formerly of Standard of Indiana, and to D. R. McCollum, of Sinclair Refining, not in this picture. In this interested trio at the group session are Fred E. Woodring, executive vice president of the Rocky Mountain Oil and Gas Association; Fred W. Moxey, New Mexico Oil and Gas Association executive director; and Col. Ed I ward S. Ronan, Jr., consultant. . John F. Campbell, O'*" OIIC, talking with K. W. Rugh, Phillips Petroleum. Below, at a meeting of the Public Relations Committee of the API board are R. F. Windfohr, partner in Nash and Windfohr; W. Alton Jones, chairman of the board, Cities Service; and w. k. Warren, board chairman, Warren Petroleum. Speakers at Tuesday's group session included Interstate Commerce Commissioner Howard Freas and George P. Baker, president of the Trans portation Association of America. Franklin M. Kreml, director of the Transportation Cen ter at Northwestern Uni versity, gave the first group session address. The pre siding officer was F. O. Prior, Standard of Indiana president. The nominating committee report was presented by H. A. McKim, of Standard of California. These certificates of apprecia tion recipients are R. J. Whit ley, Socony Mobil; P. J. Bond, Pure Oil; M. G. Gamble, Esso Shipping president; F. O. Prior, Standard of Indiana president, who made the pres entations; C. S. Jones, Rich field of California president; R. J. Walshe, Texaco; W. B. Jupp, Socony Mobil; and J. L. Shoemaker, Service Pipe Line. ETC 30532 TRANSPORTATION he interrelation of the petroleum and trans Tportation industries was stressed by speakers at Monday's session in the Palmer House. Howard Freas, of the Interstate Commerce Com mission, proposed a broad study on more efficient use of all transport media. George P. Baker, presi dent of the Transportation Association of America, asked for more positive steps by the oil industry to help strengthen free enterprise transport systems. The director of Northwestern University's Trans portation Center, Franklin M. Kreml, said better transportation education is needed. Supplementing the group session, nineteen divi sion committees met during the week. Rear Adm. Henry T. Jewell and Capt. Robert A. Smyth, Coast Guard, applauding a speaker. Left, J. J. Powelson, Esso, and Fred Hague, of Sun, chairman of the Highway Transporta tion committee. . . . Water Transportation men shown, right, are A. E. Kihn, Standard of California, committee chairman, and William G. Anderson, Atlantic Refining. Left, among those who enjoyed the Pipe Liners Club informal hour and dinner at the Palmer House were L. Edison Woods, Derby Refining, and John D. Curtin, Anchor Petro leum. . . . Right, Frank H. Dunn, Wilcox Oil president, and John C. Edwards, Texaco. ETC 30533 TRANSPORTATION L. C. Davidson, Cities Service Oil, second from right, was elected president of the Transportation Club. Other new officers with him are J. R. Lewallen, Anderson-Prichard Oil; C. H. Wager, Shell; and R. R. Hooper, Cities Service Oil. Among those active in the group session were F. R. Pratt, Socony Mobil; Charles E. Spahr, executive vice president, Standard of Ohio; and James E. Moss, API Transportation division director. They are shown here just before the meeting started. Pipe Liners Club diners included E. W. Patterson, vice president, and F. L. Martin, president, both Suntide; J. C. Wallace, General American Transportation; and H. G. Gunter, another Suntide vice president. Pipe Liners Club officers: J. H. Wood, Jr., vice presi dent of Atlantic Pipe Line, new president; J. L. Burke, president of Service Pipe Line, retiring president; and R. K. Paine, Standard of California, new vice president. A balanced and diversified speaking program drew a capacity audience for Transportation's session. '4 "Shop talk" at the Committee on Highway Transporta tion meeting among H. D. Carmichael, Standard of Kentucky; C. O. Reeder, Continental Oil; and C. E. Jackson, D-X Sunray. ETC 305 34 ii !t i i f i i | / HERE and THERE A Carl A. Carlson, Midland Cooperatives, receives litera^ ture from a Mid-West Oil Register representative. John R. Evans, vice president, and Donald B. Ed wards, both of Stanolind Oil and Gas. ETC 30535 HERE and THERE K. A. Coveil, Pure Oil vice president for transportation. Helping themselves at a tempting buffet are Irving J. Staid, Carter Oil; George E. Wagoner, International Petroleum director; and M. J. Casey, Standard of Indiana. J. R. MacGregor, of Cali fornia Research Corporation. Edgar Kraus, of Atlantic Re fining, scans oil literature between'sessions. Both from Utah are P. N. Johnson, president of Salt Lake Refining, and J. S. Cole, Ethyl Corporation. Frank W. McCurry, vice president of Derby Refining, and Thomas F. Dowd, Jr., vice president of Vickers Petroleum, with Mrs. Dowd. Lion Oil manufacturing vice president John B. Rogerson. W. T. Cravens, Cities Serv ice Oil vice president. 1 Above, relaxing at a reception are Gulf vice president R. Paul Huggins; T. H. Wallace, vice president of Western Gulf Oil; and C. E. Booz, Gulf... Below, Wright W. Gary, president of Minerals and Chemicals Corp. of America, and Bruce K. Brown, Petroleum Chemicals president. R. E. Meinert, vice president of Lion Oil, and Ethyl's L. L. Huxtable photographed in a hotel corridor. William Naden, Esso Standard executive vice president, and W. R. Argyle, Sinclair Refining consultant, enjoying a visit. - A Posing happily for the cameraman are F. M. Moffitt, ^ Ashland Oil and Refining, and Harry Mack, of Ethyl. Some of the audience at the Water Flooding Course demonstration etc FUNDAMENTAL RESEARCH Presiding at the weather forecasting ses sion were William J. Sweeney, Esso Re search and Engineering vice president, who also was a speaker, and Wayne E. Kuhn, The Texas Company. IF the oil industry can't do anything about the weather, it can do something about predicting it. This was the conclu sion of six experts from industry, govern ment and university meteorological de partments at the Fundamental Research session Monday afternoon. One of the speakers, W. J. Sweeney, vice president of Esso Research and Engi neering, said that improved weather fore casting could save the industry more than 100 million investment dollars a year by enabling refiners to plan fuel demands more accurately. Earlier in the session API certificates of appreciation were presented. F. C. Roop, Standard of Indiana, at the weather forecasting rostrum. Frank M. Porter, API president, presents Or. Robert E. Wilson, Standard of Indiana board chairman, with a certificate of ap preciation for his contributions to API research efforts. ETC 30538  Among the speakers on weather fore casting were Charles P. Smith, Pa cific Gas and Electric; Archie M. Kahan, Texas A. & M. Research Foundation; Walter O. Roberts, Uni versity of Colorado; and Hurd C. Wil lett, Mass. Institute of Technology. William H. Klein, U. S. Weather Bureau, spoke on "Thirty Day Outlooks." This Phillips Petroleum foursome made up part of the large afternoon audience: Robert N. Sears; John L. Kyser; George R. Benz, and Charles W. Hubbell. M. E. Spaght, executive vice president of Shell Oil, pre senting Wheeler Lovell, Ethyl, and G. M. Knebel, Standard of Jersey, with certificates of appreciation. Below left, R. F. Pieulell, Northwestern Refining, and, below right, Harold H. Patterson, D-X Sunray, were among those attending the group session. ETC 30539 '' iftfj Howard A. Myerhoff, of the Scientific Manpower Com mission, who was the main speaker at the meeting, and E. B. McConnell, Standard of Ohio vice president and API vice president for Refining, who presided . . . Right, J. C. Ducommun, Standard of Indiana, giving the Nominating committee report. REFINING he ever-pressing problem of acquiring highly Ttrained technical men was the main topic of discussion at the Refining group session on Mon day. Howard A. Meyerhoff, executive director of the Scientific Manpower Commission, stated that "larger numbers of technical people simply are not in sight." He offered several suggestions on how to get the most out of the technical men that are now serving the oil industry. Citing a recent survey from UCLA showing that one-third of men facing re tirement are capable and willing to continue their jobs, he also called for a re-examination of com pany retirement policies. Three vice presidents in the audience were George A. Davidson, Standard of California, and M. Halpern and J. S. Worden, Texaco. Two Sincloir Refining men in an informal mo- w ment are C. J. Gardner and Roy P. Wilson, y ETC 30540 L. L. Claassen, Socony Mobil; H. M. Stewart, Humble; K. N. Thompson, So cony; and R. M. Chesney, Kerr-McGee Oil Industries vice president, at the afternoon meeting. M. P. Paret, Jr., vice president, and R. G. McIntyre, chairman of the board, of the Standard Oil Company of Texas, photo graphed before the start of proceedings. ETC 30541 sfcl a Lacey Walker, API secretary; Jake L. Hamon, re-elected board chairman; and Frank M. Porter, re-elected API president, at a meeting of the Board on Tuesday. Enjoying the Board of Directors' luncheon are Robert L. Wood, president. Independent Petroleum w Association of America; J.S. Brid- W well, Bridwell Oil Company; and A. A. Stambaugh, former chair man, Standard Oil of Ohio. Three new directors of the API are Ed Parkes, president. United Gas Pipe Line; R. L. Kidd, president. Cities Serv ice Oil (Del.); and John F. Lynch, president, LaGloria Oil & Gas Company. \ \ ! L. S. Wescoat, chairman of the Pure Oil executive com mittee, ond B. Brewster Jennings, Socony Mobil board chairman and API treasurer, talk over a point before a Board meeting. ETC 30542 BOARD of DIRECTORS he Board of Directors, responsible for the over all operation of the American Petroleum Insti tute, re-elected Jake L. Hamon, an independent pro Tducer from Dallas, chairman, and Frank M. Porter, head of the Fain-Porter Drilling Company, presi dent of the Institute. Other API officers for 1957 are D. L. Connelly, senior vice president and a director of Warren Petroleum, vice president (Production); Dwight T. Colley, vice president of Atlantic Refining, vice president (Marketing); H. W. Ferguson, vice presi dent of Humble Oil & Refining, vice president (Re fining); Frank O. Prior, president of Standard of Indiana, vice president (Transportation); B. B. Jennings, Socony Mobil board chairman, treas urer; and Lacey Walker, secretary. Above right, a meeting of the Research Committee of the Board of Directors . . . Right, Charles L. Suhr, chairman. South Penn Oil Company; Lloyd F. Bayer, Tidewater senior vice president; Robert W. McDowell, D-X Sunray presi dent; and Guy B. Hunter, presi dent, Quaker State Oil, form this quartet. J. Ed Warren, vice president. First National City Bank of New York, and James W. Foley, Texaco presi dent and a new API director. Two API directors, Charles S. Jones, Richfield Oil president, and Robert L. Milligan, Pure Oil president, at the Board reception. Alfred Jacobsen, chairman of Amer ada Petroleum,and William H.Garbade. Crescent Corporation presi dent, intent in conversation. Above left, D. F. Sears, Shell Pipe Line Company vice president; L. F. Kahle, Standard of New Jersey; and Alex Chamberlain, Ashland Oil & Refining vice president, take part in a group caucus at the Board of Councillors meeting to select candidates for the Board of Directors . . . Above right, L. H. True, president, Magnolia Pipe Line Co., was unanimously elected chairman of the Board of Councillors at their Tuesday conclave. Above left, A. H. Weil, United Gas Pipe Line, and C. Z. Hardwick, executive vice president, Ohio Oil . . . Above center, R. L. Minckler, president of General Pe troleum, and K. S. Adams, chairman of the board, Phillips Petroleum, at the Directors' reception. . . . Above right, two presidents at the reception were Paul Endacott, Phillips Petroleum, and H. L. Hunt, Hunt Oil. Getting set to enjoy the food at a Directors' luncheon are J. G. Pew, Sun Oil vice president; A. E. Johnson, chairman of the board, Argo Oil Corp.; and H. B. Fuqua, president, Texas and Pa cific Coal and Oil. 24 APIC trend toward greater reliance on private enterprise A in world affairs was forecast by Dr. Roy Blough, professor of international business at the Columbia Uni versity graduate school of business, at the American Pe troleum Industries Committee session on government re lations. Despite the spread of communism and tendencies toward socialism in Western Europe, there are "impor tant reasons for doubting that there is a drift toward an all-embracing government," Dr. Blough pointed out in his remarks. David C. Proctor, Gulf Oil executive vice presi dent, receives a certifi cate of appreciation from Oscar J. Dorwin (right), vice president of Texaco. Dr. Roy Blough, of Columbia University, the featured speaker, and Robert H. Scholl, Esso Standard Oil vice president, who presided at the meeting. c Dexter M. Keezer, of McGraw-Hill, who was the featured speaker at the group session on Tuesday, with Marc F. Braeckel, vice president of Sinclair Refining, program chairman. Stanton K. Smith, the president of Smith Oil and Refining, presented certifi cates of appreciation to J. G. Jordan, Shell Oil vice president who presided at the session; Frank R. Markley, Sun Oil vice president; and new API vice president for Marketing, Dwight T. Colley, Atlantic Refining vice president. /> H. L. Moir, of Pure Oil, gave the report of the division's Nominating Committee. Three oilmen at the Jobber Advisory Committee meeting Monday were J. L. Lenker, vice president of British Amer ican; C. J. Guzzo, Gulf Oil vice president; and John Har per, president of the Harper Oil Company. 26 'v V Jy ETC 30546 MARKETING he number of vehicles on the nation's roads will Tjump from today's 65 million to 92 million by 1971, Dexter M. Keezer, vice president, McGraw-Hill Publish ing Company, predicted at a Marketing group session. Because of this rapid advance, the expansion of our road system is a necessity, Mr. Keezer said. He pointed out that demands for petroleum products used in the Federal road building project will be about a billion gallons a year, as contrasted with the 652 million gallons required in 1955. At a meeting of the Fuel Oil Committee on Monday, R. A. Hunter, general manager of retail and jobber sales for Gulf Oil, called for harder work on the part of oil heating men to insure themselves of a good market. Henry L. Schwartz, president of Para gon Oil, and B. L. Ray, vice presi dent and a director of Esso Standard, help themselves at a Marketing buffet. H. F. Bloodworth, Standard of Kentucky, and J. R. Welsby, Standard of Indiana, at a meeting of the Aviation Technical Services Committee. Clarence W. Rice, El Dorado Refining Company vice president, gives a Marketing luncheon ticket to Clarence R. Reams, Updike Lumber and Coal. Below left, John Paluszek, of Petroleum Week, interviews Gulf Oil's An drew Staph and R. J. Connor at the Good Marketing Principles Study Group on Sunday. . .. Below right, an overall view of the group. MARKETING Listening to a speaker at the Market ing session are Harry Waddell, pub lisher of National Petroleum News; A. E. Paxton, vice president of Mc Graw-Hill Publishing Co.; and W. C. Burns, president of Hartol Petroleum. JNm?- $ f V>r Tr m * **' A view of Marketers in the balcony at the Blackstone's Crystal ballroom. . .\ A ' LF Dwight F. Benton, vice president of Standard of Indiana, presided over the Jobber Advisory Com mittee Sunday. 4 * * 4* ll I I 11 \\ \:z KvV At the head table at the Jobber Ad visory Committee are Martin H. Hassold, Standard of Indiana; Lowell Stanley, director, Monterey Oil; and R. J. Thomp son, president, Apex Motor Fuel. I Four Michigan men at the luncheon Tuesday were Alvin B. Robinson, vice president of Peer less Distributing; Stanley Martin, Leonard Re fineries; Harry W. Liebergott, secretary-treas urer, Crystal Refining; and Marvin H. Fleischman, vice president of Lakeside Refining. In the Dealer Prestige Study Group were Peter W. Engels, Shell Oil; L. T. White, Cities Service; M. A. Newman, Ohio Oil, who pre sided; W. K. Tell, Ohio Oil; R. H. Collacott, Standard Oil of Ohio; Frank A. Watts, Hum ble Oil; and H. B. Miller, OIIC director. ETC 30 548 CAMERA CANDIDS 1 Vj At the Continental-Youngstown-Emsco reception are Ray Fleeson, Babcock and Wilcox; and M. E. Loose and E. W. Shoupe, both of Ohio Oil. B. F. Albanese, Esso, and John J. Carter, Humble Oil & Refining, study the meeting's program, while A. O. Miller, also of Humble, looks on. Clarence O. Anderson, Rock Island Refining, and Charles C. King, of the H. J. Jeffries Truck Line, show interest in the window display of the Hilton men's shop. Thomas J. Sullivan, senior vice president of Gulf Oil; Mrs. Sullivan; and Julian J. Frey, of Ethyl Corporation, pause for the camera. CAMERA CANDIDS P. H. Bohart, Gulf Oil vice Harry A. Brown, D-X Sunray i president, ot a meeting. vice president for refining. E. B. Paust, Esso, and Aubrey Keif of Texaco, at a meeting of the Aviation Technical Service Committee. Digging into the fruit cocktail at the Production luncheon Wednesday are R. E. Foss, Sunray Mid-Continent vice president; J. P. Gasser, Sea board Oil; and Edwin Joyce, of the API. i V. A. Fogg, president of Texas City Refining, and L. W. Sweet, vice president of Pure Oil, compare notes at a reception. i Tidewater Oil's Walter Brunn and J. G. Jimenez listen intently at the Statistics group session, Clarence H. Thayer, Sun Oil's vice president for refining, and R. R. Jackson, of Socony Mobil Oil. A. H. Newberg, Service Pipe Line; H. C. Packard, Shell Oil; and H. S. Kelly, Phillips Petroleum, authored a paper on "Automatic Custody Transfer of Crude Oil." Below, S. C. Oliphant, vice president of Tennessee Gas Trans mission, and Earle Heliums, president of Gracey-Hellums Corpo ration, presided at the Wednesday meeting . . . Right, Douglas Ragland and T. J. Fuson, of Humble Oil, spoke. Co-chairmen Tuesday were Harold Denton, Sun Oil, and Milan G. Arthur, Union Oil Company. Donald L. Connelly, senior vice president of War ren Petroleum, incoming API vice president for^ Production, and A. W. "Tommy" Thompson, presi-~ dent, A. W. Thompson Inc., and retiring vice presi dent for Production, at a division luncheon. ETC 30552 tm PRODUCTION his hard working division held two group sessions and T twenty-three committee meetings (two of them on Sunday), in a span of four short Chicago days. The roster of topics covered by leading experts in the production field ranged from a speech on "The Outlook Offshore," to an editorial board discussion of the "History of Petroleum Engineering." One of the speakers, John F. Simms, governor of New Mexico, warned that any federal encroachment on the freedom of the oil industry would be detrimental both to the industry and the oil consuming public. John F. Simms, governor of New Mexico, at the podium Wednesday. H. W. Ladd, Stanolind Oil & Gas, dis cussed casing and tubing supplies. Nine Production men received API cer tificates of appreciation. Front row: D. L. Harlan, Texaco, stood in for W. F. Herbert, Texaco, who was unable to at tend; S. S. Parker, vice president. Na tional Tank Co.; A. W. Thompson, who presented the certificates; W. V. Vietti, Texaco; John Woodruff, University of Texas . . . Back row, Morgan J. Davis, executive vice president. Humble; W. O. Clinedinst, U. S. Steel; J. C. Slonneger, Continental Supply Co.; C. E. Beecher, Cities Service; and E. P. Hayes, Caltex. ETC 30553 C. M. Harden, L. A. Ogden, both Pure Oil, and D. C. Glass, Pure Transportation Co., outside the Hil ton ballroom prior to a Production meeting. Sampling Production literature are F. Foley Wright, Sinclair Oil & Gas, and T. A. von Griethuysen, Con tinental Oil vice president. In the audience Wednesday were Roy H. Smith and J. E. Zaba, of Stanolind Oil and Gas. Talking in the ballroom are C. F. Gates, General Petroleum; T. A. Atkinson, Douglas Oil vice presi dent; and T. A. Pollard, Magnolia Petroleum ETC 3554 s I \ I STATISTICS resided over by Henry Schwall, of Shell Oil, the P Statistics group session heard three speakers pre dict a healthy future for the oil industry. E. T. Knight, of Atlantic Refining, said domestic demand for petro leum products will increase more than four percent in 1957. Richard J. Gonzalez, treasurer of Humble Oil, declared there is no danger of the United States running out of oil in the foreseeable future. Murray Shields, investment broker, spoke on "The Economic Outlook." Left, Henry Schwall, of Shell Oil, presided during the group session. Murray Shields, of McKay-Shields Associ ates, spoke on the nation's economic outlook. -i Part of the large audience at the Statistics group session. 35 ETC 30 355 ;uff Above, Jake L. Hamon, API board chairman, who presided at both general sessions, holds the gold medal for distin guished achievement awarded to J. Frank Drake, former president and board chairman of Gulf Oil, who is approach ing the podium. Seated is Frank M. Porter, API president, who delivered his annual address. Mr. Hamon presenting the framed scroll that accompanies the medal to Colonel Drake. r Lacey Walker, secretary of the API, presented the Councillors' report. Fred A. Seaton, Secretary of the Interior, as he addressed the first general session on Wednesday. ETC 30556 GENERAL SESSIONS Two general sessions, one on Wednesday, the other on Thursday, brought top-flight speakers before audiences in the Hilton's grand ball room. Jake L. Hamon, re-elected API board chairman, presided over both -4 sessions. Frank M. Porter, president of the API, gave his annual address Wednesday. Also speaking on Wednesday was Fred A. Seaton, Secretary of the In terior. He praised the competitive incentive that typifies the oil industry. He stated that it was the policy of the government to continue its attitude of minimum interference in business. On Thursday, Frank O. Prior, president, Standard Oil of Indiana; Thomas J. Watson, Jr., president, International Business Machines; and Fred F. Florence, president, American Bankers Association addressed the annual meeting's concluding session. 4 chairman of Union Oil, in Wednesday's audience. Also in the audience Wednesday were Lawrence Cade, a director of Creole Petroleum; A. T. Proudfit, a director of Standard Oil of New Jersey; and H. W. Haight, Creole president. I J. E. Howell, vice president of Lion Oil; R. W. McDowell, D-X Sunray president; and H. H. Bible, Lion Oil, chat before the start of a session. GENERAL SESSIONS Thomas J. Watson, Jr., spoke Thursday on automation and the oil industry. Frank O. Prior, addressed the group on Thursday. His speech was titled: "Now That The Chips Are Down." This Standard of Indiana three some made up part of the au dience Thursday: V. R. Schopp, P. C. Jensen, and L. R. Duty. Standing in the rear of the crowded ballroom Thursday were Paul D. Williams, secre tary-treasurer, Western Petro leum Refiners Association; Carl Heitzler, president of Petroleum Service Co.; R. E. Stevenson, Standard of Jersey; J. R. Mulvey. Humble Oil; and A. O. Savage, Standard of Jersey. 38 Catching up on the news before a session is S. A. Montgomery, vice president of Standard of Indiana. Clyde E. Wallingford, secretary-treasurer, Ohio Petroleum Marketers; R. H. Collacott, Standard of Ohio; and John L. Marsh, secretary, Petro leum Industries Committee of Ohio. /- Fred F. Florence said that a higher tax'depletion pro vision is necessary to increase development of oil reserves. Seated in the rear of the ballroom Thursday were W. F. Hildebrand, General Electric; Harry Jacobs, Shell Oil; P. C. Thomas, Shell vice president; and Fred A. Schaefer, presi dent of Refiners Petroleum. i; A view of part of Thurs day's intent audience. V ETC 30559 FOURTH ESTATE epresentatives of the daily, weekly and monthly R. oil press and of radio and television found a wealth of newsworthy material at the 36th annual meeting. Working in the ever-busy fifth floor press headquarters and at sessions and committee meetings, oil writers and \ editors gathered material and wrote articles telling the world about the latest industry developments. Before plunging into the work of the busy four-day meeting, many oil journalists gathered to enjoy a so ciable time at the annual reception and dinner of the Association of Petroleum Writers (APW) on Sunday. J. Richord Shaner, API publicity director, thanks oil writers and editors for a special "award of appreciation" presented to him on their behalf at the APW dinner by Milburn Petty, of The Oil Daily. Right, Henry D. Ralph, The Oil and Gas Journal, looks on as Frank O. Hall, of the Wichita Falls Times and Record News, new president of the APW, signs a get-well card for Herbert A. Yocom, convalescing Petroleum Week editor. . . Below, J. E. Kastrop, The Petroleum Engineer, and J. W. Hood, Ohio Oil Company. In this conversation trio are James Crayhon, Standard of Jersey; Robert E. Spann, Petroleum Week; and J. F. Gillespie, Socony Mobil. OFFSTAGE A mid-morning coffee break being appre ciated by Carl J. Helmers and F. W. Craw ford, both of Phillips Petroleum. IT?*3 a William L. Hobro, of Shell, was among oilmen kept well informed by the ample material which was freely distributed. Some delegates, like A. H. Bingham, of Ethyl, and Morris W. Nicholas, Ohio Oil, sometimes found it hard deciding which meeting to attend. A. F. Endres, Standard of Indiana, and Mrs. Endres were among the couples enjoying social events. An earnest lobby discussion between H. G. Meador, vice president, and W. H. Blackiedge, Jr., Gulf. ETC 30562 About to leave their ho tel for an intermission stroll outdoors one day were W. H. Beekhuis, Standard Oil of Cali fornia vice persident; Leon Hess, vice presi dent of Hess, Inc.; P. A. Best, president, Califor nia Crude Sales Compa ny; and F. B. Behrens, Richfield Oil. All - Canadian huddle-. G. Davidson, Shell Oil of Canada vice presi dent; William Jeffrey, vice president of Anglo American Exploration; Robert P. Ritchie, anoth er Shell of Canada vice president; David L. Campbell, British Amer ican Oil vice president; and Alan C. Tully, Ethyl of Canada's president. H. F. Heidorn, I. M. Belles and H. E. White, all of Indiana Standard, arrived early for Thursday's gen eral session in the Hilton's grand ballroom. On their way to a session, Texaco's T. A. Mangelsdorf and C. P. lattin, Jr., of Foster-Wheeler. <1 *+ At the Defense Services Committee meeting were Lt. Col. W. S. Housman, ASPPA; W. C. Latrobe, Caltex; and Lt. Col. Robert M. Dill, Quartermaster Corps. Left, from Delhi-Taylor Oil: James L. Sewell, president; John J. Mauer, Jr.; and Fred P. Sewell, vice president. ETC 30563 OFFSTAGE Jbk. Thomas E. Fitzgerald, D-X Sunray executive vice president, left, and Richard S. Crog, Union Oil of California. J. L. Lenker, British American Oil vice president, left, and C. C. Tate, Phillips Petroleum, in informal poses. A lively discussion between Prof. H. C. Slider, of Ohio State University, and T. A. Huber, of Humble Oil & Refining. A Gulf Oil twosome, B. B. Wescott, vice president, ant Paul K. Kichne, photographed during an informal mo ment in a full day of activities. The annual dinner of the 25 Year Club drew a capacity crowd of veteran oilmen. P. C. Spencer, president of Sinclair Oil, was elected club president for the coming year. ETC 3 0 5 64 r BUYERS hree speakers addressed the Buyers' group on Tuesday. TW. M. V. Ash, president of Shell Oil of Canada, told buy ers that the United States and Canada are each other's number one customers. He also cited the many similarities between Canadians and Americans that make the two nations close friends. John W. Parks, Standard Oil of California, talked on the place of the engineer in purchasing inspection and expediting. "The Purchasing Story of the Aden Refinery" was told by George W. Rugg, of Bechtel Corp. d Speaking is James M. Courtright, Shell Oil of Canada, the session chairman. Seated at the table is Earl W. Shoupe, Ohio Oil, vice chairman. f i i ! i i i i Above, speakers at the Buyers' meeting were George W. Rugg, Bechtel Corpora tion; W. M. V. Ash, president of Shell Oil 1 of Canada; and John W. Parks, Standard Oil of California, who is shown address ing the group. Interest in the speakers' remarks is re flected on the faces of this part of the t , room-filling audience. Among those at the session were Sun Oil's Ray H. Anders and Jack A. Collins, and Mervyn S. Lent, of Trans-Canada Pipe Lines. sra*; .ty O. W. Johnson, Standard of California, presided at the group session. With him are Jesse C. Ducommun, Standard of Indiana, and W. E. HinchlifF, Western Oil and Gas Association, both speakers. /j Clifton D. Norris, Texaco (right), receiving a cer tificate of appreciation from R. Gwin Follis, Standard Oil of California board chairman. I :x~ ir Those who followed Safety and Fire Pro tection proceedings closely included Mile E. Woodworth, National Fire Protection As sociation, and Raymond M. Hill, fire marsha of the city of Los Angeles. Careful consideration was given to its subjec by the Committee on Traffic Safety. ETC 30566 SAFETY and FIRE PROTECTION il industry safety conferences are highly effective in reducing O accidents, William E. Hinchliff, of the Western Oil and Gas Association, told the Safety and Fire Protection group session. He cited the sharp improvement in California's record since Associationsponsored conferences were started in 1953. Another feature of the meeting was a talk and motion picture on Standard of Indiana's Whiting refinery fire by J. C. Ducommun, of that company. Talking over their part in Safety and Fire Protection are James Faulkner, Pyrene C-0 Two, and R. M. Homer, National Foam. Above left. Sun Oil's George Black and J. Howard Myers, of Atlantic Refining. . . . Above, an overflow crowd watching movies of Stand ard of Indiana's Whiting fire. . . . Left, interest in Safety and Fire Protection was shown by the many early arrivals at the group session. 47 ETC 30567 At the Water Flooding Course demonstration were M. L. Powers and Cecil Green, of the University of Oklahoma, and F. F. Wright, Sinclair Oil and Gas. Mr. Green developed the presentation and Mr. Wright, the chairman, presided. Chairman D. G. Proudfoot, Pennzoil vice president; Fred E. Rosenstiehl, The Texas Company; and G. H. Osborne, Kendall Refining vice president, of the Lubrication Committee. ! Pondering the affairs of the Jobber Advisory Intent upon matters of common interest are members of the Committee is Otis H. Ellis, general counsel Production division's Central Committee on Standardization. of the National Oil Jobbers Council. ETC 30568 eginning four days before the official start of the annual meeting B and winding up the day after the recognized conclusion, scores of hard-working API committees held productive sessions. Repre sentatives of various branches of the industry gathered in rooms in the Conrad Hilton, Palmer House and Sheraton Blackstone to explore, evaluate and act on problems peculiar to their respective operations. Discussing everything from corrosion to marketing prac tices to pipeline safety, these groups received less recognition than the more publicized group and general sessions, yet their efforts made lasting contributions to the progress of the petroleum industry. COMMITTEES Paul G. Benedum, Hiawatha Oil and Gas president, and Adm. O. P. Lattu at the Defense Services Committee. Hugh W. Field, Atlantic Refining vice president, addresses the Committee on Petroleum Products. At his left are Richard C. Alden, of Phillips Petroleum, committee chairman, and Raymond R. Wright, Jr., of the API staff. .. . Below, members of the Smoke and Fumes committee concentrate on a speaker's remarks. L. C. Kemp, Jr., Texaco, and W. H. Claussen. Standard of California, listen as John W. Newton, Magnolia Petroleum vice presi dent and committee chairman, discusses Smoke and Fumes problems. jtk. COMMITTEES Right, a chairman's-eye view of the Committee on Agriculture. _ . Ji. S. A. Swensrud, Gulf Oil board chairman; Henderson Supplee, Jr., Atlantic Refining president; L. S. Wescoat, chairman of Pure Oil's executive committee; and S. H. Elliott, Standard of Ohio vice presi dent, at the Highway Coordinating Committee session. From the head of the table, Glenn E. Nielson, Husky Oil president, presides at the Asphalt Committee meeting. Ethyl, the chairman, and M. J. Neterer, of Sinclair Refining. Right, crowded and busy was the Green room at the Sheraton Blackstone for the Monday meeting of the Service Station Advisory Committee. ETC 30570 GOING HOME hen the 36th annual meeting wound up, those attend W ing felt much like diners after a banquet--full of signif icant food for thought and renewed strength to tackle the industry's most challenging problems. Everyone agreed it had been one of the most profitable API conclaves ever held, leavened by a balanced diet of informal enjoyment shared with colleagues. Good-byes were tempered with re warding memories and anticipation of next year's meeting. T To make sure of getting space on convenient flights, this quartet reserved plane seats on Wednesday. They are A. F. Ryan, Ethyl; M. C. Hagar, National Cooperative Refinery Association; John B. Durfee, oil attorney; and E. R. Marchman, owner of G & B Oil. Enroute home are G. W. Rose, Ethyl; Homer H. West, Lake Superior Refining; E. K. Ballard, Kerr-McGee Oil Industries; and Edwin F. Nelson, president. Lake Superior Refining. P. G. Anderson, Lion Oil, makes sure his return Pullman space will be available. Before departing, A. C. Nagle, Jr., Alliance Oil president, and J. R. Stitt, Oronite Chem ical, scan a souvenir pictorial folder. ETC 30571 GOING HOME Under lowering skies and in a driving rain, this Ethyl trio is leaving the Hilton: A. T. Basye, L. A. Dollahan and R. L. Smith. Meeting-goers lining up to settle their hotel bills include R. B. Johnson, Calumet Refining; T. D. Brissman, United States Steel; C. H. Whitman, Esso Standard; and Q. M. Gravatt, Automatic Lineman Corporation. Thinking of his family, M. Sutton Metz, Shell Oil, stopped at a shop in the Hilton lobby to buy a box of take-home candy. Plane reservations home being made by Paul yjr A. Olsen, U.S. Oil and Refining vice president, and C. E. Miller, Time Oil board chairman. J. S. Cooke, Rosemary Durso and E. C. Belefski, of the API, at the empty registration counter on the last day. Right, Carl H. VosKoetter, Louisville Re fining; Norman J. Linstromberg, Ethyl; and J. W. Allen, Louisville Refining, start home by helicopter. Oilmen had scarcely returned home from the API annual meeting when Scripps-Howard newspapers published this editorial, reprinted here by permission. It reflects public recognition of how the oil industry is helping to solve a critical international problem.--The Editors___ he United States government has put into motion long-considered plans to Tship more oil to Europe to help make up the deficit caused by the closing of the Suez Canal. U. S. production of crude oil, now about 7.1 million barrels a day, may be upped by 800,000 to 850,000 barrels a day to meet the new Western European needs. This will be possible because of the enlightened self-interest of the oil-produc ing states and the oil industry. Long ago they realized the immense value of our exhaustible resources of oil and gas. They finally put into operation an extraordinarily effective conserva tion program. Not only do the oil-producing states individually have conservation laws of varying strength, they also are joined in an interstate oil conservation compact, submitted many times to Congress and always approved by it. The federal gov ernment has cooperated by imposing penalties on interstate shipments of "hot" oil--crude produced in violation of state conservation statutes. The U. S. In terior Department has conducted its own conservation program. Some critics have called this combination of conservation efforts a price-fixing gimmick. Some have damned the idea that a man must, for the general good, hold down the production of his oil well to a specified amount over a fixed period of days. But the fact is this conservation program is a bulwark of our national defense. And now, in these troubled times, it is going to assist our friends in Western Europe who are already experiencing gasoline and oil rationing. Over the years, federal tax laws have contributed to the present-day abundance of American oil. The percentage depletion allowance given the oil industry has been condemned by the unknowing as a dangerous and unfair loophole. But the fact is that without some tax-advantage allowance, the industry would not have been able to carry on the wildcatting that provided us with the crude oil reserves from which we are about to draw 800,000 more barrels of oil each day. The combination of a free oil industry, working with skill and imagination, of good conservation laws and farseeing tax statutes, has paid off for America. Now it's paying off for our Western European friends, too. 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