Document xjZDKvMgyZmDbryrp3axaaj6Q

I,;GY lv. CLOTHIER ETC 28788 I ( ETHYL NEWS INDEX--1955 AGRICULTURE Farming on Oil (Petroleum's many uses in agriculture)............................................... July-August Pattern for Plenty (Power farming is a big provider)....................................September-October AUTOMOTIVE AND AVIATION Educated Truck Driving (College course for transport operators)..............................March-April Engineers of Progress (50th anniversary salute to the SAE)..............................January-February Flight Service on Wheels (Airport ground vehicles)....................................................... May-June Gas Turbine, The (Its possible automotive applications)..................................................July-August ETHYL CORPORATION "Drive More" Goes to Work......................................................................... September-October Driving for Sales (The "Drive More" campaign)............................................................May-June Ethyl Grows with Canada (Ethyl Corporation of Canada Limited formed) .... May-June Ethyl in the News (Appointments and promotions)..........................................January-February Ethyl Opens New laboratory and Service Center in Houston........................ September-October For Better Performance (Movie on importance of good gasoline)........................January-February Four Billionth Pound, The ("Ethyl" fluid shipment milestone)......................................... July-August From the Halls of Ivy (College aid to TEL industry)......................................................May-June Hand of Fellowship, The (Assisting graduate students)................................ September-October How the Octane Scale Was Created................................................................. January-February Made in Canada (New plant in Sarnia, Ontario)................................................January-February Named to New Posts in Ethyl's Sales Department............................................................May-June Natural Gas Story, The (Moving picture opposing federal control)........................March-April New Flock of Birds, A ("Roadbirds" help sell premium gasoline)..............................March-April New Storage at Edge Moor (Tank added at field terminal)....................................March-April Plus in Motor Plus, The (Added value in new "Ethyl" fluid)..........................................May-June Quality Reports (Improved gasoline surveys)............................................................March-April Research on Review (Oilmen visit Company's laboratories)......................................... July-August To Serve Refiners (New gasoline testing laboratory planned).......................January-February Turner, B. B., and Kirby, G. F., Named to New Executive Positions September-October Weather Made to Order (New controlled-weather room)................................................May-June GENERAL INTEREST Acadian Bicentennial (An important birthday for a colorful people)............................. July-August Clear the Desks of Tension (Scientific relaxation for businessmen)............................. July-August Don't Follow the Crowd (Motoring pleasure via byroads)............................................... July-August Handy Kraft Paper (Its part in modern packaging)..................................................... July-August Industry Tunes in on TV................................................................................... September-October Louisiana Wonderland (Features of Avery Island)................................................January-February ETC 28789 ETHYL NEWS INDEX-1955 (continued) Probing the Sea and Sky (New frontiers for sodium).................................... September-October Problems Solved in Seconds (Electronic computors)................................................March-April Reel Files for Records (Microfilming replaces papers)....................................September-October Scientists in the Making (National Science Fair).......................................... September-October Teaming Up on Trash (The work of Keep America Beautiful, Inc.)........................ March-April Underground Arteries (Vehicular tunnels)........................................................................March-April Vacation Time, U.S.A. (It adds billions to the national income)....................................May-June What's Ahead for Sodium...................................................................................... January-February PETROLEUM Consumer Looks at Federal Control of Natural Gas, A....................................January-February Fabulous Fuel (How gasoline has changed our way of life)..............................January-February "Much Ground for Encouragement" (Centennial of Silliman report)..............................May-June Oil Roads Lead to Rome (World Petroleum Congress)................................................March-April They're All Part of the Service (Free service station courtesies) .... September-October SPECIAL ISSUE American Petroleum Institute annual meeting...................................................November-December 4 1 ETC 28790 Etc 28791 BEHIND mi sens The color photograph of Ethyl Corpora tion's manufacturing plant at Baton Rouge, La., on the front cover relates directly to at least two articles in this issue. Together with Ethyl's antiknock manufacturing center at Houston, the Baton Rouge plant accounts for the consumption of billions of cubic feet of natural gas annually. See A Consumer Looks at Federal Control of Natural Gas (page 1). The large red brick building in the picture's center foreground is where sodium, an essen tial element in the manufacture of tetraethyl lead and a versatile metal with many other present and future applications, is made by the electrolysis of salt. See What's Ahead lor Sodium (page 8). JL he term "high octane" has become such an accepted part of our mid-20th century vocab ulary that it s no longer confined only to describing the quality of powerful gasoline. Sports writers, among others, have adopted the phrase and its's not uncommon to see it used to report the impressive performance of a football team, boxer, or other athletic par ticipant displaying a powerful attack. Where and how the word "octane" came into wide spread petroleum industry use, and Ethyl's part in introducing it, is told in How the Octane Scale Was Created (page 12). Expansion of Ethyl Corporation facilities on two fronts is reported in two of this issue's articles. Made in Canada (page 15) announces the construction of a plant to manufacture "Ethyl" antiknock compounds for Canadian refiners at Sarnia, Ontario. To Serve Refiners (page 23) tells of the Company's plans to build a gasoline testing laboratory in Houston. The Canadian plant, to be owned and oper ated by Ethyl Corporation of Canada, Ltd., will be the third source of "Ethyl" fluid. Ethyl presently operates five gasoline testing centers throughout the United States to serve oil re finers. r//yi/i/sa/s Richard F. Cook, Editor ------------------ JANUARY-FEBRUARY 1955 ---------- A CONSUMER LOOKS AT FEDERAL CONTROL OF NATURAL GAS............................................... 1 What regulation means to the user FABULOUS FUEL............................................... 5 There's nothing ordinary about gasoline WHAT'S AHEAD FOR SODIUM .... A bright future for a versatile element 8 HOW THE OCTANE SCALE WAS CREATED . 12 An article by the man who created it MADE IN CANADA......................................15 The new Ethyl plant in Sarnia FOR BETTER PERFORMANCE........................ 16 A new motion picture about gasoline LOUISIANA WONDERLAND........................ 18 The story of Avery Island ENGINEERS OF PROGRESS............................... 21 A salute to the SAE ETHYL IN THE NEWS........................................ 22 Appointments and promotions TO SERVE REFINERS........................................ 23 Ethyl builds another gasoline testing laboratory Opinions expressed in signod ortidos or* lh* authors'. Ethyl Nows w*lcom*s articles of timoly int*rost submitted from outsid* sources. Upon request, th* tditors or* 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. Edward L. Shea, President William It. Perdue, Jr., Vice President and Treasurer Herbert A. Savage, Secretary been grow for r helpc empi Et ural this f ingp natur in thi Sp the natur t Th Whei provi of na eral 1 betw\ sales gathe Ev intern ETC 2 8792 A Consumer Looks at Federal Control .* of Natural By Edward L. Shea President, Ethyl Corporation n the tremendous postwar growth of America, one I of the greatest expansions that has taken place has been in the natural gas industry. This phenomenal growth not only has made this efficient fuel available for more and more American consumers, it also has helped to lay the foundations for the great chemical empire that has grown up in the Southwest. Ethyl Corporation, as an industrial consumer of nat ural gas, has benefited greatly from the availability of this fuel. Our Baton Rouge and Houston manufactur ing plants together consume many billion cubic feet of natural gas a year. We are, therefore, keenly interested in the development of additional reserves of natural gas. Speaking as a consumer, we are very concerned over the situation in which the producing branch of the natural gas industry now finds itself. Prpriotts Rulings The problem concerns the Natural Gas Act of 1938. When it was originally enacted, the law stated that its provisions did not apply to the production or gathering of natural gas. In suppoh of that declaration, the Fed eral Power Commission ruled on 11 separate occasions between 1938 and 1951 that it had no jurisdiction over sales of natural gas by independent producers and gatherers. Even so. there was concern in some quarters that this intention of the Act could be misinterpreted--and there was at least one effort to have the Act clarified. Unfor tunately, this did not come to pass. Consequently, when the issue reached the Supreme Court last June, a 5 to 3 majority of the justices ruled that producers and gath erers of natural gas, whose product is sold in interstate commerce for resale, are subject to regulation and con trol by the Federal Power Commission. L nfortunate Effect This 5 to 3 decision, while concerned with a purely legal interpretation of the existing law, has had an un fortunate effect. For the first time in our history, it has brought the sale of natural gas by the producer under the control of the federal government. As matters stand, the terms on which a producer can sell his natural gas to interstate pipeline companies are subject to the deci sions of a federal agency. This turn of events has thrown the producing branch of the natural gas industry into a state of uncertainty. It has already had an effect upon several major projects which would have made natural gas available to more consumers throughout the country. Of greatest im portance, it threatens the future growth and availability of this vital source of energy for homes and factories. Under the new set of ground rules, natural gas pro ducers have no real assurance of obtaining a reward corresponding to their great financial risks. Instead of competing and selling freely in an open market accord- * An address before the Chamber of Commerce, Baton Rouge, La., January 18. 1 Ethyl Corporation is an industrial consumer of natural gas at its manufacturing plants J* _ at Baton Rouge, La., and Houston, Texas. ing to the laws of supply and demand, producers' sell ing prices are now controlled by a government agency. Under these circumstances, the producers do not have the same incentive to risk their capital in seeking and developing new gas reserves. It would be one thing if this problem concerned only the natural gas producers. Instead, it is something that affects the American public at large. The larger ques tion is whether the best interests of the American con sumer are served by federal regulation of natural gas or by our system of free competitive enterprise. To those who have known and used natural gas for many years, it may be a little hard to appreciate how much this remarkable fuel has come to mean to the rest of the country. Within the last decade, it has grown to become one of our principal sources of energy. At the same time, it has been a major force behind the spec tacular growth of the petrochemical industry, with about 40 percent of all petrochemicals today being de rived from natural gas. Millions of ( s#>rs In this ten-year period, more than 12 million Amer ican families came to use natural gas for the first time in their lives, and to enjoy new comfort and conven ience. Today, there are over 20 million homes using natural gas for heating and cooking while another four million homes use a mixture of natural and manufac tured gas. The number of commercial and industrial users has likewise more than doubled. Today, there are some 1,600,000 commercial establishments served by nat ural gas and some 82,000 industrial consumers like ourselves who use natural gas either as a fuel or as a raw material. Besides the foregoing classes of consumers, there is still another group--the potential consumers who want natural gas but have not as yet been able to receive it. As an illustration, in four major cities alone there are COPIES AVAILABLE Reprints of the accompanying address, in booklet form, will be supplied upon request to the Public Relations Department, Ethyl Corporation, 100 Park Avenue, New York 17. an estimated 270,000 householders on the waiting list for natural gas. This remarkable growth in natural gas utilization didn't just happen. Instead, it came about because men with daring took a chance on the future-and put their money on their hunch. They went out looking for new gas reserves, developed their successful discoveries, and increased the production and supply of this valuable fuel. Other men laid long distance pipelines and built the greatest mainline transportation system ever seen in the world. A third group brought natural gas into homes and factories all over the country. Two simple facts underscore this accomplishment. Natural gas today supplies nearly one-fourth of our nation's total energy requirements. Natural gas reserves have been increased to a level where they exceed our known reserves of liquid petroleum in terms of their energy content. But even this does not tell the whole story. As nat ural gas was brought into their communities, people gained a new servant--doing everything from heating their homes and cooking their meals to drying their laundry and operating their air conditioning systems. In New York, New Jersey and Pennsylvania, there were four residential consumers of natural gas in 1954 for every single user in 1945. Industrial consumers likewise turned to natural gas to help them run their plants. In the Great Lakes area, for example, industrial con sumers used about two-and-a-half times as much nat ural gas in 1953 as they did seven years earlier. Natural gas, then, has played a significant part in increas in help helping Our brough ican pu only bj sible be industri Thus requirec resulted Be of PTC no ij * ETC 28794 m m ;ir JW nd ble jilt een nto ent. our rves our their natjople ating their items. were 54 for kewise nts. In I con;h nat:r. part in In one of its effects on the American economy, the availability of natural gas helped build the chemical empire of the Southwest. increasing our living standards in the last decade--both in helping to make our homes more comfortable and in helping industry to produce a broad array of products. Our nation's postwar industrial expansion has brought many new and improved products to the Amer ican public. But this expansion was not accomplished only by tools and equipment. It was also made pos sible because of the availability of fuels to operate our industrial plants. Thus, as we increased our industrial production, we required substantially greater amounts of energy, which resulted in strong competition among the three major fuels--natural gas, oil and coal. In the process, natural gas nearly doubled its relative share of the energy mar ket, oil also gained, coal lost ground. Without the avail ability of natural gas--and its competition with the other fuels--it is doubtful whether we would have come so far in so short a time. This competition among fuels goes on every day in the week. There is a substantial group of industrial con sumers who can use either natural gas or oil or coal in their plants--and can readily switch from one fuel to another. This very fact serves to make the prices of all fuels highly competitive at all times. Tico Considerations So far as any consumer is concerned, there are two things he wants in a fuel. He wants to be assured of reliable and adequate supplies. And he wants to be able to obtain that fuel at reasonable cost. Can the consumer be assured of either condition under a federally-regulated industry? I don't believe this is possible. Under present conditions, the consumer has no guarantee either of adequate supplies or of reasonable prices. If the present situation is allowed to prevail, the result will be less and less exploration for new gas reserves and a growing scarcity of available supplies. The simple fact of the matter is that there is no good reason, from the standpoint of the consumer, for nat- Below, a chart shows that only a small percentage of what consumers pay for natural gas goes to the producer. . . . Right, more than 20 million homes now use natural gas for heating and cooking. PRODUCER'S PRICE IS VERY SMALL PART OF CONSUMER'S NATURAL 6AS BILL . . . RECEIVED IT PRODUCER DETROIT 1952 PAID IT HOME CONSUMER / SO.87 MILWAUKEE 1952 $1.21 CHICAGO 1952 SI .07 WASHINGTON, 0. C. 1952 $1.37 per thousand cubic feet of delivered {is (average) ural gas prices to be regulated. The record since World War II shows that the retail price of natural gas rose far less for the average residential consumer through out the United States than did the cost of living as a whole. Under these circumstances, natural gas contin ues to be an outstanding bargain. Nor does it make much sense, from a consumer's point of view, to con trol the price of natural gas and not control the prices of lumber or steel or any other commodity. The truth is that the consumer's best interests are served by free competition among all commodities. Above, "men with daring took a chance . . . and went out looking for new gas reserves." . . . Below, "other men laid long distance pipelines . . ." One thing that is not generally realized by consumers is that the price the natural gas producer receives for his gas represents but a small fraction of the delivered price to the householder. The farther away from the produc ing area the consumer lives, the greater is the cost of transporting and distributing the gas to him. Studies show that in 1953 the producer's price represented only about one-tenth of the average residential consumer price throughout the United States. The remaining ninetenths of this delivered price was accounted for by the costs of transmitting and distributing the gas. Out of this one-tenth must come all of the producer's costs of doing business as well as his profits. Again looking at this problem as a consumer, I fail to see any benefit from the federal regulation of the natural gas producers. Unlike the pipeline operators and the local gas distributing companies, the natural gas producers are not public utilities. They have no government franchise, no exclusive market for their product free of competition, and no assured fixed re turn on their investment. Instead, gas producers must take their chances all the way. They must, on the one hand, compete against other producers of natural gas and against producers of fuel oil and coal. On the other hand, they must take all of the risks involved in ex ploring for gas and its subsequent development. Fare Great Risks As in drilling for oil, all of these thousands of pro ducers face great risks in exploring for new gas reserves, with large investments required to drill exploratory wells and only about one chance in nine of finding anything. While the average exploratory well may cost around 5100,000 to drill, it is not uncommon for a producer to spend a million dollars and more in bring ing in an exploratory well. With widely varying explora tion costs and widely varying degrees of success, it is literally impossible to apply a pricing formula for natural gas that would be fair and equitable to all producers. Another consideration is that natural gas frequently is produced in combination with crude oil. As a matter of fact, about one-third of all the gas now produced comes from oil wells. In view of the fluctuating oil and gas ratios from the same well and field, it is extremely difficult to segregate the relative costs. At the same time, industry spokesmen warn that the increasing demands for natural gas cannot be met by accidental gas discoveries in the search for oil. Indeed, they point out that, under present conditions, federal (Continued on page 24) Thr pel cro A ing / hus at i clul atte l fielc tear / his day. seas 28l96 ETC Through the magic of gasoline-pro pelled air travel, businessmen criss cross the country in a matter of hours. Gasoline is a tremendous force that has changed our entire voay of life at an airport in San Francisco, a businessman steps aboard an airplane. A jew hours later he is attend ing an important sales conference in Chicago. In the New Jersey suburbs, a housewife drives her husband to the railroad station, drops the children off at school, does her shopping and banking, attends a club meeting, and returns home in plenty of time to attend to household chores. in Iowa, a farmer at the wheel of a tractor cultivates field after field in the time it took his father, behind a team of horses, to plow just part of one field. in Homestead, Fla., a truck driver climbs aboard his semi-trailer and starts north on Route I. A few days later, housewives in Baltimore have fresh, out-of season vegetables on their dinner tables. These seemingly unrelated episodes are closely con nected. They are possible because of gasoline -- the liquid that changed the face of the earth. Since it flows from pump hoses at 200,000 service stations through out the country in prodigious quantities, gasoline has come to be regarded as quite ordinary. Actually, it is a tremendous force that has changed the entire texture of life. Gasoline has provided mobility; it has put us on wheels. In this country, we have traded millions of front porches for enough automobiles to hold the entire population -- and provide transportation for a few smaller nations at the same time. Gasoline permits us to live anywhere, work anywhere, buy anywhere. In just one of its effects on everyday life, gasoline The automobile has enabled the suburban housewife to do lots more for her family and still have plenty of time for her own activities. TC 28797 'v*: Efficient gasoline-powered tractors and Other labor-saving machines have helped raise farm production to new heights. Trucks are a mainstay' of American trans portation, moving everything that we eat, wear and use at least part of the way. has remade rural America. We may cherish the memory^ of the little red schoolhouse--but it was not the best place in the world to get an education. Today, seven million children ride buses to well-staffed central schools. They are offered an education that was un dreamed of in the country as little as a generation ago. Similarly, gasoline created an entirely new concept of rural health. Not too long ago, swiftly moving sick ness was a sentence of death for thousands of people in rural areas. Now, the doctor is there in his car, modem drugs in his satchel. In the case of accident or more serious illness, an ambulance is quickly available. Replace Animals Gasoline has changed the rural scene in other re spects, too. In 1920, there were 25 million horses and mules on American farms. Today, there are about six million. Nineteen million animals have been replaced by some seven million trucks and tractors working tire lessly and efficiently raising agricultural production to new high levels. The power produced by gasoline is staggering to the imagination. We take pride in Boulder Dam, Muscle Shoals, Grand Coulee and other great hydroelectric projects. But American automobile and truck engines in use today are capable of producing over 50 times the installed horsepower of all the central power plants in the United States. The gasoline-propelled horsepower on our farms exceeds the amount in use in all American factories. Gasoline and its related fuels supply over half of all the energy used by the entire nation. Vitally essential in war and peace, gasoline is used by America at the rate of 50 billion gallons a year. Gasoline-powered trucks are a mainstay of our trans portation system, moving 90 billion ton-miles of the nation's products annually. Everything that America eats, wears and uses moves at least part of the way by truck. There is an automobile in nearly two out of every three families, each using between 600 and 700 gallons of gasoline a year and providing between 9,000 and 14,000 miles of transportation. To a great degree, gasoline--and the industry behind it--are typically American. Schoolbooks relate that the petroleum industry dates from 1859, when the first successful oil well was drilled. Actually, a handful of men in New York, Penn sylvania and elsewhere were refining petroleum long before it was found in commercial quantities. Step by step these men uncovered markets for the strange new product they had brewed. Such efforts expanded a hundred-fold after 1859, when it was proved that oil could be found by drilling holes in the ground. In tum came the geologists and engineers who found scientific means of searching for oil in the earth and efficient methods of bringing it to the surface. Other men developed better ways of refining oil and trans porting it. Still others created that remarkable American institution, the service station. Scientists studied intricate petroleum molecules and rebuilt them more to their liking. They produced gaso- 6 I line fue \ out leu call pos ind gre 1 leg; -m do in 1 did wat the / wer fier Wh aw; StOf cle; TC line, then more gasoline, and finally a superior motor fuel-and at a bargain price. Why and how is this possible? Why did America outstrip the whole world in developing the great petro leum industry that was to give us this fabulous fuel called gasoline? America has . been blessed with unusually large de posits of petroleum, it is true, but geological evidence indicates that other parts of the world may have far greater reserves. Here, though, we didn't shackle the industry with legal restrictions or decide that the government could do a better job than some dedicated man with a gleam in his eye. We encouraged wildcatters to seek oil--but didn't tell them where they should seek it. If a man wanted to drill a well in his own backyard or off in the wilderness, that was his own affair. America smiled on competition--and the men who were attracted to the oil industry put on one of the fiercest economic dogfights the modem world has seen. When pipelines threatened to take millions in revenue away from the railroads, no legislation was passed to stop them. If one refiner was able to produce a gasoline clearly superior to that of his competitors, he was cheered for his accomplishment. If there were two filling stations at an intersection, there was no law to prevent a third from opening up. The gasoline-consuming public has been the greatest beneficiary of all. Aided by better gasoline, average automobile engine horsepower has increased from 60 to more than 170, while ton-miles per gallon have in creased over 50 percent. These things have brought more powerful, more efficient, and more economical transportation to the motoring public. The gain in fuel economy is estimated to save American motorists sev eral billion dollars a year on their gasoline bill and has conserved billions of barrels of crude oil for use in coming years by future generations. Public Benefits Meanwhile, the motoring public also has benefited from reasonable prices for gasoline. Virtually every thing else we buy costs much more than it did 30 years ago. Yet the price of gasoline, exclusive of taxes, has risen only slightly. Selling its product at a slight increase in price would be a major accomplishment for any industry. But throughout the last three decades, the oil industry has not only done this, it also has consistently improved the quality of gasoline until it is more than 50 percent greater than it was in 1925. Such bargains don't just happen. Many men and many companies have contributed to the great progress that has produced this daily flow of millions of gallons of gasoline at a bargain price. # Transported to modern schools by bus, children now get an education that once was undreamed of in the country. Science has played a leading role in the development of modern gasoline, which in turn has done so much to change the fabric of everyday life in America. ETC 28799 What's ahead for T o/ SODIUM te< By Sfanfon P. Nitkerson he forward march of industrial technology re Tquires three kinds of troops--veterans of successful campaigns, new recruits with promise of earning com bat ribbons, and those with proven abilities ready to win still more honors. Sodium belongs in the third classification. Discov ered in 1807 and first made electrolytically on a com mercial scale in 1891, sodium has found varied and useful applications ranging from hardening locomotive bearings to the manufacture of detergents, pharmaceu ticals, nylon stockings and cosmetics. The soft, silvery metal, an element in common salt, helps speed motorized transportation as an intermediate in the manufacture of tetraethyl lead, as a valve-cool ant, and as a component in non-glaring street lights. Few chemical elements are so versatile. Still, the full potentialities of sodium are just begin ning to be realized, evaluated and applied. Investigations show that sodium has promise of sig nificant application in petroleum technology and in cer inc hel cle me che gui Co in tie; Ro diu teti car eve in has for ing chr sta gur effe sol' diu 1 ad\ feei of i twc alsc uns rial lubi *v'V ETC 28800 The best years of its life may be in the offing for this versatile metal as new technology creates neiv uses re fill >m- . to ;ovomand >tive ceu- salt, diate ;oolghts. egin- f sigad in certain petrochemical processes. Pilot plant experiments indicate that in liquid form it may some day be used to help convert atomic energy to constructive ends in nu clear reactors. The manufacture of a valuable new metal, titanium, may well depend upon the physical and chemical properties of sodium. Sodium or materials made with it may even propel guided missies and rockets--perhaps to the moon. As the world's largest sodium manufacturer, Ethyl Corporation anticipates an increasingly important role in supplying the product in different forms and quanti ties for a variety of new purposes. At its plants in Baton Rouge, La., and Houston, Texas, Ethyl produces so dium and chlorine--both used in the manufacture of tetraethyl lead--by the electrolysis of salt. Both plants can easily produce more sodium than they require, how ever, and Ethyl makes it available to other consumers in tank cars, drums, and in bricks. As one of its possible applications, metallic sodium has been added to the list of chemicals which can per form an ideal job of stability improvement in oil refin ing. Sodium treatment of oil samples produces desirable changes such as improvement in odor, color and color stability, storage stability and reduction of dissolved gum. It also is an effective desulfurization agent. L'nsolved Problems Although there is little question about the unusually effective jobs which the element can do, certain un solved problems have delayed a widespread use of so dium for many of its capacities in the oil industry. In petrochemical operations, sodium can be used advantageously to remove impurities from hydrocarbon feed materials, and as a raw material in the manufacture of intermediates for new drugs and insecticides, to cite two general examples. Under suitable conditions, it also may be employed in the conversion of butadiene to unsaturated dibasic acids. These have good raw mate rial potentialities in making plasticizers and synthetic lubricants. Titanium, which can be made efficiently by a sodium process, may be vital in planes of the future. Applying sodium for the reduction of a number of fats and oils yields fatty alcohols with a ready place in the manufacture of synthetic detergents. These alcohols also promise to be key raw materials for lubricating oil additives. With the world moving closer to the time when atomic power will be utilized for industrial and related purposes, sodium may be called upon to help perform new miracles in still another field. Research has been carried out with sodium and sodium-potassium alloy as heat transfer media to remove heat from nuclear reac tors used to produce steam for generating electricity. The Knolls Atomic Power Laboratory is convinced that the system is feasible, since sodium's heat transfer performance has agreed closely with predictions. If recently published plans for utilizing atomic energy in aircraft materialize, sodium may take wings as a heat transfer medium in the air, too. Ethyl already has supplied sodium to atomic labora tories for many studies, including those related to the Navy's new atom-powered submarines. 9 Successful application of sodium in such new and significant ways may well encourage similar attention in established industries. Other properties of the metal, including its reactivity, easy pumping in liquid form, low melting and high boiling points, and the fact that sodium conducts electricity even better than copper, offer interesting challenges to metallurgical research and development efforts. Its untapped versatility is further underscored by the fact that greater and more efficient production of tita nium, the valuable new material with the most remark able weight-strength ratio of any well-known metal, will apparently hinge upon what sodium can do in a better manufacturing process. Replaces Magnesium The first successful commercial titanium manufac turing process, developed by Dr. William J. Kroll of the Bureau of Mines, in his native Luxembourg just be fore Hitler's panzer divisions rolled across Europe, in volved the reduction of titanium tetrachloride by mag nesium. Now, however, the Electro Metallurgical Com pany has started building a $31 million plant in Ashta bula, Ohio, where sodium will be used rather than magnesium. In England, Imperial Chemical Industries is constructing another large sodium-process plant. This process is believed to have quality advantages 10 over the Kroll method, and should help pave the way for new and better titanium alloys capable of "fighting adverse conditions of heat, pressure, fatigue and corrosion." The new sodium-process plants being built and planned mean that more and better supplies of the important metal are at last in sight. At present, titanium's high cost is a major factor in limiting applications. Prices stand at about $4 to $5 per pound of sponge, with forging stock and sheet metal m nyj. pjjc fact 7 espc elirr carr sma in c, ETC 28802 vay ing roand the >r in i per netal As the world's largest sodium manufacturer, Ethyl makes the versatile metal available to industrial consumers in brick, drum and tank car quantities. running up to three times as much. Comparatively low prices for sodium and the application of other manu facturing refinements should help reduce costs. Titanium quantity, quality and cost are important, especially in the aircraft industry. In general, weight eliminated in a plane's basic design can result in greater carrying capacity or greater range, higher speeds or a smaller aircraft for the same mission, and possible cuts in costs per plane. i As more and more of the new titanium metol is manufac tured, its present high cost, a limiting factor in its wide spread use, may be substantially reduced. Atomic generating plants, in which sodium may be used, are destined to power ships of the future. The first atomic vessel, the submarine Nautilus, is shown below. The greatest potential for strong titanium alloys in airplane manufacture is in structural applications, ac cording to the Aircraft Industries Association. Many plane and engine companies also see a major place for the metal in engines and other non-structural parts. At least one manufacturer believes titanium essential for supersonic planes. Another maintains it can be used advantageously for a complete aircraft. It is generally agreed that high speed jet planes of the future, both military and civilian, will require tita nium. It withstands heat much better than aluminum and magnesium, and expands less. National Defense Uses Enthusiasm for titanium is shared by the Navy, not only for aircraft but also for wet-exhaust mufflers and snorkel and condenser tubes, where its high resistance to corrosion makes it invaluable. The Army recognizes the great potential value of titanium in reducing the weight of tanks and other equipment, and in making light, strong items for the individual soldier. For these and other strategic reasons, the titanium industry is being encouraged by the Department of De fense, which foresees an annual demand for 150,000 tons within 5 to 10 years. At the recent National Metal Exposition in New York, displayed articles made from titanium included a racehorse shoe, camera shutter leaves, a chemical filter screen, an arch support, and wire for artificial limbs. An experimental petroleum tank truck also has been built from titanium. While it has many proven and potential civilian applications, stockpiling the metal for national defense will necessarily postpone the time when everyday prod ucts made with titanium are generally available. And government financial assistance may come to the industry for a few years, until it is more firmly estab lished. Even so, an annual volume of $1 billion has been predicted within a short time--giving mankind another invaluable product made possible, in part at least, by the unseen hand of sodium. # 1 II aI :, ll 1 How the OCTANE' By Dr. Graham Edgar hirty years ago, when the automobile was fast Tbecoming a major part of the American scene, the need for a dependable method of determining and eval uating the knocking characteristics of gasoline was urgently apparent. Chemists and engineers had attacked the problem on many fronts, and by the mid-1920's several methods of expressing the tendency of a fuel to knock were in use. But all had the common drawback of not being constant or truly reproducible, even from one test to another in the same laboratory. None provided absolute data on which to base a fuel rating. What was needed was a uniform standard that would permit laboratories anywhere, anytime, to evaluate sat isfactorily the antiknock quality of any gasoline. Against this background the research laboratories of the newly-formed Ethyl Corporation undertook in 1924 the search for such a standard. In those days, the standards we used to determine the knocking tendency of a test fuel was finished gaso line from a refinery in Lima, Ohio. To each gallon of the gasoline we added 3 cc. of tetraethyl lead. That was the "Ethyl standard." In rating a commercial fuel, we merely compared the fuel with the "Ethyl standard," adding up to 3 cc. of TEL per gallon to make it match the knocking characteristics of the "Ethyl standard." Compared Samples When our original supply of gasoline from the Lima refinery became exhausted, we ordered another carload to the same specifications. After adding the usual 3 cc. of TEL per gallon, we compared it with a sample from the previous batch of "Ethyl standard." To our surprise--and dismay--the two were not equal. This made it clear that gasoline, even from the same refinery and to the same specifications, could not be relied upon as a satisfactory standard, or reference fuel. On thinking the matter over, it seemed that only some pure hydrocarbon -- always reproducible -- could serve as a constant standard. Pure substances, such as benzol and alcohol, were available, but these belonged to the class of relatively nonknocking fuels and so could Or. Graham Edgar only be used in connection with some nonreproducible "standard" gasoline. At that time, it was generally assumed that the paraf fin hydrocarbons produced bad knock. Therefore, it seemed that one of them treated with TEL might pro vide a promising standard. Since the average molecular weight of gasoline of that day corresponded to approxi mately C8H18, we decided to make one of the octanes the base for our standard. In the light of what we knew then, it did not appear to make much difference which one of the eight theoretically possible octanes we used. We searched scientific literature for an octane that would be relatively easy and inexpensive to make, but found none. But Beilstein's Handbook of Organic Chemistry contained a reference to an octene that had been made by treating tertiary butyl alcohol with sulfuric acid (although the corresponding octane had never been prepared). Tertiary butyl alcohol had just been put on the market at a reasonable price by A. D. Little of Boston. We bought some, made the octene, and then hydrogenated it to form a liter of the corres- 12 ETC 28804 Of the is me motor "high synon ance. terms tional Etb it pla\ --the the a: popul article sible being Tb. porati the oe the C as a senioi po mi ba ga nc nc ca so ge Th wt wc he usi oc "SCALE was created Of tbe many petroleum industry trade words, none is more readily understood than octane. To the motorist and to the general public, terms such as "high octane" and "top octane" have come to be synonymous with power and top-flight perform ance. Accordingly, many oil companies use these terms widely in their advertising and in the educa tional materials that they distribute. Ethyl Corporation is proud of the pioneer role it played in creating and perfecting the octane scale -the yardstick that is universally used to measure the antiknock quality of motor gasoline--and in popularizing the word octane. The accompanying article, in the words of the man primarily respon sible for the octane scale, tells how it came into being. The author, Dr. Graham Edgar, was Ethyl Cor poration's director of research at the time he devised the octane scale, and was actively associated with the Company for 28 years. Upon his retirement as a vice president in 1952, he was appointed a senior consultant. --The Editor. ponding octane, which had the formula of 2,2,4-trimethylpentane. Since we assumed that the new octane would knock badly in our test engine, we added 3 cc. of TEL per gallon to it. Much to our surprise, the new fuel would not knock. We tried it without TEL and still it would not knock. In fact, we could not make the new hydro carbon knock by any means. We then made and rated some of the normal octane, with the carbon and hydro gen atoms arranged in a straight chain. This knocked badly, as tradition and experience indicated it would. We knew that we had made an important discovery. It was clear now that the structure of a paraffin hydro carbon had a profound effect upon its tendency to knock. [It is generally agreed that this discovery ranks in significance with creation of the octane scale. The work of Dr. Edgar in the synthesis and determination of the knocking properties of fuel components con tributed much to early refining knowledge and pio neered the art of knock-rating as we now know it. Dr. Edgar's investigations of the branched chain paraffins not only resulted in the octane scale, but aided im measurably in the development of the first 100-octane aviation gasoline.--The Editor] Scale of Value Upon discovering that the structure of a paraffin hydrocarbon strongly influenced its tendency to knock, we conceived the idea of broadening the "Ethyl stand ard" into a scale of antiknock value. The scale would consist of varying proportions of a nonknocking hydro carbon, like our new isooctane, and a severely knocking hydrocarbon, such as normal octane. Unfortunately, normal octane was difficult and expensive to make. Seeking a substitute, we noted a recent publication by the Forest Products Laboratory in Madison, Wise., which pointed out that the sap of the Jeffrey pine tree upon distillation yielded pure normal heptane instead of the usual turpentine. We obtained a gallon of the nor mal heptane. When we ran it in the test engine, it, like normal octane, knocked badly. It therefore seemed to be an ideal low base for our projected knock scale. We now were quite sure that we had the two mate- The sap of the Jeffrey pine free which grows in the High Sierras was distilled to obtain normal heptane, the material that was used to represent zero on the octane scale. ETC 28805 When Ethyl's new plant goes into production anadian oil refiners' increasing needs for C "Ethyl" antiknock compounds will be supplied production in the early part of 1956, it will be the first time that tetraethyl lead, the active ingredient in from within the Dominion by early next year, it was "Ethyl" fluid and an important additive of gasoline, has disclosed recently with the announcement that Ethyl been manufactured in Canada. At present, "Ethyl" anti Corporation will build a plant at Sarnia, Ontario. knock compounds are imported from the United States, Owned and operated by Ethyl Corporation of Canada, where Ethyl Corporation has manufacturing plants at Ltd., a subsidiary of Ethyl Corporation, the new manu Baton Rouge, La., and Houston, Texas. facturing center will be located on a 100-acre site ad It is anticipated that Ethyl of Canada will employ jacent to the Canadian Oil Companies, Ltd., refinery about 150 people at the new plant when it is completed. and to the St. Clair River. Present plans call for a small number of supervisory In announcing plans for the plant, E. L. Shea, Ethyl personnel from Ethyl's plants in the United States to Corporation president, said: "We have known for sev be used on a temporary basis for initially staffing and eral years that the Canadian government and many of launching production at the new installation. Subse the Canadian refiners are keenly interested in obtain quently, operations will be conducted as completely as ing antiknock compounds from a domestic source. We possible by Canadian personnel. are glad to be able to respond to this desire and to make The plant's production will be used to meet the re a substantial investment in the future of Canada." quirements of Canadian oil refiners for "Ethyl" anti When the new Ethyl plant is completed and goes into knock compound. # The site of the new "Ethyl" antiknock compound manufacturing plant in Sarnia, Ontario, is adjacent to Canadian Oil Companies' refinery on the St. Clair River, just about opposite Stag Island. I For Better A new color movie produced by Ethyl shows the importance of good gasoline to engine operation I n its efforts to help oil companies train service station personnel, Ethyl Corporation has produced a new color movie depicting the basic ways gasoline affects the operation of a modern automobile engine: Entitled "For Better Perform ance," the 15-minute film is the first phase of the "T" (Train ing) half of Ethyl's R-T (Recruiting and Training) program, which was launched last summer. Coupling the full freedom and flexibility of animation with the realistic rendering of color, the movie reproduces the combustion process that takes place in an automobile engine. The film begins with the introduction of a young scientist, who serves as the narrator. He gives a brief description of the main steps in gasoline production, tells something of the many processes that are used to manufacture gasoline, and explains in non-tecbnical language why blending of gasoline com ponents is necessary to arrive at a high quality product. X-ray Eye Provided After this short explanation, the movie plunges directly into the main theme. Through the magic of animation, an X-ray eye is provided for the viewer to see in actual engine operation the effects of "balanced volatility" in gasoline on starting, warm-up, acceleration, power and mileage; how vapor lock occurs and how it Is controlled by today's gasoline. The harmful effects that impurities in gasoline can have on engine performance are portrayed. The four-stroke piston cycle is also accurately shown in colorful and detailed movement. It is portrayed during nor mal combustion and during combustion when "knock" is occurring. The necessity for the piston to get an even thrust from the burning of gasoline instead of a sharp, hammer-like blow is illustrated in the "knock" sequence. Higher octane gasc for T expl the in g and octa ignit A qua! vola ratir tellii ciatt reali 1 Si it ca desi also gene "1 duct "Pic line the 5 he p T static survreve the to Y prog T calif pani sale; youi trair ETC 28807 gasoline is recommended by the narrator as the best remedy for engine "knocking." The movie also covers the problem of preignition. It explains that preignition is largely the result of deposits in the combustion chamber and depicts the preigniting of fuel in glowing colors. The viewer clearly sees what preignition is and how it disrupts normal combustion. Additives or higher octane gasoline are given by the narrator as solutions to preignition. As the film ends, the narrator summarizes the three gasoline qualities necessary for top engine performance: well-balanced volatility, freedom from harmful impurities, and high octane rating. While the movie uses the animated "cartoon" method for telling the story, it steers clear of the fantasy generally asso ciated with this technique. The treatment of the subject is realistic and convincing. Has Wide Appeal Since the film is neither oversimplified nor highly technical, it can appeal to a wide audience. Oil companies will find it is designed not only to help train service station personnel, but also for showing to newcomers to the industry and to the general public. "For Better Performance" is the second color movie pro duced by Ethyl Corporation for its R-T program. The first, "Pick Your Tomorrow," depicts a young man in search of a line of business to choose for his life work. The movie tells the story of his investigation of several fields and shows why he picks service station work as the best business for him. To understand better the personnel problems of service station work, Ethyl Corporation in 1954 made a nationwide survey of nearly 5,000 service station dealers. The survey revealed that while dealers themselves are enthusiastic about the service station business, fully half of them find it difficult to hire and train competent men. Ethyl has built its R-T program to help solve this problem. The twofold design of R-T is to induce young men of high caliber to enter the service station field, and to help oil com panies and dealers train these men into a better, more stable sales force. "Pick Your Tomorrow" is tailored to help recruit these young men. "For Better Performance" is designed to help train them. # The serene and placid beauty of this lush lagoon is untouched by the oil wells that add black gold to Avery Island's jeweled diadem. that are both red and hot. They are the basic ingredient of the famous Tabasco sauce which is made there. Acre for acre the fabulous fields of Avery Island and the earth beneath them have yielded and still are pro ducing more benefits for mankind, both esthetically and materially, than almost any others in the world. Credit for Development To the late Edward Avery Mcllhenny, writer, ex plorer, business executive, naturalist and conservationist, goes much of the credit for the botanical and natural wonders on the Island that has been the home of Averys and Mcllhennys for generations. To the International Salt Company goes credit for operating and expanding the salt mines whose rambling shafts honeycomb the underground sections of the Island. And to Humble Oil & Refining Company goes the credit for having added black gold to the jewels that make a fairy diadem for the island that is known as Avery. It is the work of Mcllhenny that was responsible for converting this part of the Louisiana marshlands into a Garden of Eden. Mcllhenny was a man whose travels carried him all over the world. When in later years he decided to settle permanently in his ancestral home, he did so with the avowed intention of bringing to its acres many of the beautiful flowers, plants and birds he had seen in his travels. In addition to saving the snowy egret from extinction, Mcllhenny's "Bird City" provides shelter and food for colonies of blue herons, parti-colored herons, black ibises, ducks, geese, sea gulls, terns and many other native and migratory birds. The sanctuary is a private adaptation of the federal game preserve theory, though many visitors are inclined to think that Avery Island goes Uncle Sam one better in this business of protect ing wildfowl. Mcllhenny turned the development of the sub-surface kingdom he controlled over to private industry, but to This power barge for a drilling rig can be quietly towed to new well sites throughout the "Island". . . Below, the interior of one of the salt mines that have helped supply the nation for over 100 years. himself he reserved the rights and the privileges of developing the surface. Until his death only a few years ago, he worked untiringly to enhance its beauties. He poured vast sums into the creation of this island para dise and for a long time it was a one-way flow. Today, however, with oil flowing from many wells, salt being mined in vast quantities, and Tabasco sauce widely popular, the birds and animals who find refuge there need have little fear of ever going on short rations. Just how much of the oil royalties accruing to the Avery and Mcllhenny families is used to maintain the Island sanctuaries has not been made public. Suffice it to say that there is enough. The heirs of the late E. A. Mcllhenny assume full responsibility for the welfare of the plant and animal life, but there is an interesting sidelight in this connection. The State of Louisiana collects a share of the oil royalties from the fabulous Avery Island oil field and some of this income is used to care for wildlife in other parts of the state. Oil Supports Wildlife So the oil produced in the midst of Avery Island's natural beauty and from the very heart of one of the nation's outstanding wildlife preserves actually helps to pay for promoting the interests of wildlife here and elsewhere in Louisiana. In addition, some of the money needed for this purpose on Avery Island comes from the nominal admission charged the 30,000 visitors who call there each year. Just as it took long experimentation to develop the best recipe for the famous Tabasco sauce, so also was a lot of preliminary effort necessary before Avery Island paid off as an oil field. The first well was drilled back in 1898, and many fruitless test wells followed. Finally, in 1942, Humble Oil & Refining hit pay dirt. Since then it has brought in some 65 producing wells. These now flow at the daily rate of about 7,250 barrels. Humble has wrapped its equipment in felt and bat ting and its operations at Avery Island are carried through on tiptoe, so to speak. Every effort is made to leave the natural beauty undisturbed and to permit the wild things to live unruffled and untouched by the prob ing fingers of progress. Unless you know just where to look, the oil wells are hard to find. Neat, unobtrusive "Christmas trees" on equally neat platforms surrounded by trim, iron fences are all that remain to mark flow ing wells. .Tank batteries are nestled in out-of-the-way places so that they, too, don't jar the peaceful scene. . Avery Island has rightfully earned the name Wonder Island. For there, the lion and the lamb--industry and nature--lie down peacefully together. # ;:i i i 1 c ETC 288lo i o e ts id ;k y. ce :se atied to the obe to isive ided low-way cene. rnder . and Engineers of Progress The Society of Automotive Engineers Is 50 Years Old f the many tributes that are being paid to O the Society of Automotive Engineers in this ence for a handful of adventurous pioneers to an everyday convenience for millions. its Golden Anniversary year, none speaks so elo This January, in Detroit, the city that auto quently as the new cars that are taking their place motive engineers have helped make the automo on the streets, roads and highways of the country. bile capital of the world, the SAE held its Golden In the breathtakingly beautiful and highly effi Anniversary annual meeting. In many respects, cient 1955 models, a half-century dream of this meeting was as different from the organiza superlative automotive transportation has be tion's first meeting in New York as the industry come a reality. is from what it was 50 years ago. During this year, more than six million cars and trucks will roll off the smoothly flowing pro Problems Discussed duction lines of America's automobile manufac The basic engineering problems discussed at turers. They will provide millions of miles of the first meeting have long since been conquered. dependable automotive transportation for this In sharp contrast, papers delivered at this year's country's people and its products. meeting dealt with such forward-looking subjects Back in 1905, the year of the first formal meet as the "Effect of Fuel and Lubricant Volatility ing of the Society of Automotive Engineers, the on Engine Octane Requirements" and "An Ex automobile was just passing from toddling in ploration of the Automotive Gas Turbine." fancy to awkward adolescence. Over 125 dif But if the subject matter this year was start ferent car builders made about 22,500 motor lingly different than it was 50 years ago, the vehicles in factories that often were converted spirit that pervaded both gatherings was much machine and carriage shops or barns. Thousands the same. Now, as then, the SAE is anticipating still doubted that horseless carriages ever would with optimism its part in the development of the become workable machines that the ordinary automotive transportation of the future. man could afford or operate. By providing a forum of integrity and high pur Worked Tirelessly pose for the solution of automotive engineering problems, the SAE continues to abide by the Many people have helped perform the auto ideals that were set forth by its founders. motive miracle of the 20th Century, but high on All the while, too, its members are proud to be the honor roll of those who played a major part able to say, with James C. Zeder, SAE president belongs the name of the automotive engineers. in 1950: "The SAE serves no selfish interest. It It has been the engineers, working tirelessly at encourages the interchange of engineering knowl the drawing boards, in the laboratories, on the edge. The various cooperative activities which it proving grounds, in the shops and on the produc has established have enabled a better product to tion lines, who have transformed automobiles be brought to the consumer at a lower cost. It is from balky sputtering horseless carriages to safe, organized and operated for the express purpose dependable, comfortable motor vehicles. It is they of service to the automotive engineer, the auto who have changed motoring from a risky experi motive industry and the American people."# ! i ! i j 11, ETC 28811 ETHYL IN THE NEWS W. R. Perdue, Jr. W. R. Perdue, Jr., Elected Vice President; F. P. Warne Named Counsel William R. Perdue, Jr., has been elected vice president, treasurer and a member of the board of directors of Ethyl Corporation, succeeding Stanley T. Crossland, who became vice president and treasurer of The Texas Company, January 1. Mr. Perdue joined Ethyl in 1950 as general coun sel. He has been succeeded in that position by Frederick P. Warne. A native of Yonkers, N. Y., Mr. Warne is a graduate of Dartmouth College and Harvard Law School. He has been engaged in the practice of law in New York City since 1941, except for four years' service in the Navy. F. P. Warne J. B. Macauley Appointed Deputy Assistant Secretary of Defense J. B. Macauley, Ethyl's director of technical coordination, has been appointed Deputy Assistant Secretary of Defense (Research and Develop ment), succeeding Dr. Daniel E Barnard, research coordinator of the Standard Oil Company (Indiana), who is expected to return to his company in the near future. In his new position, Mr. Macauley will assist Assistant Secretary Donald A. Quarles in coordinating and integrating the research and development programs of the Army, Navy and Air Force. He will be closely associated with the establishment, composition and activities of technical groups of outstanding scientists and engineers, making sure that their recommenda tions receive appropriate consideration in the planning and execution of military research and development programs. Mr. Macauley is on leave of absence from Ethyl during his service with the Department of Defense in Washington. J. 6. Macauley Three Promoted in Ethyl Corporation's Central Region Harry A. Mack, district manager of Ethyl's Dayton, Ohio, office, has been appointed marketing advisor to the Company's central region. One of Ethyl's senior employees in point of service, Mr. Mack has been succeeded at Dayton by Robert R. Mead, for merly district manager at Kansas City, Mo. Lowell A. Dollahan, account representative in Michigan, has been appointed manager at Kansas City. Eth labi IM ir Hou Eth> & labo; line Undi this lead This prest At stall servj in N Kan E sam othe octa disti sure bilit T data H. A. Mock R. R. Mead L. A. Dollahan ETC 28812 i To Serve Refiners Ethyl will open a new gasoline testing laboratory in Houston this fall mmediate gasoline testing service for oil refiners I in and around the rapidly expanding oil center of Houston will be provided by a new laboratory that Ethyl Corporation will build in that city. Scheduled for completion early this fall, the new laboratory will be equipped with the most modem gaso line testing devices, including an X-ray photometer. Under a technique developed by Ethyl Corporation, this instrument can be used to determine the tetraethyl lead content of a gasoline sample in about six minutes. This is less time than is required by other methods presently in use. At present. Ethyl operates five gasoline testing in stallations strategically located to provide maximum service for refiners throughout the country. They are in Yonkers, N. Y; Baton Rouge, La.; Tulsa, Okla.; Kansas City, Mo.; and San Bernardino, Calif. line quality compiled regularly by Ethyl and distributed to oil refiners and automobile manufacturers. The find ings of the refinery sample tests serve oil companies as an accurate check on the quality of their gasoline. The Ethyl laboratories provide other services for gasoline manufacturers. Upon request, they run tests on special samples refiners wish to have rated and supply spare parts and equipment for knock testing engines, and emergency service in the event of a break down in a refiner's own gasoline testing facilities. As a manufacturer of an important additive for gasoline, Ethyl Corporation is no stranger to the great oil refining area in and around Houston. One of the Company's integrated manufacturing plants where "Ethyl" antiknock compounds and other chemical products are produced is located on the Houston Ship Channel just outside the city limits. Ethyl also main tains a district office in Houston as headquarters for its representatives who serve refiners throughout the area.# Test Thousands of Samples Each year these laboratories test more than 15,000 samples of gasoline from refineries, service stations and other sources to determine the Motor and Research octane numbers, gum content, tetraethyl lead content, distillation characteristics, corrosiveness, vapor pres sure, sulphur content, gravity, color and oxidation sta bility. The results of the service station sample tests provide data for the regional and nation-wide reports of gaso- An X-ray photometer for rapid determina tion of the TEL content of gasoline will be included in the laboratory's equipment. ETC 28813 A A Consumer Looks at Federal Control of Natural Gas (Continued from page 4) controls will compel the diversion, to intrastate use, of gas discovered in the search for oil, thereby lessening the available supplies for interstate consumers. Furthermore, they foresee many areas of serious con flict between federal and state regulation of natural gas. There are, as you know, long-established policies laid down by the producing states regulating the production of oil and natural gas. These state laws are designed to promote conservation of our natural resources and to prevent their dissipation. Now, however, a federal agency has entered the picture with a completely dif ferent mission in life. If this competing and overlap ping authority prevails, it is believed, there may be many cases where a gas producer will be told to do one thing by the state authority and to do the very opposite by the federal agency. There is a final point about government regulation. Students of history know unmistakably that controls breed controls. A national government, for one reason or another, initiates the control of one commodity, but it soon discovers that in order to make the control effective, it must control a second commodity, then another and still another. Finally, matters reach the point where the entire economic life of a nation is ad ministered and controlled by government planners. We have seen this very thing happen in nations abroad, to their very great misfortune. We have the beginnings of it here in federal control of natural gas. Some people, in looking at this problem for the first time, may unintentionally be taking a short-range view. With natural gas for interstate use restricted as a result of government control, they anticipate an accelerated movement of industrial consumers to the producing Southwest, where they can obtain their natural gas supplies without such limitation. This most likely would bring a temporary advantage to the Southwest. But it would also mean that consum ers in the East, North and West would suffer from a progressively growing shortage of this highly desirable fuel. It could result in a severe dislocation of indus tries throughout the country. From the long-term point of view, there can be no question that the welfare of our nation can best be served by a non-federally-regulated industry. i\'eir Exploration Meeiled The urgent need for producers to continue exploring for and developing new gas reserves is self-evident. Since 1945, natural gas reserves have increased 43 per cent, but in the same period of time, demand for this fuel has more than doubled. To keep pace with this growing demand, it has been estimated that producers must find substantially more gas than they have in the past, in order to maintain our reserves at a safe level. Consumers, large and small, all want the same thing --adequate supplies of fuel at a reasonable cost. They are more likely to have adequate supplies at reasonable cost if our free enterprise system is allowed to work-- if men are able to compete and sell the product of their efforts in the open marketplace at a price people are willing to pay. As a consumer, I am greatly interested in the con tinued growth, development and utilization of our na tural gas reserves. I want to see their progress continue unabated to the lasting benefit of our national economy as a whole. Freedom to produce competitively is the best way to assure an abundant supply. # A camera lilhouette of one of the antiknock compound storage tanks at Ethyl Corporation's conveniently located West Coast terminal at Wilmington, California. Layouts and Art Direction: Carsien Grande. Photo Credits: Cover. Kodachrome by Camera Associates: page 2, Jack F. Laws: pages 3 (top). 5 (bottom), 6, 7 and 14 (top), courtesy Standard Oil Company (New Jersey); page 3 (chart, bottom left), courtesy Natural Gas and Oil Resources Committee; pages 3 (bottom right) and 4. courtesy Cities Service Company; pages 5 (top) and 23 (bottom). Camera Associates: pages 8 (left) and 9, Wide World: page 8 (bottom), courtesy U. S. Atomic Energy Commission; page 10 (bottom), courtesy Titanium Metals Corporation of America; page 11 (bottom), courtesy General Dynamics Corporation: pages 12 and 22 (top left and right), Pach Brothers; page 15, Jim Flynn through Sarnia Observer; pages 16 and 17, Lloyd Fromm through Chad. Inc., pages 19 (bottom) and 20 (top), courtesy Humble Oil & Refining Company; page 22 (center), Bradley Studios, (bottom left). Commercial Photos. Inc.: Inside back cover, L. A. Todd. ETC 28814 Primed in T A ETC 28815 'A t r t >'> -*11 I'JtiiJLJLiJl : The secret of flying a B-36 The Strategic Air Command tells us the average age of the First Pilot on a B-36 is 32 years. (This would have made him an old man among World War II fliers.) He ranks captain, major, or better. And he has an average of 3,800 hours' air time to his credit in multi-engine air craft. The "secret" of flying a B-36 is the good judgment that comes only from experience. In this respect, we think it's interesting to note the similarity of flying such an aircraft to working on the intricate problems of relating fuels to engines. Here, too, there is simply no substitute for years of intensive and specialized experience. That's why we think you will be interested to know that the key men in charge of engine-fuel studies at Ethyl have an average of more than 19 years' experience in their individual specialties. When they engage in an) cooperative work or consultation with you, they draw on a rich background of thousands of hours of laboratory work and millions of miles of road tests. And, as an or ganization, Ethyl Research Laboratories have worked closely with the petroleum and automotive industrie; for 32 years. These years of experience give Ethyl a special insight into the complex problems of relating engines, fuels and lubricants ... an insight we believe adds considerabl; to the value of "Ethyl" antiknock service. ETHYL CORPORATION NEW YORK 17, NEW YORK ETC 28816 BEHIND the /ms ars, trucks and buses stream from the westbound tube of the Lincoln Tunnel at the Weehawken, N. J., end of that sub-Hudson River thoroughfare in our cover photo. Re lated directly to Underground Arteries, start ing on page 21, the color shot was taken from a precarious perch atop toll booths one bright day last winter by New York photographer O. Winston Link. Just to the right of the eastbound tube, which carries traffic into midtown Manhattan, work is now advancing on a third tube for the tunnel. When com pleted in 1957, this additional passage will make it possible to devote two tubes at a time to rush-hour traffic in one direction. F lectronic computers are answering more and more questions for American business and industry these days. (See Problems Solved in Seconds, pages 4, 5 and 6.) But these superhuman brains are no overnight develop ment. As long ago as 1949, Ethyl Corporation joined with automotive and other industries to help finance an electronic computation laboratory at Wayne University, in Detroit, as a center for training operators of elec tronic devices. Although certain chemical, blending, payroll and other problems at Ethyl are handled by the Company's own electronic machines, projects undertaken at the Wayne training center have been of direct value to Ethyl and to the oil and automotive indus tries. These have included projects related to bearing pressures, compression ratios and other complex aspects of today's automobile engines. U ntil recently, it had always been a lot like Mark Twain's alleged comment about the weather: People talked about the litter problem, but few of them did anything about it. Now, however, there's a concerted effort to put an end to the national carelessness that has been making our country America the Not So Beautiful. It is called Keep America Beautiful, Inc., and its work is described in Teaming Up on Trash, starting on page 13. gtoZA&kG Richard F. Cook, Editor ------------------------ MARCH-APRIl 1955 ------------------------- THE NATURAL GAS STORY..................................1 "You, the People" tells it PROBLEMS SOLVED IN SECONDS .... Electronic brains provide the answers 4 NEW STORAGE AT EDGE MOOR .... Tank added at Ethyl terminal 7 QUALITY REPORTS........................................ Ethyl expands and improves gasoline surveys 8 EDUCATED TRUCK DRIVING........................... A college course on motor transport operation 10 TEAMING UP ON TRASH........................... The work of Keep America Beautiful, Inc. A NEW FLOCK OF BIRDS........................... Road Birds help sell premium gasoline 16 OIL ROADS LEAD TO ROME .... The story of the World Petroleum Congress 18 UNDERGROUND ARTERIES........................... Tunnels speed automotive transportation hi Tis peopL preset thePe notth prices 14 mi The gas pr Amer by rea natura Opinions expressed in signed articles art the authors'. Ethyl Newt wolcomos articios of timoly intorost submitted from outside sources. Upon request, tho 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. Edward L. Shea, President William ft. Perdue, Jr., Vice President and Treasurer Herbert A. Savage, Secretary ETC 28818 A NEW MOTION PICTURE PRESENTED BY ETHYL CORPORATION HELPS TELL ... THE NATURAL GAS 1 4 7 STORY 8 he case against federal control of natural gas er-consumer, a lawyer and an independent oil jobber T10 is being clearly and forcefully told to thousands of tell why they oppose government regulation. The narra people throughout the country by a new motion picture tor, the only professional actor in the cast, tells why be 13 presented recently by Ethyl Corporation. Entitled "You, too, as a private citizen, is for free enterprise. the People," because it puts the decision as to whether or Released only a few weeks ago, "You, the People" has not the government will continue to regulate natural gas been enthusiastically received wherever it has been 16 prices before the American public, the film takes just shown. The Natural Gas and Oil Resources Committee, 14 minutes to get its effective message across. which is distributing copies, reports that the film has The far-reaching effects that federal control of natural "sharpened public understanding" among individuals 18 gas prices have on all phases of the industry and on the and groups to whom it has brought the facts about nat American way of life are simply explained in the movie ural gas price-fixing. by real-life people speaking for themselves. In turn, a More than 500 prints of the movie already have been 21 natural gas producer, a pipeline superintendent, a farm circulated by the Committee through its state and re- J ETC 28819 gional representatives and by oil and gas companies and Ethyl Corporation. These men and companies are showing the film to employees and to local civic, busi ness, social and church groups. Produced with television showings also in mind, "You, the People" so far has been shown by over 100 TV stations. Others are scheduled to screen it in the near future. In telling the natural gas story, "You, the People" opens with a scene in which the producer tells the super intendent that under government regulation he cannot supply the line with natural gas. He no longer has con trol over the price of his product, he says, and cannot risk being burdened with a 20-year commitment. The camera then switches to the narrator, William Cochran. He describes the production, transportation and delivery of natural gas and explains how federal control was stretched to cover the production of this fuel. As these phases of the industry are discussed, ac tual scenes from the field appear on the screen. Narrator Cochran then asks how men both in and outside of the natural gas industry feel about govern ment price controls. -- First to answer his question is John M. Kelly, former state geologist and now an independent producer of New Mexico. Kelly explains that he likes both ends of his label, "independent producer." "But," he says, "everybody knows you're bucking heavy odds--actually nine to one against you--every time you go after new gas or oil reserves. And you do a lot of searching and maybe risk your fool neck a few times a year. Can't Afford Odds "In this business you're free to win, free to lose. But if government controls are going to dictate the condi tions I work under, I can't afford those one in nine odds --I'll have to get out." Next to speak is Everett Woody, of El Paso, Texas, the pipeline superintendent. He tells the audience that if independent producers stop looking for new sources of natural gas, the result will be a serious shortage of this fuel, and an inability to supply both old and new customers. "The producer is selling a commodity," Woody says, "not a public service--a commodity for which, incident ally. he gets only a very small fraction of the consumer's gas bill. Only 10 cents out of every dollar the consumer pays for gas, goes to the producer, for all his costs and profit. The other 90 cents of the consumer's dollar goes for service charges--transportation and distribution -- that are already regulated. So any talk about saving 2 money for the housewife by regulating the field pro ducer is ridiculous." Following Woody, Daniel Neal McArthur, a farmer from Mason City, Iowa, voices his opposition to federal control over the producer. "I don't believe in federal price-fixing," he says, "when you already have a far better price regulator--competition. "When you tell a man how much money he can get for his gas, that's going to have a lot to do with how much he can afford to produce .. . and how fast. Once you've got the government controlling his production and his prices, it might as well just step in and take over his whole business, officially. `Cause that's what it would be doing anyway. That kind of interference doesn't belong in this country." 'TOP; T.'T--- Narrator Cochran then asks New York City lawyer John Howley to explain how the natural gas situation got into its present tangle. Howley explains that the Natural Gas Act of 1938 was passed to supervise traf fic in gas, which no one objected to since Congress was solely concerned with regulating the interstate trans portation of gas--not its production. "Unfortunately," Howley continues, "in spelling out the bill, somebody used a phrase about regulating all `sales of gas in interstate commerce'--and that's where the trouble started. "There are some people who simply believe in fed eral regulation and want more of it. They seized upon this phrase to try to bring the natural gas producer under regulation. They appealed to the Federal Power Commission to back them up. The Commission said ETc 28820 ething a prodm . others | OCHRA Narrow ork, N.' "Ever/ frme I go erftor now gas or oil reserves I'm up against nine to one odds. If government con trols are going to dictate working conditions to me, I can't afford those odds." JOHN KELLEY Independent Producer Roswell, N.M. m "If independent produc ers stop looking for new sources of natural gas, the result will be a serious shortage of this fuel, and an inability to supply both old and new customers." EVERETT WOODY Pipeline Superintendent El Paso, Texas J* y rv -* "When you tell a man how much money he can get for his gas, that's go ing to have a lot to do with how much he can afford to produce. We have a far better price regulator in the form of competition." DANIEL N. McARTHUR Farmer Mason City, Iowa "The Natural Gas Act of 1938 was passed to su pervise traffic in gas. But in the bill someone used a phrase about regulat ing 'all sales of gas in interstate commerce,' and that's where the trouble began." JOHN HOWLEY Lawyer New York, N. Y. "I'm in direct competition with the local utility, and federal control over the producer might give me a temporary advantage. But I prefer a fair fight in the marketplace." SAMUEL WILKES i h Oil Jobber g Hartford, Conn.- # `No' eleven different times. But this latest interpretation by the Supreme Court . . . not a unanimous opinion . . . was enough to bring all sales to interstate pipelines under federal control," Howley concludes. The last man to be interviewed by actor Cochran is oil jobber Samuel Wilkes, of Hartford, Conn. Wilkes says in selling fuel oil he is in direct competition with the local natural gas utility, and that federal control over the producer might give him a temporary advantage. But he doesn't want it, he says. "I'd rather fight it out on equal terms with my competitors in the open marketplace. "I'm talking about free competition--the principle that's enabled us to build the strongest economy and the highest stand ard of living on earth! ... If the govern ment can control gas production in peace time, it can control any commodity. Well, that's not for me--and I don't think it's for America!" Whether or not it is to be for America is a decision it is left for audiences to make. The American Way "In so much of the world, things happen to people," the narrator concludes. "In America the people make things happen! You, the people, are the government. Your Congress, your officials exist only to carry out your orders. Whatever your opinion, make sure your voice is heard." The spirit and the purpose of "You, the People" were eloquently expressed by Baird H. Markham, executive director of the Natural Gas and Oil Resources Com mittee when the film was shown at the an nual meeting of Connecticut oil jobbers: "The men who made this film and those who appear in it are not the only people behind it. The people behind it include a great body of men like yourselves who share a common conviction and are willing to fight for a principle.That principle is that America's high standard of living and the success of its economic system are founded upon the initiative of its individuals and their liberty to compete freely in serving the public interest."# ETC 2882. Huge electronic brains help spur research, business and industrial progress t mav not come as heartening news to the school I boy struggling with his arithmetic, but it's a fact that many of the most complex and time-consuming jobs in American business and industry involve mathematics. If this seems a dreary outlook to the teenager, it's quite the opposite in the business world. A growing number of big electronic computers and data process ing machines are solving monumental mathematical problems with lightning speed and hair-splitting accu racy. As more and more of these electronic "brains" come into use, they will save millions of tedious man hours and prodigious sums. In the oil industry alone, these incredible devices can solve big problems in exploration, research and development, in financial, statistical and sales projects, and in refinery operations. The supervisory control panel of UNIVAC, foreground; right, memory tape units; in rear, central computer. Big electronic digital computers have recently gone to work for two important refineries in the East and Southwest. The Eastern refinery's machine has coped successfully with such a variety and number of prob lems that its owners intend to apply it to many other jobs. Equations used in "cat" cracking, reforming and other processing and blending operations are given to the computer and stored in its "memory." Punch cards with information on crude oils or other charge stocks, gasoline specifications, product commitments and re lated operating conditions and requirements are used. As crude oil is processed, data fed into the brain pro vides directions for obtaining desired quality and quan tity realization. Answers come up in minutes, compared with hours Arithmetical and logical parts of another electronic sys tem can perform over 10 million operations hourly. of work brain ca figures, indefinii based ' electron Anot duction tion an' panies to simp to drilli soon wi Coast r Alert field ar will be^ Remini Steel . among ETC 28822 ess gone and oped orobother : and en to cards tocks. id re used, n proquan- hours The first oil company to use a big electronic brain installed this one for solving processing and blending problems. of work by 250 to 300 technicians. In one second, the brain can add, subtract, multiply or divide hundreds of figures. Its memory can retain 4,000 ten-digit numbers indefinitely. Choices or decisions the brain makes are based with infallible accuracy on the results of its electronic calculations. Another brain has just become part of an oil pro duction research laboratory in Texas, to tackle explora tion and production problems. Several other oil com panies have successfully used new electronic devices to simplify and expedite applications of geological data to drilling operations. An even larger mechanical brain soon will be applying its wizardry at a huge Texas Gulf Coast refinery. Alert oilmen and leaders in the electronic equipment field are convinced that these amazing brain systems will become "musts" for refineries of the near future. Remington Rand and International Business Ma chines, two of the largest manufacturers of such equip ment, conduct extensive research, development and application programs in anticipation of such uses. Con sulting, educational and training courses, and testing and service centers are available. An idea of the scope of the largest of these super human automatons in the oil and other industries can be gained by mentioning typical applications--billing, delivery scheduling, design calculations, solution of engineering problems, general accounting, inventory studies, labor distribution, market analyses, payroll preparation, pricing and rate studies, production plan ning and sales reports. Processing voluminous data is the most widespread use of the brains. More bizarre applications have included translating Russian into English, solving problems in Biblical re search, figuring out complicated industrial, chemical and physical processes, and dealing with optical ray Sleel ... oil .. . and automobile manufacturing are among the growing number and variety of industries where mechanical Einsteins speedily and accurately cope with accounting, design and production problems. ETC 28823 tracing and problems in heart research. A near-future application may simplify and accelerate more accurate weather forecasting. Three major oil companies have ordered IBM's largest electronic data processing systems. The multilobed brains will be applied largely to problems in blending, production planning, scheduling and ac counting. These new installations, scheduled for opera tion in the near future, are in addition to 18 other systems of a similar size and type in use elsewhere. Chrysler, Ford and Monsanto Chemical are among other companies where giant data processing apparatus will be installed soon, out of about 100 on order. About 20 smaller electronic systems are also scheduled for oil company use before long. Tretnendous Capacities A typical mammoth brain consists of interrelated segments housed in metal cabinets, with a central con trol unit. Calculations are performed in what IBM, for example, calls its arithmetic and logical unit. Here the brain's capacities are 504,000 five-digit additions or subtractions, 75,000 five-digit multiplications, 33.000 long divisions or over a million logical decisions per minute. Data in the largest processing machines can be in troduced or recorded on magnetic tapes at the rate of 15.000 letters, numbers or symbols a second. Infor mation to be "considered" by the brain is also "remem bered" by thousands of charges on the faces of cathode ray tubes or on magnetic cores. Magnetic drums are used for handling additional data, putting down or picking up characters at a rate of IVi million per minute. Machines also can be adapted to a punch card system to receive information or to record results. Computations can also be put down by high speed printers able to write automatically up to 78,000 characters per minute. The brains' work can be transmitted by wire to distant locations. Of the king-size electronic computing machines, one of the best known to the public is Remington Rand's UNIVAC. This device won fame in its amazingly ac curate prediction of the Eisenhower landslide in the 1952 elections. Remington Rand has fifteen UNIVAC installations in use throughout the country, with more on order. Eight are operated by the federal government and the rest by business and industrial firms, including General Electric, Sylvania, Metropolitan Life, Franklin Life, United States Steel, and the Chesapeake and Ohio Rail way. For government agencies, UNIVAC can be cred 6 ited with such jobs as eliminating time-consuming calculations on jet plane research, assisting in atomic studies and speeding computations for retirement pay. As electronic brains come into more widespread use, improved and even more complex models will un doubtedly be developed. One indication of what's ahead is seen in a special installation for the Navy, known as NORC (Naval Ordnance Research Calculator). This has been described by IBM as the fastest and most powerful electronic calculator in the world. It is being used in mathematical problems related to guided mis siles, nuclear physics and sub-surface projectiles. NORC multiplies 2368.912941062 by 867124.0510296 and comes up with the indisputably correct answer of 2054141385.9901255052174352 in 31 mil lionths of a second, automatically placing the decimal point correctly, too. Complete arithmetic operations follow each other at a rate of a billion in less than 24 hours. This is equal to what 1,000 people could do if they computed for their entire lives. Although different in design, operation and purpose than these big computers and calculators, other elec tronic devices are being used to operate machinery and perform instrumentation work. A few elaborate sys tems are already here, with still more proficient ones on the way. Ford is now operating a virtually automatic plant in Cleveland. The nation's first refinery to employ complete electronic instrumentation and controls is Rock Island Refining at Indianapolis. #\ A cloie-uf and an a its locatio terminal a Operate Machinery With more such automation in prospect, an increas ing number of big computing and calculating devices may be connected with electronic instruments and con trols to operate machinery and equipment in accord ance with instructions provided by brain installations. The cost of a big electronic brain, ranging up to a million dollars, is more than offset in relatively short periods by savings realized, their manufacturers point out. For companies not prepared to make large capital investments, there are computers of smaller types and sizes. The devices also can be rented for from $12,000 to about $30,000 per month or up to $300 an hour when spot problems are taken to a service center by industrial customers. With the solution of many of industry's mathematical problems achieved by electronic systems, the strug gling schoolboy may not have to be as discouraged as he thought. In fact, he might even go down to his father's office or plant some night and turn the device loose on his homework. # VlDEt- E tion growth o at the C Moor, C storage t Like Calif., tl when he called U compoui picture ; capacity "Ethyl" the capa ETC 28824 purpose her elecnery and rate sysient ones utomatic o employ ntrols is i increasg devices and con1 accordallations. i up to a ely short ers point ge capital ypes and $12,000 an hour .-enter by lematical he strugjraged as ti to his he device Sew Storage at Edge Moor A recently completed tank adds to the capacity of Ethyl's East Coast terminal vidence of continuing expansion of Ethyl Corpora E tion facilities and services in keeping with the growth of the oil industry is seen, among other places, at the Company's East Coast field terminal at Edge Moor, Del., where a large new antiknock compound storage tank was recently put into service. Like its West Coast counterpart at Wilmington, Calif., the Edge Moor terminal was opened in 1948, when heavy postwar demand for high quality gasoline called for increased quantities of "Ethyl" antiknock compound. Initially, the two small tanks shown in the picture above represented the terminal's total storage capacity. Soon, however, with further demands for Ethyl" fluid, a third tank with two-and-a-half times the capacity of the first two was added. The new tank that has recently been completed has a storage capacity approximately three times that of the two original tanks. Its use brings total terminal capacity at Edge Moor to more than six times what it was when the installation was built and put in service there seven years ago. The place of storage terminals in Ethyl's supply fa cilities and services is to provide additional sources of "Ethyl" fluid for refiners, especially on short notice. Strategically located near many refineries, the Edge Moor and Wilmington terminals dispatch deliveries by tank car and tank truck. Both terminals, in turn, are supplied from Ethyl's manufacturing plants at Baton Rouge, La., and Houston, Texas, which ordinarily serve refiners directly. # ETC 28825 p-to-the-minute information on gasoline anti U knock quality throughout the United States is be "distort map" of the country showing each of the 48 states sized in proportion to its volume of gasoline sales. ing made available in expanded and improved monthly The Ethyl surveys are based on approximately 850 reports published by Ethyl Corporation as a service to gasoline samples purchased between the first and the the oil industry. Designed to help refiners evaluate tenth of each month at service stations in the 53 major marketing trends, the reports contain data believed to representative marketing centers. To insure further wide be the most comprehensive ever assembled on current representation, samples of any given brand are ob gasoline quality. tained at different stations in each center each month. Easy-to-read, figures and charts tell at a glance the octane number and tetraethyl lead content of premium Results Soon Available and regular grade gasoline and the octane number In the expanded and improved reports, results are spread between grades. The information is presented made available to the oil industry in less than 30 days on a national basis and individually for S3 major mar after samples are collected. This provides the most keting centers. timely reports on gasoline quality that have thus far Not only the current situation but also trends in gas been possible. oline antiknock quality are clearly portrayed. For the As the originators of gasoline quality surveys, Ethyl United States as a whole, current figures are accompa Corporation has been gratified by their increasing use nied by monthly averages for the previous two years. fulness to the oil industry over the years. In its efforts For each of the marketing centers, current and preced to assure their maximum effectiveness for refiners, the ing 12-month data are presented. Company has made many improvements in its sam Special features of the report include a monthly sum pling, testing and reporting methods. The current ex mary discussing current developments and a unique pansion and improvement of the reports were initiated 8 Gasolin five mar for tetr< quality ( industry TC 28826 by Ethyl to provide the desired information on prevail ing gasoline quality and trends in the form most useful to oil companies. Under the new format, much more information will be available on individual brands of gasoline in each of the 53 marketing centers. Each issue presents individ ual data for approximately 850 samples covering from 5 to 13 brands, identified by code number, in each mar keting center. In the report, tables show both the Re search and Motor octane numbers and TEL content for premium and regular grade of each brand and the arithmetic average. A companion chart, covering the current month and the preceding 12 months, shows the arithmetic average Research octane numbers of premium and regular gas olines sold in the center and indicates the octane num ber spread between grades. By using the Ethyl reports, refiners are able every month to compare the quality of their own brand with other gasolines--and with the average of all brands-- in each area where they market and throughout the country. In preparing the reports, Ethyl bases octane number data for the individual marketing centers on simple arithmetic averages, but weights national averages ac cording to the respective galionages involved at the various octane levels. For those interested in the subject, average data on vapor pressure and distillation temperatures will be in cluded quarterly in the February, May, August and November reports. Coming at a time when changes and trends in gaso line quality are particularly significant, the improve ments and expansion of the Ethyl reports have been planned to provide an especially helpful service. Judg ing by the enthusiastic reception the first revised issues have received from many refiners, they are accomplish ing their purpose successfully. # k--$f f Gasoline samples purchased monthly in representa tive marketing centers are tested in Ethyl laboratories for tetraethyl lead content (above) and antiknock quality (below). Results are made available to the oil industry less than 30 days later. M Major Marketing Centers The 850 samples on which Ethyl's monthly reports on gasoline antiknock quality are based are purchased in 53 representative marketing centers throughout the United States. These centers are: Albuquerque, N. M. Little Rock, Ark. Amarillo, Texas Los Angeles, Calif. Atlanta. Ga. Louisville, Ky. Bakersfield-Fresno, Calif. Memphis. Tenn. Baltimore, Md. Metropolitan New York- Billings, Mont. New Jersey Birmingham, Ala. Milwaukee, Wise. Boston. Mass. Minneapolis- Buffalo, N. Y. St. Paul, Minn. Casper, Wyo. New Orleans, La. Central Michigan Northwest Pennsylvania Charlotte, N. C. Oklahoma City, Okla, Chicago, 111. Omaha. Neb. Cincinnati, Ohio Philadelphia. Pa. Cleveland, Ohio Phoenix, Ariz. Corpus Christi, Texas Pittsburgh, Pa. Dallas-Fort Worth, Texas Portland, Ore. Denver. Colo. Richmond, Va. Detroit, Mich. Salt Lake City. Utah El Paso, Texas San Antonio. Texas Fargo, N. D. San Francisco. Calif. Hartford, Conn. Seattle, Wash. Houston, Texas Shreveport, La. Indianapolis, Ind. Spokane, Wash. Jackson, Miss. St. Louis, Mo. Jacksonville, Fla. Toledo. Ohio Kansas City. Mo. Tulsa, Okla. Wichita,,, Kan. ETC 28827 Educated TruckD he hand on the wheel of the trucks that roll Tacross America mus; be a steady, intelligent hand. them hopping from 8 a.m. to 6 p.m., with homework added to take care of their evenings. Wheeling ton after ton of freight millions of miles is a The course is divided into four main categories: big and vital business. Farm, home, and industry count classroom instruction, fundamental driving skills, road on trucks to deliver the goods day and night, in good driving, and city driving. Mornings are usually devoted weather and bad, through city streets and over the open to three classroom sessions, where the big word highway. SAFETY gradually built into a pupil's mind until Recognizing the importance of the men high in the it becomes a part of him. Lectures and discussions truck cabs, most truckers make sure their drivers are cover defensive driving practices, state and interstate well trained before they take to the road. In this con laws and regulations, accident and insurance proce nection, many companies have found that one of the dures, first aid, fire fighting, and truck maintenance. more outstanding training grounds for their men is the Besides this well-rounded classroom training, stu Truck Driver Training School at North Carolina State dents get hours of thorough instruction in basic driving College, in Raleigh. N. C. skills. They learn the fundamentals of starting, stopping, Under Russell M. Haynie, Jr., director of instruc turning, backing, alley dock parking, jack-knife parking, tion, and George W. McAfee, field road instructor, overhead clearance, serpentine maneuvering, nomen students at this unique four-week school receive an in clature and inspection, and coupling and uncoupling. tensive course of instruction in truck driving that keeps Since some trucks weigh as much as 20 tons loaded- Using truck models, instructor Russell M. Haynie, Jr., discusses braking distances with some of the drivers-in-training. Th. car in comp all tl impc W basic dent tor-s eled conf cone verii ) i i i--r~-- k Driving irk The fundamentals of motor es: tad carrier operation are taught ted ord ntil in a four-week college course ons tate >cecompared with the two-ton weight of a passenger car- all the fine points of skillful driving become doubly important. With a solid foundation of "book learning," and basic driving instruction, the real task begins when stu dents take to the highways in one of the school's trac tor-semi-trailers. At first they stay on the lightly trav eled back roads, but as they progress and grow more confident they graduate to the most difficult driving conditions truck drivers encounter--the close maneu ng. vering in heavy city traffic. During the last week of classes students take com prehensive tests on all areas covered in the course. It is a credit to both the students and the instructors at North Carolina State that 90 percent of those who en roll successfully complete the course. TRUCKING CO Plenty of Job Offers Just how much trucking companies themselves think of the school is pointed up by the fact that about 95 percent of the graduates receive offers of immediate employment. Even the old-time drivers who at first scoffed at the "college boys" frequently copy some of the new university methods. The school, of course, doesn't pretend to turn out finished drivers in four weeks. But the instructors do maintain that their pupils get an exceptionally solid foundation on which to build through actual driving experience. They point with pride to the safety record of their graduates and to statements of trucking com panies that NCS men are easier to break in on the job. In as little as a year, the school's former students often mature into the best drivers on their respective com panies' staffs. The origin of North Carolina State's Truck Driver Training School dates back to 1939 when the Council The course includes everything from correct rear-view mirror angles through tire changing and accurate backing. ETC 28829 iI Practice in coupling and uncoupling semi-trailers and tractors is an important part of the instruction. Classroom work is followed by actual highway driving. Below, with three honor graduates of a recent class (left), are Dr. C. H. Bostian, chancellor of North Corolina State; C. S. Lombard, of the Interstate Commerce Commission; and W. T. Mason, of Thurston Motor Lines. of Safety Supervisors of the North Carolina Motor Carriers Association decided to turn to the field of edu cation to promote greater safety in the growing truck ing industry. World War II delayed opening the school until 1949. The first class enrolled in August of that ar. The first of its kind to be sponsored by a college, the North Carolina school is the only one of its type in the country in continuous operation. Twelve fourweek classes, with an average of 25 pupils in each, are held every year. Other schools have operated a similar course, but only on a periodic basis. The course is open to applicants who have a valid driver's license, the ability to read and write, and who can furnish two character references. It goes without saying that the applicant must also have a strong urge to get behind the wheel of a big truck and guide it across open prairies, over winding mountain roads, and through the hundreds of other places that trucks must go. Tuition is $125, which stu dents may pay on a deferred payment plan. The school operates equipment valued at $50,000. In addition, truck manufacturers such as Fruehauf, Trailmobile, Mack, Inter national Harvester, General Motors and White often loan the school trucks, so there is no shortage of vehicles to drive. The results of the school's good training and its "Safety First" creed can be vividly seen in the fact that its students have driven over 500,000 miles while in training in the last five years, and been involved in only two minor traffic accidents with just $200 worth of damage. So far, about 2,000 students have entered the school, and about 1,800 of them have satisfactorily completed the course. About 87 percent were native North Carolinians and the remaining 13 percent came from other states and from six foreign countries. By adapting the course to meet the needs of the times. North Carolina State hopes to help effect an even greater improvement in driving in the trucking industry. It also hopes to help fulfill the college's role of better serving industry and the citizens of North Carolina. Eighteen hundred skilled, courteous, and in formed truck drivers will attest that North Carolina State is doing both. # 1 Ke ph T is t< oth pai me is TT t* er; ci\ an eli W) 28&3o Even the Nation's Capital has not escaped the unsightly scourge of litter. TEAMING UP ON TRASH Keep America Beautiful, Inc., spark plugs nationwide anti-litter campaigns here's an ugly blemish on the beautiful face of TAmerica. It's litter. By the ton, a heedless citizenry is tossing paper, bottles, cans, wrappers, containers and other refuse helter-skelter on our streets, highways, parks, beaches and across the landscape. This monu mental carelessness has created a national acne. Applying an aggressive cure for this common disease is a master beautician, Keep America Beautiful, Inc. This volunteer, non-profit organization is backed by two dozen major businesses and industries in coop eration with state, city and over a score of national civic and patriotic groups. More and more companies and associations are sharing the responsibility for eliminating unnecessary debris. They all realize the job will be a long and tough one. Although its treatment was started only a few months ago, the master face lifter already has made consider able progress. But with human shortcomings what they are, the work of Keep America Beautiful probably will have to continue indefinitely. Motorists are urged to use "litterbags" and not throw debris from cars. . . . Right, "Parky" helps teach neat ness in Los Angeles. Because streets and highways are among the most popular litter depositories, industries and organizations concerned with automobile travel are some of Keep America Beautiful's most enthusiastic boosters. The American Petroleum Institute's Division of Marketing, for example, is among leading national organizations endorsing the litter-control drive. Support also comes from the American Automobile Association, state and local automobile clubs, and gasoline retailers. One way KAB hopes to eliminate highway debris is by encouraging motorists to use a sturdy paper bag for waste materials accumulated on automobile trips. When full, the bags can be discarded in trash receptacles en route or at home. The AAA, its affiliates, several oil companies and some gasoline retailers' groups are among organizations voluntarily providing these handy "litterbags." Although some gasoline retailers have installed trash baskets on their own initiative, where filled "litterbags" can be left at service stations, KAB and the API both agree that motorists should be responsible for prop erly disposing of their own travel trash. Unbelievable as it may seem, it costs $30 million a year to pick up debris left by motorists everywhere. Leaders Experienced Since they are faced with curing a disease of such widespread virulence, it's fortunate that KAB directors are experienced businessmen used to dealing with diffi cult problems. Chairman of the Board is William C. Stolk, president of the American Can Company. The president of KAB is Smith L. Rairdon, vice president of Owens-Illinois Glass Company. Mr. Stolk makes it clear that KAB takes no credit for alerting the public to the seriousness of the Utter problem. The organization, he points out, is simply an agency to do something constructive about "putting an end to what the public itself has long since realued is a national disgrace. "People have been demanding action and are still demanding it. But with the increasing support of busi ness and industry," he adds, "chances for realizing effective results have been increased tremendously." In this connection, Mr. Stolk has lauded the API Market ing Division's "statesmanlike stand" in the constructive stop-Uttering drive. KAB is convinced education is the basic solution to the litter problem. Taking the same approach are more than 30 cooperating national organizations and hun dreds of local groups, with KAB acting as a clearing house and coordinator. Represented on the KAB ad visory council are such organizations as the National Recreation Association, Boy Scouts, U. S. Chamber of Commerce, Farm Bureau, American Legion, National Grange, General Federation of Women's Clubs and the National Council of State Garden Clubs. Aimed at Children Particular educational emphasis is being directed toward children. Through the efforts of schools, youth organizations, churches and civic and business groups, boys and girls are given anti-litter encouragement in school assemblies, by teachers and community leaders and on radio and TV programs and posters. Thou sands of children wear the eye-catching National Coun cil of State Garden Clubs cartoon button, "Don't be a Litterbug," with a sense of genuine civic pride. The National Education Association has appointed a special committee to create a handbook for teachers. The book is to give them a sure way of developing in their pupils a lasting civic tidiness--a habit which can be carried over to adulthood. The National Council of State Garden Clubs' "Litterbug," left, is rapidly becoming as familiar as any cartoon character. In many states, aggressive steps against careless trash-tossing include posting warning and penalty signs along highways. V -xt ~ "-^vV* `to On an educat than children, organized or are More states are tourist season t good outdoor r example, news; poster and slog tion in roadsid More state c "Keep Maryh Beautiful" are has prepared ' help set up at munity progra The magnit ty spots, and t is seen from c debris have t New Hampsb San Diego, tl concrete rece battered wire Los Angellie interest ir for the best whose cartoc RUBBISH DISPOSAL PRBOYHIBlMITEfD' ETC 28832 A disgusted National Park attendant prepares to clean up a typical picnic mess. This pointed exhibit reminds motorists in Delaware how highway debris accumulates. On an educational level directed more toward adults than children. KAB citizens' committees have been organized or are being set up in about two dozen states. More states are expected to take a similar action as the tourist season approaches. This kind of education in good outdoor manners pays off. In Massachusetts, for example, newspapers, radio and TV, and a series of poster and slogan appeals brought a 25 percent reduc tion in roadside debris. More state campaigns like "Keep Florida Beautiful," "Keep Maryland Beautiful," and "Keep Nebraska Beautiful" are gaining headway. In their support, KAB has prepared kits with plans, tools and procedures to help set up and conduct effective state-wide or com munity programs. The magnitude of public disregard for natural beau ts- spots, and the need for more anti-strewing campaigns is seen from coast to coast. Every summer, carloads of debris have to be removed from Mt. Washington in New Hampshire. New England's highest peak. And in San Diego, the city has been obliged to install 800-lb. concrete receptacles on city beaches, because vandals battered wire trash containers or stole them outright. Los Angeles is trying a novel way of stimulating pub lic interest in its civic neatness campaign with prizes for the best song about Parky, its clean-up kangaroo, whose cartoon currently adorns city trash receptacles. KAB also is cheered by more muscular efforts toward forcing adults to toe the no-littering line. In Georgia, an outraged legislature has provided penal ties up to 51,000 and six months in jail for let's-throwit-anywhere people. Virginia has new highway signs announcing 5500 fines for trash tossing. There is a 550 penalty in Vermont, and a county in Ohio offers re wards for litter convictions. ISeic York's Efforts In New York City, 20,000 signs telling of fines for improper waste disposal have been put up, and a war is on against those who make the city "the most dis gustingly filthy place in the world." Thousands of sum monses have been handed out to offenders obliging them to pay for slovenliness. Other urban centers are taking similar action. The KAB campaign requires an incredible amount of teamwork. But with the kind of public cooperation it deserves, and strengthened by the increasing help of business and industry, Maine's jingle may yet become as obsolete as the proverbial dodo bird: "He loves to stuff himself with fruit And strew the skins about... Unmannerly Banana Ben ... A Grade-A Litter Lout." = A New Flockof Ethyl's Road Birds teach better driving habits and help oil companies sell more premium gasoline THE SCREECHING TERN -TheiV* always a lot of noise when this Road Bird is out. He recklessly flies into curves at high speed . . . with tires screeching all the way 'round. gale, appeared in the April 9th issue of The Saturday Evening Post. Identified by his heavy eyelids and nodding head, he's the bird who, half asleep at the new flock of birds turned up all over the country A. when the more familiar species flew north this wheel, tries to make "just a few more miles" on the road at night. spring. But unlike their feathered cousins, the new Below the attractive illustration of this sleepy bird comers weren't found preening their plumage in bud appears a drawing of the Smart Bird, in the guise of ding cherry trees or seeking new mown hay for their nests. Instead, they were prominently seen on the pages a wise old owl. The Smart Bird is shown and described parking his car in front of an overnight lodging, pre of leading national magazines helping oil companies paratory to checking in for a good night's sleep. Promi sell more premium gasoline. The members of the new species are quite varied, but they have a common name. They are the Road Birds of Ethyl Corporation's newest premium gasoline advertising campaign. They all sing in two-part har mony a song of better driving habits and better auto mobile performance with premium gasoline. In Leading Magazines nently and unmistakably tied in with this eye-catching piece of better driving advice is another important tip for the motorist: "For wide-awake engine performance, it's smart to use premium gasoline!" In another of the ads, the Darting Road Runner appears. 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 The full page advertisements displaying the birds line." are appearing in choice spots in some of the country's By contrast, the Smart Bird in this case makes sure most popular magazines. These include Life, The Satur the road is clear ahead before he starts to pass. And day Evening Post, Colliers, Time, Sports Illustrated, American Legion, Field and Stream, Outdoor Life, Sports Afield and Sunset. More than 50 million people see these publications every month. Most of these Road Birds are well known to motor ists, although not in the colorful and attractive form in which Ethyl's new campaign shows them. They are distinguished for their bad driving habits. The first of the Road Birds, the Nodding Nightin- THE NODDING NIGHTINGALE-Thi* Road Bird is recognized by his heavy eyelids and nodding head. He's usu ally found out late at night, half-asleep at the wheel, and trying to make "just a few more miles." 16 he keepinto his plays sat taking a> against > extra po Also i There's on the seen flyii ing all tl The P his horn Bent-WI Flying I Lovebiri works" help sell The p simple, i satisfied line. The oil comj custome motorist portant new pur Durin people will beg over 31 years. E vertisem lings wh them to Ethyl u)f Birds he keeps one eye on the mirror when he moves back into his lane. The Smart Bird, it is pointed out, also plays safe with his engine. He uses premium gaiolipe, taking advantage of its higher octane rating to protect against overheating and engine knock and using the extra power for quicker, safer passing. Also included in the series is the Screeching Tern. There's always a lot of noise when this Road Bird is on the loose, the advertisements report. He can be seen flying into curves at high speed, with tires screech ing all the way. The Raucous Honker is featured too. He drives with his hom instead of his head. And then there are the Bent-Wing Thrasher, the Timid Titmouse, the LowFlying Loon, the No-See Gull, and the One-Winged Lovebird. More of these clever caricatures are "in the works" for future Ethyl advertisements designed to help sell more premium gasoline. Reach Three Groups The psychology behind Ethyl's newest campaign is simple, but sound. At present there is a hard core of satisfied customers who use nothing but premium gaso line. The Road Bird advertisements are planned to help oil companies keep these people sold, to attract new customers to premium gasoline from that group of motorists who have been using regular, and most im portant of all, to help sell premium to the millions of new purchasers of gasoline. During this year alone, over three million young people will reach the age of 19--and most of them will begin buying gasoline. At that rate there will be over 31 million new gasoline buyers in the next ten years. Ethyl has designed the colorful Road Bird ad vertisements to catch the eyes of the 19-year-old fledg* lings while they are at an impressionable age--to teach'; them to be Smart Birds. Ethyl's current advertising is backed by the Com-' THE RAUCOUS HONKER-This Road Bird drives with his horn instead of his head. His mating cry is heard the mo ment a light goes green, or whenever a car or pedestrian holds him up for even a second. pany's 28 years of experience in promoting the sale of premium gasoline for the nation's oil companies. Over the years, Ethyl has earned an enviable reputa tion for its successful campaigns, which have included the popular "Animalogues," "Trade Marks of Nature," and "What's In A Name?" The "Road Birds" consti tute another advertising program designed to capture and hold reader interest over an extended period of time. By combining its experience in advertising with an amusing, but hard-selling campaign, Ethyl continues to strengthen its efforts to help oil companies throughout the country sell more of their best gasoline. # --' V- ' - jc4' THE DARTING ROAD RUNNER- _ Road Bird gets his name from the way he darts in and out of traffic. A truck coming the other way doesn't even ruffle his feathers . . . and he never looks behind when he suddenly hi back into line. ETC 28835 ROME United S France, I countries In add be four p general ii discussed standing . managing sor J. Jur Professor Technolo; of Ente N Designt men with i the Congr the free e; Oilmen from around the globe uill meet this June at the Fourth World Petroleum Congress ust as all roads of the known world once did, the J roads of the oil world this year lead to Rome. From 34 free nations around the globe, some 4,000 oilmen will gather in the Eternal City, June 6 to 15, for the Fourth World Petroleum Congress. The first meeting of its kind in four years, the huge assembly of interna tionally prominent petroleum industry leaders has farreaching significance in the worldwide oil picture. For ten days, in the spacious modem Congress build ing at the Universal Exhibition grounds, seven miles from the center of Rome, the international oil forum will discuss scientific, technical and economic subjects related directly and indirectly to petroleum. For oilmen in attendance and for the rest of the petroleum world, the Congress provides an opportunity to exchange ideas freely and to evaluate the great strides made in petro leum science and technology in recent years. Divided into nine sections for the purposes of tech nical discussions, the Fourth World Petroleum Congress will hear more than 215 papers. These will be devoted to geology and geophysics; drilling and production; oil processing; petrochemical production; composition of petroleum; utilization of oil products; construction of equipment; transport, storage and distribution; and economics, statistics and education. About one-quarter of the papers have been prepared by oilmen from the ' Indicati ing host tc dustry are made for and the r planned. 7 and palace a symphor official bar cial opera ministers o photograph facilities; a ment at Na The Uni gress will r city on the there were by Rome's; World War some of the Plenary and techni cal sessions at the world oil gathering will be held in the modern Congress building at Rome's Universal Exhibition grounds. ETC 28836 United States. Others originated in Great Britain, France, Italy, the Netherlands, Germany and the other countries represented. In addition to those of a technical nature, there will be four plenary sessions. At each of these, subjects of general interest with an appeal to all delegates will be discussed. Plenary session speakers will be such out standing authorities as C. A. P Southwell, of London, managing director of the Kuwait Oil Company; Profes sor J. Jungers, of the University of Louvain, Belgium; Professor W. K. Lewis, of Massachusetts Institute of Technology; and Ing. (Engineer) E. Mattei, chairman of Ente Nazionale Idrocarburi, Rome. Designed to encourage personal contacts between men with common interests from all over the free world, the Congress has been set up to facilitate meetings and the free exchange of ideas. Special Events Indicative of the enthusiasm with which Italy is play ing host to the representatives of the worldwide oil in dustry are the detailed arrangements that have been made for the comfort and convenience of the visitors and the number of special events that have been planned. The latter include a reception in the gardens and palaces on Capitoline Hill by the mayor of Rome; a symphony concert in the Basilica di Massenzio; an official banquet; an international variety show; a spe cial opera performance; an official reception by the ministers of Industry and Commerce and Education; a photographic exhibit of Italian oil installations and facilities; and an international exhibition of oil equip ment at Naples. The Universal Exhibition grounds where the Con gress will meet is located in the southern part of the city on the east bank of the Tiber River. The buildings there were started in 1937 and were designed for use by Rome's annual fair and by international expositions. World War II interrupted the project, however, and some of the buildings were damaged when Nazi forces fought through the site on the way to occupy Rome after the Italian armistice. The modem marble buildings are the work of sev eral of Italy's outstanding architects. They were com pleted recently, after having served in the post-war era as housing for homeless Italians. Rapid transit facilities connect the grounds with the center of Rome. While this year's is only the Fourth World Petro leum Congress, the meetings date back more than 20 years. The first in the series was held in London, in July 1933, and was attended by almost 1,000 oilmen from some three dozen countries. Sessions at that first meeting were devoted to geology, production, refining, and chemical and testing aspects of the petroleum industry. The second world oil gathering convened in Paris in 1937 on schedule, but the third, originally scheduled for Berlin in 1941, was long delayed by World War II. It failed to become a reality until it was held at The Hague, Holland, in 1951. Responsibility for perpetuating the World Petroleum Congress and general supervision over the meetings I it rests with Permanent Council of the World Petroleum Congress, with its seat in London. At present, E. V Ethyl Men Prepare Murphree, president of Esso Research and Engineer ing Company, is chairman of this group. Other U.S. Paper on Deposits members are E S. Clulow and H. G. Vesper, vice presi dents of Shell Oil and Standard Oil of California, re spectively. They serve on the Permanent Council with ! representatives of Great Britain, France, Venezuela. 1 i mong the papers prepared for that section of Austria, Belgium, Canada, Germany, Mexico, the |L the Fourth World Petroleum Congress de- Ai | voted to tl'e Utilization of Oil ProductsNeisth"eCrloamnd- s and Italy. bustion Chamber Deposits in Automobile Engines" In many countries, national committees have been iI l by W. G. Lovell, H. J. Gibson and B. A. Jones, of Iorganized to coordinate and direct the work of their Ethyl Corporation's Research and Engineering de partment in Detroit. This paper reviews the litera representatives to the World Petroleum Congress. In addition to Messrs. Murphree, Clulow and Vesper, the a ture on the subject of engine deposits and sum marizes published information on the subject up to the present. It discusses the several factors that affect the formation of these deposits, the opera tional difficulties they cause and the attempts cur United States Committee is composed of Paul D. Foote, formerly of Gulf Research and Development; J. K. Roberts and J. W. Boatwright, Standard of Indiana; R. C. Alden, Phillips Petroleum; George Corless, for b t rently being made to solve the over-all problem. merly of Standard Oil Company (New Jersey); Morgan ! Combustion chamber deposits that accumulate in J. Davis, Humble Oil & Refining; Hugh W. Field, At automobile engines have at least two harmful ef- lantic Refining; William M. Holaday, Socony-Vacuum; j fects, the paper points out. First, they gradually I increase the gasoline antiknock requirement to sup J. Porter Langfitt, Pure Oil; A. C. Rubel, Union Oil; press ordinary knock. Second, they contribute to M. E. Spaght, Shell Oil; T. E. Swigart, formerly of Shell the occurrence of abnormal combustion phenom Pipe Line; K. G. Mackenzie, formerly of The Texas ena such as surface ignition, or preignition, which Company; and H. R. Tate, Esso Research and Engi in turn results in knocking noise and inefficient and erratic engine operation. These effects limit the full utilization of higher octane number fuels. neering Company. An enthusiastic booster of the World Petroleum Congress and the idea behind it, Mr. Murphree advo cates all-out cooperation by U.S. oil companies. W. G. lovell H. J. Gibson B. A. Jonti The two harmful effects can be significantly re duced by careful selection of fuels and lubricating oil, the paper continues. It also points out that a more recently introduced method of reducing the undesirable surface ignition effects is by modifying them with phosphorous-type additives. In addition to reducing the tendency toward preignition, phos phorous additives also inhibit spark plug fouling by modifying the deposits on spark plug insulators. Because of the extensive research being devoted to the deposit problem by the oil and automotive industries, it is likely to be only a matter of time before improved commercial solutions will be forth coming. the paper concludes. Future increases in automobile engine efficiency will be achieved through the use of engine compression ratios even higher than those current today, the authors predict. 20 Point Four Program "The World Petroleum Congress is the American oil industry's own Point Four program," Mr. Murphree says. "Scientists, educators and businessmen join to gether in a spirit of technical cooperation. It is impor tant for American oilmen to learn what scientists and industrialists are doing abroad. Also, America, with its vast resources for research and engineering, must dem onstrate a willingness to share its knowledge with the nations of the free world." Past Congresses have made many contributions. They have speeded progress in international petroleum science and technology; helped solve problems of standardization; aided in the development of raw ma terials and the conservation of resources; and helped develop a common terminology for oilmen everywhere. With four eventful years having elapsed since the last meeting and with 4,000 oilmen from around the globe assembling together for free discussion, the Fourth World Petroleum Congress is expected to equal or even surpass the significant role of its predecessors, s A A % k i ETC 28838 In one of the more spectacular of their many accomplishments, Holing through mountains and under river and harbor bottoms, tunnels expedite the flow of traffic highway engineers conquer nature's blockades by tunneling under or through them. Tunnels eliminate road hazards, grades and curves, and reduce driving time and distances for automotive traffic. Underground arteries have become so commonplace they often are taken for granted and their important contributions to quicker, safer, more economical and enjoyable driving forgotten. But to speed the flow of an increasing number of cars, trucks and buses, tomorrow's improved highways undoubtedly will call for still more engineering marvels, perhaps dwarfing many of today's tunnels. As a reminder of the vital part tunnels play in automotive trans portation, there are pictured on these pages some of the highway tunnels presently in use throughout the United States. DEDICATED to the state's servicemen, Memorial Tunnel is a $5 million feature of the 88-mile West Virginia Turnpike which was opened last fall through rugged mountains below Charleston. Traffic conditions in the half-mile tunnel are checked by four TV cameras and air is changed by forced ventilation. THE BROOKLYN-BATTERYTUNNEl from the home of the Dodger* to downtown Manhattan is the longest and deepest underwater vehicular passage in America. Over 1 V2 miles long, it dips 115 feet below the bottom of New York harbor. It took $80 million and seven years to build. Fifty-three huge fans change the tun nel's air every minute. Two two-lane tubes can each take care of 2,800 vehicles hourly. Tolls are used to amortize costs. WHERE the Columbia River Highway runs today was once the Oregon Trail, route of pioneers heading for the Pacific Northwest in their covered wagons. Oregon State Highway Commission signs commemorate the historic mi gration. Tooth Rock Tunnel helps make driving on the key two-lane modern highway safer, quicker and easier. W: WEST ROC do away * Wilbur Crc tery. Costi' receipts fr< tubes are volume avt THE DETRC linking the 1 tunnel in th 1930 at a c pie have us traffic totals over 5 millic 28840 I llion East. with WEST ROCK TUNNEL on the edge of New Haven helps do away with steep grades and curves on Connecticut's Wilbur Cross Parkway, an important New England ar tery. Costing nearly $3 million, it was financed by toll receipts from the state's parkwoys. The twin two-lane tubes are 26'/j feet wide and 1,200 feet long. Traffic volume averages 23,000 vehicles daily. RAYS HILL TUNNEL is one of seven on the Pennsylvania Turnpike through the Appalachian Mountains between the Delaware River and the Ohio line, averaging a mile in length. Originally dug 70 years ago for a railroad, they eliminate difficult grades and hazardous turns, and con tribute to swift, safe and economical transit over the 360 miles of one of the nation's first big toll roads. FATHER of all underwater arteries is the ALREADY HANDLING over 20 million vehicles annually, the 8,000- late Clifford M. Holland, chief engineer foot Lincoln Tunnel from New Jersey to New York is getting a third for the first New York-New Jersey vehicu tube to be ready in 1957. This will increase the capacity of one of lar tube under the Hudson River, which the world's busiest tunnels by 50 percent and raise total cost to was opened in 1927 and named for him. $188 million. A key link in metropolitan bridge, tunnel and highway Techniques he developed were so far ad systems, the tunnel's Weehawken, N. J., entrance is shown here, vanced they never have been improved with the third tube's gateway to be to the right of the two now in t upon in subsequent tunnel building. use. Feeders connect the tunnel with the New Jersey Turnpike. TRAFFIC over San Francisco's majestic Bay Bridge scuttles through a tunnel on Yerba Buena Island at a rate of 30 million vehicles per year. Cars use the tunnel's upper level, and trucks and inter-urban trains the lower one. The bridge-tunnel route connects the Golden Gate City with Oakland. QUEEN CREEK TUNNEL in Arizona hot a unique feature: with a 6.4 percent grade, an extra up-hill lane has been built to accommodate trucks. The slope also helps provide natural ventilation. Located in a region of scenic desert beauty, the tunnel is on U.S. Routes 60-70, about 60 miles east of Phoenix. Layouts and Art Direction: Carsten Grande Photo Credits: Cover, Ektachrome by O. Winston Link; page 4, courtesy International Business Machines and Remington Rand; page 5. courtesy Socony-V'acuum, United States Steel and Chrysler Corp:; page 7. Brooks Studio; page 9, Camera Associates; pages 10, 11 and 12. courtesy North Carolina State College; pages 13, 14 and 15, cour tesy Keep America Beautiful, Inc.; pages 18 (top) and 19 (bottom) Wide World; page 18 (bottom), courtesy World Petroleum; page 19 (top), courtesy Esso Research and Engineering; page 21, courtesy West Virginia Turnpike Comm.; page 22, courtesy Oregon State Highway Dept., South Dakota State Highway Comm., Triborough Bridge and Tunnel Authority and Boston Public Works Dept.; page 23, courtesy Detroit & Canada Tunnel Corp., Connecticut State High way Dept., Pennsylvania Turnpike Comm, and Texas Highway Dept.: page 24, courtesy California Department of Public Works and Port of New York Authority; inside back cover, courtesy Arizona High way Dept. Printed in U 5 * Etc 2884; ETC 28843 ROAD BIRDS ... a series by Ethyl Corporation 1 i 4 r !i i ; i 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 Smart Bird also gets wide-awake engine performance. He uses premium gasoline. He knows premium gasoline has a higher octane rating. That means greater protection against knock''.. .more available power for added driving pleasure. It's smart to use premium gasoline/ COR P O R A T 1 c ETC 28844 ETHYl A/MS MAY-JUNE 1955 ** \ acation by car. Cost per mile is so low that you can afford to take a long trip. And you can take side trips to enjoy beauty spots. If you leave your car at home you . . . miss a lot of vacation enjoyment." These words from the first advertisement in the new Ethyl Drive More program are brought colorfully to life in this issue's cover photo. It shows vacationers doing just what the advertisement suggests--using their car to find enjoyable recreation in beautiful surroundings. While this particular picture was taken at Sylvan Lake in the Black Hills of South Dakota, there are thousands of other beauty spots throughout the country that are within easy driving distance by car. For more about the Drive More program and what it can mean to suppliers of oil and automotive products and services, see Driving for Sales, starting on page 1. -A ndrew H. Hepburn, the author of Vaca tion Time, U.S.A., starting on page 6, is an authority on the economic aspects of vaca tions and a recognized travel consultant as well. He is author of the American Travel ser ies. creator of travel guidance literature and head of the Department of Travel Education and Research at New York University. Re cently.his articles have appeared in This Week and The American Weekly, Sunday magazines that are read in millions of American homes. 1". ven the Chamber of Commerce won't be disturbed by our reports of sub-freezing tem peratures in usually balmy Southern Cali fornia. The freakish weather for that part of the country is completely under control. The icy blasts and any other atmospheric condi tions that may be wanted for fuel and engine evaluations are confined to the new controlled-weather room at Ethyl's research lab oratory at San Bernardino, Calif. How they're created and used is told in Weather Made to Order, on pages 16 and 17. Richard F. Cook, Editor -------------------------- MAY-JUNE 1955-------------------------- DRIVING FOR SALES................................................. 1 The story of the Drive More program THE PLUS IN MOTOR PLUS................................... 4 There's added value in the new "Ethyl" fluid VACATION TIME, U.S.A.................................................6 It adds billions to the national income FROM THE HALLS OF IVY..................................9 College contributions to the TEL industry FLIGHT SERVICE ON WHEELS................................. 12 % The role of non-flying airport vehicles WEATHER MADE TO ORDER................................. 16 Ethyl s new controlled-weather room NAMED TO NEW POSTS IN ETHYL'S SALES DEPARTMENT..................................................... 18 Some promotions and appointments "MUCH GROUND FOR ENCOURAGEMENT" . 20 The 7 00th anniversary of the Silliman report ETHYL GROWS WITH CANADA . A new plant and a new company . . 23 TheL all au Opinions expressed in signed articles am the authors'. Ethyl Nows welcomes articles of timely intorost submitted from outside sources. Upon request, the editors are glad to grant permission to reprint materiel 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. Edward L. Sh.a, Pr.iid.nt William R. Perdue, it., Vice President end Treasurer Herbert A. Savage, Secretary I I Increas ETC 28846 The Drive More program is designed to stimulate the demand for all automotive products and services ometimes in the dull sands of statistics, a bright and S valuable nugget can be found. One such nugget, buried deep in figures on the cost of operating an auto mobile, is the fact that the more a car is driven the cheaper the per-mile cost becomes. Around this significant fact, Ethyl Corporation built the Drive More campaign--the nationwide program en couraging the public to use their cars more--which was launched this June. Using the theme, "Drive More... it gets cheaper by the mile," the program capitalizes on the American urge to go places and see things. It is intended to appeal to the nation's car owners by showing them the pleasure and enjoyment and dollars-and-cents advantages that can be derived from greater car use. At the same time, the program is designed to help stimulate the demand for all automotive products and services. The Drive More program is spearheaded by appeal ing advertisements in three leading national magazines --The Saturday Evening Post, Collier's and Reader's Digest--with a combined circulation of some 19 million copies. The initial advertisements are appearing in June, with the campaign continuing into October. advertisements in a group of trade publications includ ing The Oil Daily, National Petroleum News, Petroleum Week, The Gasoline Retailer, Super Service Station and Automotive Dealer News. Basis of the Drive More program--the fact that the more a car owner uses his car during the year, the cheaper his per-mile costs become--is found in the prin ciple that basic costs of depreciation, insurance and license fees remain essentially the same, irrespective of annual mileage. Referring to studies of average annual driving costs published by the American Automobile Association, Ethyl's introductory advertisements take an average family of three persons as an illustration. If this family drives 5,000 miles a year, the ad points out, it costs 5.2* a mile for each member. But if the car is driven 15,000 miles during the year, per-mile costs come down to 2.5* for each member of the family, or less than half. The Drive More program urges motorists to enjoy the extra "bargain miles" by taking their families on vacations by car, going on picnics, and shopping and visiting by car, among other things. It points to the fun, comfort and convenience that can be derived from the family car. and shows that the family using its car more gets more for its money. Any increase in annual car use, of course, can be distinctly beneficial to the oil industry and to service station dealers. If average annual car mileages were in creased by just 500 miles, for example, it would mean extra sales of over 1.2 billion gallons of gasoline-nearly equal to the entire annual consumption for the state of New Jersey. It would also mean extra sales of every thing motorists buy--approximately $427 million worth. Many industries stand to benefit from increased auto mobile travel--automobile, tire, battery and accessory manufacturers, hotels, restaurants and stores, and man ufacturers of luggage, sporting goods, camera supplies and clothing. Merchandising Support In addition to Ethyl's advertising, both The Saturday Evening Post and Collier's are putting their full mer chandising power behind the program. Collier's is con tacting leaders in the automotive field, and encouraging them to support the program. The magazine is carrying the Drive More theme and symbol in its Preventive Service editorial features. Posters adapted from this article are being offered free to automotive dealers and distributors throughout the country. Collier's also plans to make extensive contacts in other industries related to automobile travel. The Post is sending letters to top men in automobile and TBA companies, and making personal presenta tions to these companies and to important trade associ- | ; < atior men in at Pi Driv Ethy moti resej "Dri shiel inco Othe strea visio In cont. them week O appr indu car l oil c and their Drive More odverfisements point to the easier driving pos sible on some of the country's better highways. They also emphasize that the cost per mile of vocotioning by car is so low families can afford to take long trips and enjoy scenic and historic points of interest. etc 28848 ations. It also is featuring Drive More in its widely read merchandising bulletins, and is publishing full page, tiein advertisements in eight leading trade magazines. Promotional materials embodying the theme of the Drive More campaign are being made available by Ethyl in quantity at cost to all groups interested in pro moting greater car use. The principal device is a shield, resembling a highway marker, carrying the slogan, "Drive More ... it gets cheaper by the mile!" This shield, which can be easily reproduced, can be readily incorporated in advertising and printed materials. Other suggested promotional materials include posters, streamers, banners, stickers, decals, and radio and tele vision commercials. In addition, an eight-page newspaper supplement containing editorial features promoting the Drive More theme is being distributed to over 10,000 daily and weekly newspapers throughout the country. Overall, the Drive More campaign represents a new approach in Ethyl Corporation's continuing program of industry-support advertising. By promoting increased car use, it is believed, this national advertising can help oil companies, service station dealers and automotive and related industries increase the sales of many of their products and services. # er' dm Ofl* *4r ; National Petroleum News I1' The program encourages motorists to take week-end and day trips for fun and recreation in the open country. These leading national and trade magazines are carrying , Drive More advertisements starting in June and continuing ^ throughout the summer and into October. r Woe i\W ETC 28849 The plus iirM< The new "Ethyl" antiknock compound offers several advantages to oil refiners "Ethyl' the new otor plus, the improved antiknock compound M for motor fuels introduced recently by Ethyl The new scavenger formulation is the result of a thorough research and testing program covering a wide Corporation, promises definite economic savings to oilrange of bromine and chlorine concentrations. It repre refiners. These savings will come as Motor Plus comes sents the most effective formulation for today's auto into general use. They can be achieved because the new mobile engines. * new flu effective In of tion ntf for the the pri' "Ethyl" antiknock compound reduces the effects of en Over the years, more than 850,000 hours of engine reduces gine deposits and thus makes it possible to satisfy the work have been devoted to antiknock compound im Tins is requirements of more cars at a given octane level. provement at Ethyl's research laboratories. The back The Many late model cars currently in use require excep ground information accumulated in this work contrib marks t tionally high octane fuels because of either high knock uted to the development of Motor Plus. In addition. the cor or high surface ignition requirements. A part of this 10,000 hours of single- and multi-cylinder engine tests fuel sir high requirement is due to the waste products of com in the laboratory and 3,750,000 miles of road tests were than 31 bustion which build up in the engine's combustion devoted to evaluating the performance of Motor Plus. was chambers as the car accumulates mileage. These de posits have the effect of increasing the octane require Increases Valve Life pound change ments of the engine. In these tests, the effectiveness of Motor Plus in re Tetr i At today's level of antiknock quality, the octane numbers required to satisfy the increased requirements ducing deposits and thus reducing the octane require ment increase was fully proved. At the same time, it tinues agent, caused by deposits are large in their effect and expen was found that Motor Plus gives an increase of up to knock sive to produce. In making Motor Plus available to oil 35 percent in exhaust valve life. Otherwise, there is no chamh refiners. Ethyl is offering an antiknock compound that difference in passenger car engine durability between face igs lowers the octane requirement of passenger car engines Motor Plus and Motor Mix. The new fluid also was on the average of .5 octane number, and up to 1.3 found to be effective in commercial vehicle engines. octane numbers. Ethyl Corporation, for some time, has been con The primary purpose of the new fluid, like other cerned with the refiner's problem of the increasing `'Ethyl'' antiknock compounds, is to increase the anti manufacturing costs brought about by the demand for knock quality of gasoline. But in helping to curb the higher octane fuels by modem engines. In the post- increase in gasoline octane requirements of automobiles World War II years, Ethyl has directed its research to by reducing engine deposits, it offers another gain. finding an antiknock compound that would help reduce Reduces Surface Ignition the effects of engine deposits and thus cut down on the need for fuels of extremely high antiknock quality. Motor Plus also reduces surface ignition, a phenome Motor Plus, with its one-half or more octane number non related to engine deposits, in which combustion is advantage, represents a real economic gain in the man abnormal and uncontrolled. ufacture of high-quality gasolines. The cost of adding Key to the improved product is a change in the pro octane numbers, of course, is a matter of economics at portions of the chemical scavenging agents which are individual refineries. However, it is generally agreed added to tetraethyl lead to form the complete antiknock that they can be added more economically by antiknock compound. The change--increasing the amount of eth compounds than by additional refinery processing. ylene dibromide while holding the amount of ethylene Motor Plus, by reducing deposits, enhances the recog dichloride at its former level--results in more effective nized value of antiknock compounds to refiners. scavenging action. Scavenging, of course, is the process The introduction of Motor Plus presents no problems through which the waste products of combustion are for refiners. Handling and blending procedures for the removed from an engine's combustion chambers. new product are exactly the same as those for other 4 ETC 28850 MOTOR PLUS "Ethyl" antiknock compounds. During a changeover to the new "Ethyl" antiknock compound, a mixture of the new fluid with "Ethyl" Motor Mix merely dilutes the effectiveness of Motor Plus in its control of deposits. In offering Motor Plus to oil refiners, Ethyl Corpora tion makes it available at the same price that prevailed for the Motor Mix of "Ethyl" fluid. At the same time, the prices of both Motor Mix and Aviation Mix are reduced one cent per pound of tetraethyl lead content. This is the fourth price reduction since March 1954. The changed formulation represented by Motor Plus marks the eighth time that Ethyl Corporation has altered the composition of its antiknock compound for motor fuel since it was first made available to refiners more than 32 years ago. This change, like those in the past, was made to give refiners additional value in every pound of antiknock compound and to keep pace with changes in automotive fuels and engines. Tetraethyl lead still is the active ingredient and con tinues as the most efficient and economical antiknock agent. With the changed formulation, Ethyl offers knock control together with reduction of combustion chamber deposits, octane requirement increase and sur face ignition--all in a single additive. # EXHAUST VALVE LIFE SEVERE DUTY-PASSENGER CAR-ROAD TESTS MOTOR MIX MOTOR PLUS 50P00 40.000 AVG. MILES TO 30,000 TWO VALVE FAILURES 20,000 10.000 0 As shown by the results of tests on two popular makes of cars, the use of Motor Plus gives an increase of up to 35 percent in exhaust valve life. The 850,000 hours of Ethyl laboratory-engine work devoted to antiknock compound improvement research contributed to the development of Motor Plus. 5 VACATION TIME, USA By Andrew H. Hepburn Between memorial day and Labor Day, in a period of three months, millions of American fam ilies are engaging in a unique American phenomenon called a "summer vacation." Until a few years ago, only a small part of the population took regular vacations. Now almost everybody does. The results in money spent and economic influence are staggering. Vacation statis tics all are king size; many are astronomical. They touch every facet of our economy, every corner of the country. This year they will be bigger than ever before; next year probably bigger than this year. Here are a few examples: This summer about 75 million people will take over 20 million vacation trips and spend between $10 and $14 billion en route. Most of the trips (83 percent) will be by automobile and within the continental limits of the United States. Miles traveled will be more than 18 billion. The growth of this huge vacation business has come swiftly and its impact is widely felt. But it is hard for the resort owner in California, the service station oper ator in Ohio, the automobile dealer in Georgia, or any one else for that matter, to grasp fully its meaning. A simple way to dramatize and clarify the vacation Once again, the vacation boom is contributing billions of dollars to the national income pu th; Bi tio na ha stc co By Andrew H. Hepburn etween memorial day and Labor Day, in a B period of three months, millions of American fam ilies are engaging in a unique American phenomenon Once again, the vacation boom, it called a "summer vacation." Until a few years ago, only .I a small part of the population took regular vacations. Now almost everybody does. The results in money spent contributing billions of dollars and economic influence are staggering. Vacation statis tics all are king size; many are astronomical. They to the national income touch every facet of our economy, every comer of the country. This year they will be bigger than ever before; next year probably bigger than this year. Here are a few examples: This summer about 75 million people will take over 20 million vacation trips and spend between $10 and $14 billion en route. Most of the trips (83 percent) will be by automobile and within the continental limits of the United States. Miles traveled will be more than 18 billion. The growth of this huge vacation business has come swiftly and its impact is widely felt. But it is hard for the resort owner in California, the service station oper ator in Ohio, the automobile dealer in Georgia, or any one else for that matter, to grasp fully its meaning. A simple way to dramatize and clarify the vacation he su cc m v* ci' M th P' P` ce F in ETC 28853 picture is to view it in terms of a typical trip. Assume that Bill Johnson, his wife Dorothy, and two children, Bill Jr., age 14, and Ruth, age 9, take a summer vaca tion. In each instance what they do is typical of the national pattern. The Johnsons live in Columbus, Ohio. (More than half of all who take vacation trips come from a fivestate area in the Midwest.) After talking with friends, collecting maps and assorted free literature offered in national advertising ($13 million is spent annually ad vertising vacation places and vacation trips), they de cide that their vacation target will be Great Smoky Mountains National Park. (Last year 2,500,000 visited there, more than at any other national park.) They proposed to go by family car (so do 83 percent of the people); go by one route and return by another (75 per cent of all vacationing motorists do). Their vacation was for two weeks, but by starting Friday and coming home a day late, they could squeeze in 17 days. (The national average is 17.2 days.) They planned a leisurely trip, about 1,000 miles (national average is 978). They budgeted carefully, planned to spend about S500. (This is just under the national aver age, while the national total is over $10 billion.) They traveled south over main roads, through Ken tucky and into Tennessee, staying at motor courts on the outskirts of smaller towns (55 percent of all motor ists do). In the area of the Great Smokies they stayed at two resort hotels and a city hotel. They followed the mountains, returning as far as Roanoke, Va., along the Blue Ridge Parkway. (Last year 4,500,000 travelers did so too.) From Roanoke they headed home across the moun tains. When they got there Dorothy toted up all their expenses item by item. Here are the results: Daily Average Cost The daily average cost of the trip for the whole family was $29.30 (almost the national average). Of this, only about $2.06 a day, a small fraction, went for gasoline, oil, lubrication, tires and automobile mainte nance. (The national total for the 18 billion vacation miles is $630 million. Only the family car enables vaca tioners to see and do so much at such a low cost.) The average daily expenditure for accommodations, motor courts and the resort and city hotels was $8.33, or $125 for the trip (national total $2.5 billion). They ate in cafeterias and restaurants and had a number of wayside picnics, for a total of $152, or $9 a day (na tional total about $3 billion). Dorothy lumped the balance, about $170, under mis- 7 ETC 28854 ' I9 Scenic and historic spots rank high on the list of attrac tions for vacationing American families. cellaneous, but kept track of all items. She was aston ished to discover the many different things they bought. These included souvenirs, postcards and postage, cam era film (vacationing families spent about $50 million on camera supplies last year), admissions to attractions and entertainment. Also included were magazines, sun glasses (vacationers spent about $10 million for them last year), fishing tackle (the vacation market is $25 million), bait, boat and outboard motor rental. Bridge tolls, parking lot fees, tips, cosmetics and drug sundries (vacationists en route bought $30 million worth last year) were other items. Clothing bought just for the trip accounted for about $25. (Nationally that means about $500 million for vacation clothes.) Projecting the figures of the Johnsons' representative trip hints at the impact of vacations on the whole econ omy. It would take the master statistical mind of Univac to sort them all out and compute their implications. Think of the jobs involved in harvesting and distribut- 1& ing the food eaten, for example, and the capital invested in such highway facilities as motor courts. (More than 10,000 of them cost more than $50,000 each, or a total of $500 million.) Then there are the factories kept humming to pro vide the sports clothes worn, the cameras purchased, the outboard motors built. Beyond these are the deeper and broader implications of vacation travel impact on basic materials--steel and cement, wheat and lumber, oil and coal, paint and chemicals. What made the Johnsons take the trip they took? What lures, incentives and motivations controlled their decision? No one knows exactly. A recent informal limited survey showed specific categories of travel interest and the amount of interest in each. Most important considerations, it was found, were accommodations and places to eat. Other specific interests were (2) recreational facilities such as beaches, parks, fishing, golf courses; (3) scenic and historic spots; (4) institutions such as schools, colleges, state capitols; (5) unusual factories and craft centers, particularly where tours were offered; and (6) unusual crops, espedaily if typical of a region. But as huge and varied as vacationing is, it accounts for only a fraction of passenger car use. The average car owner drives about 9,500 miles a year but accumulates only 11 percent of this on his vacation. * a : ' M ; M % = pEW j j^an ai fessors flujd UI saie ^ would such a Fror west, tl opment inspirat The Drive More Program The extension of recreational travel--showing Amer- neers. ' ica's car owners how they can go farther and enjoy antikno more trips offers a challenge. after th Americans have a natural urge to go places and see ` started things. And today more Americans own more cars than T. A. Bi ever before. The Drive More program recently intro- represer duced by Ethyl Corporation is designed to get every ! contribt motorist to use his car more--for recreation and enjoy- ing. Init ment. In doing this, it can increase the demand for all U progress automotive products and services and have far-reaching 1 In fac effects on many phases of the national economy.# heap ur, > with sek sin. Altl number knock ; Some of the money spent by vacationers goes for gifts, souve nirs, drugs, sundries and the many other things there are to buy of resort areas. needed- j i ! TTiis an Research, !can Chen i olcwanl eEr.duc; r ETC 28855 gr ns FROM THE HALLS OF IVY ew products have an historical taproot more deep Fly imbedded innAmerican universities and colleges than antikinocii compounds. Without the help of pro fessors and university, laboratories, "Ethyl" antiknock fluid undoubtedly would not have been ready for initial sale in gasoline tojkhe public in February 1923. Nor would the product ||ave iachieved general acceptance in such a relatively short time. From ihstitutipns in thle North, East, South and Mid west, the men involved in the search for and the devel opment of an Effective antiknock compound obtained inspiration, guidance, cooperation and technically trained personnel. Ohio State and Denison were the university pio neers. They, g^ve impetus to the long search for an antiknock* ageiit as early, as 1917. This was just a year after the first comprehensive exploration of knock was started by Charles F Kelttering, Thomas Midgley, Jr., T. A. Boyd andlothers associated with them. The faculty representatives of these two Ohio schools made useful contributions to exploratory work these men were do ing. Initiap help also came from other institutions, but progress Was; fruttrdtingiy slow. In fact,; the entire project was scheduled for the scrap heap unti| Kettering learned about work being done with selenium oxychloride at the University of Wiscon sin. Althqugjji the compdund proved impractical for a number oil neasohs,- its remarkable ability to suppress knock gave the! disoouraged men what they most needed-fresj? interest pnd encouragement. The spark which at last touched off the flame of suc cess came from Dr. Robert E. Wilson, now chairman of the board of Standard Oil Company (Indiana). At that time he was director of the Research Laboratory of Applied Chemistry at M.I.T. Dr. Wilson recalls that he "showed Midgley a new chart of the periodic system I had drawn up . . . bring ing out certain relationships which had not generally been appreciated. Tom was greatly interested in this since he believed ... the antiknock effect of an element varied predictably with its location in the periodic sys tem. The use of my chart of the elements was largely responsible for his trying tetraethyl lead." On December 9, 1921, this guiding beacon helped establish beyond any doubt that tetraethyl lead was the Dr. Charles A. Kraus, college chemistry professor, from whom the antiknock compound industry got its efficient tetraethyl lead manufacturing process. 'ji | 1 i- | i| Is fiioiri "TEL: A product of American "earch," cppyrjjghn.p f)54;byiithe Division of Education, Amer- ?^wnijS.USdeie#.forpablication in the Journal of Chemonn UCa'^>ni *P;ai,Pear^ec'e by permission of the copyright 1 I I III! L; I ill ill if iii ii!i liii it! TW utomoM* wd to ranrt ft'ftj J- nt.--^.--;-- Standard* of fafidna board chepraa>. wntd* ft* V focM*y vH>fl h* cootributod toft* discovery of<fc*idCr^. - knock proportion of TEL^. ibrfas* rigH tatrooftyj.tatodi*U4. elusive rainbow at the end of the trail. But a long and baffling maze lay between the laboratory discovery and the production and marketing of the finished product. A sound commercial tetraethyl lead manufacturing process was discovered by Dr. Charles A. Kraus of Clark University in Worcester, Mass. Kraus' interest in the properties of metals in solution had originated during his student days at the University of Kansas, and had continued for 25 years at half a dozen other universities. With Dr. Conral C. Callis, also of Clark, he teamed up on the challenge of tetraethyl lead. "We first made tetraethyl lead in experimental quan tities by reacting sodium-lead alloy and ethyl iodide," Dr. Kraus recalls. "It therefore seemed logical to us that we would do well to attempt to make it more eco nomically with sodium-lead alloy and some other mem ber of the alkyl halide family. Inasmuch as bromine and iodine were scarce and expensive, the reaction of sodium-lead alloy and ethyl chloride seemed the only practical solution." Dr. Kraus made two significant contributions to commercial tetraethyl lead production. He proved the practicality of the low-cost ethyl chloride process, and developed a more economical alloy containing a smaller amount of sodium. Within six months Drs. Kraus and Callis were rea sonably sure of the commercial applications of their process. "Thereafter," Dr. Kraus concludes, "a small pilot plant was constructed and we worked out further details for larger scale operation." The process was so fundamentally sound that all 10 tetraethyl lead manufactured today uses the KrausCallis reaction. With a practical method for manufacturing TEL de veloped, an independent company was organized to take charge of the new business. This company was incorporated in August 1924, and is now Ethyl Cor poration. A complete health investigation of the new com pany's product was made by a committee of eminent authorities in clinical medicine, physiology and indus trial hygiene appointed by the Surgeon General. On this committee were faculty members from Johns Hopkins. Yale, Vanderbilt, Harvard and the University of Chi cago. After seven months, during which time represen tatives of the U. S. Public Health Service conducted broad investigations, the committee reported that "there are at present no good grounds for prohibiting the use of `Ethyl' gasoline ... provided that its distribution and use are controlled by proper regulations." This opinion set the stage for self-regulation and the introduction of highly effective safety programs. Controls were developed largely through the College ETc 28857 of Medicine at the University of Cincinnati, where Ethyl financed an extensive experimental program. The Ket tering Laboratory was established in due course at the University's medical school, in which many industrial health problems have been and are being solved. Dr. Robert A. Kehoe, director of the Kettering Lab oratory, has been medical director of Ethyl Corporation since 1925. The tremendous importance of the con tributions made by Dr. Kehoe and his associates at Cin cinnati is seen in the fact that the antiknock compound industry owes much of its enviable health and safety achievements to their work. As early as its first year, Ethyl Corporation was aware that a continuing research and development pro gram would always be highly essential. Dr. Graham Edgar, former professor of chemistry at the University of Virginia and California Institute of Technology, was asked to take charge of these activities. Dr. Edgar, who was vice president of Ethyl Corpora tion in charge of research when he retired in 1952, was a leader in many important research projects. Among these were development of a process for obtaining bro mine from sea water for use in "Ethyl" fluid, and under- In contrast to the picture of the first TEL production equip ment at the left, is this view of some of the buildings at one of Ethyl's modern manufacturing plants. n^ \ 71 \ M.l.T. is one of the institutions of higher learning where research related to antiknock compounds continues. standing of the mechanism of combustion of pure hydrocarbons. He is best known, perhaps, as the man who created the familiar octane scale for expressing the antiknock quality of gasoline. In spite of results achieved at General Motors, M.l.T. and elsewhere, the new company was aware that tetraethyl lead was not being utilized to maximum effi ciency. Certain aspects of these problems appeared ex tremely formidable. Work on overcoming utilization and related obstacles was therefore undertaken at M.l.T. in 1923-24 under the supervision of Robert T. Haslam. Mr. Haslam is a former director of Ethyl Corporation, an industrial chemical consultant in New York, and a life member of the M. I.T. Corporation. Officers of Ethyl became convinced that tetraethyl lead would be accepted more readily if they assisted the automotive industry in solving problems created by its use. So they turned once more to a university for help. Ttco Lines of Attack An instructor in mechanical engineering at Harvard, Earl Bartholomew had conducted investigations for an automobile company and had developed an interest in controlling combustion by chemical means. He joined the research staff of Ethyl Corporation in 1926 and with others probed deeply into the complexities of en gine design and construction, until coordination of these two lines of attack--on the product and on en gines--was successful. Although the antiknock compound industry has con ducted most of its own research since the close of the 1920's, Ethyl has turned to Purdue, the University of Illinois and the University of Michigan for fundamental work on the Kraus-Callis process. Combustion studies still are being undertaken at M.l.T. Still other assistance has come and continues to come from other academic and commercial research centers. # etc 28858 11 At some fields where pilots may need directions, like this one at Brussels, jeeps marked "Follow Me" guide incom ing planes to unloading ramps. Gasoline refueling trucks are among any airport's most essential ground equipment. A huge airliner's big wing tanks can be pumped full in 30 minutes. A variet veryone knows that it takes lots of high- E quality aviation gasoline to lift big com mercial airliners off airport runways and send them winging swiftly through the sky. But what many people don't realize is the big part motor gasoline plays in powering an amazing number and variety of essential ground vehicles at air terminals around the world. These gasoline-powered workhorses contrib ute immeasureably to passenger comfort, safety and convenience. They expedite air cargoes. They maintain and service modern airplanes for maximum usefulness. For plane service it self there are jeeps, tractors, fork lifts and many kinds of trucks. For keeping the airports well groomed and at peak operating condition, there are snowplows, lawnmowers and sweepers. Cars and station wagons shuttle key personnel to and from runways, shops, hangars and offi ces. And all commercial airports have special motorized equipment for use in emergencies. In fact, the speed, convenience and flexibil ity of modem air travel, it seems, depend as much on ground vehicles as on airplanes. Some of the essential units of airport ground fleets are pictured on these pages. Mobile gait ered gener used for $0pf tricity to airli 9round. Thes also serve as 12 A variety of specialized ground vehicles contribute to the success of tar transportation A continuous conveyor belt driven by a jeep's engine sim plifies and speeds up cargo loading. It does away with slower and more exhausting hand methods. Unloading a zoo-bound elephant is only a routine chore for a versatile airport fork lift truck. ETC 28860 A station wagon helps George E. Schaefer, an operations supervisor at the Port of New York Authority's big International Airport, make a reg ular check of all runway lights. Passenger comfort is assured by this motorized unit. It provides air-conditioned cooling for planes in summer and heat in winter before take-off time. j t N Mailed for its versatile military and commercial uses, this seven-ton unit tows, starts, supplies compressed air, checks instruments and air-conditions planes. 28861 etc 1190423 rAMBXAN\ OF PARIS 22 r-\ Ground vehicles used to expedite air cargoes in clude a truck with a power-lift body, back ground, and a tow tractor and trailer. Pre-cooked meals served on international and do mestic flights reach air liners by catering vans. Facilities on board keep passengers' food at proper temperatures. Four important airport housekeeping vehicles: from left, a runway plow-blower for removing snow, a tractor used in landscaping, a road and ramp sweeper, and a street snowplow. All are powered by gasoline engines. m 2. ETC 28862 They don't have to wait for nature at Ethyl's San Bernardino laboratory blowe given ONTROLLED WEATHER CONDITIONS which Can be C returned to time and time again, regardless of the comparisons of newer vehicles and gasoline stocks with older ones. natural weather outdoors, are now available to test en The new installation -- the only one of its kind in gineers at Ethyl Corporation's research laboratory at Southern California--was demonstrated before a large San Bernardino, Calif. They can be created with push group of oil company representatives from Los Angeles, to gen ingga ing to under exist i button simplicity on the "indoor highway" recently put San Francisco, Salt Lake City and other points early in into operation in a new addition to the laboratory. The new testing facility is a proving ground under one roof for evaluating the performance of fuels and engines under controlled conditions. Instead of driving thousands of miles and waiting countless days to find just the desired road and weather situations, the controlled-weather room brings these as close as its own control panel. In spite of weather, traffic conditions or topography, the octane number requirements of passenger cars, light trucks and farm and truck tractors and the road octane numbers of fuels can be measured accurately. On the June. It is built around a chassis dynamometer. This is a power absorption device in which the rear wheels of vehicles being tested rest on rollers so they can be op erated indoors under actual driving conditions. Special ly designed refrigeration, heating and water spray units are coordinated with the dynamometer. Controlled from an adjoining room, they cool, heat, humidify and dehumidify as required to attain the desired atmos pheric conditions. Special electrical equipment actuates a cooling air The equipj cle aa The dino is tral re more i the de eters f. Eve into u: new indoor highway, standardized conditions of tem perature, humidity, road gradient, load and wind veloc ity can be achieved for test purposes. Furthermore, any given set of conditions can be exactly reproduced at a later date. This has the advantage of permitting accurate An intercom system enables engineers at the control panel to talk directly When oilmen visited the San Bernardino lab oratory recently, operation of the controlledweather room was explained by Horry Manning, of Ethyl. Looking on are Roy Cheney and Milton Sperling, Richfield; Henry Stevensen,' Hugh McCI . bowers, Ge j H>e Texos 1 Oil; Ben Ber ETC 28863 blower located in front of the vehicle being used in any given test. The blower is powerful and flexible enough to generate winds ranging from gentle breezes to howl ing gales. The wind speed is varied automatically accord ing to the speed of the rear wheels and it thus creates under-hood temperatures similar to those which would exist if the car were being operated on the open road. Reproduces Road Grades The controlled-weather room dynamometer also is equipped to reproduce accurately road grades and vehi cle acceleration. The new installation at the laboratory at San Bernar dino is modeled after similar equipment at Ethyl's cen tral research laboratories in Detroit. It incorporates more than 25 years of experience by Ethyl engineers in the design, construction and use of chassis dynamom eters for the precise evaluation of gasoline quality. Even before the new controlled-weather room came into use, road tests conducted by the Ethyl research laboratory at San Bernardino had made many contri butions to increased information about the performance of fuels and engines. The laboratory is located in an area where natural temperatures, altitudes and road gradients like those found throughout most of the United States are within short driving distance. Naturally cold weather does not generally occur in Southern California, however. So the new controlledweather room, in addition to its other advantages, will prove to be especially valuable in cold-starting and en gine warm-up studies and carburetor icing tests. # Wnsen, Caminol; Russell Ridout, Hancock McClean, Utah Oil Refining; Donald General Petroleum; George Roark. Texas Company; Henry Meiner, Union Berry, Standard of California. Equipment in a test car is explained by Albert Caputo, of Ethyl. Listening to him are M. F. Weill, Ethyl; H. T. Hutch inson, Richfield; Herbert Peters, Ethyl; James Fleming, Signal Oil; L. E. McCampbell, Seaside Oil; C. E. Emmons, The Texas Company; Glen Queen, Santa Fe Railway; James Glanville, Aufomof/re Dealer News; and Virgil Anderson, Caminol. In this group watching a demonstration by Gilbert Way, of Ethyl, are C. C. Moore, Union Oil; Newcomb Taylor, Hancock; Charles Becker, Tide Water; Jack Case, Wilshire; E. J. Case, Bankline; Russell Weston, Ethyl; G. A. Lofquist, Ethyl; H. C. Zweifel, Richfield; R. P. Corlew, Richfield; John Ouding, Wilshire; Donald Harger, Standard of California; Rupert Brown, General Petroleum; and Herbert Miller, Sunset Oil. S. T. PRUITT Domestic Sales Manager H. R. BERG Sales Coordinator STUART FORBES Manager, Central Region f Named to New Posts in ollowing the formation of Ethyl Corporation F of Canada Limited, the new company which will handle the manufacture and sale of "Ethyl" antiknock compounds throughout Canada, several organizational changes have been made in the Ethyl Corporation Sales department. Designed to improve and expand the Company's serv ices to the oil industry, the changes involve a number of experienced Ethyl personnel in several parts of the country. They include the appointment of a domestic sales manager, a sales coordinator, a regional manager, two assistant regional managers, three district managers and an account representative. In another appointment, a sales promotion manager also has been named. Heading the list of changes is the naming of S. T. Pruitt, formerly manager of the Company's Central region, to the new position of domestic sales manager. Mr. Pruitt has been put in charge of all domestic sales of "Ethyl" antiknock compounds. His headquarters are in New York. Mr. Pruitt has been associated with Ethyl Corpora tion for 25 years in various sales capacities. He is a native of Benton, Ala., and a graduate of Georgia Insti tute of Technology. In World War II, Mr. Pruitt served with the U. S. Army Air Corps, and during part of 1953 acted as director of the Rubber, Chemicals, Drugs and Fuels Division of the Office of Price Stabilization. In another appointment in the general sales offices in New York, Harold R. Berg, who has had wide experi ence in executive sales capacities in several parts of the country, has been named sales coordinator. In Ethyl's field organization, Stuart Forbes, assistant manager of the Company's Central region under S. T. Pruitt, has been promoted to manager of that region, with headquarters in Chicago. Ellis K. Locher, who has been district manager in Los Angeles, has been transferred to Chicago and promoted to assistant manager of the Central region. Changes in Southern Region In other departmental changes, Leonard L. Huxtable, previously district manager in Tulsa, has been promoted to assistant manager of Ethyl's Southern region, with headquarters in Tulsa. Mr. Huxtable fills the vacancy created by the election of Alan C. Tully to the presidency of Ethyl Corporation of Canada Limited (see page 23). Laurence Reis has been appointed district manager in Tulsa, succeeding Mr. Huxtable. In filling other vacancies created by the changes. T. S. DuBose, formerly district manager in New Or leans, has been named manager of Ethyl's district office in Los Angeles. D. P Jeppe succeeds Mr. DuBose as district manager in New Orleans. Kemey J. Hurst, who has been a field engineer in Little Rock, Ark., has been promoted to account representative in Oklahoma City. William McK. Spierer has been appointed sales promotion manager of Ethyl Corporation. Mr. Spierer. F J ^ ; B } fi , j j 18 E. K. LOCHER Assistant Manager, Central Region L. L. HUXTABLE Assistant Manager, Southern Region LAURENCE REIS District Manager, Tulsa n [Ethyl's Sales Department the ant T. ion, vho <een tan- luxbeen n res the o the nited who has had extensive experience in the sales promo tion field, will be in charge of Ethyl's sales promotional , activities, including its cooperative programs with oil refining companies. Before coming to Ethyl, Mr. Spisrer was associated with the advertising agency of Fuller & Smith & Ross, Inc. Previously he had been sales promotion manager of Metro Sunday Newspapers, Inc., for nine years. His work has won many awards, including "Best of Indus try" of the Direct Mail Advertising Association. Mr. Spierer was born in New York City and was graduated from Syracuse University in 1934. During World War II, he was director of the U. S. Army's In formation and Education Division and a member of the general staff. # lager nges. v Oroffice jse as who , been i City 'S prooierer. W. McK. SPIERER Sales Promotion Manager T. S. OuBOSE Dutricf Manager. Los Angeles D. P. JEPPE District Manager, New Orleans K. J. HURST Account Representative, Oklahoma City ETC 28866 "Much Ground for Encouragement' Benjamin Silliman, Jr. In concluding his significant report with these words a century ago, Benjamin Silliman, Jr., gave men the confidence to drill for oil Benjamin silliman, jr., was one of those chosen few who left a lasting legacy to the world. He was an outstanding scientist, educator and lec turer; the author of popular textbooks on chemistry and physics; editor of the American Journal of Science, the first successful scientific publication in the United States; and founder of what later became Yale Univer sity's renowned Sheffield Scientific School. But even if he had accomplished none of these things, Benjamin Silliman, Jr., still would have won en during fame because of a single act. That was his prep aration 100 years ago of a searching analytical report on Pennsylvania crude oil. It was Silliman's report--so thorough, so enthusiastic and so prophetic--that gave men the courage and confidence to risk their money to try to unlock petroleum from its hiding place. In his way then, "young Ben Silliman" had as much to do with the birth of the oil industry as any other man. To mark the 100th anniversary of Silliman's chem ical classic, the American Petroleum Institute has pre sented to Yale University a bronze plaque for mounting in the Sterling Chemistry Laboratory at the New Haven institution. The plaque, crediting the Silliman report with leading to "the drilling of the first successful oil 20 well by Edwin L. Drake at Titusville in 1859 and the founding of the modern petroleum industry," was given May 11 during the API Division of Refining's midyear meeting in St. Louis. Harold G. Osborn, vice president of Continental Oil Company, made the formal presentation at a meeting of the Division's General Committee presided over by E. B. McConnell, vice president of The Standard Oil Company (Ohio) and API vice president for Refining. The plaque was accepted by Prof. Barnett E Dodge, chairman of Yale University's Chemical Engineering department and president of the American Institute of Chemical Engineers. Qualified to Conduct Analysis If anyone in this country a century ago was qualified to conduct an exacting scientific analysis of crude oil, it was Silliman. Thirty-eight years old at the time, he was the famous son of a famous father. Among count less other achievements, the elder Silliman had become Yale's first professor of chemistry and natural history when only 23 years of age. Soon after graduation from Yale in 1837, young Silliman began to assist his illustrious father in the lat of WT tht fie set syl Ge G. Jar eni ho oil an me let ass res Cn the ETC 288&1  THE Oil DUR!N'&;.THE WIN*55?feJX&-SILLIMAX.JF. PROF t SS0R OF GEN ERAt ANDAPffiTD CtTEMLSTRY AT YALE. CON DUCTED A SERIES CF PfOMilRTN'G^l^ERIMENTS ON THE PROPERTIL:- AYCr USES OF PETROLEUM GATHERED FROM SPRINGS NEAR T1TUSML11. PEV\SYLV'ANIA-.HIS DETAILED AND OPTIMISTIC REPORT. COMPLETED APRIL IS. 1855. LED TO THE DRILLING OF THE FIRST SUCCESSFUL OfE WELL BY EDWIN LDFLAKE AT TITUSVILLE IN 1859. AND. THE 6ffdfryplN'G; The modern petroleum industry^ 1855 This TrfEMOiuAi is presented tctyale university BY THE AMERICAN PETROLEUM INSTITUTE IN OBSERVANCE OF THE _ - 100TH ANNIVERSARY OF PROFESSOR SILURIAN'S REPORT. 1955 This ploque, pre sented by the Ameri can Petroleum Insti tute, Has been mounted in the Ster ling Chemistry Labo ratory at Yale. It tells the story of the his toric Silliman report. laboratory and before long he, too, became a professor of chemistry. In his early years on the Yale faculty he wrote a memorandum which resulted in formation of the school of applied chemistry, the forerunner of Shef field Scientific School. He also became one of the school's first professors. Silliman was persuaded to make the study of Penn sylvania petroleum by a young New York lawyer, George H. Bissell, and his business partner, Jonathan G. Eveleth, who held oil property near Titusville. James M. Townsend, a leading New Haven banker, was enthused by Bissell's bubbling accounts of how petroleum could take the place of coal oil as an illuminant but requested a scientific analysis of the crude before investing any money. It was natural that Bissell and Eve leth should ask Silliman to undertake the assignment since no name was more re respected in the entire field of chemistry. To develop their property along Oil Creek, Bissell and Eveleth had organized the Pennsylvania Rock Oil Company of New York. But the stock was not selling. Times were bad and people were hesitant to invest in any new enter prise. The company organizers had only one glimmer of hope--the favorable report they expected to receive from Silliman. Letters that Silliman penned while con ducting his study had given a hint of the tenor of his forthcoming report. In his historic report, Silliman wrote that the oil he examined possessed high value as an illuminant, had "important qualities" as a lubricant and could be used for still other purposes. Porticipating in the Silliman plaque presenta tion in St. Louis were Prof. Barnett F. Dodge, chairman of Yale University's Chemical En gineering department; E. B. McConnell, API vice president for Refining; and Harold G. Osborn, vice chairman of the API Division of Refining General Committee. Above, o portion of the Yole compuj in New Haven, Conn., as it appeared about the time Benjamin Silliman, Jr., made his scientific analysis of Pennsylvania rock oil. .. . Left, it was in this whitewashed brick building that the well known professor did his research work. "In conclusion, gentlemen," he stated, "it appears to me that there is much ground for encouragement in the belief that your Company have in their possession a raw material from which, by simple and not expensive process, they may manufacture very valuable products. It is worthy of note that my experiments prove that nearly the whole of the raw product may be manufac tured without waste, and this solely by a well directed process which is in practice one of the most simple of all chemical processes." But even with such a glowing report by one of their respected fellow-citizens, many New Haven men of means refused to invest. The hitch was that under New York State law the property of stockholders was liable for a company's debts. Would-be investors were not willing to run that risk on an untried venture. Bissell and Eveleth overcame this by reorganizing their firm as the Pennsylvania Rock Oil Company of Connecticut, since that state had no such law. 22 With this change, many prominent New Havenites bought stock, and Silliman, who had been given 200 shares, became president of the revamped company. Just as they had risen, however, the fortunes of the Pennsylvania Rock Oil Company of Connecticut fell, and Townsend, the banker who originally requested the scientific study of crude oil that Silliman made, formed a new firm. This was the Seneca Oil Company, under whose auspices Colonel Drake actually drilled his historic discovery well. Neither time nor subsequent events have dulled the lustre of Silliman's study of Pennsylvania oil. His "Re port on the Rock Oil, or Petroleum, from Venango Co., Pennsylvania" was a thorough scientific investigation of petroleum by an American scientist. Its detail and accuracy are all the more meaningful when it is remem bered that Silliman's conclusions were reached at a time when man knew next-to-nothing about petroleum. Silliman pointed out that crude oil contained several distinct products of different boiling points. He noted that the different oils, or products, could be separated by "fractional distillation." The very products that he had indicated could be derived from crude became the industry's chief products for decades. Silliman not only described these products and their uses, but told how they'could be obtained. His report, as oil historian Paul H. Giddens has termed it, was truly "a turning point in the establish ment of the petroleum industry." # Ont. pro' of t sour Ir mee has erea cou "Et! T by I forr has anti qua ETC 28869 Ethyl Grows with Canada North of the border: a new company and a new plant Ground has been broken for the new "Ethyl" anti knock compound manufacturing center at Sarnia, Ontario. When it is completed next year, this plant will provide the Canadian petroleum industry with a supply of this important gasoline additive from a domestic source for the first time. Initially, production will be at a rate sufficient to meet current needs of Canadian refiners. But the plant has been designed so that capacity can be readily in creased to meet greater future demands. At present, of course, the oil industry in Canada is supplied with "Ethyl" antiknock compounds made in the United States. The plant will be operated and its output marketed by Ethyl Corporation of Canada Limited. This newlyformed company succeeds Ethyl Antiknock, Ltd., which has been the Canadian sales organization for "Ethyl" antiknock compounds for the past five years. Head quarters of the new company is in Toronto. Alan C. Tully has been named president of Ethyl Corporation of Canada Limited. He has been with Ethyl Corporation for more than 25 years in both do mestic and foreign sales operations. In addition to posi tions in several American cities, most recently the Ethyl regional office in Tulsa, Mr. Tully was for several years in charge of the company's sales operations in Australia and the Far East. Vice president of Ethyl Corporation of Canada Limited is Oscar B. Lewis, who held a simi lar position with Ethyl Antiknock, Ltd. Resident manager of the Sarnia plant is Robert T. Edgar. He is one of the few key supervisory people being assigned to Sarnia from Ethyl's manufacturing plants at Baton Rouge, Louisiana, and Houston, Texas. All other employees, numbering about 150, will be Canadians. As pointed out by E. L. Shea, president of Ethyl Corporation, in a recent address before the Sarnia Alon C. Tully, left, and Oscar B. Lewis, center, are president and vice president, respectively, of Ethyl Corporation of Canada Limited. Robert T. Edgar, right, is manager of the Sarnia plant. J. G. Church, Sarnia alderman; E. L. Shea, Ethyl Corporation president; and W. J. Miller, Sarnia Chamber of Commerce president, at the Chamber's annual banquet. Mr. Shea spoke on Ethyl's, plans for the new Sarnia plant. Chamber of Commerce, "The plant we are building here confirms Ethyl's belief in Canada and the sound ness of the country, as well as our desire to grow with Canada." Noting that this will be the first time that gasoline antiknock compounds have been manufactured north of the border, Mr. Shea said that the plant thus represents "to Sarnia, to Ontario and to Canada as a whole, another new industry in your rapidly expanding economy. While Ethyl Corporation of Canada Limited is not a large company as such," he explained, "we will offer steady and gainful employment to a group of citizens of the area, we will purchase as many materials and services in Canada as possible, and we will do our ut most to be a good industrial citizen. "Ethyl's growth over the years has been largely influ enced by one important policy," Mr. Shea said. "That is, to give the customer more value in the product than the price he pays for it. We sincerely believe that we should do more than just manufacture and sell a prod uct. Accordingly, we are constantly at work on a variety of efforts all designed to help the oil refiner make the fullest possible use of `Ethyl' antiknock compounds so that the gasoline-consuming public in turn may benefit." Initial investment of the Sarnia plant is presently es timated at $14 million. There will be two buildings, plus storage and handling facilities for raw materials and the finished "Ethyl" antiknock compounds. One of the buildings will house the various administrative offi ces and shops. The other will be a five-story structure where the product will be manufactured. The plant site, adjoining the Canadian Oil Refineries, Ltd., property on the southern outskirts of Sarnia, consists of 100 acres. Thirty-five acres will be used at the outset, leaving am ple room for any necessary expansion in the future. Will Purchase Intermediates Initially at least, the plant will purchase the chemical intermediates used in the manufacture of "Ethyl" anti knock compounds and not make them, as do Ethyl's two manufacturing centers in the United States. It will, however, produce its own tetraethyl lead, which is the active antiknock ingredient. The finished antiknock compounds will be the same products that Canadian refiners, like those in the United States and other countries of the world, are employing to make their good gasoline even better from the anti knock quality standpoint. The only difference is that, starting next year when the Sarnia plant goes into oper ation, they will bear a "Made in Canada" label, sr Layouts and Art Direction:'Carsten Grande Photo Credits: Cover, color transparency by W. R. Wilson, through Free Lance Photographers Guild; pages 2 (bottom left), 3 and 7 (top left and bottom), A. Devaney, Inc.; pages 6 (top right), 8 (bottom) and inside back cover, David W. Corson from A. Devaney, Inc.; page 6 (top left), Winston Pote, and (bottom), David F. Lawlor, both from A. Devaney, Inc.; pages 7 (top right) and 8 (top), courtesy Shell Oil Company; pages 12, 13, 14 and 15, courtesy Pan American World Airways, United Air Lines, American Airlines. Sabena Belgian World Airlines, Trans World Airlines and Consolidated Diesel Electric Corp.; pages 16 and 17, L. A. Todd; pages 20 and 22, courtesy Vale Unjv. Printed in U.S.A. i H iJfci 1fc rfcfci <Aiwm V Ht . A new Ethyl program... *KI+*rrrt, DRIVE MORE ...it gets cheaper by the mile! ~ K 1 *ife i^ - i i -kfcra1- V iiilf it lii. '.iiT tiii '-jV , i ` ere's the symbol and slogan for a Saturday Evening Post and Collier's H new nation-wide program designed have organized an all-out merchandising to increase car usage and the demand focrampaign to enlist the support of all in all motoring products and services. dustries that can benefit from increased Ethyl is spearheading this program with automobile mileage. advertisements throughout the summer We believe this "Drive More" program and fall in The Saturday Evening Post, can become one of the best-known and Collier's and Reader's Digest reaching most rewarding promotions yet devised. more than 50,000,000 people . . . and is We invite your active participation. For backing it up with an elaborate publicity full information and suggested tie-in ma and promotion program. In addition, The terials, please write us. ETHYL. CORPORATION New York 17, N. Y. ' \ -i ETC 28873 ETC 28874 arming on Oil, the article on pages 4, 5 and 6, really starts on our front cover. The color transparency reproduced there shows a scene that is repeated with slight variations millions of times a day the country over - a petroleum-powered tractor helping with farm work. More than any other piece of equip ment, the tractor is the farmer's biggest asset. It has been 20 years since Ethyl Corporation helped pioneer in the development of the first high compression gasoline tractor. Those 20 years have seen improved tractors powered by ever-better gasoline take over an increas ing number of farm chores. And now petro leum products, not only in gasoline, but in myriad forms, have shortened the work day and lightened the work load for the farmer. M. arvels of engineering that they are, mod em highways, thruways, turnpikes and park ways speed heavy loads of traffic from city to city at a rate once undreamed of. But for more leisurely and enjoyable automobile trav eling. for more historic and beauty sights, there's a whole network of opportunity in back roads. In a return writing engagement (he authored Vacation Time, U.S.A., in our May-June issue), travel expert Andrew H. Hepburn tells of some of the joys of byroad motor adventuring in Don't Follow the Crowd, starting on page 1. As this issue went to press, Mr. Hepburn was following some of his own advice. He was "back home in Indi ana" for a restful vacation. .Among the many ethnic groups that go to make up America, none perhaps has a more tragic history nor has found a happier home than the Acadians of Louisiana. Expelled from their beloved Acadia (Nova Scotia) over two centuries ago, these truly were men with out a country. When they finally settled in what is now Louisiana 20 years before the outbreak of the American Revolution, they put down roots that have held them fast for 200 years. There's something of their life and times, past and present, in Acadian Bicenten nial, starting on page 16. JULY-AUGUST 1955- DON'T FOLLOW THE CROWD . Motoring pleasure via byroads FARMING ON OIL...................................... That's what the modern agriculturist is doing RESEARCH ON REVIEW. . . Oilmen visit Ethyl's Laboratories THE FOUR BILLIONTH POUND . Ethyl passes a milestone 11 THE GAS TURBINE............................... Its possible automotive applications 12 ACADIAN BICENTENNIAL .... An important birthday for a colorful people 16 CLEAR THE DESKS OF TENSION . . Scientific relaxation for the businessman . 19 HANDY KRAFT PAPER......................... It plays a big part in modern packaging 22 -37l Opinions expressed in signed orticles art the authors'. Ethyl News welcomes articles of timely interest submitted from outside soureti. 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. Edward l. Shea, President William R. Perdue, Jr., Vice President and Treasurer Herbert A. Savage, Secretary aut ETC 28875 Don'tFollow the Crowd Secondary roads offer a wide network of opportunity to the motorist By Andrew H. Hepburn Wary of a virulent condition that might well be described as "clogging of the traffic arteries," millions of Americans are missing lots of the fun, com fort and convenience that should go with car ownership. Neither are they able to take advantage of the cheaper per-mile costs of car operation that result if they "Drive More." Discouraged from traveling by traffic congestion on main highways, these people aren't enjoying the pleas ure and dollars-and-cents advantages of increased car use. Instead, they are staying at home. If they only knew, there is a way they can use their automobiles, have fun. avoid traffic and learn more about their country--all at a cost of only a few cents a mile. Skipping most major highways, this travel-forpleasure method involves the planned use of secondary roads, country lanes and minor streets, which offer a national network of opportunity to the motorist. If used more, this method would create more automobile travel--not merely divert it from main highways. Consider for a moment the pattern of roads and high ways. Main highways link important centers and carry heavy traffic loads. Throughout the country, there are about 300,000 miles of what are classified as primary roads. They darry 73 percent of all traffic. But there also are 2Vi million miles of local roads (88 percent of all roads in the country). They carry only 27 percent of all the traffic. 1 etc 28816 Road maps show clearly the relationship between main roads and rural roads. But curiously enough, the average motorist using a map is conscious only of the main roads on it--generally heavy red lines. He tends to disregard entirely the spider web of minor roads. Rural roads curve and jog, following the bank of a river or twisting around a hill. They are not direct routes: they are links in a vast chain. The trick in using them is to fit the links together. All that is required are a good map, a little imagina tion, some curiosity and a resolve to be relaxed and leisurely. Most motorists who discover the joys of by road browsing become addicts. They often get more pleas'ure from their cars than people who stick to the more heavily traveled main roads and highways. Added Advantages In addition to the joy of relaxed motoring, the use of rural roads provides all sorts of satisfying by-prod ucts: the discovery of out-of-the-way places to eat; the chance to indulge a hobby such as photography or col lecting, or to have a family picnic in an uncrowded spot; the opportunity to fish, boat or swim in quiet lakes and streams, and to see many historic and beauty spots. Back road adventuring can be pursued around any community, and can provide beguiling off-beat interludes on a cross-country trip. Possibilities are everywhere. A few examples will be suggested here. Imagination and ingenuity will provide hundreds of others. First might come the discovery of the country around any city. On a map, it is easy to chart a proposed route One of the joys of o drive along back roads is a stop at a roadside market for farm-fresh fruits and vegetables. with a colored pencil. One way is to plan a circuit around the city, entirely by back roads. Here is an example based on a trip around Hart ford, Conn. It is a ragged circle of turns and corners, made entirely on rural roads, except for an occasional dash across a main highway. To make the circuit re quires 145 miles. The largest town through which the route passes is of less than 10,000 population, though along the quiet roads are many charming small villages. With plenty of time for all sorts of stops, this motor trip could pleasantly fill a Saturday, Sunday or holiday, Here are some of the things to see and do: Pass through the heart of the famed shade-grown tobacco country. Follow the banks of three rivers--the Connecticut, Scantic and Farmington. Visit a state park and a state forest where there are excellent picnic grounds. See two lakes, each offering fishing and boating. See some fine old homes and several beautiful churches. Explore two picturesque river gorges. See a famous boys' school. See two historic quarries which supplied stone for New York's brownstone era. See an historic Indian burying ground and a 30-acre greenhouse full of roses. On this particular byroad journey the motorist can discover several country inns that offer excellent food. With slight deviations from the circuit, he could add two more state parks, the birthplace of Nathan Hale, an additional state forest and four more lakes. Ttco Possibilities Cross-country travel offers even greater variety and reward for the byroad follower. Generally there are two basic possibilities. One is the brief detour from a main route to a particular place. The other is the alter nate route roughly parallel to a main highway where a succession of rural roads offer a more interesting and uncrowded itinerary. The possibilities of the brief detour are suggested by two examples, one in New York State, the other in Tennessee. The main route traveled in New York is the superb new Thruway. But if a motorist leaves the Thruway at the town of Herkimer (Interchange 30), drives south over Route 28 for 27 miles, he comes to Cooperstown. Here are two notable attractions: Baseball's Hall of Fame, with mementoes of the diamond sport from Cy Young to Joe DiMaggio. Nearby is the equally unique Farmer's Museum, full of historic agricultural imple ments and oddities. If time permits, Cooperstown has other things to offer--the grave of James Fenimore Cooper, for ex ample, and a lake for boating and fishing. So a detour In ad mobil early of 5c day c Or north and apprc rural the H This pillar, groun there, and t' after Byr triving instea: tworo directi heavil; Louis\ 115m The from I and di Vincer alterna more h more tl worth; traffic : discove ETC 28877 t of 54 miles by minor roads provides a diverting half day of discovery and pleasure. Or take the other example. The main road across northern Tennessee is busy US 70. linking Knoxville and Nashville. Any traveler will be rewarded if, on approaching Nashville from the east, he cuts north over rural roads, about 15 miles from Nashville, to discover the Hermitage on the banks of the Cumberland River. This was the home of Andrew Jackson, a gracious pillared mansion, surrounded by old and charming grounds. The graves of the president and his wife are there. The whole visit might add 20 miles to a journey and two hours of time, but it will be remembered long after the drive across the state is forgotten. In Indiana, for Example Byroad adventuring reaches its full flower in con triving alternate cross-country routes, using rural roads instead of main highways. Here is an example based on two routes across southern Indiana. Both go in the same direction, reach the same destination. One is a main, heavily traveled road, reasonably scenic US 150, from Louisville northwest cross the state. The distance is 115 miles. The alternate route is a paved rural road which starts from Louisville as US 460, changes its route number and direction a dozen times before it joins US 150 at Vincennes on the Wabash River. The distance via the alternate route is 145 miles, 30 more than the main, more heavily traveled highway. But the difference is far more than the distance. On US 150; there are few sights worth remembering. But on the friendly, wandering low traffic route to the south there are many things to be discovered. First is the quaint village of Corydon, first capital of Indiana, where the original capitol building has been restored. A few miles west is the famous Wyandotte cave where guides help visitors explore miles of cav erns. West a few miles more, the roads climb to a high point overlooking the majestic Ohio River valley. Thirty miles further, St. Meinrad's monastery lifts its towers over well kept fields and monks proudly show visitors their beautiful chapel. A few miles beyond, is the fairyland of Santa Claus, with a giant statue of the jolly old man and an en chanted forest. Seven miles further, in a forest grove now maintained as a state park, is the grave of Abraham Lincoln's mother, Nancy Hanks. The ruins of the wil derness log cabin nearby are all that is left of a home the boy Abraham knew for 13 years. Finally, just where the road joins the main route at Vincennes, are two sights: a superb memorial to the frontier soldier George Rogers Clark, and a memorial to the boy Lin coln, crossing the Wabash on his way to Illinois. From these few examples, it is easy to see that by road adventuring has many rewards. For the individual motorist it provides a new and pleasant way to use his automobile, not just occasionally or on a formal holi day or vacation, but any time--on long summer eve nings, week-ends, or for a Saturday or Sunday jaunt the year 'round. Once indulged in, it is likely to be pursued with increasing zest. If it is, and by a number of car owners, it will add hundreds of miles and dozens of hours of extra use to automobiles throughout the country. An annual increase of 5^ miles per auto would result in the sale of over one billion gallons of gasoline and $427 million of automotive products and services. # ETC 28878 In using petroleum and its products in so many forms. the modern agriculturist is . . . FARMING ( "The American farmer uses more petroleum power in his tractors, trucks, automobiles and self-propelled implements then all other industries combined". . . . Below, driers are valuable in crop harvesting and IF today's farmer needs any reminder of petrole um's impact on his life, he has only to recall con ditions of 100, 50 or even 30 years ago. Back in 1859, when the oil industry was born, just three basic differences in agricultural techniques dis tinguished the American farmer from the soil tillers of Biblical times. These were the farmer's use of horsesand horse collars--instead of clumsily yoked oxen; his acceptance of the steel moldboard plow; and his in creasing use of wheeled reapers (although sickles and scythes equipped with cradles still were common). Fifty years ago? Only those who have experienced the sensation can relate what a tiresome, all-day chore it was to haul produce to the county seat in a jolting wagon. And 30 years ago? Hard as it is to believe now, America's fanner of three decades ago spent almost half his working life on the unproductive job of tending and feeding the horses and mules. There were more than 26 million of them at the peak--supplying power for field tools. Then, too, some 70 million acres that now grow cash food crops had to be given over to grain or pasture for the work animals. Now, of course, the petroleumpowered tractor has all but displaced the horse. Today's farmer is able to devote almost his entire workday to ETC 28879 L ION OIL Time-consuming chores connected with tending horses and mules disappeared when power equipment came into use. producing the crops and fibers that feed, clothe and shelter a growing population. Like the city-dweller, the farmer is apt to think of petroleum almost solely in terms of the gasoline that powers his motor vehicle and the fuel oil or gas that heats his home. Both, of course, are important. But by no means are they the full measure of oil's significance. Petroleum products may not be recognized in their many diSerent forms, but they are everywhere on the farm. Petroleum provides fuel for the cookstove, refrig erator, heater and air conditioner; energy for the water pump; insecticides for the house, barn and field; power for the car, truck and tractor. Petroleum is in many of the clothes the farmer and his family wear. Drugs, soaps, shaving supplies and cosmetics contain petro leum. The jelly on the dining room table would run like syrup without synthetic pectin made of petroleum. The breakfast food would be soggy if its container had no moistureproof petroleum-derived waxed paper wrap ping. Even newspapers and magazines are printed with inks made from carbon black, a petroleum product. Long List of Contributions The list of petroleum's contributions to the farmer's better life is almost unending, but these few examples indicate the versatility and scope of petroleum. More dramatically, petroleum is chiefly responsible for the fact that medical, fire and police protection are no farther away than the few minutes it takes the doctor, firemen and policemen to drive to the farmer's home. Petroleum--in gasoline, oils and lubricants--enables the farmer to haul his produce greater distances and meet price fluctuations by choosing any of several marketing centers. And, of course, petroleum has eased the farm er's workload and shortened his workday by perform ing miracles in the field. The American farmer uses more petroleum power in his tractors, trucks, automobiles and self-propelled implements than all other industries combined. He uses approximately 88 horsepower per farm worker as com pared with only 2.2 horsepower in his father's day. Most are mechanical horses that feed on petroleum. In becoming a power farmer, he has piled up some impressive statistics. Since 1920, farm output is up 51 percent; production per acre is up 14 percent; and out- ln his truck, the farmer can haul produce to any one of several marketing centers, regardless of distance. etc 2888< I put per man-hour is up 146 percent. Even more impres are being used in defoliants to speed the day when me sive is the fact that supplies of food for human use have chanical cotton pickers will take over the harvesting of increased tremendously as the petroleum-powered trac much more of this crop. tor replaced the horse and Dobbin's pasture was con As fuel, petroleum is rapidly changing many produc verted to his master's garden. tion and harvesting practices. Flame weeding, first de This is just the beginning. Power farming still is in its veloped as a practical method for eliminating weeds infancy so far as many crops like grasses, cotton and and grass in cotton, is coming into similar use with corn, peanuts are concerned. Despite a hundredfold increase sugar beets and sugar cane. in jobs profitably performed by mechanized equipment, In com harvesting, to cite one example, crop driers many new uses lie ahead. lower the moisture content of cribbed corn, help avoid The more extensive use of farm machinery plus indi spoilage and at the same time improve the corn's keep cated new uses of oil for agricultural purposes are ing qualities and market value--all at a cost of only a bright spots in the challenge that confronts the farmer few cents a bushel. Methods also have been perfected of the future. He will be called upon to feed America's for drying shelled com in the bin with petroleum fuels. estimated 200 million population in 1970 with far This may bring a shift to picking and shelling in the fewer farmhands than he employs today and perhaps field, with drying done on the way to the bin. Similar with fewer acres of good land under cultivation than he changes also may not be far away in the case of peanuts has at present. and tobacco. The artificial drying of grasses of various kinds, of course, already is a practice on many of the larger farms through out the country. Aside from helping the farmer to grow and harvest his crops, petro leum-powered farming also assists him in saving the soil. Present water control practices and many other soil conservation measures would not be possible without the tractor and heavy earthmoving equipment. The Petroleum products for use in his home and in his truck, troctor and other power equipment often ore delivered directly to the farmer in tank truck quantities. threat of erosion was recognized by the founders of our country. Patrick Henry said that "he is the greatest Just two of the relatively new trends in the use of oil patriot who stops the most gullies." But contour-plow --chemical farming and crop drying by heaters--promise ing, terracing and the digging of drainage ponds was to stretch farm acres to an extent that seemed impossi only a dream before the tractor and bulldozer came ble a decade ago. along. Just 20 years ago the idea that whole farms Agriculture now uses more than two and a half times might be graded for gravity irrigation would have as much fertilizer as it did in 1940, with the result that seemed fantastic. Yet that idea is reality today. farmers may see the day when they'll be building rich topsoil faster than they lose it through erosion. Liquid Oil Makes the Difference fertilizers being used increasingly in irrigated areas are In many ways, petroleum has brought the farmer out derived from petroleum products. of the darkness since the kerosene lamp was introduced Amout 75 million gallons of petroleum products are less than 100 years ago. It has multiplied his "hands" required in compounding the various types of agricul and strengthened his "arms." He can now perform in tural and household sprays used each year. Petroleum- weeks work that once took a full season. Because he can base sprays have banished the nuisance of flies on many do his work--and more of it--faster and easier, he is able farms. They also control several thousand other forms to enjoy more leisure hours and a life that is far better of insect life that attack crops, livestock, poultry and than that of farmers anywhere else in the world. humans. They provide effective weed killers, including Petroleum has helped bring greater progress in agri recently-developed means for eradicating sagebrush, culture and farm life in the last 50 years than occurred mesquite and other woody plants. Petroleum products in the previous 5,000 years of recorded history. # Etl erij tht _! ETC 2888i eview Ethyl's work with caitomotive fuels and engines is displayed to oilmen visiting the Company's Laboratories in Detroit Working closely with oil refiners and engine manufacturers, Ethyl Corporation's Research Laboratories, over the years, have made many contri butions to improved engine design and performance and to the development of better and more effective fuels and fuel additives. As a part of this work, Ethyl has always kept in close touch with the developments in both industries and has conducted extensive research studies of its own. Thus, the Company has been able to contribute to the cooperative efforts of the oil and auto motive industries and also has been able to serve as a connecting link between them. Indeed, with its modem research laboratories in Detroit, and its many contacts R. K. Scales, general manager of Ethyl's Research Laboratories in Detroit, welcomed the ^visiting oilmen and described the nature and scope of the studies that are conducted there. & 11 i r.'--- v. 1:1 ^ ** j 75 ' -if i J? af . ir *'** * - . * . -x *- V 3' tf mf ? r 1 * * 1 l -f 1 tS. i[. 6 i t ETC 28882 lost'iirrli on with the oil industry throughout the country, Ethyl en joys a unique position. In serving as liaison between the two industries, Ethyl welcomes representatives from them to its Re search Laboratories in Detroit to explain some of the studies being made on the problems of fuels, engines and lubricants. At the same time, it often can share with them information relating to recent trends in oil and automotive research and manufacturing. Such an opportunity presented itself early this sum mer when oilmen from the United States and Canada visited the Laboratories. Touring the installation in small groups, each accompanied by an Ethyl guide, the visiting oilmen made stops at predetermined "sta tions." At each of these, an expert in the research carried on there explained the equipment in use, the nature and scope of the studies being conducted, something of the results obtained and their significance to the oil and automotive industries. The visitors witnessed, among other things, work on preignition, radioactive piston rings, the experimental 12:1 compression ratio XO-121 tractor engine and spark plug fouling. They saw test cars in fuel rating studies on a chassis dynamometer in the Laboratories' controlled weather room, the pilot plant where experi mental fuels are made, and single-cylinder test engines with specially designed combustion chambers. The pictures on these pages show some of the oilmen as they studied these and other research projects. # J. A. V instrum tentivel Conodc W. W. fenac C E. B. Rifkin describes equipment used in pre-flame reaction studies to R. G. Arner, Sinclair Refining; R. D. McCrum, Cooperative Refinery Association; C. 1. Hardwick, Ohio Oil executive vice president; and L. A. Dollahan and E. K. Locher, both of Ethyl. 8 Listening to A. E. Felt describe special high-compression single-cylinder test engines are H. E. Brandli, Cities Serv ice Oil; W. J. Rusher, Ethyl; T. C. Lock hart, Socony Mobil Oil; 5. T. Pruitt, Ethyl; J. G. Jimenez, Tide Water; and H. E. Hesselberg, Ethyl. Pilot pic (left), to Vickers rado Re: Delta Re R. C. B< fouling t Ohio Oil Jr., Ethyl Refining; Oil and 1 ond R. R ETC 28883 J. A. Warren demonstrate! single-cylinder engines and instruments devoted to preignition research. Listening at tentively are A. L. Wilson, vice president of Shell Oil of Canada; H. J. Philp, Ethyl Corporation of Canada Limited; W. W. Stewart, Imperial Oil; H. S. French, McColl-Frontenac Oil; and R. B. Sneed, Ethyl. H. T. Mueller explaining new procedure and instrumenta tion for measuring friction in the 12:1 compression ratio XO-121 tractor engine to M. P. Murdock, Ethyl vice presi dent; A. J. Kelly, Esso; M. A. Remondino, Ethyl; H. R. Snow, American Oil vice president; M. D. McOorman, Ethyl; and T. A. Aldridge, American Oil vice president. ETC 28884 Observing a single-cylinder engine equipped with radioactive piston rings for investigation of wear are D. J. Winter, British American Oil vice presi dent; C. H. Tew, Canadian Oil Companies; O. B. Lewis, Ethyl Corporation of Canada Limited vice president; C. E. Carson, Imperial Oil director; and D. W. Simmons, also of Imperial. Benjamin Brew ster (left) explains tests. Equipment on instrumentation used in pre-flame reaction studies is demonstrated by E. B. Rifkin (left foreground). Viewing the installation are Baron P. de Haulleville, consultant, Canadian Petroflna; D. L. Campbell, British American Oil vice president; E. A. Desmond, Jr., Ethyl; and A. C. Tully, Ethyl Corporation of Canada president. 10 The operation of a fuel-rating car on a chassis dynamometer in the controlled weather room is explained by H. A. Toulmin, Jr. (left). Observers are H. L. Smith, Pure Oil; A. H. Bingham, Ethyl; and R. E. Preston, Standard Oil of Ohio. E. L. Vaile, an Ethyl technician, is seated in the car. W. E. Kuhn, The Texas Company; C. E. Allen, Cali fornia Oil vice president; W. G. Pulliam, Cities Service Research and Development vice president; and R. D. Bushell, Ethyl, listen to R. C. Beaubier describe spark plug fouling tests. A hi ship. I A", July v. | tetraet 1 knock The I of Mo :jj Motor ii pound | to curb 1 autoiru In n | since it | more u I before. ETC 28885 II C. W. Bond and W. F. Armstrong, general manager and assistant general manager of manufacturing, and a plant guard watch the tank car carrying the four billionth pound of TEL start on its journey. The Four Billionth Pound A historic milestone is passed with the shipment of a car of Motor Plus Asignificant milestone in service to the oil in dustry was passed by Ethyl Corporation in midJuly with the shipment of the four billionth pound of tetraethyl lead, principal ingredient in "Ethyl" anti knock compounds. The four billionth pound was contained in a tank car of Motor Plus dispatched to a West Coast refinery. Motor Plus is the improved "Ethyl" antiknock com pound for gasoline, introduced late in May, which acts to curb the increase in gasoline octane requirements of automobiles by reducing engine deposits. In marking the historic milestone, Ethyl noted that since its introduction 32 years ago, tetraethyl lead is more widely used today by the oil industry than ever before. In the last seven years, consumption of this important additive for gasoline has just about doubled. To keep pace with the growing demand, Ethyl has repeatedly expanded the capacity of its Baton Rouge plant, the world's largest, and also has enlarged the capacity of its Houston plant, built in 1952. In addi tion, Ethyl Corporation of Canada Limited currently is building an "Ethyl" antiknock compound manufac turing plant in Sarnia, Ontario, to supply the require ments of the Canadian oil industry. One-Fifth Original Price Meanwhile, tetraethyl lead today sells for only about one-fifth of its original price in the 1920's, as a result of numerous process improvements and manufacturing economies over the years. Ethyl statisticians estimate that, at average TEL usage, the four-billionth-pound milestone means that well over 520 billion gallons of motor and aviation gas oline have been improved with "Ethyl" fluid since it was first introduced. # n The Gas Turbine By John S. Wintringham Ethyl Corporation Research Laboratories Detroit, Michigan IN ITS NEVER-ENDING RESEARCH EFFORTS, the auto mobile industry is constantly searching for new de velopments that may contribute to future progress in automotive transportation. As a part of these efforts, the industry in recent years has been exploring the pos sibilities of small gas turbines as engines for passenger cars, buses, trucks and other automotive applications. While work in this direction is still in the experimental stage, it is of great interest. Adoption of a new type of engine could lead to marked changes in automobile manufacturing, automobile supply and servicing, and fuel and lubricant requirements. Basically, the gas turbine is a device for producing a large volume of high-temperature, high-velocity gases and putting their energy to work. It produces these gases by taking in and compressing several times the volume of air required to bum the fuel that is used to power its air compressor and also to produce usable excess power. The turbine's compressor draws in and compresses air, which is mixed with fuel and burned in the com bustion chamber. Air intake and fuel combustion are continuous after starting the turbine by rotating the compressor shaft with an electric motor and igniting the fuel-air mixture by a spark plug. The hot gases from the combustion chamber pass into the blades of a tur bine mounted on the compressor shaft, rotating the tur bine and powering the air compressor. For automotive purposes, a second turbine, with no mechanical connection to the compressor turbine, is driven by the gases discharged from it. The second or "power" turbine turns a shaft which, through reduction gears, powers the vehicle. This "free-turbine" design permits the compressor section to be started while the car remains at a standstill, without the use of a clutch. Heat Exchanger Provided A simple power turbine cannot extract enough en ergy to give practical fuel economy to an automotive gas turbine. Even with the best possible burners, and the most efficient compressor and turbine wheels likely to be built, the automotive gas turbine would not con vert to useful power more than about 13 percent of the heat supplied by the fuel, compared to about 30 per- cent excl bust C rota will com The E fuel itsel petr imp' vehi ecor Hov gasc dont Ir of si folic expe this ingc T; This schematic drawing of an automotive type gas turbine engine shows the flow of air, fuel and gases in the engine and the essen tial operating parts. 12 o --I < o W) 3 ETC 28887 iND ITS POSSIBLE APPLICATION OR AUTOMOTIVE USES cent for a modem automotive gasoline engine. A heat exchanger is provided to reuse the heat still in the com bustion gases before they go out the exhaust. One type of heat exchanger is a regenerator. In it, a rotating porous disc picks up heat through its contact with the hot exhaust gases and transfers this heat to the compressed air on its way to the combustion chamber. The regenerator acts as an air preheater. During its lifetime, the average automobile consumes fuel having total cost greater than that of the vehicle itself. From the standpoint of economics, as well as petroleum resources, fuel economy is one of the most important considerations involved in the future of vehicular gas turbines. No data are available on the fuel economy of a passenger car driven by a gas turbine. However, since it is possible to predict the economy of gasoline engines on a theoretical basis, the same can be done for the gas turbine. In order to have an optimistic view of the efficiency of small gas turbines, all component efficiencies in the following discussion were chosen to be higher than is expected to be obtained for many years to come. In this regard, advice was obtained from engineers work ing on automotive turbines in England and this country. Take, for example, an output of 140 horsepower for the automotive gas turbine, since extensive data on the fuel economy of 140-horsepower gasoline engines of 4.5 to 1 and 10 to 1 compression ratios are available. A gasoline engine of 140 horsepower is capable of driving a 4,800-pound car at a top speed of 100 miles per hour. In comparing the economy of these gasoline engines with the computed fuel economy of an automotive gas turbine without a regenerator, it is found that even at 100 miles per hour the turbine's fuel economy is less than half that of the gasoline engine with a 10 to 1 compression ratio. As engine speed and developed power are reduced, the comparison becomes more and more unfavorable to the gas turbine. Theoretical vs. Measured Economy If, however, it is assumed that 90 percent efficiency could be maintained by a regenerator over the entire speed range, the turbine compares much more favor ably with the piston engine of 10 to 1 compression ratio. However, it must be realized that these comparisons have been between the theoretical economy of the tur bine and the measured economy of the gasoline engine of today. Since the gains realized by regeneration are large, the i I oz 40 " mj -J < 30 - o O IU 20 v> 3 lO - O GAS TURBINE 10:1 CR GASOLINE ENGINE lO: 1 CR GASOLINE ENGINE 40 60 80 MILES PER HOUR lOO The relotive fuel econ omy of a gas turbine fitted with a regenera tor and o 10 to 1 com pression ratio gasoline engine are seen in this chart. When equipped . with on " ideal" transj mission, the gasoline engine shows a marked j increase in economy. i 13 iii 9 S i I ETC 28888 /# The Gas Turbine adverse effect on fuel economy of a small reduction in the efficiency of regeneration is also quite large. If the regeneration efficiency is reduced only 5 percent--from 90 percent to 85 percent--the fuel economy would be reduced by nearly 20 percent at a speed of 20 miles per hour. In comparing the potentialities of the gas turbine with those of diesel or gasoline engines, it should be remembered that a great deal of improvement is still expected in the fuel economy of vehicles with piston engines. This improvement will be brought about by development of more efficient engines, and by perfect ing better engine-transmission combinations. Indeed, it has been estimated that a further improvement in fuel economy of 45 to 60 percent might be obtained from combined engine and transmission developments. It, therefore, appears likely that even the best auto motive gas turbine that can be developed will not equal the fuel economy to be expected of gasoline engines in the future. In estimating the future application of the gas tur bine, it should be borne in mind that, in order to sup plant the piston engine, the gas turbine must have at least one compelling advantage, and should have no major disadvantage. Here is a balance sheet of its pos sible advantages and disadvantages. Advantages of the Gas Turbine 1. Engine size. A basic automotive turbine unit is smaller and lighter than a corresponding gasoline en gine. However, when necessary regenerator, duct work, and other auxiliary equipment are added, it is not cer tain that the gas turbine will be smaller and lighter than a gasoline engine of comparable power. 2. Transmission simplicity. Since the automotive gas turbine is in effect its own torque converter, it probably will need but one speed change in its transmission. In other words, two gears for forward operation and one gear for reverse probably will suffice. 3. Fuel quality requirements. The gas turbine does not, of course, need octane numbers in its fuel. How ever, there undoubtedly will be other problems of fuel quality which may restrict the hydrocarbon types us able. Turbines developed to date are sensitive to de posits on all surfaces contacted by the hot gases. These deposits can cause serious problems if they lower regen erator efficiencies. 14 4. Simplicity of ignition system. Ignition is required only when starting the gas turbine engine. This means that the ignition system can be quite simple and should require little service. 5. Simplicity of lubricating system. Precision bear ings with provisions for satisfactory lubrication are re quired as a result of the high rotative speeds of the tur bine. The two gear systems--one between the compres sor shaft and accessory equipment such as the genera tor, and the other between the power turbine and the drive shaft of the vehicle--may require the use of syn thetic lubricants. However, the smaller amount of lubri cant needed--much smaller than in the equivalent gaso line engine--may more than balance the higher cost of such lubricants. 6. Cooling system. The conventional gasoline engine cooling system is not needed in the gas turbine engine. 7. Minimum vibration. The high rotative speeds of the gas turbine make precise balance of rotating parts a basic requirement. However, since this engine has no reciprocating parts, over-all vibration will be consider ably lower. 8. Minimum number of parts. The basic gas turbine has fewer parts than the comparable gasoline engine. Auxiliary equipment is still required, however, so this supposed advantage may turn out to be smaller than anticipated. 9. Sure starting at low temperatures. Gas turbines can be started at very low temperatures. However, sub stantial improvements have been made in recent years in the starting characteristics of conventional automo tive engines, so that this may not prove to be much of an advantage. Advantages of the Piston Engine 1. Fuel economy. A comparison of the possible ulti mate economy of the automotive gas turbine with the measured economy of existing piston gasoline engines having a compression ratio of 10 to 1 shows no advan tage for the gas turbine. Since future improvements in the piston gasoline engine are expected to be at least comparable with those which have been anticipated on a theoretical basis for the gas turbine, the piston gasoline engine should maintain its superiority. 2. Lower rotative speeds. Rotative speeds of gas tur bines are in the range of 40,000-50,000 rpm, or 8 to 10 times the speeds of piston engines. It is possible, there fore, that some sort of protective covering would be necessary for the turbine engine, in the interest of safety of occupants and bystanders in case of failure of any of the high-speed parts. 3. of nc is hig haust exhat comp sary i ered; of no the it nolog noise.' consit 4. engint scarce craft t als. Sc of the substii minim oped t mass-} 5. ; ufactu highly bine v manuf 6. I vides a ation. such as vide th 7. L gine is hide, V throttle ever, s> and its necessa quired for rea: 8. L exhaust engines bine, th gases h may be raises c ETC 28889 3. Lower noise level. There are two major sources of noise in the automotive gas turbine. The first source is high-speed movement of gases--intake of air and ex haust of combustion gases. Since the volume of air and exhaust gases to be handled is 4 to 5 times that of the comparable piston engine, additional silencing is neces sary to reduce the resulting noise to the level consid ered acceptable by today's motorists. The second source of noise is the rotating parts themselves, particularly the reduction gearing in the drive trains. Present tech nology can provide means to muffle and insulate these noises, but the required devices entail space and cost considerations. Don't Require Critical Materials 4. Less critical materials needed. In present piston engines, there is very little use of critical and, therefore, scarce or expensive materials. On the other hand, air craft turbines require sizable quantities of such materi als. Scarcity alone may militate against the use of some of these materials in automotive gas turbines, so that substitutive materials--and construction features which minimize the need for critical materials--must be devel oped to make automotive gas turbines practical on any mass-production basis. 5. Less manufacturing development required. Man ufacturing processes for gasoline engines are already highly developed, whereas in the case of the gas tur bine wholly new techniques will be required to bring manufacturing costs down to levels that are practical. 6. Use of engine in braking. The gasoline engine pro vides a considerable part of the braking during deceler ation. In gas turbine engines, however, other meanssuch as over-sized brakes--must be relied upon to pro vide the necessary deceleration. 7. Less vehicle acceleration lag. When a gasoline en gine is idling and the driver wants to accelerate the ve hicle. he gets immediate response upon opening the throttle. In the case of the turbine-equipped car, how ever, several seconds are required for the compressor and its turbine to go from idling speed to the speed necessary to furnish the large volume of hot gases re quired by the power turbine to develop sufficient torque for reasonable acceleration. 8. Less necessity for heat insulation. Except for its exhaust system, the liquid cooling system of gasoline engines provides an adequate heat barrier. In the tur bine, the combustion chamber and passages for the hot gases have no such heat jacketing, so that insulation may be required. This can be provided, but again it raises cost and adds to the bulk of the insulation. 9. Rapidity of starting. The gasoline engine is able to start, even in severe weather, in a matter of a few seconds. The gas turbine must be brought up to speeds of about 5,000-6,000 rpm before starting is possible; the time required is approximately 15 to 20 seconds. This is the balance sheet for the gas turbine versus the piston engine for passenger-cai use. As mentioned previously, a compelling reason must be developed to swing the automotive industry from piston engines to turbines. As yet, this compelling reason is not apparent. For car, bus and truck uses, it does not appear pos sible for gas turbines to approach the fuel economy expected to be achieved in gasoline reciprocating en gines. Three other important problems which do not appear easy to solve are: (1) the acceleration lag, which occurs while the compressor and turbine are speeding up; (2) the maintenance of highly efficient heat regen eration when combustion deposits accumulate on the regenerator surfaces; and (3) reducing the cost of ma terials and manufacturing processes for turbines to a low and competitive level. Moreover, the necessary fuel specifications for auto motive gas turbines have not yet been determined with any precision. In general, it is expected that such tur bines would be less sensitive to fuel type and quality than are present-day gasoline or diesel engines. A widerange petroleum cut, including most of the gasoline and kerosene fractions, might ultimately be adopted. Fuel deposits, which collect on fuel nozzles, stationary guide vanes, turbine blades, and regenerator surfaces, might be problems. Today's knowledge does not permit speci fication of limits on aromatic content, gum or sulfur. Lubrication Requirements Insofar as lubricating oil is concerned, the quantity required for gas turbines probably would be consider ably less per vehicle than is now the case for the gaso line reciprocating engine. With regard to quality, there is a difference of opinion among those working on tur bines as to whether present premium oils would be adequate, or whether synthetic oils would be required in their operation. Opinions on the prospects for the gas turbine's use in automotive vehicles vary tremendously, even among technical men. One thing is certain, however. Develop ment will be evolutionary; there will be no overnight production of gas turbines in a large volume of passen ger cars. If gas turbines eventually find substantial use, their introduction will necessarily occur in a progres sive fashion, and adequate signals of trends will be given. # ETc 28890 15 Acadian Bicentennial A year of festivities underscores the colorful French heritage of Louisiana Recalling the tragic history, the traditions and the unique culture of the Acadians, Louisiana this year is commemorating the arrival of these people in the Mississippi River delta country two hundred years ago. A series of colorful celebrations from January through December, is linking the Acadians with the growth and prosperity of the deep mid-South. Louisiana has long been known for its 100 annual fairs, pageants, and festivals, most of them scheduled during the early fall. This year the emphasis is on the Acadians, in cooperation with the Acadian Bicenten nial Association and other state agencies and local groups. A number of special events are being held too. The first Acadians to reach Louisiana were victims of 18th century wars between England and France. The French had lost Canada and neighboring territor ies by 1755, including the land called Acadia--Nova Scotia today. In the aftermath of the fighting, and con- A % `' < c. Re-enat lous we' days, w spider head, m ical pat trary to saw the hopeles populac Hear tered. L were of New Or the Frer More spread a reports < vidual fr The s haps be "Evange separates with thei Bayou T St. Martinsville, where this statue of Longfellow's Evangeline rests in a churchyard, is the center of the 1955 Acadian celebration. These tricky boats, called pirogues, are built and raced on the bayou at Lafitte each spring by Acadians for the world championship title. Handicraft skills handed down from one generation to the next include k plaiting bleached palmetto strips 1 into various useful articles. ETC 28891 Re-enactment of a fabu lous wedding of the early days, with a gold-dusted spider web arbor over head, marked recent typ ical pageantry. trary to instructions from the British Crown, Acadians saw their rich farms confiscated and burned, families hopelessly divided, and lifetime friends separated. The populace was either imprisoned or forcefully deported. Heartsick exiles were packed aboard ships and scat tered. Unwelcome no matter where they landed, they were often banished again. A handful finally reached New Orleans, where warm hospitality was extended by the French and Spanish. More Acadians arrived soon afterward, as word spread about how the first ones were received, and as reports of the fertile soil, prospering farms and indi vidual freedom became more widely heard. The story of the Acadians and their travail is per haps best known through Longfellow's epic poem, "Evangeline." The story of how the girl Evangeline was separated from Gabriel, the man she loved, it concludes with their reunion in Louisiana. On the banks of the Bayou Teche in St. Martinsville, under a moss-draped 01 A( tree, is the legendary spot where they finally met after months of hopeless separation. By 1780, there were about 2,500 Acadians in Lou isiana, and nearly twice that number by 1800. A cen tury later, 40,000 to 50,000 descendants of the original settlers were there. Today, some half million people in the state have Acadian or "Cajun" forebears. It is said that one out of six people in Louisiana has at least par tial Acadian ancestry. Live in Southern Parishes The lush country where most of the state's Acadians live is in the southern tier of parishes (counties), studded with towns, villages and hamlets with French names--Napoleonville, Thibodaux, Delcambre and La fayette. Bayous like the Teche and Lafourche, thor oughfares for Acadian immigrants, were named by these 18th century displaced people. Churches, schools, parks and other landmarks honor saints, leaders and features of the old mother country. For the most part, Acadians have always preferred rural areas to life in cities or larger towns, although most urban businesses and industries in Louisiana have a sprinkling of adaptably efficient "Cajun" employees. In addition to their success with farming, cattle-raising, hunting and trapping, they are leaders in the profitable shrimping industry and are found in large numbers among the state's rice-growers and sugar plantations. Oil is found on much of their land. Nor are they strangers to such fields as the clergy, law, medicine, banking, education, retailing, manufac turing or refining, and many other professions and oc cupations. Any Louisiana roster of people well known in civic life would include numerous Acadian mayors, key officials, legislators and at least three governors. Generally, Acadians are vivacious, talkative and ex- 17 ETC 28892 Z' 11 Gourmets to the core, Acadian tastes run to unique dishes, highly seasoned, like this bouillabaise being prepared. pressive. In certain sections, French is still their every day language, but a majority are bi-lingual. Large fam ilies and close family relationships are enjoyed, with seven to a dozen children not unusual. Although inter marriage with other Caucasians is common, Acadians somehow retain their identity. The people combine a willingness to work hard with an ability to enjoy life to the full. They have given the state a treasury of humor, music and dances, unusual food, handicrafts, distinctive sports and recreation. The state's well known hot sauce industry stems from the Acadians' love for brisk culinary seasoning. Their special dishes are numerous, garnished with onions, peppers and exotic sauces. Two Cajun sporting events are especially unique-paddling tricky hand-fashioned boats known as pirogues at races in Lafitte, and the annual toumoi lancing competition at Ville Platte. Shrimp festivals and blessing of the shrimp fleet in late August and early September reflect the devout re ligious beliefs of Acadian pioneers. These will be fol lowed by sugar cane, cotton, dairy, yam and rice fes tivals, and by state and local carnivals. An oil exposi tion is scheduled for November at Jennings, in the heart of the Cajun Country. The climax of the year's activities will take place in St. Martinsville during October. An historic pageant at the Longfellow-Evangeline State Park, with a cast of hundreds, will dramatize the Acadian migration. Canadian Tour For Louisiana's Acadians and others who may want to probe at first hand into early French heritages in North America, a 15-day tour has been arranged from New Orleans to the Canadian province of Quebec and to Nova Scotia. The trip ties in with Canada's own Acadian bicentennial observance, and follows a good will visit of prominent Acadians from Canada to Lou isiana last January. This year of recognition of a once-unfortunate peo ple serves as a reminder of this country's continuing role in providing freedom and opportunity for the dis tressed. The inscription on the Statue of Liberty, sig nificantly a gift from France, tells the world to ". . . send these, the homeless, tempest-tossed, to me..." Even though it was written long after the Acadian hegira, the Statue's message has never been more graphi cally demonstrated than in the reception Louisiana gave the newcomers in 1755, to the mutually happy advantage of the state and its Acadian citizens. # Longfellow-Evangeline State Park contains the restored home of Gabriel, distraught victim of the Acadian exile in the poet's epic verses. The bicentennial will reach its climax with on historic pageant at the park in October. c 1 If alio to red N THE I is limi who hole unrecognj rcsponsibi and comp man is ofi successful, ments. If to achieve All duri activities throughoui a state of output of correspond The fati; times is not ETC 28893 Clear the Desks of TENSION // allowed to go unchecked, excessive tension can lead to reduced efficiency, fatigue and physical disorders In the conduct of modern business, a factor that is limiting the effectiveness of many men and women who hold responsible positions--though it often goes unrecognized--is excessive tension. With the cares and responsibilities of a job and a family in our accelerated and complex society, the career of the average business man is often a living example of high tension. If he is successful, he usually is stimulated to greater achieve ments. If he is in difficulty, he often tries even harder to achieve security. All during the day, everyone engages in a series of activities that involves the contraction of muscles throughout his body. If these muscles are maintained in a state of abnormal tone (tension) for any reason, the output of effort in the conduct of the day's work is correspondingly increased and may be excessive. The fatigue that results from overstimulation some times is not apparent until many people find themselves in a state of general fatigue. Tensions built up during the day continue, and often the cares of business are taken home. If allowed to go unchecked, excessive tension can result in reduced efficiency, irritability, chronic fatigue and a number of other physical disorders. The ability to recognize excessive tension and control it, on the other hand, can contribute to the productivity, health and happiness of the modern businessman. Ethyl Recognizes Problem Recognizing the importance of tension control, Ethyl Corporation two years ago began to investigate the possibilities of doing something about it under its in dustrial relations program. Since that time, Ethyl has provided instruction in tension control for some of its executives and supervisory employees with promising results. 19 Some of the external evidences of tension are demonstrated in the photograph above. When a man's brow is wrinkled, his neck tense and his shoulders hunched, his hands clenched and his legs crossed, he is not relaxed as completely as possible. In contrast to the photograph at the left, the same man now shows a desirable lack of tension. Note how his feet are placed on the floor, his arms resting comfortably on the desk, his neck and shoulders relaxed and his face in repose. The method that Ethyl has employed has been used for more than 35 years to control tension. It was de veloped by Dr. Edmund Jacobson, of Chicago. Doctors and laymen have been trained in the use of Dr. Jacobson's method, and he and these men have taught it to men and women of various ages and occu pations. In addition, U. S. Navy air schools have used the method in training cadets. Air Cadets Helped Naval air cadets who took the course reported help in their ability to sleep longer and more soundly; to do better in academic and physical training; to be more relaxed before and during competitions; and to do a better job of flying. At the same time, the total number of days lost from injuries among cadets receiving the tension control training was reduced 38 percent. 20 The system of tension control requires full partici pation in developing new habits, but if followed faith fully it can bring gratifying results. The more exactly it is followed and the longer it is pursued, the greater are the potential benefits. In approaching the subject, it is pointed out that tension control is achieved through muscular control. When the businessman learns to relax all of his muscles except those needed to perform the task at hand, he is able to accomplish more work and will be less fa tigued at the end of the day. He will be happier in his job and in his home life. He will sleep better and his entire life should be better. Ethyl Corporation first examined Dr. Jacobson's methods and their possible application for its employees in 1953. As a pan of this study, ten of the Company s executives took Dr. Jacobson's course in tension con- ETC 28895 In o prob confr catio busin plain ity to sive 1 fro! i to hi healtl at wc trol. make Acco a qu; cours ploye Th< swers clusio porter tion v ing up Fi Et nc be H ha In approaching the problem of tension control and its appli cation to the modern businessman, it is ex plained that the abil ity to recognize exces sive tension and con trol it can contribute to his effectiveness, health and happiness at work ond ot home. trol. The results were favorable, and it was decided to make the program available to more Ethyl personnel. Accordingly, Ethyl's manager of training was trained as a qualified instructor. Since then, he has conducted courses in tension control for selected supervisory em ployees in Ethyl's New York offices. High Interest in Courses The interest in these courses is evidenced by the an swers to questionnaires sent to participants at the con clusion of each. Almost without exception they re ported beneficial results. The degree of skill in relaxa tion which they acquired varied considerably, depend ing upon natural ability to relax, which varies between individuals, and the amount of practice which each in dividual devoted to learning the subject. Some reported that the mere ability to recognize ten sions, which they had not realized existed before, was beneficial to them. Others reported ability to sleep more soundly, greater efficiency in their work, and some re ported less frictions and better relationships with others both in their business activities and family life. Although this was an abridged training program devised especially for Ethyl Corporation, its simplicity and ease of application are such that it can readily be extended. Just how far the tension control program will be extended throughout Ethyl Corporation in the future is now under study. # . Appointed to Staff of Ethyl Corporation of Canada Limited Five appointments to the staff of the recently formed Ethyl Corporation of Canada Limited have been an nounced by Alan C. Tully, president. J. P. Moran has been named comptroller of the Company, and C. S. Harris has been named chief accountant. E. F. Diedrich has been appointed assistant manager of the antiknock compound manufacturing plant the Company is build ing in Sarnia, Ontario. He will serve under R. T. Edgar, who is plant manager. C. L. Weeks has been named engineering supervisor of the plant, and W. E. Hill, Jr., will be its operating supervisor. The plant is scheduled to go into production in 1956. 21 HANDY K Versatile and expanding, this division of the paper industry depends on Ethyl for a vital chemical Of all kraft products, paper bags are the most common. About 50 billion are used annually. Of the many different types of paper used every day, none has more versatile utility than the kind known as kraft. This sturdy material appears in hun dreds of forms. They range from delicate tissues to bags, wrapping papers, rugged boxes, frozen food car tons. drinking cups, milk containers and magazine cov ers. and include scores of glamorous as well as strictly practical applications. Research and development have made kraft usage so widespread, in fact, that the paper and paperboard in dustries are producing close to 10 million tons of kraft products annually. Two decades ago, only three million tons were made. Kraft pulp represented about 55 per cent of all pulp used in 1954. Of this, nearly seven mil lion tons was the unbleached or brown kind, and about three million tons the lighter toned varieties. The familiar brown bag still represents the most common use of kraft paper. Over 50 billion were used last year, with a trend toward the heavier types. A single Southern mill turned out some nine billion kraft bags--35 million a day, or 250 for every family in the United States. Kraft paper first came into its own in this country some 50 years ago. The word kraft is from the Ger man, meaning strength. A zoom in the material's suc cess story came during the late 1930's, when a process for pulping cheap Southern pine was developed and kraft shipping sacks gave fresh impetus to an already well established industry. It was found that multiwall paper bags, made of three to six plies fitted together into one sack, could be used to package and ship hun dreds of products more economically than wooden boxes or fabric bags. Technical improvements have led to desirable char acteristics like strength, flexibility, retention of flavor or moisture, protection from outside contamination, and fire, water, heat and cold resistance. Bags Have Many Uses Today, some 400 different products are shipped in these multiwall bags, usually in quantities of 50 to 100 pounds, including potatoes, feed, flour, sugar, cement, fertilizers and chemicals. Over 750,000 tons of ship ping sacks found varied uses in 1954. The St. Regis Paper Company's kraft center at Pensacola, Fla., the nation's largest multiwall bag plant, makes over W* million per day. When filled, they would tightly pack a freight train of 1250 boxcars. The rise of kraft paperboard is surpassing the in creased use of the paper itself. Paperboard now ac counts for about 51 percent of all kraft products. The rugged material is used largely to make shipping con tainers for thousands of items, ranging from cosmetics -and dresses to beverages and building materials. So much kraft is going into boxes, cartons and con tainers that it has practically taken over the nations 22 ETC 28897 packa for cit Even and fu in thei able ki Oil elude t for tire motive bodies seat co banner automc Mote ucts. Pa and trie are, of their pu ding. E sibilities towels, 1 paign of Modern j board, cc 1 KRAFT PAPIER packaging field. The once-familiar slatted wooden crate for citrus fruits, for example, is being rapidly displaced. Even bulky and heavy merchandise like refrigerators and furniture are shipped in crates that have wood only in their frames. The paneling is light, strong and dur able kraft fibreboard. Oil and automotive uses of kraft are legion. They in clude tough multiwall sacks for drilling mud, wrapping for tires, cartons for service station supplies and auto motive parts, and paper for "masking" parts of car bodies during painting operations. Some types of car seat covers are made of twisted kraft paper. Posters, banners, signs and pennants at service stations and automobile show-rooms are usually kraft. Motels are potential users of many newer kraft prod ucts. Paper bed sheets and pillow cases have been made and tried experimentally. Nearly as soft as cloth, they are, of course, disposable after one tenant's use, and their purchase price is far less than standard cotton bed ding. Even paper washcloths are distinct motel pos sibilities, following the now widely used kraft paper towels, bath mats and curtains. In the anti-litter cam paign of Keep America Beautiful, Inc., motorists are urged to carry kraft paper bags in their automobiles as trash receptacles. . Ethyl Corporation has been contributing to the growth of the kraft paper industry since World War II. The company supplies salt cake, known technically as anhydrous sodium sulfate, an important chemical in the manufacture of kraft or sulfate pulp. Shipped from Ethyl's plant at Baton Rouge, La., 60,000 tons of salt cake a year go to 15 kraft paper mills throughout the South, among them mills of the International Paper Company, leading kraft producer. Shipped Daily Salt cake originates at Baton Rouge as a co-product of Ethyl's hydrogen chloride production. In this proc ess, common salt and sulfuric acid are heated to high temperatures in special furnaces. Resulting HCL gas is used to make ethyl chloride, which is required in tetra ethyl lead manufacturing. Salt cake is a white, crystal line substance stored under cover before it is shipped daily in bcxcar lots. A few typical applications of kraft in various forms indicate the nature and scope of its manifold uses. The When a two-tone automobile paint job is under way, kraft paper protects one area while another is sprayed. I 23 ETC 28898 . .-----a Large inventories of salt cake are maintained at Ethyl's Baton Rouge plant. Daily shipments go to kraft mills. Familiar product and parts cartons, tire-wrapping, signs and posters at service stations are made of kraft. building and construction fields are important custom ers. Waterproofed paper, which protects against damp ness and moisture, is used for insulation and in curing concrete. Kraft paper is also used for wrapping coins at banks, for gummed tape, window shades and industrial toweling, as locker room slippers, and as the bottom layer or for all of some types of floor covering. Mushrooming to new output records, the frozen food industry depends upon kraft cartons for packaging its products. Waxed papers for bread and butter are of treated kraft. So are milk and ice cream containers. A challenging field for expansion is newspaper, mag azine and book papers, because of kraft's inherent toughness. This asset is especially valuable for maga zine covers and for children's books. The future outlook for kraft is promising, according to the Kraft Paper Association. With some uses geared to population increases, others to economic conditions and still more to ingenuity in developing new applica tions, an expanding market ahead seems assured. Big Kraft Year This year should see the largest output of kraft prod ucts and their most widespread uses, in the opinion of J. L. Ritchie, executive director of the United States Pulp Producers Association. The Stanford Research Institute concludes the nation's wood pulp production will double by 1975, and that a major part of this in crease will be in kraft. Strategically located in the heart of the principal kraft manufacturing belt, Ethyl Corporation's Baton Rouge plant is of increasing value to that branch of the paper industry. Salt cake is made there by a contin uous process, and substantial inventories are main tained. In its production of this important chemical, Ethyl looks forward to making further contributions to the growth of an industry which has become so impor tant to the economy of the South and whose products are finding wide use throughout the country. # Over 400 products are shipped in multiwall kraft sacks, including drilling mud. Over three-quarters of a million tons of these bags were used during 1954. W f Layouts and Art Direction: Carsten Grande Photo Credits: Cover, color transparency by Benn Mitchell, through Free Lance Photographers Guild; page 3 (top right), courtesy Cana dian Government Travel Bureau; pages 5, 6 and 17 (bottom), courtesy Standard Oil Company (New Jersey); page 16 (top), courtesy State of Louisiana Department of Commerce and Industry; pages 16 (bot tom), 17 (top) and 18, A. E. Woolley, Jr.; page 20, O. Winston Link, page 21, Camera Associates; page 22, Werner Wolff, Black Star, com-tesy Union Bag and Paper Corp-; page 23. courtesy Chrysler Corporv tion; page 24 (bottom), courtesy Esso Standard Oil Company: ins** back cover, Gordon Tenny, Black Star, courtesy Union Bag and rape*- 24 ETC 28899 Printed in U.S-A- ETC 28900 gasoline the new "Drive More" S campaign, spearheading a broad program to increase the sale of aj] fiat!service-station products. Ethyl advertising appears in leading magazines reaching 50,000,000 people a month. ETHYL CORPORATION NEW YORK 17, N. Y. ETC 2890] , I. :i i i i \ I E/ven the most stodgy stay-at-homes find it hard to sit still when autumn brings invig orating crispness to the air, and October foliage gives new splendor to the most beau tiful highway scenes. Our cover shows Pinkham Notch, N. H., with early snow dusting White Mountain ridges above scarlet maples and flaming beeches. The picture helps ex plain why Ethyl's "Drive More" campaign is being continued beyond the normal peak summer motoring months. Drive More Coes to Work, beginning on page 6, highlights the nature and scope of effective promotional efforts to date. T he Department of Defense, other govern ment agencies and leaders in business, indus try and education often deplore the scarcity of technically trained young men needed for key positions related to national security and scientific progress. Unique stepping stones toward filling this basic manpower shortage are described in Scientists in the Making, starting on page 9. In The Hand of Fellow ship, page 15, Ethyl reports on the Compa ny's financial aid to advanced technical students. No term in the oil industry is more richly deserved than "service station." Some of the many helpful courtesies which station own ers and operators offer their customers gratis are covered in the picture feature. They're All Part of the Service, appearing on pages 12-14. Specialized applications of the camera, of interest to businessmen, are described in two articles. Industry Tunes in on TV, begin ning on page 16, reviews some of the wavs in which television is finding important ap plications beyond the entertainment field. Reel Files for Records, page 22, explains how tiny pictures are proving an easier, more economic and space-saving way of preserv ing important information for business and industrial use. ----------------------- SEPTEMBER-OCTOBER 1955------------------------ PATTERN FOR PLENTY........................................ 1 Power farming banishes famine threat B. B. TURNER AND G. F. KIRBY NAMED TO NEW EXECUTIVE POSITIONS....................... Significant Ethyl promotions 4 "DRIVE MORE" GOES TO WORK....................... Promotion campaign in high gear 6 SCIENTISTS IN THE MAKING............................. Technical careers for youth 9 THEY RE ALL PART OF THE SERVICE . . . . 12 Free service station courtesies THE HAND OF FELLOWSHIP............................. 15 Ethyl assists graduate students INDUSTRY TUNES IN ON TV............................. 16 New and wider uses for television PROBING THE SEA AND SKY............................. 20 New frontiers for sodium REEL FILES FOR RECORDS................................... 22 Microfilming replaces papers ETHYL OPENS NEW LABORATORY AND SERVICE CENTER IN HOUSTON ... 25 More help for southwestern refiners The Ro hey le Opinions expressed in signed articles ore the authors'. Ethyl News wtltomti articles of timoly inttritt submitted from ovtid* soure** Upon roquosf, tho odifort or* glad to grant pormission to rtprint matoriol 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. Edward l. Shea, President William R. P*rdu*, Jr., Vic* Pr*sid*nf ond Tr*osur*r H*rb*rt A, Savage, Secretary ETC 28903 / \ \ X X v X PLENTY .v \ The nation*s full market basket and food sent abroad come from power farming ft* Romonj laid the foundations for modern farming when Iwy learned the advantages of using animals to plow. Thomas Jefferson's contributions led to the production of steel plows. Even farmers themselves may not realize it, but freedom from famine is pretty much the exclusive property of modern-day America. In many countries throughout the world millions of people are without proper or adequate food. But here in the United States, there is enough for everyone--and then some. What's the answer? Why and how has the American farmer been able to rid this country of the spectre of famine and at the same time produce enough food to send to underfed peoples abroad? The answer--or at least a big part of it--is found in two words: Power farming. History provides a classic comparison. In many re spects, the fanner of the early days of the Roman Empire was not unlike his American counterpart of today. He owned and worked his own land. Farming was a highly esteemed occupation. In an atmosphere of economic and political freedom, Roman agriculture built the foundation of modern farming Romans rec ognized the value of legumes in preparation of the ground for wheat. Their methods of growing com, grapes and olives were so sound they were emulated with little change until a century ago. Their stock breeding was advanced and they were learned enough to yoke oxen and let animal power help till the fields. ETC 28904 1 Yet for all its advances in agriculture, Rome in 476 B.C. experienced one of the greatest famines of all time. Thousands of hungry people threw themselves into the Tiber- rather than wait for the slow death of starvation. As the Roman Empire fell apart, the man on the land entered the long bleak imprisonment of medieval feudalism. No significant agricultural progress was made until resourceful Americans began applying their inventive genius, engineering aptitude and scientific ability to the task. Then came the fabulous, miraculous agricultural revolution of the 19th and 20th centuries and the promise of even greater progress. First Steel Plows Thomas Jefferson was one who helped launch the mechanical revolution on the farm. He designed the first American moldboard on sound mathematical prin ciples. This made it possible for plowwrights to pro duce moldboards of a common model. Before long there evolved better plows of cast iron and then steel. These cut animal requirements by one-third. The reaper's development brought further progress. With the hand sickle of 1800 a good man might cut half an acre of wheat a day. Thirty years later the cradle in competent hands could reap two acres a day. The first powered troctors were driven by steam. Heavy and expensive, they were found to be impractical. By 1840 mechanical reapers were cutting five or six acres daily. Later a moving platform device did away with the grueling labor of gathering up the grain and binding it into sheaths. An automatic wire binder was followed in a few years by a twine binder. With the two-wheel sulky of the middle 1860's the farmer rode on the plow for the first time. Soon came the three-wheeler to give him greater safety, stability and control. The chilled steel plow of the late 1860's answered the tough tillage problems of the prairie farmer. Threshing machines came in during the Seven ties. In the 1880's the combine appeared to reap, thresh, clean and bag grain. Pulled by teams of from 20 to 40 horses, it could work 70 or 80 acres a day. Meanwhile the discovery of oil in 1859 had an effect on fanning such as nothing before or since. Within four years kerosene replaced almost every other form of illumination. Sunset no longer ended the day for the farmer and his family. Gone were the days when the farm youth had to seek an eye-straining education by firelight or tallow candle after long hours in the fields. In the decades of the kerosene age, farmers brought more land under cultivation than in all previous United States history. Between 1860 and 1910 the number of farms trebled to 6.3 million. Acreage of improved farmland also trebled. Production of wheat rose from 173 to 635 million bushels. Corn shot up from 838 to 2,886 million bushels and cotton swelled from 3.8 million bales to 11.7 million. The back of famine's his toric threat was broken in this country. But that was only the beginning of the agricultural revolution. Steam*Propelled Tractors The first traction engines (tractors) in commercial use appeared in 1876. They were steam-propelled. But with plenty of petroleum available and the internal combustion engine invented, it was only a matter of time before ingenious Americans wed the two to make the farmer's job less burdensome and more productive. The tractor powered by the internal combustion en gine made its debut about 1890. Its acceptance, how ever, was by no means rapid or widespread. By 1906, there were only about 500 in use in the United States and Canada. But in that year the large-scale tractor industry was bom, and 11 companies began to manu facture petroleum-powered tractors. Four years later came the final surrender of steam power and the emer gence of kerosene as the universal tractor fuel. The World War I period marks the birth of power farming as we now know it. Tractors did not replace horses entirely but did take the place of many that had ETC 28905 4 six been shipped to the European war front, helping with vay the plowing, disking and other heavy farm duties. rad Tractors of that time were heavy and costly and vas only slight progress had been made in the standardiza tion of parts. Soon, however, competing companies the were designing and engineering tractors in accordance me with mass production practices. From that time on, the lity . parade of achievements has never ceased. >0's ! In 1919 a built-in power takeoS from which to irie operate a binder was introduced. That device opened en- the door to the development of many specialized and :ap, efficient power-driven machines, an entirely new ap ora plication of tractors. A year later starters and lights began to appear on tractors. feet :hin arm the the i by Ids. ight ited r of >ved rom 8 to 3.8 hiswas j First of Three Cornerstones , Then in 1924 the first of three cornerstones in the \ foundation of modem power farming was laid. That was introduction of the all-purpose, or tricycle-type, tractor. This modification combined the ability to do row-cropping with drawbar and beltpower usefulness. It also served as an efficient carrier for many types of mounted and semimounted implements. Next came the introduction of rubber tractor tires. This stepped up tractor performance and speeded most field operations from 25 to 50 percent. Finally in the mid-1930's came what many authori. ties call the most outstanding tractor development. This was the introduction of the high compression tractor engine. It came after years of missionary efforts by Ethyl Corporation engineers who had been demon strating the advantages of gasoline over distillates as tractor fuel. Today four of every five tractors on American farms are gasoline-powered, indicating the decided prefer ence of farmers for this fuel. One value of the high compression engine is that it permits tractors to take full advantage of the ever-improving gasolines pro duced by the oil industry. There have, of course, been other notable improve ments in tractor design and engineering but upon these three cornerstones--the all-purpose tractor, rubber tires and gasoline power--agriculture now rests. A quick review of statistics shows how the American farmer has been able to hold the hard-won victory over famine. Since 1920, when power farming really hit its stride, output per man hour on the farm has increased 173 percent. The result has been a jump of 51 percent in total agricultural production. During the same pe riod, farm crop production per acre has climbed as much as 14 percent. It is not luck or coincidence that American fanners have scored substantially more progress in a few gen erations than was recorded in all the centuries of civil ization previously. In America's unique climate of political and economic freedom, initiative and compet itive enterprise, agriculture, industry, commerce and science move forward hand-in-hand. # rcial But rnal r of take tive. i entow906, tates ictor anuiater mer- ower place t had ETC 28906 3 I f B. B. Turner and G. F. Kirby Namet to I Former Research and Engineering head elected executive vice president. Others in department fill key posts. The election of an executive vice president of Ethyl Corporation, a new vice president in charge of research and engineering and promotions in Ethyl's Research and Engineering department were announced by Edward L. Shea, Ethyl president, in October. B. Bynum Turner, vice president in charge of re search and engineering since 1951, has been elected to the newly created position of executive vice presi dent. The new research and engineering vice president, succeeding Mr. Turner, is George F. Kirby, Jr., for merly general manager of the department's operations at Ethyl's plants in Baton Rouge, La., and Houston, Texas. Francis J. Sergeys has been promoted from director of chemical engineering to general manager of the plants' research and engineering operations. Dr. Paul A. McKim, previously assistant director of process de velopment, now holds Mr. Sergeys' former post. At Research Laboratories Ethyl's research laboratories in Detroit, one of the nation's most complete centers for continuing studies of fuels, fuel additives, lubricants, engines and related problems, will remain under the supervision of Richard K. Scales, general manager. He was promoted to this post last year. Mr. Turner, a Texan, came to Ethyl in 1946 as special assistant to the resident manager at the Baton Rouge plant. He was named general manager of man ufacturing in 1949. Coordinator for the Company's $100 million expansion program, he directed extensive additions to manufacturing and research facilities at 4 B. Bynum Turner Executive vice president Baton Rouge, and was in charge of construction of Ethyl's new Houston plant, finished in 1952. Mr. Turner was placed in charge of the Research and Engineering department when it was organized four years ago. He is a director of Ethyl and of Ethyl-Dow Chemical Company. After his graduation from Rice Institute in 1933. as a chemical engineer with a B.S. degree, Mr. Tur ner became associated with research activities in the oil industry. During World War II, he was head of the butadiene-from-petroleum section of the Rubber Reserve Company for the government's synthetic rub ber program. Dr. Kirby, the new vice president in charge of research and engineering, has been with Ethyl for 15 years: A graduate of Louisiana College with a B..4 degree in 1936, he received his M.S. degree in chemis try in 1938, and his Ph.D. degree in 1940 from Louisiana State University. At Ethyl, Dr. Kirby has risen from chemist at Baton Rouge through various supervisory positions ETC 28907 Appoint year ag research and Ho: Mr. f troit wit degree L- io New Executive Positions :v George F. Kirby, Jr. Vice president. Research and Engineering Appointed director of chemical products research a year ago, he was later named general manager of research and engineering operations for Baton Rouge and Houston. Mr. Sergeys, a graduate of the University of De troit with a B.S. degree in 1939, received his M.S. degree in chemical engineering from the University of Michigan in 1940. He came to Ethyl in Baton Rouge as a chemical engineer, later becoming special as sistant to the vice president in charge of manufactur ing in New York. After being the Company's director of economic evaluation, he was appointed director of chemical engineering last year. Process Design Engineer Dr. McKim studied at Louisiana State University, where he received his B.S., M.S. and Ph.D. degrees in chemical engineering. After starting with Ethyl as a process design engineer, he was appointed super visor of process development with a promotion to as sistant director of process development at Baton Rouge last year. In continuing as general manager of Ethyl's Re search Laboratories in Detroit, Mr. Scales is complet ing his 27th year with the company. He was employed in 1929, the year he was graduated from Cornell with a B.S. degree in chemistry. After working on fuel and carbon problems, and as a sales field representative, he spent three years in Australia with the Ethyl Export Corporation before returning to Detroit. In 1942, when the technical serv ice department was organized, Mr. Scales became an assistant director and then manager of the passenger car and automotive accessories division. He was named director of technical services in 1947. Since then, Mr. Scales has become successively director of product application, director of automotive products research, and general manager of the Re search Laboratories at Detroit. # Francis J. Sergeys Richard K. Scales Paul A. McKim ETC 28908 "DRIVE MORE" goesto Ethyl's national campaign to increase automobile use reaches the motoring public through all mass media All summer long and throughout the fall across the nation, a new kind of promotional program has been going to work for the oil and automotive industries. Wrapped up by a catchy, eight-word slogan, "Drive More--it gets cheaper by the mile!" the pro gram has been carried to the motorist through virtually every means of communication. Ethyl Corporation has taken the "Drive More" theme to the general public through three of the na tion's leading magazines, through newspaper supple ments and with scores of publicity stories. Collier's and The Saturday Evening Post have also thrown their full merchandising weight behind this program, using both editorial features and personal contacts. In addition, many oil companies have enthusias tically endorsed "Drive More" and have helped pro mote it on television and radio, through newspapers, The campaign stresses all-year potential for increasing fun and usefulness of driving, as for fall hunting. house magazines, letters to marketers and dealers and special presentations at meetings. Basically, the nugget of gold "Drive More" contains for the motorist is the appealing message that the more an auto is driven, the cheaper its operation be comes by the mile. The reason for this, verified by official American Automobile Association figures, is that such costs as depreciation, license fees, and insur ance remain essentially the same if the car is driven 150 miles or 15,000 miles. There is good reason to believe that the repetition of this simple thought can increase automobile use, cre ating more sales and profits for the oil and automotive industries. Ethyl estimates that an increase in travel of 500 miles a year per motorist, for instance, would mean an additional sale of well over one billion gal lons of gasoline. Advertisements urge regular "week-end-vacations" in cluding family reunions, to mass magazine readership. In its poration ience of places ol theme as advantag creased ; and Coll mated to; Just hi general p *n Syract shown a More" ac than 70 p They felt informati' In the i m such vi Service S "ve Deal bum t>sements sto work es ia nd Ins the beby . is >urven n of cre ative avel ould gal- In its advertising support of this program Ethyl Cor poration has stressed the luxury, comfort and conven ience of today's auto and the accessibility of so many places of interest. It offered the "cheaper by the mile" theme as an extra inducement to the motorist to take advantage of the bargain miles that accrue with in creased auto use. The ads have appeared in the Post and Collier's, and Reader's Digest, reaching an esti mated total audience of 50,000,000 people. Just how well these ads have been accepted by the general public is indicated in a survey made recently in Syracuse, N. Y. In this survey 200 persons were shown a reprint of one of Ethyl's two-page "Drive More" ads, and were asked to comment on it. More than 70 percent of the respondents rated the ad good. They felt that it was logical, clear, eye-catching, and informative, and made them want to travel more. Trade Press Advertisements In the trade press, "Drive More" ads have appeared in such widely read journals as The Oil Daily, Super Service Station, National Petroleum News, AutomoI 0v< Dealer News, The Gasoline Retailer and Petroleum Week. Ethyl has published twenty-four advernsements in these magazines. As there are two sides to a coin, so there are two sides to a promotion of this nature. There are the na tional and the local. Both are equally important, and neither has been neglected. To foster better publicity at the local level, Ethyl prepared a special eight-page "Drive More" supple ment suggestion for newspaper use. The supplement was distributed to daily and weekly newspapers throughout the country, with mats and other materials supplied upon request. Supplement Widely Used Tabulations are not complete on this unique form of advertising, but first returns show that many news papers have made use of the supplement giving the "Drive More" program local impetus and color. In addition, the supplement can be picked up and used for many months. To aid participating organizations, Ethyl prepared a series of posters, banners, streamers, stickers and brochures. To date more than 200,000 pieces of this material have been distributed. All of these display pieces bear the slogan, with varying methods of pre sentation. The most popular method of presenting the "Drive More--it gets cheaper by the mile!" theme ETC 28910 Posters, banners, streamers and stickers help put the "Drive More" message across at service stations. is on a shield which resembles a highway route sign. Backing up the advertisement and promotional ma terial of this program have been scores of news re leases and tailor-made publicity stories which have appeared in leading publications of the oil industry. Press response to the program has been excellent and editorial comments overwhelmingly favorable. Commenting on the program, The Oil Daily said: "There are indications that the basic thought here is so appealing to members of the industry that the principle of it may be put to use by many industry people." Na tional Petroleum News said: "One of the biggest in stitutional ad programs in years, `Drive More* is de signed to get more motorists on the road more often." Roger Stafford, managing editor of Super Service Sta tion, in his signed column, stated: ".. . don't overlook this chance to make profitable use of this advertising campaign . . . it's smart to use it to help you profit more." One of the best facets of "Drive More" is that it is not a seasonal promotion. Continuing in autumn, it points out that while the largest amount of auto driving is done during the summer months, there are still many other months during the year when an auto trip is an exciting experience. Fall especially is a splendid time for drives through the countryside, family reunions, hunting trips, or even short evening rides to break the household routine. Encourages Weekend Vacations Another approach is to encourage families to take "weekend vacations." By using their car more, a family can have as many as 52 vacations a year, instead of only one. There are many variations on this theme, and none of them has been exhausted. The success of a promotion of this nature cannot be easily measured, and the length of time required for the full impact of it to be felt is indefinite and varies with individual reactions. Some may respond quickly, some slowly, but regardless of the time required, Ethyl feels that the "Drive More" program will continue to bear fruit. Someone has said that the task of forming public opinion must be approached from the viewpoint of a gardener and not the viewpoint of a mechanic. A seed has been sown and oil industry response has been overwhelmingly in favor of the program. With the experience acquired from a year of spearheading "Drive More," Ethyl feels the program will continue to grow and remain one of the most rewarding promotions ever devised for the oil and automotive industries. 2 | Nettie flft an saP}et-j ; try anc Wonder flow of and ^ a challe national virtually problem ^. made b tjje jng Qf ^ city. Ai bm we placency understa ancj our One a cency an careers i sponsored which in non-profi ington, ETC 28911 scienti in th ....--r "7 f National Science Fair encourages youngsters to pursue technological careers /I .... an America that is fast becoming dependent on enlists the cream' of scientific taJeattif' young America et-propulsion, atomic energy, miracles of chemis- in an exciting'' arti-reWirding three-day competition try and countless other scientific and technological wonders, one of the great needs is fqr..a.ionttmiin'g'\ The wptd recognition is used because the awards flow onieclmicafiy trained ffien'and women'. Interesting \given tpC the finalists <jo not come to much money. and training young people in such careers presents Judging from the remarks of the young participants, a challenge to science, industry, education and to the this1 does not matter. jThe chance to develop their national defense establishment. Prcttninent men in scientific interests, to meet and talk with leaders in virtually every field recognize the importance of the / scientific fields, and the educational trip involved are problem and often express concern about it. more than eaough to jiitify the hours of work devoted An excellent summation on the need was recently' to ti^eir projects. made by Admiral Arthur W. Radford, chairman of Actually, the National Science Fair is a culmina the Joint Chiefs of Staffs, at the fifty-third annual meet tion. its beginning takes place months before it is ing of the National Petroleum Association in Atlantic held. Its'qontestants are drawn from scores of regional City. Admiral Radford declared: "We are ahead in the technological race with the Soviet Government, but we must avoid our national bent toward com placency and self-satisfaction. We must help others A high school youth interested in chemical sciences dem onstrates his bubble-plate fractionating tower. understand the significance of this technological race, and we must encourage an increasing proportion of our youngsters to become scientists and engineers." Vie for Recognition One activity that is doing much to allay complacency and encourage young people to enter scientific careers is the National Science Fair. This event is sponsored yearly by the Science Clubs of America, which in turn are administered by Science Service, a non-profit organization with headquarters in Wash ington, D. C. Each year, the National Science Fair I ETC 28912 fairs held throughout the country. The workshops for the projects exhibited at these fairs are schoolrooms, homes, libraries, seminars and the inside of some young scientist's head, where his intense curiosity drives him to solve a scientific puzzle. That these projects are not simple little affairs put together in a week or so is amply shown by a listing of a few of the exhibits entered in this year's National Science Fair. A 16-year-old Lyons, Ohio, boy titled his exhibit "The Nature of a Magnetic Field." Lest anyone think it sounds like an easy subject to demonstrate, consider the fact that the boy got his idea for the project from I reading about Einstein's Theory of Relativity. By combining his talent in wood carving with re search in comparative anatomy, a 16-year-old Little Rock, Ark., youth, presented a display that was both artistic and scientific. His exhibit was a series of handcarved balsa wood models of five classes of vertebrates in cross section, to show the different organs. Girls Show Equal Talent Two the nat selectee roned t being b at local hibit, v given a distribu Girls, too, have a scientific bent, the Fairs show. One project, created by a 17-year-old Tucson, Ariz., maid, demonstrated how heat is transferred through various building materials. Thermometers were stra tegically placed in her exhibit to tell the story clearly. sue scie The ] first hel. sented then the Possibly to prove that women really are smarter than men, a Madison, N. J., miss built a mechanical -,c brain that she defies anyone .to outsmart. For the rec ord, the young lady stated she developed her project "to show the principles on which most computers and his nutritional and dietary studies, this /young scientist worked with white mice. electronic calculators are based." The list of projects is nearly endless. Broadly speak ing, there are two general categories in which a stu dent may work. These are biological and physical, but they include all the sciences and mathematics. Eligi bility for the National Science Fair is confined to stu dents in the 10th, 11th, and 12th grades, but many local fairs take contestants much younger to interest them and prepare them for later competition. Local fairs are sponsored by colleges, scientific and technical institutions, educational and civic groups and industry. Often the community newspaper joins in, finding the fairs a source of news material as well as a Right, a student shows departments of the "human factory" in a biological project. valuable civic function. Two oil companies which have Far right, a might-be planet hopper plumbs been instrumental in supporting fairs are Standard Oil the relationship of space with the time factor- 10 ETC 28913 of California and Lion Oil Company. Standard of California initiated the fair held in the San Francisco area, and Lion Oil has contributed generously to the development of the Arkansas State Science Fair. Objectivity in judging exhibits is insured by a uni form system of grading, applied at all local fairs. Using this method, points are computed on the basis of cre ative ability (30); scientific thought (30); thorough ness (10); skill (10); clarity (10); and dramatic value (10). Judges for the local fairs are chosen from among prominent thought-leaders of the community. Winners See Science at Work Two winners are picked at each fair to compete on the national level. Usually, one girl and one boy are selected to take the all-expense paid, properly chape roned trip to wherever the National Science Fair is being held that year. Generally, the only prizes won at local fairs are certificates for having entered an ex hibit, while the two runners-up (boy and girl) are given a plaque. The real purpose of the fairs is not to distribute prizes, but to stimulate young people to pur sue scientific careers. The National Science Fair began in 1950 and was first held in Philadelphia. Thirteen areas were repre sented at that time and 30 finalists competed. Since then the Fairs have grown as fast as a contestant's hand-watered plant in specially prepared soil. This year's Fair was held at Case Institute of Technology in Cleveland. Seventy-one districts from all parts of the United States sent 136 finalists to this, the biggest event so far. Next year, for three exciting days in Oklahoma City, the Fair will take the young competitors on a whirl wind round of events certain to leave their heads spin ning with wonder. In addition to the exhibition, they will visit the research laboratories at the University of Oklahoma, see the world's longest (5,000 feet) engi neering line for the modification and maintenance of aircraft at Tinker Air Force Base, tour the Oklahoma Medical Research Foundation, visit the West Edmond oil fields, see a television station operate, and view the latest development in communications at the South western Bell Telephone Company. From all of this, youths representing every region of the country will get a broader view of the role of scientific achievement and a deeper insight into the part they can play in the drama of creating the tools of modern living. They will see for themselves the ever widening need for scientists, and the necessity to develop their own powers of intelligence so that they may wisely choose the field that is best suited for them. The National Science Fair, then, is helping America meet the challenge to produce more scientists.# i ETC 28914 i Free air for tires is one of the most common services all stations of fer. The correct pressure is recommended by thoughtful dealers ond attendants. A tci he Tsin charge flate Sc mated, service the sta venient has be> ample Pion operate stations mercha. to win parking extras tl Pictu free ser of moto them th stations THEY'RE ALL PARI 01 Clear visibility is a "must" in highway safety. As a part of the courtesy to customers, splashes, bugs and mist vanish under the nimble hands of the service sta tion man. 12 ETC 28915 A wide variety of courtesies increases business and develops good will he pendulum of service has swung a long way Tsince the days when "filling" station operators charged ten cents for battery water and a nickel to in flate sagging automobile tires. Today, it has been esti mated, the average "service" station provides free services which cost nearly $600 a month. In so doing, the station has become more than a pleasant and con venient place to buy gasoline, oil and TBA items. It has become a highway haven and a noteworthy ex ample of the human side of American business. Pioneered by the independent businessmen who operate the majority of the country's 200,000 service stations, these courtesies have set a pattern for retail merchandising. Following their lead, retailers anxious to win public acceptance in other fields provide free parking, free gift wrapping and countless other little extras that customers appreciate. Pictured on these pages are some of the many free services which are taken for granted by millions of motorists. Yet it is these services and others like them that have made retail gasoline outlets service stations in fact as well as in name.ii The free parking service that is offered to drivers in urban centers is a.popular one. Many dealers find that their porkers become regular customers. )F THE Free road maps and helpful road information encourage travelers to stop at other service stations where the same brand of petroleum products is sold. Clean modern rest rooms rank high on the list of reasons why motorists patronize some service stations regularly in preference to others. ETC 28916 Filling a radiator is on of th basic services that has done so much to build up th good will which pays off in th long run. This salesman's ear will be neat and clean inside when he picks up an important customer--clean sweeping is another extra offered free by many dealers. A gallon of distilled water costs more than a gallon of gasoline, but still the battery fluid is provided without charge. An elderly lady has a loose bolt tightened on her almost equally elderly car by a thoughtful service station attend ant. Minor adjustments and repairs are another free extro. i i i 14 ETC 28917 ineteen graduate students at colleges and Florida State University--Wayne E. Wentworth, N universities throughout the country are further chemistry. ing their research studies in the 1955-1956 academic Georgia Institute of Technology--W. M. Ligon, chem year with an assist from the Ethyl Corporation. As one ical engineering. phase of its continuing aid to education, the Company Harvard University--Herman G. Richey, chemistry. has awarded fellowships for advanced work in chemis University of Illinois--George S. Dawkins, chem try, chemical engineering and mechanical engineering ical engineering. --fields related directly to the petroleum, chemical and State University of Iowa--Lothar E. Geipel, chemistry. automotive industries. This is the nineteenth con- University of Kansas--Donald Sobocinski, chemical ecutive year that Ethyl has awarded such fellowships engineering. onder a program that originated in 1937. Louisiana State University--William K. Averitt, Total value of current awards is about $45,000. chemical engineering. iach fellowship provides the recipient with $1,500 Massachusetts Institute of Technology--Leon J. Slut or living expenses plus an allowance for tuition and sky, chemistry. >ther fees. In addition, the college department in University of Minnesota--William Henry Gumprecht, inch he is studying receives $500 for expenses in chemistry; Raymond E. Kaufman, mechanical en onnection with the fellow's research work. gineering. As are similar programs of other companies, the North Carolina State College--Arthur A. Armstrong, ithyl fellowship program is intended to encourage chemical engineering. niversity graduates to continue their professional Ohio State University--Thomas F. Corbin, Jr., aining to an advanced degree so that they can qual- chemistry. y for research positions in industry. Included in the current list of institutions are five University of Oklahoma--Lyndon D. Boyer, chemical engineering. t which Ethyl Corporation is awarding fellowships >r the first time. They are Florida State University, eorgia Institute of Technology, University of Kansas, orth Carolina State College and Tulane University. The complete list with the fellow's name and deirtment is: Princeton University--Eugene Bradford, chemical en gineering. Purdue University--Julius J. Kristoff, chemistry. Tulane University--Alfred F. Daech, chemical engi neering. Wayne University--Morton E. Munk, chemistry. niversity of Delaware--Alan S. Foss, chemical University of Wisconsin--Marshall C. Burrows, me engineering. chanical engineering. INDUSTRY TUNES IN ON Finds it of great itfue in administration, production, technology and promotion rom Philadelphia this June, the Skn Oil Com industry. And in portentous new applications, ITV F pany introduced a new gasoline via rvtwork of hook-ups respond to what they see in such a way as TV cables. Sending its message to hotel tajlrooms to provide automatic control. and theaters in 30 cities, the company reached Ft.000 In the sky over Air Force bases such as Dayton's dealers at once. Wright-Patterson Field, robot planes twist through To Frank R. Marklev, Sun Oil vice president, frame-wracking test flights which no human pilot meant that, "In the space of one hour we presented could stand. TV cameras record every reaction from a program that something over a year ago required fixed positions over the instrument panels. forty days to complete." The program also cost 60 percent less than that of Near Calumet, Mich., a TV camera operates 1,200 feekdown a copper mine shaft. It gives the engi- the year before, in which Sun salesmen met face to face with dealers. It gave Robert G. Dunlop, Sun neer^ytation at the surface a constant view of the positio^of the elevator cables on their sheaves. This Oil president, Mr. Markley and Clarence H. Thayer, another vice president, a chance to tell about the new assures sam. operation of the elevator and does away with the cosfcof a watchman. product personally. This use of TV is but one of many to which the In Continuous Flow Controls medium is now being put by business and industry. In one particularity, TV may have wide applica In origin, the word television means far vision. bility in industries wfta continuous flow operations. Having established itself for broadcasting entertain As it has been worked oW in theory, a camera would ment and news, television seems on its way to becom observe a moving liquid, ponder or solid. Any varia ing an extension of vision in the full sense. Under tion in the proper proportion^ of the components in the name industrial television or "ITV," it is being the product under observation mould affect the gray put to work in industry, government, medicine and scale of light picked up by the Jhmera. At this, a education. It is taking on more and more jobs, big signal would be transmitted to a cancel unit and the and small, in administration, production, technology, required correction would be madeAutomatically. promotion and training. In this type of automatic control by 'HC either a Among its feats, besides overcoming distance, in black-and-white or color camera could be dustrial television nullifies danger and beats fatigue. As did atomic energy, industrial television moved It stares into places beyond human reach. It picks a long way from theory to practice under the preaure up impulses of light beyond the sensitivity of the human eye. It funnels pictures of scattered activities into single observation centers, notably in the auto of World War II. Military research centers was among the first to put ITV to work for technical uses.\ In private industry, utility companies took the lead 16 For sen used te of boik the onff Ths, has bfe compfer the typi lined m The (otfmo controls chain \ portable and reLi factor v Man' Most ii fwentiei casting at prese By 1 ardizati he cut Amo buyers, tion am V ETC 28919 i Jv i f 1 Buyers who come to New York's proposed Palace of Progress will be able to inspect heavy machinery in plants across the country by television. "or seven or eight years now, many of them have lsed television to moimt guard on the water levels >f boilers, read meters, peer into furnaces and watch he output of smokestacks. The spread of ITV to scores of other industries as been paced by improvement in equipment. Today, orapared to the standard studio unit or "chain," te typical industrial type chain has become a "streamnJ midget." She basic ITV chain consists of a camera, receiver mmonitor), connecting cable, power supply, and Jirols for the camera and the receiver. An ideal Jin would be cheap, simple, durable, compact, Jttable, and protectibk, as well as highly sensitive id reliable in performance. The importance of each :tor would depend on use. Many ITV cameras now weigh less than ten pounds, ost industrial chains range in price between oneentieth and one-fourth that of a standard broadmng unit. The lowest-priced type of chain known present has a suggested dealer net price of $995. By 1960, it is anticipated, the economies of standlization and mass production may allow prices to cut sharply. \mong applications of ITV drawn up for potential 'ers, one list for "industry" includes: plant inspeci and supervision, material flow, remote operational On the control panel of an electric generating station, television screens keep watch on smokestack output and boiler flame burner conditions. ETC 28920 17 control, remote observation, safe view of dangerous operations, and plant security. An impressive example of overall supervision re cently went into round-the-clock service at the Taylor yard of the Southern Pacific railroad at Los Angeles. Remote controls operates 13 outdoor cameras to help in the coordinating of car-movements. Eight of the cameras combine to give the yardmaster a view of the entire two-mile length of the yard. Five of them pro vide close-up views of the cars. Other railroads use TV for a variety of individual jobs. In connection with material flow, U. S. Steel started a precedent at its plant in Gary, Ind., several years ago when it set up a camera over a hot strip of steel moving into a coiling machine. The strip had been too hot for a man to watch closely. Previously, when something went wrong with the flow, it was seldom possible to prevent a pile-up requiring a temporary shutdown. Water-Cooled Camera With a water-cooled TV camera on the job there's plenty of time to "iron out" any trouble. Similar in stallations have been put in at a number of other foundries. One variety of remote observational control may be seen in Douglas Aircraft's big plant at Santa Monica, Calif. Here ITV lends a hand to optical tooling. A camera looks into a microscope, magni fying reference points for the positions of jigs for new DC-7C transports. The operator, enabled to see the reference points enlarged 300 times, fits the jigs into place in five seconds. Previously he needed five minutes. Another kind of remote observation by TV goes on inside the Memorial Tunnel near Charleston, W. Va. Four cameras hang above the roadway, one covering the entire length and the others individual sections. When a car stalls, a tunnel operator sees it on his TV screen and switches on stop lights at both ends of the tunnel immediately. This prevents a tie-up and keeps the way clear for removing the disabled car. A number of other examples of traffic observation by TV could be cited. Among the industries expected to make use of ITV, some have evinced little need for it as yet. The oil industry is an example. If the use of cathode ray tube oscilloscopes for ignition analysis is not counted, a few cases of smokestack observation and meter read ing. and of national "tele-sessions" make up the only known applications. 18 Modern instruments used by the industry are effec tive enough to preclude much of the utility of direct visual observation which TV affords. In any case, television manufacturers speak optimistically of the day when the oil industry will be using their equip ment in exploring and drilling. In oil refineries, TV men expect their cameras and screens to serve for production control, material han dling, dangerous viewing, process control, work co ordination, centralized record viewing, general action monitoring and protection of property. One TV manufacturer is thinking of putting a camera inside a cat cracker to view the flow of a catalyst. Further uses and fields for TV run from astronomy to zoo operations. For instance, if Air Force scien tists are not doing it already they may soon be fixing TV cameras to guided balloons to view the stars free of atmospheric interference. In another facet of navigation, whaling ships are using TV cameras to help the man in the wheelhouse From an observation post on a highway bridge's superstructure, a TV camera is focused on the auto mobile traffic passing below. shift his cr Along ot operate teles scan line-up view practice signatures, ; at separate l tions and mi Librarians will soon use it for hundrec more as educ One of the viewing of dar Ordnance De renovate Wori With televisio mechanically I For The numbe probably does to one fairly cc dream that ten few industries, in their operatii As for the o\ industry, fTV's future 28921 Etc Sales, dealer and stockholder meetings are one of the most popular uses of closed circuit TV. shift his craft's after-section alongside its victims. Along other lines, naval men and icthyologists operate television underwater. Police are using it to scan line-ups of suspects. The Army is using it to view practice maneuvers. Banks are using it to check signatures. Doctors are using it to examine X-rays at separate locations, as well as for watching opera tions and microscopy. Librarians use it to speed research. Forest rangers will soon use it to watch for fires. Schools are using it for hundreds of purposes and will use it a great deal more as educational TV comes into its own. One of the many ways TV is being used for safe dewing of dangerous operations is that of the Umatilla Drdnance Depot in Ordnance, Ore. Workers there enovate World War II bombs for possible future use. Vith television it is possible to dismantle a bomb nechanically from inside of bomb-proof shelter. For Plant Communication* The number of fixed industrial TV installations 'robably does not now exceed 2,000. But according j one fairly conservative manufacturer, "It is no idle ream that ten years from now, or less, there will be ;w industries, if any, not using television equipment i their operations." As for the overall prospects for TV in business and idustry, some crystal-gazers see the biggest part of rV's future in serving management for inter-plant and intra-plant communications, as well as for dealer relations. Perhaps the most ambitious single scheme for put ting television to uses managerial is the Palace of Progress. This is the huge merchandising center planned to be built above Pennsylvania Station in New York City. In an entrance area, scores of closedcircuit screens will depict activities throughout the building. Mobile TV "eyes" will play over goods at close range to save walking time. As an inspiration to executives generally, buyers' offices will be equipped with TV screens the size of picture windows. Tie-in with Automatic Systems Some, in looking ahead, believe the major con tribution of TV in the next ten years will be in direct uses for production and control. This is the way engi neers see it. They emphasize the tie-in of television with automatic computer and control systems, which themselves will do much to change the methods of production. A prominent systems engineer serving the TV manufacturing industry holds that, "In a sense, present use of computers requires plugging the human into the machine. One of the objectives of TV in the next decade js to replace the human connection with an electron connection. Human eyes, ears and brains can be replaced by super-eyes, audible and supersonic ears, and instantaneously exact brains."# 19 ETC 28922 /X / * - -* % st+r~,- r--jN--st'.uu >- -a. - uc*,,-- Sodium is used to study the atmosphere r and in operating an atomic submarine he earth's two oceans--the air above and the Tseas on the surface--will soon become more acces sible and better understood, thanks in part to new applications of sodium. The versatile metal is being used in rockets probing the upper reaches of the at mosphere and in a submarine that within the next year will dive to great salt water depths. New roles for this silvery-white metal, one of the two elements in common salt, are overshadowing the deeds and dreams of Buck Rogers, Superman and Jules Verne. As the world's largest manufacturer of sodium, Ethyl Corporation has a particular interest in its capacities and potentialities in many fields. (What's Ahead for Sodium--Ethyl News, Jan.-Feb. 1955). Sodium into Ionosphere In mid-October, the Air Research and Development Command of the Air Force wrote a fresh chapter in the scientific library on conditions where the air is too thin to support human life. A powerful Aerobee rocket, zooming aloft at a speed of about a mile per second, sprayed vaporized sodium high into the iono sphere at twilight over the Holloman Air Development Center in New Mexico. The full story of what took place will not be known until official Air Force reports are completed. This much is known, however. Thermite in a cylinder with sodium pellets was ignited by electricity. The sodium "boiled" and was released from the rocket as a hot vapor under great pressure. Zooming 70 miles up at a mile per second, a 20-foot Aerobee rocket leaves o spectacular smoke train as it prepares to spray sodium into the ionosphere. 20 ETC 28923 \ The mi ^ aloft crea ^^ike sodiur 1 meteor iiles awa imera to Jid radar < ;tiie develop It has b Fnatural Iaye ' luminosity may origins or from mt stratum to a fore easier t crease their The inert useful in def deal equipm mysteries of ena at the th. of national < sodium expei versifies and American ind There is a i ing rocket anc lite which the next two yea planned separ the satellite--l Scientists check carefully before conduct research The misty sodium discharged from 40 to 70 miles laloft created two luminous yellow clouds, glowing Kike sodium-vapor street lights and resembling extend ed meteor trails. They could be seen from about 130 iles away. The rocket carried a moving picture Camera to photograph the sodium clouds, and radio 3id radar equipment for sending information back to me development center. I It has been known for some time that there is a natural layer of sodium in the upper air, with a faint luminosity detectable only by delicate instruments. It may originate from the salt in evaporated sea spray, or from meteors. By intensifying a section of this stratum to a point where it becomes brighter and there fore easier to study. Air Force scientists hope to in crease their knowledge of the outer atmosphere. The increased knowledge is expected to prove useful in defense efforts related to improved aeronau tical equipment and techniques, and in solving the mysteries of cosmic rays and possibly other phenom:na at the threshold of outer space. Within the limits if national security, information obtained from the odium experiment will be available to colleges, uniersities and scientific organizations, as well as to \merican industry. There is a relationship between the sodium-disbursig rocket and the first earth-encircling artificial satelte which the United States will launch within the ext two years. Although the two projects were lanned separately--the sodium rocket long before ie satellite--both are designed to extend man's eyes, ears and brains into realms he now knows little about. The $20 million satellite will be part of this coun try's participation in the International Geophysical Year, scheduled from July 1957 through December 1958. Information obtained via the sodium rocket may help the more elaborate satellite project in re spects as yet undetermined. A somewhat less startling but no less important role in sodium's versatile career is the part it will play in the power plant of the Seawolf, the Navy's new est atomic submarine. The craft's nuclear intermediate reactor is to be cooled by sodium, thereby teaming the metal with the tremendous potentials of the atom at work. Built by the Electric Boat Division of Gen eral Dynamics Corporation and launched last July, the underwater vessel is being completed for her trial runs off New London, Conn., next year. To Evaluate Advantages Numerous innovations and improvements have been introduced aboard the Seawolf, with the liquid sodium cooling apparatus a contributing factor. It will be com pared with the water cooling system used in the Nauti lus, the world's first atomic powered submarine, tor evaluation of operating advantages. The new 3,000-ton undersea craft is expected to develop a speed of over 20 knots. Because her nuclear reactor can operate without fresh air, she can remain submerged for long periods of time, and undertake much longer and more venturesome cruises than any conventional submarine.# ientiits check complex rocket instruments refully before firing the missile aloft to nduct research on the thin upper air. The Navy's newest atomic powered submarine Seawolf being launched. Sodium will be used to cool her inter mediate thermal reactor when the undersea craft is finished. Reel Files for I ' <Ii Business is saving time, money and storage space by using fi stead of i Bil i: y focusing the camera's infallible eye on the Microfilming's popularity can be traced to its eco floor sp: written records of business, industry and govern nomic advantages. The initial low cost of the units, the elbow re ment, mountains of cumbersome documents and hours ability to make a film copy for as little as l/80th of a to make of time-consuming paperwork are quickly and easily cent, the accuracy of the process, its simplicity and the A dra being reduced to compact handy files. It's all done by microfilming small amount of storage space needed for film are assets most frequently cited. served s reau, wl Basically, microfilming is the process of taking mi Companies using microfilm equipment report that paper. S nute pictures of original material with special equip it is among the easiest business machines to operate. square f< ment, and preserving these pictures on safety film. No training in photography is required. In some been rcle Billions of records are currently being kept in this models, the operator simply inserts the documents-- departme way. They cover almost every phase of human en like dropping letters in a mailbox--and the machine Big in deavor. The process has four principal objectives: to does the rest. often cov record basic data, to duplicate this information as Subject matter is recorded on either 16 mm. or 35 papers" { I. needed, to condense it for storage, and to protect val mm. rolls. Lighting, exposure and other technical meas ing whole uable original documents. ures can be taken care of automatically. Dark room Other Over 100 different kinds of businesses and indus conditions are not required for loading or unloading. combine tries use microfilming, ranging from banks, department stores and insurance companies to manufacturing, transportation and research organizations. Realizing the importance of preserving its valuable records, Ethyl Corporation uses microfilming widely. The Company has a continuing program of photo The film can accommodate two rows of pictures side by side. For smaller jobs, short strips are available, which can be mounted in card frames. The use of microfilming makes it possible to cut down space required for files by as much as 99 per cent, resulting in major savings in cabinets as well as such as B services E and mien equipmen In one 100 small graphing essential financial, legal and administrative documents. These papers--some 80,000 a month-- are processed daily. So far, over five million micro filmed images have been prepared by Ethyl's New This compact, dual-purpose model makes microfilm copies of papers, and has a viewing screen for reading them. Details of can be stu York headquarters. They are stored for protective se curity in a remote vault. Research Records on Film Similar operations are carried out at other Ethyl localities, including its Baton Rouge manufacturing plant and its Research Laboratories in Detroit. Since it would be impossible to replace records of the Com pany's detailed studies of fuels, fuel additives, engines and lubricants, these valuable data are put in safe storage on film, where their preservation is assured. The availability of this information for use in Ethyl t research can benefit the entire motorized transporta tion field. 22 ETC 28925 Records ad of paper to keep valuable information floor space. This feature is especially appealing when elbow room is at a premium, or when a company wants to make the best use of high rental quarters. A dramatic example of how microfilming has con served space is the case of a state motor vehicle bu reau, where a million records formerly were kept on japer. Since the introduction of microfilming, enough quare footage once taken up by filing cabinets has seen released to accommodate two other entire state iepartments. Big insurance companies, whose vast rows of files ften cover acres of space have launched "destroy-theapers" programs via microfilming, sometimes releastg whole buildings for other uses. Other features of microfilm processing and usage imbine economies with additional features. Firms jch as Burroughs Corporation, which distributes and .rvices Bell and Howell equipment, Remington Rand id microfilm pioneer Recordak point out that their juipment and services all offer speed and flexibility. In one type of machine, for example, 60 letters or K) smaller documents can be put through a micro- tfoilj of engineering drawings or other technical data n be studied easily on enlarged microfilm images. film unit by hand per minute. With an automatic feeder, over 500 check-sized papers can be copied in the same time. Automatic controls make allowances for handling sheets of assorted size or thickness. One of the most remarkable developments in the microfilming field has been the evolution of methods to find a single thumbnail-size picture in a roll con taining thousands of other images. Today this can be accomplished in a matter of seconds. In providing security for rare, irreplaceable and highly important material, microfilming is especially valuable. Scores of firms have invested millions of dol lars in such programs, among them major oil com panies. In scholarly fields too, microfilm reproductions of fragile historical papers, original records and ancient manuscripts can be examined freely, without damage to the originals. The Bureau of Standards estimates modem safety microfilm will last about 500 years. Has Military Beginnings Microfilming has military origins, beginning with the Franco-Prussian War of the 1870's, when miniature French maps and battle plans tucked into a capsule were delivered by carrier pigeon. In World War I, German ingenuity put secret data on a tiny celluloid disc under a period in an otherwise innocuous docu ment. An officer in our own Navy once carried by hand complete plans for a battleship on microfilm, the equivalent of tons of blueprints. Commercial microfilming dates from 1928, when banks used the process to record checks. The tech nique was then tried with business and industry's equally important papers. Oil, automotive, aviation, farm equipment and TBA firms are among microfilm's customers. Some oil com panies use it in handling credit card purchase records. Transportation agencies speed shipments by making pictorial copies of waybills and essential shipping data. Engineering departments photograph valuable draw ings for protection against loss or damage. Hospitals 23 ETC 28926 Endless rows of filing cabinets and warehouses full of papers are giving way to more efficient film. "Come, come, Jones,--after all, you're just talcing charge of our microfilming!" keep medical records in the same way. Deeds, wills and mortgages are often preserved pictorially. As business and industry expand and decentralize, there is an increasing need for duplicate files at various locations. Microfilming can provide the required copies. Whenever necessary, paper facsimile prints, en larged from microfilm records, can be prepared in any quantity and size. Other expanding horizons for this modern medium include what microfilm com panies call "micro-accounting"--integrating film tech niques with conventional accounting machines and procedures. Twenty-four Hour Service Several firms involved in the microfilm business are national in scope, selling or renting machines and serv icing them. Work can be done "on location" at offices, plants or laboratories, or at service centers. Exposed film can be developed and delivered within 24 hours or less, expediting access to records needed promptly. In a sense, the familiar saying that "one picture is worth 10,000 words" can be adapted to microfilming. In this case, one roll of pictures is worth many times ten thousand words on paper.# ins teristics, line testi Texas, 1. area the pies, and Labor; mg refine line quali ply facts laborator to provid As an gasoline t. ter will s' of gasolir strategical broad ad faster anc industry. Besides laboratory (ion tests. Layouts and Akt Direction: Carsten Grande. Photo Credits : Cover, color transparency by Winston Pote, through Shostal: page 1, The Bettmann Archive; pages 9, 10 and 11, courtesy Newark College of Engineering; pages 12, 13 and 14, courtesy Cities Service Co., Esso Standard Oil Co., The Texas Co., Shell Oil Co., and Standard Oil Co. (N. J.); page 17 (top), courtesy Pereira & Luckman, (bottom), courtesy Consolidated Edison Co. of N. Y.; pages 18 and 19 (bottom), courtesy Raytheon Manufacturing Co.; page 19 (top), courtesy Theatre Network Television, Inc.; p*F 20, Wide World; page 21 (left), courtesy U. S. Air Force, (right), courtesy General Dynamics Corp.; page 22, courtesy Burroughs Corp.; page 23, courtesy Recordak; page 24 (top), courtesy The Chase Manhattan Bank. ETC 28927 Ethyl Opens New Laboratory and Service Center in Houston TILIZING THE LATEST EQUIPMENT and methods U for the precise measurement of gasoline characeristics, Ethyl Corporation opened its newest gasoine testing laboratory and service center in Houston, ~exas, late in October. It is offering refiners in the rea the fastest service on tests of their gasoline sarn ies, and comprehensive field program help. Laboratory facilities at the new center are bringig refiners still better assistance in measuring gasone quality. For some refiners, the laboratory will sup!y facts to supplement results obtained in their own iboratories. For others, Ethyl is equipped and staffed > provide desired test data. As an integral part of the Company's nationwide isoline testing operations, the streamlined Texas cenr will supply information for current Ethyl surveys : gasoline antiknock quality. Together with other rategically located Ethyl laboratories, it will have the road additional objectives of contributing toward ster and better gasoline tests, on behalf of the oil dustry. Besides octane number determination, the Houston boratory will perform other standard gasoline inspecm tests, including distillation, vapor pressure, TEL content, color, gravity, oxygen stability, dissolved gum, corrosion and sulfur content. The latest equipment and procedures include many refinements in CFR engines, such as console panelboards for instruments, a powered way to change compression ratios, and an electric pump-operated reference fuel system. The TEL content of a gasoline sample can be determined by X-ray photometry as well as by chemical analysis. There is a modern vapor pressure apparatus, a more sensitive balance for weighing gum, and a newly designed TEL hood. Technicians are on call to help refiners train their testing personnel, to review knock-testing methods and equipment, and to solve operating problems with CFR engines, utilizing many of the techniques developed by Ethyl's experience. A supply of knock-testing engine replacement parts will also be kept on hand at the new Houston laboratory for loan to refiners in an emer gency situation. Located at 3910 West Alabama, the new building will also house the Company's district offices. All Ethyl field services available to area refiners will be coordinated by the district office, ranging from educa tion and safety to technical help.# Wild Flicker This bird flies down the road leaving a trail of cans, bottles and paper behind his. You say not be able to tell where he's going... but you sure can tell where he's been. ROAD BIRDS... a teria by Ethyi Corporation 38S-' - ... Smart Bird uses the trash baskets at road stops or waits till he gets hose to get rid of refuse. He's considerate of roadside beauty ...knows, too, it's dangerous to throw things froa a car. The Smart Bird doesn't "throw away" engine power, either. He uses premium gasoline. Its higher octane rating lets him enjoy all the power his engine can deliver. He gets more pleasure ...more value every mile. It's smart to use r' premium gasoline rk it* ETHYL In addition to selling premium gasoline, the popular "Road Bird" series encourages more courteous driving. The "Wild Flicker," for instance, pointsa finger atuncourteousmotoristswholitterthenation's highways. Organizations waging war on the litter problem paidtribute to the effectiveness ofthis advertisement by requesting reprints to use in their own drives. ETHYL CORPORATION, New York 17, N.v ETC 28929 BTHYl A/WS [i ' ill y'i V.1 - ? .i h' ZTS f*I cr T V /~v X* CW. -= r i- * ,*T ANNUAL MEETING ISSUE NOVEMBER 1 Q ft DECEMBER 11/ OU ETC 28930 Wyl/VM/S AMERICAN PETROLEUM INSTITUTE ANNUAL MEETING ISSUE Layouts and art direction: Carsten Grande. Photo credits: Cover color transparen cies from Shostal, Free Lance Photog raphers Guild and C. Grande, Jr. Black and white photos by Camera Associates (Richard Nadel, Thomas Vano, Stanley Creighton and James Nickell). Richard F. Cook, Editor NOVEMBER-DECEMBER 1955 San Francisco, Here We Come............................2 Medical and Health............................................6 Marketing........................................................... 8 Public Relations............................................... 12 Refining............................................................... 14 At Random..........................................................16 Financial and Accounting............................... 19 Production......................................................... 20 Board of Directors . . 23 Fourth Estate....................................................26 Transportation ... 28 Here and There...............................................32 APIC.................................................................... 35 General Sessions...............................................36 Receptions......................................................... 40 Committees......................................................... 42 Petroleum Statistics......................................... 45 Buyers...............................................................46 Offstage.............................................................. 47 Next Stop, Chicago 1956 51 Published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y., manufacturers of "Ethyl" anti knock compounds, used by oil companies to improve the antiknock quality of aviation and motor gasoline. Edward L. Shaa. Pratidanr William R. Pardua, Jr., Vice President and Treasurer Herbert A. Savage, Sacralary ann City, No' For special A up I vening yt subjt portation, gath NEWS is i of th ETC 28931 ^^nce again, the American Petroleum Institute's annual meeting was held in San Francisco. The return of oilmen to the Golden Gate City, November 14-17, was an anniversary not only for the industry but also for ETHYL NEWS. For it was after the 1941 annual meeting--the last held in San Francisco--that our first special API issue was published. Except during the war, this issue has been a regular follow up feature of the meeting. The giant strides made by the industry in the 14 inter vening years were sharply reflected in the increased attendance and in the number, variety and subject matter of this year's sessions. For exploration, production, refining, trans portation, marketing, research and administrative oilmen, there were many profitable official gatherings and informal get-togethers. Continuing its established practice, ETHYL NEWS is happy once again to devote its concluding issue for the year to a photographic report of the 35th annual meeting.--The Editors ETC 28932 Francisco, HERE WICOI R,..etuming to California for the first time in five years and to San Francisco for its first visit since a few weeks before Pearl Harbor, the API annual meeting attracted a total of 5,542 oilmen. Although registration fell about 1,000 short of the record-breaking number that signed in for the 1954 gather ing in Chicago, it set a high mark for West Coast meetings. Drawn by the worthwhile program, annual-meeting-bound travelers poured into the City-on-the-Bay over the week-end and on Mon day, the first day of the assemblage. Colorful San Francisco pro vided an attractive backdrop for the official proceedings and and after sessions. Right, t Oakland end broi ing-boun all point: pictured San crossing t 289s3 etc 3*3fJT troins arriving at Kind over the weekBrought annual-meefiound travelers from oints. Here, a crowd is /red leaving the ferry San Francisco, after ting the bay. Sunday arrivals included C. H. Barre, Republic Oil Refin ing, and W. G. Tierney, president of Derby Refining, shown signing in at the registration desk in the mezza nine of the St. Francis Hotel. By Monday morning, just before the group sessions be gan, the St. Francis lobby offered little elbow room to late comers. In fact, G. H. Hemmen, of Union Oil, below left, filled out his registration card against a mirror. HnHWlSlMMON ME IIANINE `Vi Ai & ETC 28934 i AMERICAN etroleun TITUTi HERE WE COME Richard A. Wotowitch, well known retired oil man, who organized the API train caravan, and W. C. Burns, Hartol Petroleum president, pick ing up their baggage at the ferry. Greeting each other in the St. Francis lobby are James B. Smith, D-X Sunray vice president; F. M. Simpson, vice president of Petroleum Chem icals; and Thomas H. Riggin, Wilcox Oil. Sunday or Howard C. B. Lawrenc ETC 28935 HERE WE COME Sunday arrivals at the Mark Hopkins included Howard C. Briggs, of Continental Oil, and Arthur B. Lawrence, F. S. Smithers & Co. partner. ITl v it- m 11 f iu Oilmen were three and four deep at the annual meet ing's registration desks on Monday morning, where pro grams and other information were available. Many an oilman saw familiar faces soon after arriving. Here Joe B. Woods, president of The Petroleum Engineer; F. C. Hilker, of Eastman Oil Well Survey; Howard F. Stover, Gasoline Pump & Burner executive vice president; and Abbott Sparks, vice president of The Petroleum Engi neer, welcome John 0. Reilly, of The Oil and Gas Journal. etc 28936 EALTH r\ tZ'\ M. J. Rathbone, Standard Oil Company (New Jer sey) president and chairman of the API Medical and Health committee, presided at the group session. James W. Hammond, of Humble Oil & Refining, who spoke on "Industrial Hygiene in the Petroleum Industry," goes over his notes before delivering his talk. Right, two interested members of the audience were Gordon B. Wooster, of Cities Service Refining, and Victor H. Luneborg, of Arkansas Fuel Oil . . . Below, photographed at the rear of the meeting room was Dr. Clark M. Miller, of Tide Water . . . Below right, in this Standard of California threesome are lee laird, Warren E. Lovejoy and James C. Benjamin. /* .r y e-i 3r.v ''' n'V f'r. " *'> * fc/.J 1 * i 10:00Qtoup Session- ETC 28931 Two speakers at the Monday morning group session were A. J. Becker, president of Becker Marsden Co., and Charles R. Holloway, vice president of Liberty Fuel. M. N. Vining, Diesel Oil Sales Compc presided at the morning session Monday. J- G. Jordan API vice prsided at tw< MA Above, B. L. Ray, Esso Standard vice presi dent, also spoke Monday. . . . Below, Robert Gray, Fueloil & Oil Heat magazine, intro duced Monday morning speakers. M,.arketers predicted a bright future for the oil industry at their four- group sessions and numerous commit tee meetings. Demand for petroleum products may rise to a total of between 13 million and 14.5 million barrels per day within the next decade, John G. Winger, petroleum economist for The Chase Manhattan Bank said. R. L. Minckler, president of General Petroleum Corpora tion, told a session that "competition is the force which has made crur industry and our nation great." He declared that a public utility status for the service station business would result in the public paying a higher bill and getting poorer services. Right, Rot Below, a ETC 28938 355 * Division of Ah Marketing J. G. Jordan, Shell Oil vice president and API vice president for marketing, preiided at two of the division's sessions. At Monday afternoon's group session are Maj. Gen. Levin H. Campbell, Jr., and Joseph O. Mattson, of the Automotive Safety Foundation; and speakers J. E. Buchanan, president of The Asphalt Institute, and Edwin J. Thomas, Goodyear Tire and Rubber president. ^MARKETING i Right, Robert L. Minckler, General Petroleum president, speaking. Below, a view of a group session audience. ETC 28939 P. W. Zumbrook, of Sinclair Refining, chairman of the API Lubrication committee, who presided at the group session devoted to that subject. Two company vice presidents from the Midwest are I. 1. Goldman, of Aurora Gasoline, and L. W. Sweet, of Pure Oil . . . Below left, Thomas E. Fitzgerald, D-X Sunray executive vice president; Jess Knowles, Skelly Oil vice president; and Charles Z. Hardwick, Ohio Oil executive vice president . . . Below, E. J. Webster, Phillips Petroleum, and R. S. Williams, Gaseteria president. cisco pho are Purdo ETC 28940 MARKETING "*3: Vr1 h Above, Howard G. Vesper, Standard of California vice president, and S. H. McAllister, of Shell Development, spoke at the Wednesday afternoon Marketing group session devoted to Lubrication . . . Left, H. L, Moir, of The Pure Oil Co., presented the division's Nominating committee report at the Tuesday afternoon open meeting of the Marketing General committee. Malm Room iOOl* jftmg ftrsowri CcnxniUfr f jmmUtcc Xubriinj til Shell Oil men from New York and San Fran cisco photographed in a happy get-together ore Purdom C Thomas and Herbert S. Haight. r. ... Enjoying their pipes before the start of a session are T. B. Rendel, of Shell, and J. C. Geniesse, of Atlantic Refining. Left, Adam J. Rumoshosky, director of the Marketing division, and John F. Cummins, Cumberland Oil president . . . Below, these sessiongoers are James P. Dunnigan, secretary-treasurer of the Independent Refiners Association,- Harry B. Hilts, secretary of the Empire State Petroleum Association; and Don W. Woods, General Petroleum. hr 1K etc 28941 PUBLIC RELATIONS W. R. t man, * and th dustry'; Rollins, impressive report of the past year's accomplishments, and a message urging the industry to continue its public relations activities characterized the Public Relations group session in the Gold Ballroom of the Fairmont Hotel on Monday. The OlIC reached millions of Americans this year with the story of oil, according to W. R. Huber, of Gulf, 1955 national OlIC chairman. He credited much of the program's success to the work of over 30,000 volunteers participating in nation-wide efforts. The last Oil Progress Week was more successful in getting oil's story to the public than any other, Mr. Huber reported. Governor Arthur B. Langlie, of Washington, urged oilmen to renew their drive to tell the story of free enterprise to the public. He praised the OfIC for its past achievements, but emphasized the importance of continuing its work aggressively. Certificates of appreciation for OlIC work were presented to Haines Finnell, Union Oil of California; J. L. Dupree, public relations counsel; H. E. Brandli, retired Cities Service Oil president; Roy M. Stephens, Humble; J. H. Sembower, Shell Oil; T. F. McGarey, Cities Service vice president; L. R. Kamperman, Leonard Re fineries vice president; and Stanton K. Smith, president of Smith Oil & Refining. In absentia, three certificates went to Willard H. Burnap, Direct Service Oil Co.; Calvin Houghland, Direct Oil Co. and J. S. Morrison, American Oil Company. So many at the gi the Fairr obliged t ETC 28942 W. R. Huber, of Guff, retiring OIIC chair man, who reported on that group's work, and the newly elected leader of the in dustry's information committee, Richard Rollins, of Atlantic Refining. Shell president H. S. M. Burns, chairman of the Public Relations committee of the Board of Directors, presided at the wellattended conclave. m i many oil companies were well represented the group session in the Gold Ballroom at i Fairmont that part of the audience was liged to stand. ___'flfcv'Vi i tot This group at the Monday luncheon of the Public Relations committee of the Board includes J. H. Sembower, of Shell; Franklyn Waltman, of Sun; J. L. Dupree, public relations counsel; R. Lloyd Wheelock, Wheelock Oil; L. L. Aubert, president of Bankline Oil; 6. A. Hardey, independent; and John S. Cooke, of the API (center foreground). ETC 28943 13 I It. Gen. James H. Doolittle, Shell Oil vice president, dis cussed the fuel requirements of today's military aircraft ond those of the future. dustry describe Wallace Monda; irig in t ling pre from ot Refin Shell Oi carbon i and ope speeds, Presenting the division's Nominating committee report is F. L. Craise, of Standard of California. Right, tw Bartlesvill meeting f C. E. Headington, of Atlantic Refining, reported to the Refining division's Gen eral committee on work being done in analytical research. At a Gen William T. Division c Naden, Es E. B. McConnell, Standard .f Ohio vice president and API vice president for Refining, who presided at the session, is shown with Dr. J. E. Wallace Sterling, Stanford University president, a featured speaker. 14 ETC 28944 alliance between business and in dustry on one hand and universities on the other was described as both "natural and necessary" by Dr. J. E. Wallace Sterling, Stanford University president, at the Monday afternoon Refining group session. The gather ing in the St. Francis' Colonial Room heard Dr. Ster ling predict that many of tomorrow's leaders will come from our universities. Refiners further heard Lt. Gen. James H. Doolittle, Shell Oil vice president, point out that strictly hydro carbon fuels will not always satisfy aircraft designers' and operators' requirements as they strive for higher speeds, higher altitudes and longer ranges. Howard G. Vesper, Standard of California vice president, receives a certificate of appreciation from Robert E. Wilson, chairman of Standard of Indiana's board of directors. Right, two Phillips Petroleum refining department men from Bartlesville, Ohio., attending the session are shown in a premeeting huddle. They are C. R. McCullough and C. C. Tate. M a General committee meeting are Villiam T. Gunn, director of the API division of Refining, and William faden, Esso executive vice president. A balcony view of those who gathered to hear the group session speakers. ETC 28945 v? Pictured informally at the 35th annual meeting are Harry W. Fer guson, vice president of Humble Oil & Refining . . . Maj. Gen. Walter I. Miller, United States Air Force . . . M. P. Paret, Jr., vice president. Standard Oil of Texas . . . Taking a break between ses sions are O. H. Cunningham, Delta Refining; R. A. Young, M.F.A. Oil; C. D. Read, Wood River Oil & Refining; and L. A. Dollahan, of Ethyl Corporation. Gentry lee, Cities Service Oil vice president, getting the latest news from the ticker in the lobby of the Mark Hopkins. This happy group is composed of Malcolm McDuffie, vice pres ident, Mohawk Petroleum; and G. A. Olsen, president, T. F. Thompson, and W. E. Osburn, all of Sunland Refining. PJohn M at a m< Fayette Refineri fortable 28946 etc Vj* AT RANDOM Tf if. At the Board of Directors meeting Wed nesday were Harry D. Collier, a director of Standard of California, and T. Rieber, president of Barber Oil. John W. Newton, vice president of Magnolia Petroleum, presiding at a meeting of the Smoke and Fumes committee. Fayette B. Dow, of the NPA, and Reid Brazell, president, Leonard Refineries, talk over the meeting while seated on one of the com fortable sofas in the lobby of the Mark Hopkins. Discussing a subject of mutual interest are Sinclair refinery managers J. D. Seifer and R. J. Self. Pausing in the lobby of the Fairmont Hotel are Lloyd F. Thanhouser, vice presi dent, and James J. Cosgrove, chairman of the board. Continental Oil. ETC 28947 AT RANDOM D. J. Chapman, of Ethyl, and Texaco's S. C. Osborn, S. C. Bartlett, vice president, and D. E. Beaton, stop to talk in a hall way of the St. Francis. Bn them and te TheC ing sp cial ai dean c phasiZ' The Accou Mondt Arthur C. Stewart, vice president. Union Oil, and John C. Sample, vice president. General Petroleum, pause for the cameraman at a Marketing group session. Smiling cheerfully during a break from business are Russell K. Schulze, and Hugh E. Dischinger, both of Shell Oil. Listening intently at the joint meeting of the committees for Fire Protection and Accident Prevention are W. H. Gates, Mine Safety Appliances Company, and J. M. Ivy, of Carter Oil. Conferring over a program are L. S. Wescoat, Pure Oil executive committee chairman, and J. A. LaFortune, independent oilman from Tulsa. 18 ETC 28948 FINANCIAL and ACCOUNTING anks have become more aggressive in seeking bor B rowers in the oil industry, with more and more of them adding special departments staffed by engineers and technical men, Lyon F. Terry, vice president of The Chase Manhattan Bank, a Financial and Account ing speaker, reported. Discussing education for finan cial and accounting management, J. Hugh Jackson, dean of Stanford's.Graduate School of Business, em phasized the need for training in human relations. The newly-created API Division of Finance and Accounting elected its first General committee on Monday, the day before the group session. Above, P. C. Salman, Socony Mobil, and Foster Parker, Houston Oil treasurer, chairman and vice chairman of the API Financial and Accounting General committee, and speakers Lyon F. Terry, vice president of The Chase Manhattan Bank, and J. Hugh Jackson, dean of Stan ford's Graduate School of Business. Left, standees at the session included Harold O. Schnei der, of Delafield & Delafield; Dixon H. Cain, president of Fifteen Oil; and Albert W. Gentry, of Monterey Oil. An overall view of the audience that assembled in the Sheraton Palace's Concert Room for the session. ETC 28949 H. W. Ladd (right), of Stanolind Oil and Gas, presented John R. Suman, retired vice president of Standard of Jer sey, with a plaque in recognition of the latter's work for the industry. The award was made on behalf of the Central Committee on Standardization of Oil-Field Equipment. Receiving certificates of appreciation are: J. R. Mahan, National Supply Company; T. H. Acres, Sunray Mid-Conti nent; A. W. Thompson, API vice president, who presented the awards; A. W. Breeland, Lone Star Gas; T. H. Wallace, vice president. Western Gulf Oil, for Lot Bowen (deceased); C. A. Dunlop, Humble; and H. O. Hill, Bethlehem Steel. ech Tposs new lab reserves V. Moot sion. Mr or less c T. L. at a grot oil indus were not ETC 28950 Three of the speakers Wednesday were O. C. Roehl, vice president. Key stone Custodian Funds,T. L. Lenzen, Standard of California vice president; and T. V. Moore, Esso Re search and Engineering. PRODUCTION echnological advances over the past 25 years now make it Tpossible to recover about half of the original oil reserves, and new laboratory tests show that almost complete recovery of oil reserves is not impossible. This statement was made by Thomas V. Moore, of Esso Research, at a Production division group ses sion. Mr. Moore said that during the 30's, only about one-third or less of the oil reserves was being brought out of the ground. T. L. Lenzen. Standard of California vice president, declared at a group session Wednesday that the phenomenal growth of the oil industry in this country "came about because oil companies were not unduly restricted by government regulations." Co-chairmen at Wednesday's session were Samuel C. Oliphant, above, vice president of Tennessee Gas Transmission Co., and Earle Heliums, president of Another recipient of a cer tificate of appreciation was Dr. Frederick H. Lahee, Sun Oil (ret.), who was cited for his work on petro leum reserves. L. Laskaris, Atlantic Refining (right), made the presentation. ETC 28951 Other speakers at the lunch eon were Frank H. Willibrand, Sohio Petroleum, above, and George P. Bunn, of Phillips Petroleum. A general view of the audience at the group session Tuesday in the Gold Ballroom of the Sheraton Palace Hotel. Three production men who attended the meeting of the Advisory Committee on Fundamental Research on Occurrence and Re covery of Petroleum are F. L. Johnson, Sun Oil; Hugh B. Barton, Humble; and Lincoln F. Elkins, Sohio Petroleum. 22 ETC 28952 BOARD of DIRECTORS Convening on several of the days of the annual meeting, the Board of Directors transacted many items of business concerned with the operations of the Institute. Among other matters, the Board elected Jake L. Hamon, an independent oil producer of Dallas, as its chairman, succeeding P. C. Spencer, Sinclair Oil president, whose term of office expired. Re-elected API officers included Frank M. Porter, president of Fain-Porter Drilling, president; E. B. Mc Connell, vice president of Standard of Ohio, vice president (Refining); A. W. Thompson, of his own firm, vice president (Production); J. G. Jordan, vice president of Shell Oil, vice president (Marketing); Lacey Walker, of the API, secretary; and B. Brewster Jennings, Socony Mobil Oil board chairman, treasurer. Frank O. Prior, Standard of Indiana president, was elected API vice president (Transportation), succeed ing Charles S. Jones, Richfield Oil president. Jake L. Hamon, independent oil producer of Dallas and new API board chairman, as he was photographed at the Division of Production's General committee luncheon. Below, at the head table at the Board business sessions were Lacey Walker, API secretary; P. C. Spencer, Sinclair Oil president and retiring API board chairman; and Frank M. Porter, API president. Enjoying a pre-luncheon visit are two oil company board chairmen, K. S. Adams, of Phillips Pe troleum, and J. Sayles Leach, of Texaco. Paul Endacott, Phillips president (right), listens as Frederick H. Robinson, Panhandle Eastern Pipe Line vice president, makes a point. Interest in API affairs is reflected in the faces of these members of the Board of Directors at one of that group's several meetings. These four company presidents include, right, Roy J. Thompson, Apex Motor Fuel, and Singer B. Irelan, Cities Service Oil, and, below, Robert G. Dunlop, Sun Oil, and J. E. Dyer, Sinclair Refining. One c Joseph Below, ETC 28954 BOARD of DIRECTORS J i One of the caucus groups selecting candidates for the Board of Directors at the Board of Councillors' meeting, and right, Joseph H. Russell, Gulf Oil vice president, who presided at the Councillors' gathering. Deeply absorbed in conversation are H. B. Gernert, of Trigood Oil, and M. H. Robineau, president of Frontier Refining. Below, looking up for a minute from the book let he had been reading is Augustus C. Long, president of The Texas Company. . . . Below right, in this smiling threesome are Bert C. Mattei, Honolulu Oil president; William M. Vaughey, Independent Petroleum Association president; and William H. Garbade, Crescent Corporation president. . ETC 28955 New officers of the Association of Petroleum Writers (APW) are Clarence F. Mantooth, Tulsa World, secretary-treasurer; Wanda Jablonski. Petroleum Week, vice president; and LeRoy Menzing, Fort Worth Star-Telegram, president. Among those at the head table at the APW dinner Sunday evening were Eloise Michel, of the API; Russell R. Palmer, of Petroleum World, retiring APW president; and Helen Brown, The Oil and Gas Journal, the Associa tion's assistant secretary-treasurer. Appeari Kraus, it A camera study of Herbert A. Yocom, | editor of Petroleum Week. . . . Right, Cecil W. Smith, and Don E. Kliewer, both of World Oil; and Jay W. Curts and Grady Triplett, both of Gulf Publishing Co., in the press room. I 26 Right, Fro Shaner, / The Oil a Below rig Porter, Ai Standard Milbum F rj v Appearing on Jane Todd's radio program over KCBS is Edgar Kraus, manager of exploration for Atlantic Refining. N.I ews of the thirty-fifth annual meeting of the American Petroleum Institute was flashed to the world through virtually every means of communication. Writers from magazines, journals and newspapers filed doz ens of on-the-spot stories and the all-seeing lenses of press cameras recorded the high lights and sidelights. In addition, the experi enced API staff prepared and distributed a steady flow of releases about the gathering from press headquarters on the mezzanine floor of the St. Francis Hotel. :0URTH ESTATE Right, Frank O. Hall, Wichita Falls Record; J. Richard Shaner, API publicity director; and Henry D. Ralph, The Oil and Gas Journal, at the APW reception. . . . Below right, the Monday press conference with Frank Porter, API president. . . . Below, Conger Reynolds, Standard of Indiana public relations director, and Milburn Petty, of The Oil Daily, enjoying a visit. ETC 28957 Receiving certificates of appreciation at the group session Monday are Calvin T. Thomas, General Petroleum; Wil liam M. Rust, Jr., Humble Oil & Refining; Lee R. Cowles, Standard of Indiana; Munger T. Ball, Sabine Transporta tion president; Clyde F. Dowd, Tide Water Associated (ret.); P. C. Spencer, president, Sinclair Oil; Charles S. Jones, Left, Cha' president, Richfield Oil, who made the presentations, Carl president H. Gompf, Ohio Oil; Josiah A. Polhemus, Jr., Standard of Frank O. California; and John W. deGroot, Tuscarora Pipe Line. * president Awards were for outstanding work in transportation. I Speakers at the group session on Mon day were: Above, Val Peterson, Federal Civil Defense administrator . . . Above right, Owen Clarke, Interstate Com merce Commission. . . . Right, Professor Robert D. Gray, California Institute of Technology. 28 ETC 28958 TRANSPORTATION Left/ Charles S. Jones, president of Richfield Oil and retiring API vice president for Transportation, presided at the group session. . . . Right, Frank O. Prior, president, Stondard of Indiana, the incoming API vice president for Transportation, who succeeds Mr. Jones. ^)ne group session and fifteen committee meetings were de voted to the vital subject of transpor tation at this year's meeting. Speakers at the group session were Robert D. Gray, professor of Econom ics and Industrial Relations, Califor nia Institute of Technology; Owen Clarke, Interstate Commerce commis sioner; and Val Peterson, Federal Civil Defense administrator. Ten men were given certificates of appreciation at the group session Mon day afternoon. Officers for 1956 were elected at the annual Transportation club and Pipe Liners club dinners. Left, in the audience at the group session was Rear Adm. H. C. Shepheard, United States Coast Guard. ... Right, at the head table of a joint meeting of transportation committees on Monday were R. H. Lynch, Keystone Pipe Line vice president, and Albert E. Pecore, Humble Pipe Line vice president. Left, Wendell N. Damonte, Sinclair Refining, gave the re port of the division's nominat ing committee at the group session. . . . Right, buying tick ets for the Pipe Liners club dinner from John C. Klinger, publisher of The Pipeliner, are H. O. Rockhill, of Socony Mo bil Oil, and C. S. Mitchell of Cities Service. ETC 28959 TRANSPORTATION Seated at the rear of the Gold Ball room in the Fairmont Hotel at the group session were K. V. King, Stand ard of California; Addison Outwater, president. Royal Southwestern Oil Co.; Harry G. Schod, vice president, Atlantic Refining; and William McEldowney, Department of the Interior. Newly elected officers of the Pipe Liners club are: secre tary-treasurer, Oliver C. Klinger, Jr., publisher of Pipe Line News; president, J. L. Burke, Service Pipe Line president; vice president, J. H. Wood, Jr., Atlantic Pipe Line vice president. 1 * Philip C. Compan Transp meeting Three Atlantic Refining men at the Transportation club dinner were Frederick M. Neall, A. G. Anderson, and J. D. Schofield, Jr. Speakers at the Central Committee on Highway Trans portation Tuesday were A. B. Gorman, Esso Standard; Miles E. Woodworth, National Fire Protection Asso ciation; and J. W. Sinclair, Union Oil. Paul J. Bond, Pure Oil, new Transportation club presi dent; Ray R. Hooper, Cities Service, the club's secretarytreasurer; and outgoing president Clyde F. Dowd, of Tide Water Associated. Thurlanc clair Rei address* Water 1 Glenn , spoke o the same ETC 28960 Philip C. White, American Oil Company, spoke at the Water Transportation committee meeting Monday. A friendly foursome at the Water Transportation committee meeting were Gordon W. Colberg and Reginald C. Warner, both of Standard of California; William J. Condon, Tide Water Associated; and Willard F. Jones, retired vice president of Gulf Oil, who presided. Thurland T. Wilkinson, Sin clair Refining Company, also addressed the meeting on Water Transportation. Glenn A. Marsh, Pure Oil, spoke on tanker corrosion at the same session. In the audience at the group session were Clarence R. McKay, W. F. Tegtmeier, Stender Sweeney, vice president, Cleve B. Bonner, secretary, and H. Safford Nye, treasurer, all of Richfield Oil. At the head table at the Central Committee on Highway Transpor tation were Fred Hague, Sun Oil; J. J. Powelson, Esso; M. E. Nuttila, Cities Service, chairman; and Calvin Thomas, General Petroleum. ETC 28961 Top left, W. K. Warren, board chairman of Warren Petrole um, was elected president of the 25-Year Club. It was "eyes left" for M. H. Nolan and E. H. Hausner, of Sinclair Refining, as the cam era shutter snapped. Two vice presidents in a Fair mont Hotel lobby visit are Kenneth A. Coveil, of Pure Oil, and Robert H. Lynch, of Keystone Pipe Line. J. 6. Saunders, Triangle Refineries presi dent, and J. B. Smith, D-X Sunray vice president, at a Marketing session. Members on Tuesdc APIers on a tour of San Francisco's Chinatown listen to a young guide explain the intricacies of worship in an Oriental temple. One of th the ladies ETC 28962 1*5.- >r Members of the 25-Year Club gathered for their 16th annual banquet on Tuesday evening. Above, enjoying a hearty laugh are F. O. Koontz, Quaker State vice president, and M. P. Murdock, Ethyl vice president. HERE AND THERE IM J0& i *>; m W. H. Creel, of Phillips Petroleum, and L. L. Huxtable, of Ethyl, take time out of a busy schedule for a chat. M. E. James, of Midland Cooperatives, checks his hat and coat. V One of the highlights of the entertainment that was provided for the lodies was a fashion show which this group attended. ETC. 28963 E D THERE Two San Franciscan* get to gether: Charles B. MocGlashan, of Shell, and Ar thur L. Lyman, California Research Corp. president. These two camera doseups show Roland P. Hargis, Pre mier Oil Refining president, and, right, Bruce K. Brown, Pan-Am Southern president. Three oilmen interested in research are F. P. Richter, Socony Mobil; E. P. Oke, British Petroleum; and W. L. Thompson, D-X Sunray. ETC 28964 APIC A wo speakers addressed the American Petroleum Industries Committee. Both spoke on the relationship of business and industry. T. S. Petersen, president of Standard of California, advocated the use of businessmen in government because they "have skills and knowledge needed to meet the problems of the day." John M. Peirce, director of finance for the State of California, advised businessmen to be forthright in presenting their views to public officials. Claude Child, Mid-Continent Oil & Gas Association, and Ray C. Hinman, Socony, at the APIC session Tuesday. A general view of the audience at the session. Lt. Col. J. T. Martin, U. S. Air Force, is in the foreground. At the head table were T. S. Petersen, Standard of Califor nia president; Robert H. Scholl, Esso, who presided; John M. Peirce, California's director of finance; and John H. Bivins, di rector of the APIC. 35 ETC 28965 sessions over by Frank \ address better ec ducers o At tht of Califc alert to spirit of shall, Sit Walter S the work On Th the Trea policies o "have no prise. H. S. Clark E the same : P. C. Spencer, retiring chairman bf the API Board of Direc tors, presided at both general sessions. Goodwin J. Knight, governor of California, ad dressing the first general session. I En route to were E. H. Whetsel, be GENERAL SESSIONS 1. he annual meeting's two general sessions, held in the Curran Theater, were presided over by retiring API Board Chairman P. C. Spencer. Frank M. Porter, president of the API, gave his annual address Wednesday. He discussed the problems of better education, and government control over the pro ducers of natural gas. At the same session, Goodwin J. Knight, governor of California, warned the oil industry that it should be alert to combat the forces which would destroy the spirit of independence and enterprise. J. Howard Mar shall, Signal Oil & Gas vice president, speaking for Walter S. Halianan, president of Plymouth Oil, praised the work of the National Petroleum Council. On Thursday. George M. Humphrey, Secretary of the Treasury, told the audience that the economic policies of the Eisenhower administration are making "have nots" into "haves" with a stake in free enter prise. H. S. M. Burns, president of Shell Oil, and S. Clark Beise. president. Bank of America, addressed the same session. Frank Porter, API president; Rev. Karl Block, Bishop of the Diocese of California, who de livered the invocation; and J. Howard Mar shall, who spoke for Walter S. Halianan. En route to the second general session on Thursday were E. H. Wellemeyer, vice president, and R. V. Whetsel, both of Cities Service. Stopping for a minute in the lobby of the Curran Theater are M. A. McNulty, M. G. Paulus, vice president, and S. A. Montgomery, all of Standard of Indiana. 6ENERAL|$E$: \ S. Clark Beise, Bank of America president, who declared that business management has proved itself competent to cope with the problems and complexities of progress. A Father eese o( cation George M. Humphrey, Secretary of the Treasury, who addressed the Thursday session, and Jake L. Hamon, independent producer of Dallas and newly elected chairman of the API Board of Directors. I The 1, Left, two Texaco men at the Wednesday session were Frank Hamlin, of Santa Cruz, Calif, (retired), and M. Holpern, senior vice president. Below left, two Mexican oilmen at Thursday's session were J. J. Merino and Sen. Antonio J. Bermudez, both of Petroleos Mexicanos.... Below, Shell Oil men F. S. Clulow, vice president, and J. G. Wilson. ETC 28968 :s*ir' Father John Connolly, of the Arehdiocese of San Francisco, gave the invocation Thursday. Left, H. S. M. Born*, Shell Oil pre*ident, spoke on "Industrial Fission". . . . Right, seated in the front row Wednesday were C. S. Teitsworth, Soeony director and vice president, and W. L. Stewart, Jr., senior vice president of Union Oil Company of California. etc *8969 Above, this trio provided entertainment at one of the suites . . . Below, in an informal mood are G. J. Peterschmidt, Eldorado Refining vice president; C. A. Elmborg, vice president, K-T Oil Corporation; and L. M. Woodward, treasurer, and R. N. Cooper, vice presi dent, of Derby Refining. At the Dresser luncheon are Frank B. Burns, and Eddie G. Kessler, of Kerr-McGee, and Harold M. Smith, of the Bureau of Mines. w-t Below, at the Union Oil suite, relaxing between sessions, are Darrell T. Stuart, of his own firm; Ralph Glass and W. H. Jamieson, both of Union Oil; Thomas Roberts, of West Covina; R. E. Robbins, of Union Oil; D. L. Dunn, president, Dunn Oil Co.; and Boyce R. Clark, Clark Tank Lines. Looking c lagrana, Hamar, F ETC 28910 k " ` MU Gathered in the Sinclair Oil suite for a brief respite are Gelston Howell, of Ethyl; P. G. Pollard, of Sinclair Oil 4 Gas; and C. F. McGoughran, secretary, and E. 1. Steiniger, vice president, of Sinclair Oil. R. S. Stewart, vice president of Standard of Ohio, is greeted at the Dresser lunch eon by J. B. O'Connor, Dresser executive vice president. Three of the hosts at the Youngstown-Emsco-Continental reception are J. W. Schmid, vice president, Youngstown Steel Products; F. I. Brinegan, executive vice president, Continental Supply; and J. A. Crawford, president, Youngs town Steel Products. 1ECEPTI0NS Looking over a selection of oysters are R. J. Villagrana. Standard of California, and Donald F. Harnar, Republic Steel. At Standard of Ohio's suite in the Fairmont, are T. E. Morton, and R. C. Sauer, vice president, both of Sohio,Frederick S. Lott, Department of Interior; C. E. Spahr, executive vice president of Sohio; and J. D. Harnett and C. E. Curry, Sohio Pipe Line vice presidents. JlV* ETC 28971 At the head table of the Committee on Tank Cleaning were J. A. Price, Phillips Petroleum; F. G. Wilson, API staff; Henry K. Ball, Ethyl Corporation, who presided; and M. J. Neterer, Sinclair Refining. F. G. Wilson of the API (standing), presided at the Joint Meeting on Accident Prevention and Fire Protection on Thursday morning. Seated are R. A. Randels, Shell; J. Howard Myers, Atlantic Refining; and J. F. McKenna, also of the API. Service Station Advisory com mittee chair man Dwight T. Colley, vice president, At lantic Refining. t prior tc ing, an formal discuss Both on sue: neering Pipelint Off-the In al ings in The Research Project 52 Ad visory committee met on Sun day. Seated directly in front of the mirror is George R. Lake, Union Oil, who presided. 42 etc 28972 G. S. Dunham, Socony Mobil, and Dean S. Turner, Standard of Ohio, chairman, at a meeting of the Committee on Training. COMMITTEES Beginning as early as the Tuesday prior to the formal opening of the 35th annual meet ing, and continuing through Friday, one day past the formal closing, hard working committees convened to discuss scores of topics important to the oil industry. Both divisional and non-divisional committees met on such subjects as the History of Petroleum Engi neering, Unfired Pressure Vessels, Service Stations, Pipeline Hydraulics, Liquefied Petroleum Gas, and Off-the-Job Safety. In all, there were more than 140 committee meet ings in connection with the annua] conclave. Sidney A. Swensrud, Gulf Oil board chairman, calling the Economic Proc esses Study committee to order. Above, the Jobber Advisory Committee met on Monday. Standing is John Harper, president of Harper Oil, who presided. . . . Left, co-chairmen of the joint meeting of the Automotive Research and Petroleum Products committees were C. E. Davis, vice president, Shell Oil, and R. C. Alden, Phillips Petroleum. 43 ETC 28973 COMMITTEES Right, the Marketing Personnel Training committee, with Chair man Frank Markley, of Sun Oil, standing. .. . Below, the Research Committee of the Board at lunch eon. Chairman Robert E. Wilson, Standard of Indiana board chair man, is at the head of the table. Hugh W. Field, vice president of Atlantic Refining, is addressing the group. . . . Below right, the Research Project 50 Advisory committee. R. R. Brattain, Shell Development, presided. The Agricultural Advisory Committee met on Monday in the Hawaiian Room of the Fairmont Hotel. W. W. Vandeveer, of Vanson Production, presided. Conferring on a point is the Defense Services Committee, which met Tuesday. W. R. Boyd III, assistant to the presi dent, Cities Service, was chairman of the group. ETC 28974 PETROLEUM STATISTICS iVxarkets for gas and oil will continue to expand during future years, but 1956 will bring more moderate demand increases than 1955. This means competition will be keener, and selling efforts will have to be stepped up aggressively by companies wanting to keep their share of the business. This general outlook for the petroleum industry was seen by leading economists at the Committee on Petroleum Statistics' open session in the Italian Room of the St. Francis Hotel. ETC 28975 Above, John R. Guynes, Magnolia Petroleum, was chairman at the meeting. . . . Right, speakers Jake L. Hamon, Austin Codie, and W. H. Bratches. BUYERS j^-lthough the Buyers' meeting on Tuesday afternoon was listed as a non-divisional committee session, it filled the large Concert Room at the Sheraton Palace Hotel to capacity. Jake L. Hamon, independent oil producer of Dallas, spoke on "A Look at Greener Pastures." Austin Cadle, Standard of California, gave "An Appraisal of Future Energy --Demand and Supply in the United States." W. H. Bratches, Shell Oil, delivered "A Report of the Petro leum Industry Buyers' Pipe Committee." Left, Martin Newell and Harold Black, both of Tidewater Associated, and Joseph Abeling. Neal Supply Company. . . . Right, R. H. Anders, Sun Oil, and E. H. Wea ver, Union Oil vice pres ident, at the Buyers' meeting Tuesday. 289T6 etc r* Zi OFFSTAGE Many a lively informal discussion took place, like this one between Frank B. Vandegrift, Hudson Van Oil president, and John H. Case, Wilshire Oil. Freshening their perspective on the annual meet ing as a whole by looking over the fall issue of the Institute's quarterly are G. Stewart Brown, Standard of California, and Henry Fondu and John S. Cooke, hard-working API staffmen. This Sinclair quartet helped entertain guests at the company's Sheraton Palace headquarters: W. D. Cross, Jr,, vice president; V. R. Tomlinson; J. A. Ahearn, vice president; and D. R. McCollum. yi m ETC 28977 En route to Wednesday's sessions are J. W. Taylor, National Coopera tive Refinery Association treasurer; Frank W. Adams, Mellon National Bank & Trust Company vice presi dent; and Joseph F. Adams, Washing ton oil consultant. In these candid photos are George A. Welch, Big West Oil ... Perce E. Allan, Tide Water Associ ated vice president... Roy W. Francis, of the Berry Asphalt Company, receiving a souvenir from a Midwest Oil Register representative. Russell M. Riggins, Texas Gas Corporation president, dur ing an offstage moment with J. O. Balzer, of Ethyl. Laurenc Henry, as Robe a point evening ETC 28978 OFFSTAGE Laurence D. Reis, Ethyl, and R. Paul Henry, D-X Sunray vice president, listen as Robert A. Douglass, of Ethyl, stresses a point he is making during their early evening hotel corridor discussion. \ r.y- - = 'jrr*. iuntide Refining's E. W. Patterson it the St. Francis . . . hshbob QUtEM -A sbert H. Collacott, Standard of hio, in a pensive mood . . . <ri Sightseeing trips around San Francisco Bay aboard this roomy excursion boat were among the popular extra-curricular attractions. Thomas W. Phelps, assistant to Socony Mobil's board chairman, and Alfred Jacobsen, board chairman of Amerada, meet informally. Tk Wens/ A. Fogg, Texas City Refining ssident, rests a moment. ETC 28979 OFFSTAGE 1 j i This Fairmont lobby twosome is Charles E. Webber, of Sun Oil, and Gulf vice president Philip E. Bohart. Evelyn Martin and Edward C. Belefski were among the API staffers whose behind-the-scenes efforts helped make the 35th annual meeting a success. Two Continental Oil vice presidents, Charles A. Perlitz, Jr., and Theodore A. Van Griethuysen in a brief visit toward the end of the meeting's second day. Victor H. Bowman, of Pure Oil, and Frank C. Havens, Platte Pipe Line vice president, review some of the highlights of the annual meeting. Interesting and diversified spare time activities were ar ranged by a host committee of the Western Oil and Gas Association which included Barbara Sage, Honolulu Oil; Gardiner Blackman, Tide Water; and F. T. Garesche, Standard of California. 50 NEXT STOP, CHICAGO 1956 ost oilmen attending the annual meeting were sorry M when it drew to a close. The sessions had been inter esting and profitable, the arrangements well handled, and the city attractive. Even those planning vacations in Southern California, Mexico or Hawaii seemed reluctant to be on their way. But as bags were being packed, travel plans completed, and before the exodus began by car, rail, air and sea, industry leaders were looking forward to next year's gathering in familiar Chicago, where the largest numbers have always registered for API meetings in past years. jNIpN Arranging their return trips, -above left, are Armand H. Masiran, president of his own oil company in nearby Sacramento, and F. 6. Loomis, of Shell, sending appropriate wires.... Above, right, Harold M. Geller, Commercial Oil Refining vice president, checks on his train reservations. ... Below, oilmen enjoy a farewell social hour at the Sheraton Palace late Thursday afternoon. . . . Right, taking a last look at San Francisco's steep hills and the bay and bridges beyond are Harold D. Brennand, of The California Com pany, New Orleans, and J. Howard Barksdale, Triangle Refineries executive vice president, who is about to go back to Houston. i/ ,5* ETC 28981 94& Packing it no problem for L. W. Moore, American Oil executive vice president, upper left, with hi* wife on hand. . . . Above, E. D. Brockett, Gulf Oil vice presi dent, and Mrs. Brockett, entering a taxi at the Palace. `c NEXT STOP, CHICAGO 1956 Above, Clarence Ludwig, of Lane Wells, paying his hotel bill. . . . Below, Charles L. Severy and Paul G. Benedum, presi dent, both of Hiawatha Oil and Gas, leaving the Mark Hopkins. ,1 Like any other visitors to the Golden Gate City, APIers enjoyed the novelty of traveling by cable car. Here a group of oilmen is taking a final clanging trip up Powell Street. ETC 28982 -H There's nothing like working together Whether it's turning a cable car or having an API meeting, things are certainly more suc cessful when everybody works together. You might say the same thing of Ethyl Corporation. All of the various departments-- manufacturing, safety, research, sales and the others--are continually working together to ward a common goal. All of the united effort we can muster is di rected toward expanding and improving our facilities and services--so that we can be of even greater assistance to the members of the petroleum industry. We're proud to be part of this industry. BTHVL CORPORATION Nw York *7, N. V. ETC 28984 1 I MEDICAL Mil Speakers included Dr. Howard P. House, of University of South ern California, and Dr. George M. Saunders, Socony Mobil medical director. They are shown with Dr. Douglas E. Wheeler (right), of the subcommittee on noise in industry. A irst of the 1955 annual meet ing's group sessions and a newcomer to the pro gram this year was the Monday morning gather ing devoted to the health of petroleum industry employees. Oil company medical directors and industrial relations and safety men were among those who gathered in the Fairmont's Terrace Ballroom to hear four speakers. They heard talks related to API medical activities, industrial hy giene in the industry, the noise problem and truck drivers' ailments. Lead-off speaker was Dr. George M. Saunders, Socony Mobil medical director and chairman of the API Medical Ad visory committee. He pointed out how the indus try as a whole, through the API, is giving increas ing attention to the health of both oil workers and consumers of petroleum products. "Modem industry, especially the petroleum industry, ac cepts the responsibility for the health of the employee on the job," another speaker said. James W. "Industrial notes befc Right, Dr. Melvin N. Newquist, of The Texas Com pany, who discussed "The Aging, Ailing Truck Driver," and Dr. L. E. Curtis, of Standard of California. Among those attending the session were Murray Hamilton and Gerald Fisher, of General Petroleum. Right, two Wooster, of Arkans the meetir Below rig! laird. Wo 6 28985 etc 1