Document ypYZgQb24j437x2dnJZQgGn44

INDEX "ETHYL NEWS" 1949 AUTOMOTIVE "A" Is for Automobile (changing automotive terminology)............................................ June-July Chinese Traffic Puzzle............................................................................................................................April Grade A Service (dairy trucking operations)............................................................................ October Making It Hot for Fires (fire engines).........................................................................................October Prime Mover (Allied Van Lines)............................................................................................... January Racing at Its Peak (Pikes Peak hill climb)............................................................... August-September The Road to Better Highways (National Highway Users Conference).............................................April Room to Park (parking facilities)..................................................................................................... May AVIATION Written in the Skies (aviationrecords)...............................................................................................April CORPORATION ACTIVITIES and PERSONNEL ITEMS A Message to Your Son (T. A. Boyd address)............................................................................ February A Paper Is Born................................................................................................................................. February Antiknock Requirements of Commercial Vehicles ......................... August-September Baton Rouge Expansion ProgramCompleted.............................................................................. November Added Tetraethyl Lead Capacity Forms the Core of Ethyl's Plant Expansion All Plant Areas Affected by Extensive Additions Ample Supplies of Antiknock Compounds Now Assured with Completion of Ethyl's Expansion Program Baton Rouge Plant--a Full-Color Portrait Coordinated Engineering and Construction Plan Facilitates General Program Delivery Services Now Ready to Handle Peak Production Ethyl's New Facilities Mark a Major Milestone in Growth It Takes "Three Plants" to Manufacture "Ethyl" Antiknock Fluid Long Range Outlook for Raw Materials Is Sound New and More Efficient Facilities in Ethyl Chloride Contribute to Increased Production New Sodium Installations Increase Capacity 50% Statement by E. L. Shea Bedford, Frederick H., Jr., Elected a Director of Ethyl Corporation January Dow, Willard H., Obituary...................................................................................................................... May Elbow Room for Research (fuel testing at Muroc Lake)................................................................March Ethyl Plant Wins Safety Award .....'............................................................................ April Ethyl Serves the Paper Industry (salt cake).................................................................................. January The Fire Power Show...................................................................................................................... January Fuel in the Sun (desert storage program).................................................................................. January Gambrill, Charles M., Named Chairman of the ASTM Research Division on Elemental Analysis.............................................................. August-September Henry, William J., Manager of Engineering and Maintenance Section................................February Jet Eductors for Handling Gasoline Dyes.................................................................................. October Keeping Up with the Jets (jet tube research)......................................................................June-July Kehoe, Dr. Robert A., Receives William S. Knudsen Award............................................................... May Kellogg, Hudson, New Secretary of the American Society for Testing Materials' Division on Combustion Characteristics............................................................... October Knockout Powder for Pests (BHC)..................................................................................................February Kuhe, Harry, Named Manager of Chemical Sales......................................................................January "New" Ethyl Plant Takes Shape...............................................................................................January New Nitrogen Plant at Baton Rouge.........................................................................................February New Quarters at Baton Rouge (Medical and Personnel Building)...................................... March 90 Yoop (Oil Progress Week buttons distributed by Ethyl)......................................................... October ETC 23981 INDEX "ETHYL NEWS" 1949 CORPORATION ACTIVITIES and PERSONNEL ITEMS (cont'd) Octane Numbers and Antiknock Performance......................................................... August-September Paige, Edwin C., Speaker at Automotive Transportation Service Superintendents' Association. March Plus in Premium Gasoline (Julian Frey address before API Marketing Division)......................... May Profile of a Booklet (Brief Passenger Car Data)............................................................................ April Promises Salesmen Live By (trade-marks)............................................................... August-September Schaefer, John H., Elected President of the Industrial Research Institute......................... June-July Smith, Dr. Charles L., Appointed to Staff of the Product Development Department .... April Stress on Stress (stress corrosion furnace).........................................................................................May These Roads Rate (San Bernardino road-testing)............................................................... June-July FARM Consultant to the Farmer (National Retail Farm Equipment Association) . August-September Where Does the Farmer Stand Now?.........................................................................................March GENERAL INTEREST Alcoholism: a Problem for Industry............................................................................................... January Cause for Action (lobbying)...................................................................................................................... May Cheyenne Frontier Days.........................................................................................August-September Clowning Achievement (practical jokes).................................................................................. March Does Destiny Follow a Pattern? (cycles).................................................................................. June-July Fur, Feathers, and Deceit (fishing flies).........................................................................................March Give a Man a Pot He Can Boil............................................................................................................April Memento Mania......................................................................................................................................... May Nation on Keels (motor boating).........................................................................................................April President Takes Office (Presidential inaugurations)............................................................... January Putting People in Their Places (aptitude tests)............................................................................ March Showcase for Commerce (International Trade Mart)............................................................... February Unique Research Center (Slick Foundation)............................................................................ February You Can't Stay Lost (missing persons).........................................................................................October PETROLEUM Arteries for Fuel (Great Lakes Pipe Line Company)......................................................................May Dynamic Competition (an analysis of oil price movements)............................................ June-July Peaks of Discovery (Rocky Mountain oil)............................................................................ June-July Progress Report (Oil Progress review).............................................................................................October The Man Nobody Knew (Edwin L. Drake)............................................................... August-September When Water and Oil Are Good Mixers (oil barging)............................................ August-September PICTURE STORIES Fame at the Pump (prominent service station operators)......................................................... March Spanning the Years (covered bridges)..........................................................................................June-July This Is Still New York............................................................................................................ October Written in the Skies (aviation records).................................................................................................. April SPECIAL ISSUES American Petroleum Institute Convention....................................................................................December Completion of Ethyl Corporation's Plant Expansion Program at Baton Rouge November ETC 23982 l I I IN THE JANUARY 1949 Harry Kuhe has been named to the newly-created post of manager of chemical sales for Ethyl Corporation. Chief among the Ethyl products he will sell in 1949 is salt cake (NasSOA which is used in large quantities by the kraft paper industry (see Page 19). Mr. Kuhe has been associ ated with Ethyl Corporation since 1929, when he joined the Company as a field repre sentative in Chicago. Three years later he became assis tant manager of the former Tulsa Division. He remained in Tulsa for eight years ex cept for a year-and-a-half when he served on a special assignment and as a sales representative in Mexico. In 1940 he went to Seattle as division manager, and six years later was transferred to Chicago as division manager. When the Sales Department was reorganized more than a year ago on a regional basis, he was appointed operations manager of the Central region. Mr. Kuhe is a graduate of the University of Wisconsin with a B.S. in chemical engi neering and a member of the Society of Automotive Engi neers. After a year's study and travel in Europe he was associated with Strom Ball Bearing Company in Chicago and Continental Paper and Bag Company in Oconto Falls, Wisconsin, before coming to Ethyl. As operations manager of the Central region, Mr. Kuhe has been succeeded by Leon ard L. Huxtable. THE "NEW" ETHYL PLANT TAKES SHAPE 3 With some new facilities already beginning to show, Bthyl ex pects major strides to be taken in 1949 toward completion of its $40 million expansion program at Baton Rouge. Ultimately, a 40% increase in rated capacity for producing "Ethyl'' antiknock fluid will be available for customer companies. THE PRESIDENT TAKES OFFICE 8 A Presidential inauguration is usually a lavish affair, filled with ritual established by tradition. History, however, has provided some startling contrasts and surprises. PRIME MOVER 12 Although Moving Day still holds terrors for the average Ameri can family, the motor truck and modern moving methods have truly revolutionized the bothersome chore. Here's a behind-thescenes story on how it's done. PRESENTING: THE FIRE POWER SHOW 16 A new Ethyl presentation, prepared for people in the marketing branch of the oil industry, dramatizes the safe handling of gaso line around service stations and bulk plants. ETHYL SERVES THE PAPER INDUSTRY 19 Salt cake, which plays an important role in making kraft paper, is a byproduct of Ethyl's manufacturing operations. Beginning this month, sales of salt cake will be handled by a newly-formed Chemical Sales Division. ALCOHOLISM. A PROBLEM FOR INDUSTRY 22 Excessive drinking is not only a social problem -- but an indus trial one as well. Here's the modern way in which a growing number of business firms are tackling that problem. In order to widen the fields of reader interest in Ethyl News, we frequently publish articles contributed by writers not associated with Ethyl Corporation. Opinions expressed In signed articles are the outhors'. The editors of the News welcome articles of timely interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L. Shea, president; Stanley T. Crossland, vice president end treasurer; Richard M. Page, secretary ETC 23984 Work it progressing rapidly on this sixth tetraethyl lead unit Great strides toward com pletion of Ethyl's expan sion program are expected this year, with some new units already well along nearly 30% complete. Some units are already finished or nearly so. ooking ahead to new construc- Others will be ready by Spring. LI tion milestones in 1949, Ethyl Larger and more complex installa Corporation expects that the newtions will be in operation towards year will see major strides toward the end of Summer. Most remaining completing its $40 million program parts are scheduled for completion for expanding its antiknock com later in the year. An "additional ad pound plant in Baton Rouge, La. By the end of the year, a part of what will ultimately be a 40% increase in the plant's production will be avail dition" in the tetraethyl lead area -- a seventh new building -- will be started soon, and is expected to be finished in the latter part of 1950. able for customer companies. Ethyl's investment in the expan The expansion as a whole is being sion program is the largest single ex pushed ahead on a number of fronts, penditure to be made by the com with the entire initial program pany for manufacturing since the plant was first built. It is being car ried out in the light of industry fore casts of continuing increases in American production of oil over the next five years, and in accordance with the nation's need for additional quantities of regular grade and pre mium gasoline containing "Ethyl" antiknock fluid. The plant, however, has made the fullest possible use of existing manu facturing equipment and know-how to meet heavy post-war demands for 3 ETC 2398 "Ethyl" antiknock compound. Al ready the largest center of its kind in the world, it swung into 1949 with a new production record behind it. Further production records are certain to be set when the current program is completed, and to reach even larger totals after the seventh tetraethyl lead building is up. Plans for constructing this unit were an nounced last November, and engi neering studies are well under wav. Together with the sixth lead build ing, they form the core of the over all expansion project. The enlarged tetraethyl lead fa cilities, however, are by no means the only additions necessary to in crease "Ethyl" antiknock compound production. Similar increases in fa cilities for the several intermediate chemicals manufactured at the plant are also necessary. The plant as a whole is so closely integrated that improvements or enlargements in one area have a direct bearing upon operations in other areas. In addition to the expansion of tetraethyl lead manufacturing facili ties, major construction is under way in the ethyl chloride and sodium areas. In the sodium plant, salt is broken down electrolvtically into its two basic elements, sodium and chlorine. In the ethyl chloride area, chlorine is combined with hydro gen, or common salt is reacted with sulfuric acid, in each case to make hydrochloric acid, which in turn is reacted with ethylene for the pro duction of ethyl chloride. At times ethvl chloride is made by treating ethyl alcohol with hydrochloric acid. Sodium is combined with metallic lead in the tetraethyl lead area to form a lead-sodium alloy, which is reacted with ethyl chloride to pro duce the antiknock agent. In the blender operations, ethylene di chloride -- also made at the plant -- and ethvlene dibromide are added to complete the compound, along with oil soluble dyes. In other words, it takes all these related operations in the sodium, ethyl chloride and tetraethyl lead areas to produce "Ethyl" antiknock fluid. A bird's eye view of the Ethyl plant today would show how ex tensive the expansion program is, even at this relatively early stage. Newly built installations stand out freshly. Scaffolding surrounds mod em brick structures approaching their completion dates. Orange webs of steel framework are conspicuous in key areas, vibrating to the rivet ers' hammers and sparked by weld ing torches. In other parts of the plant, cranes are lifting tanks and stacks into position. Power shovels reach out over excavations. Founda tions are being poured, and work men are laying labyrinths of water, steam and electric lines, and install ing other auxiliary services. Various construction, engineering and other projects for the expansion program are providing work for about 2,500 employees of firms' en gaged by the company. When con FREDERICK H. BEDFORD, JR., ELECTED A DIRECTOR OF ETHYL CORPORATION Frederick H. Bedford, Jr. has been elected to the board of di rectors of Ethyl Corporation. Mr. Bedford succeeds Frank W. Abrams, chairman of the board of directors of Standard Oil Company (N. J.), whose res ignation from the Ethyl board was accepted on November 1, 1948. Mr. Abrams resigned be cause of other obligations. A native of Brooklyn, N. Y., and a graduate of Amherst Col lege in the class of 1914, Mr. Bedford has been associated with the Jersey company for more than 30 years. After the first World War, he became a member of the Marketing Committee, manager of the Lubricating Department, and manager of the Specialties Depart ment. In the late 1930's he organized and was in charge of coordinating all the Jersey company's advertising. Active in numerous other enterprises, including those affiliated with Standard, Mr. Bedford has been associated with more than a dozen companies in organizational and key administrative positions. Among them are the Standard Oil Company of Pennsylvania, which he organ ized in 1928, and the Atlas Supply Company, which he established in 1930. He has been a director of Standard Oil Company (N.J.) since 1927. struction is completed, these addi tional facilities will provide new jobs with Ethyl over and above the 3,200 now on the payroll. Salary and wage totals, now running at an average of more than $1 million a month, will be increased proportionately. Since most of this payroll will be spent in Baton Rouge, the expansion pro gram will benefit not only the new employees and their families, but the entire community as well. Employee Conveniences Approximately $ 1.2 million is be ing spent for employee conven iences. Among them are a new Medical and Personnel Building, new change houses, improvements in existing locker and shower rooms, additions to the plant laundry, and a new parking lot. In addition, a modern employee cafeteria was opened in 1946 at a cost of $275,000. The largest manufacturing struc ture well along in its construction stage is the sixth tetraethyl lead building, scheduled for completion this Fall. Similar in design to the plant's other tetraethvl lead units, the five-story building will have its own adjoining wash-house, where the antiknock chemical is purified, and its own lead recovery building. In preparation for the greater amounts of lead-sodium alloy which will be needed when the sixth TEL building is completed -- and in an ticipation of alloy requirements for the seventh -- work is being pushed on a three-storv addition to the pres ent alloy building. Changes and im provements in existing installations are also being made. Part of the 5 ETC 23987 work for alloy production is expected to be finished by May i, and the rest by November i. A new air compression system for the tetraethyl lead area has just been fin ished. Other additions scheduled for early com pletion include enlarged facilities for melting pig lead, and for recovering lead and ethyl chloride from processed mate rials. New weight tanks and scales are to be installed in the blender, where antiknock compound ingre dients are checked and rechecked in the final stages of production. More bulk storage tanks for fin ished "Ethyl" antiknock fluid are to be ready by midsummer. The com pany is enlarging its fleet of tank cars used for delivering the com pound by rail throughout the coun try, and will have more metal con tainers for drum shipments. The first of the recent additions in the tetraethyl lead area to begin production is the new three-unit nitrogen plant, which started oper ations in October. Nitrogen is used during the manufacture of sodium Left, this new jet refrigeration unit tan cool 24 million gallons of water daily for plant use. Be low, a crane at work in the ethyl chloride area, where a fourth new plant is now under construction and the lead-sodium alloy. The new plant has increased the nitrogen out put at Baton Rouge by 100%. An important addition to Ethyl's extensive water treating system is going into operation. Cooling water is required in all parts of the plant. Believed to be the largest of its kind, a new jet refrigeration unit, resem bling some sort of outdoor pipeorgan, is rapidly nearing completion. The new unit can chill 24 million gallons of water a day by a unique process involving the creation of a vacuum by use of steam jets. Better cooling methods will help materially in meeting increased tetraethyl lead production, and will also assist in cer tain phases of sodium manufacture. A fourth unit for the production of ethyl chloride is the principal ad dition to the ethyl chloride area. It can use ethylene either from the plant's own manufacturing installa tions, or it can use ethylene piped into the area. The new unit can be supplied with hydrochloric acid either from new or improved fa cilities. Construction work on the fourth ethyl chloride unit is progressing, and will be finished during the com ing summer. In some ways it will look like parts of a petroleum re finery. There will be complex stacks and towers laced together by steel framework for the reaction of ethylene and hydrochloric acid and for ethyl chloride purification. Spe cial controls will be required to maintain proper temperatures and pressures, and for supplying the catalyst. Among the area's new auxiliary installations are batteries of pumps and compressors, some of which have been set up and with others well along in the assembly stage. These and other general ethyl chlor ide facilities are about 40% ready for use, and are scheduled for com pletion during the Summer. An ex panded system for serving parts of the area with cooling water will be in operation this month. In anticipation of increased de mands for ethylene dichloride -- one of the chemicals needed in final blending operations for "Ethyl" antiknock compound -- a new ethyl ene dichloride plant is being built. Here chlorine will be reacted with ethylene and then purified before the finished product is sent to the blender. The unit is expected to go "on stream" in July this year. Increased quantities of chlorine to be needed in the ethyl chloride area will come for the most part from the plant's sodium operations, which are also undergoing a substantia] ex pansion. The largest installation will be a double row of electrolytic cells in a new wing, where the sodium building's third cell room will be located. Sodium and chlorine will be drawn from the salt bath in the cells as the salt is broken down by elec tricity. As in other parts of the plant, greater production has been possi ble within recent months by the in troduction of specialized improve ments. Ethyl already is one of the country's largest producers of so dium, and will have the largest plant anywhere after the new cells are in operation. Early construction for the new wing is in its first stages. Sodium storage tanks formerly on the site are being relocated. Foundations are being laid and the first steelwork will rise soon. When it is finished, the sodium building will be about one-third larger than the present structure. An elaborate ventilating system is to be part of the new cell room's equipment. One of the most characteristic features of sodium manufacture is the amount of electrical equipment required. Ethyl is building a third substation, with transformers, mer cury arc rectifiers, and complex switches and controls. There will also be changes and additions in ex isting substations. The area now uses twice as much electricity a day as the rest of Baton Rouge com bined. Additions and improvements for the sodium area will affect all oper ations, from the time salt brine is first piped into the plant until fin ished sodium and chlorine have been manufactured. Work has started on more brine handling facilities, and about half the construction is fin ished for a third battery of salt evaporators. Next month will see the beginning of new work for dry ing, filtering and conveying salt to the sodium cells. Changes in storage areas for processed chlorine and so dium will have been made bv the time the area's expansion program is finished. The current expansion follows an earlier program for plant additions, which is rapidly nearing completion. The new Medical and Personnel Building is almost ready. Work is well along on a large new Develop ment Laboratory and Pilot Plant, which will have extensive labora tories, equipment and special fa cilities for studies related to the improvements of manufacturing op erations of various kinds. The year 1949 will be a significant year in the growth and development of Ethyl Corporation -- and a prepa ration for continued service to the petroleum industry. OUR COVER T> ISING 34 stories above beautifully landscaped grounds, the State Capitol of Louisiana in Baton Rouge stands as a symbol of a modem community in a growing state. The graceful struc ture, 450 feet in height, is a familiar landmark to all those who live and work in this pros perous area. Since its completion in 1932, thousands of visitors have come from all sections of the country to see the Capitol's impressive entrance, the decora tive chambers and foyers, rare marbl&s from many parts of the world, the State Museum, and the splendid view from the observa tion tower of the tallest building in the South. This month Baton Rouge marks a turning point in its 100-year his tory as the state's capital city, and as a progressive industrial, business and residential community. In preparation for a still brighter future, Baton Rouge has extended its limits, set up a combined city-parish government, and streamlined its services under a plan which became effective on January 1. The new municipality has a population of 110,000 and covers 37 square miles. These and other innovations are part of a comprehensive city-parish development program drawn up, after careful study, to guide the future growth of the city and East Baton Rouge Parish during the next 25 years. It will mean better homes and schools, more parks and playgrounds, improved highways and traffic control, broader opportunities for cul tural life, extended police and fire protection, and sound provisions for the continued health and welfare of the community's residents. Other measures are directed towards the further development of business, commerce and industry. As Ethyl Corporation pushes ahead with the completion of most of its unprecedented plant expansion program in Baton Rouge (see Page 3), the company and the community look forward towards their mutual growth with confidence based upon past experience, and faith in the years ahead. 7 ETC 23989 By Ellis Haller A harried hotel clerk in Wash ington, D. C. picked up his THE PRESIDENT phone one day last October to an swer a reservation query. "Yes, Madam," he told the caller, TAKES OFFICE "we can still promise you a room forlnaugurationWeek next January. Bur are vou sure you'll want it re Despite certain traditions that are always respected, presi dential inaugurations have usually produced some surprises gardless of who's elected?" Capital innkeepers face this prob ton's choice hotel rooms were Governor Thomas E. Dewev. But lem every four years. There's al "booked solid" for the inaugural when President Truman worked his ways the chance of a political upset. celebration two months later. Room own political miracle to gain a full The people who got their names ing houses and tourist homes jacked four-year term, his jubilant support down first may not want to come up their rates. Window space in ers were quick to snatch the space after all. But there's something buildings facing Pennsylvania Ave surrendered by disappointed Dew- about a presidential inauguration nue -- scene of the traditional pa evites. that brings people pouring into the rade from the Capitol to the White Even for a city accustomed to capital regardless of whether they House -- was at a premium. The lavish entertainments and colorful backed the winning candidate. pollsters had predicted the first big parades, the inauguration isn't an Long before the political cam change in the federal government in event to be taken lighrlv. As long paigns came to their feverish end 16 years and many of the early res ago as last October, workmen started last election eve, most of Washing ervations came from followers of the quadrennial whitewashing of the 8 ETC 23990 greyish-brown sandstone that makes expense of putting up stands and contender usually learns he has been up the central portion of the Capitol seats. President Harding, for in elected. President Truman, for ex building. The outgoing Congress stance, declared he'd just take the ample, learned of his success early had appropriated $79,372 for stands oath of office on the Capitol steps in the morning of November 3, and platforms near the Capitol steps, and do away with the trimmings. while listening to returns over the and workmen began erecting these He changed his mind when a pri radio with a few friends in a Kansas fully three months ago--"So we'd vate construction company offered City hotel room. be sure we'd get scarce lumber," to put up "suitable accommoda Inauguration protocol varies de explains Capitol Architect David tions" at its own expense. pending on whether a new president Lynn, whose office supervises the is picked, or the old one re-elected. job. Inflation has hit the inaugural Learning the People's Choice If the president is a newcomer, he ceremony, too, for back in 1941 the It is a curious custom that while usually arrives in Washington a few whole show, including invitations each political party at its convention days before the ceremony, visits the and incidentals, cost but $14,687. takes great pains to give its candidate White House to pay his respects to And in 1945, when Mr. Roosevelt for the White House a ceremonious his predecessor, and rides with him held his third inaugural on the White official notice of that fact, the man to the Capitol to take the oath of House back lawn for reasons of war who is finally elected president isn't office -- on the outdoor platform if time austerity, the cost was next to officially waited upon by any dele the weather is good, in the Senate nothing. gation to tell him he's the people's chamber if it's inclement. Something new has been added to choice. However, by a careful read President Truman, having been this year's inaugural props -- a stand ing of the newspapers and attentive chosen to succeed himself, will for the television cameras. This bit listening to the radio, the successful merely ride to the Capitol with Mrs. of steel and wooden platforming cost about $1,600. The President's covered platform, directly in front of the Capitol steps, contains some Benjamin Harrison'* inaugural bail was a grandiose affair but probably not quite as large as this artist's conception steel girders left over from the days of President Benjamin Harrison. The main part of the platform provides 828 seats for cabinet offi cers, Congressmen and Supreme Court justices. At a cost of $27,000, this figures out to about $32 to seat each of these dignitaries. Directly in front of this stand is a section of benches for the semi-important peo ple, diplomatic attaches, and other guests of the government. This ut "main" public section was set up at lis a cost of about $4' ,000. There's ill standing room -- absolutely free -- li for some 125,000 members of the ce general public. v- All this is in startling contrast to the meager facilities provided for CO Abraham Lincoln's second inaugu ul ration in 1865. Lincoln stood on a in tiny, uncovered clapboard platform. 'g It was the smallest such stand in the :d memory of the Architect's office. ie Some presidents have vetoed the 9 Truman to take this traditional vow: The Senate, indeed, was still de thrust his hands in and out of his "I do solemnly swear that .1 will bating the question when the ap pockets, and fumbled the pages of faithfully execute the office of Presi- pointed hour came and members his speech as he read. , dent of the United States and will of the House of Representatives Since that time, inauguration to the best of my ability preserve, trooped into the chamber. About speeches have been an inevitable protect and defend the Constitution that time someone remembered that part of the ceremony. Of late years of the United States." the Committee on Arrangements they've been formal, stylized ad Nowadays, everyone knows his had forgotten to meet General dresses written by presidential assis role in the Big Show, and events go Washington. They hurried off, to tants, but that wasn't always the off with precision. A tradition and return about an hour, later with the case. Andrew' Jackson's remarks ritual have grown up about the busi President. He was dressed in dark were the shortest on record. Lin ness of installing a chief executive. velvet with black silk stockings. His coln's address was one of his great But that wasn't the case at the first white wig was topped by a cockade, est -- a simple, moving plea for unity inauguration in April of 1789, when and he still wore the steel-hilted at a time of national crisis. Jeffer , . General George Washington made sword that was the badge of his son's first inaugural speech was long, , his wav on horseback from Mount generalship. fervid and flowery. i Vernon to Federal Hall, at the After Chancellor Livingston of William Henry Harrison, who comer of Broad and Wall Streets New York administered the oath of took office in 1841, w'as one of the | in New' York. With no precedent office, Washington and the legisla first presidents to benefit from the | before them, members of the first tors went back to the Senate cham services of a ghost writer. The orig j Congress were at a loss as to how ber for the inaugural speech. The inal draft of his speech was a ram I to provide a fitting welcome for the Father of His Country was far from bling affair, filled w'ith allusions to new' president. an orator. He fidgeted nervously, Greek and Roman mythology. Har- 10 ETC 23992 rison handed it to Daniel Webster, dance music, froze in their cages. swept away the barriers that had his secretary of sure, for a quick Spectators who had paid for tickets been put up around the Capitol. perusal. Webster started pruning. to the affair wrapped themselves in Finally, they scrambled and fought Later that evening, when Webster's blankets and swigged rum and whis their way into the White House to landlady noticed that he seemed key to keep from freezing. wish "Old Andy" well. Waiters with tired and worried she asked if any The "Lame Duck" constitutional trays of refreshments were bowled thing had happened. amendment of 1933, moving Inau over by enthusiastic guests, and the "You'd think so if you knew what guration day up from March 4 to sound of breaking china and glass I have done," Webster replied. "I January 20, served only to make the ware rose above the shouts of the have killed seventeen Roman pro- chances for chill winds and snow well-wishers. consuls." But even with this slaugh more likely. ter, Harrison's speech remained a The inaugural is a time for the Rousing Parties quaint and labored vehicle. usually-staid capital to cut loose with The scene found a curious repeti Washington's weather, always un a Mardi Gras of merrymaking. Such tion more than a century later, when predictable, has been responsible for celebrations date back to the first Mrs. Eleanor Roosevelt broke latter- some tragic consequences to inau inaugural of Andrew Jackson in day precedent by serving an inaugu gural festivities. Harrison took office 1829. Historians recall the wild en ration tea, permitting nearly 1,500 on a raw and gusty March day. thusiasm of that era, with "balls, guests to wander freely about the Whig friends tried to persuade him cannon, parades, speeches and ban hitherto sacred precincts of the to take a covered carriage. But Har quets." It was the greatest free-for- White House. A capital dowager, rison insisted on mounting a white all since the end of the war of 1812, surveying the horde of Roosevelt ad horse and riding bareheaded to the but it wasn't to be the last. mirers, sniffed haughtily, "There'll Capitol. He caught cold, took to his When Jackson, known as the be more food ground into the White bed and died from pneumonia a "peoples' president," first took over, House rugs the next four years than month from the day he was sworn in. his followers from all over the coun there has been since the days of An This had a distressing parallel try swarmed into Washington. They drew Jackson." decades later at the inauguration of choked the streets as he walked from But the Roosevelt tea was a pale Herbert Hoover in March of 1929. his rooms at Gadsby's tavern. They (Continued on Page 26) IS It was a bitterly cold, rainy day. >f Heading the inaugural parade was William Howard Taft's wife created tradition when she rode a Sioux Indian, a magnificent figure with her husband during his inaugural journey to the Capitol n stripped to the waist, riding a brown le horse. The rain and sleet delayed the :'S procession, and the Indian sat pa tiently for hours, disdaining a coat or blanket. He developed pneu e monia, and died a few days later in ;s a Washington hospital. i- Canaries Froze When Ulvsses S. Grant took of fice on a chill March day in 1873, the thermometer hovered close to zero. A new temporary building had been put up for the inaugural ball, but the architects had forgotten to provide anv way to heat it. The doves of peace that were to have been released over the inaugural dancers froze to their perches; ca naries imported to twitter to the k #4 prime MOVER ife with father never became so your precious belongings might not Ij dispiriting as when he an arrive anywhere near the appointed nounced that the family was goingday, for their prompt dispatch de to move to another dwelling. Par pended upon such variables as train ticularly a dwelling in a different and boat schedules and the alertness town. of the warehouseman at either end That meant only one thing. Long, of the line. At best, it would be a tedious weeks of "making ready" week before you would see your and then that back-breaking, nerve- household effects again, even if you wracking period of uncrating the were moving only ioo miles or so. household effects and putting them Today all this is changed: another into their proper places in the new conquest for the indomitable com domicile. bination of modem motor vehicles The routine went something like and modem highways. With this this, you may recall: The warehouse twosome, distances shrink from days man came and carted off your goods to hours, and moving, whether just for crating. After that, he hauled down the block or to a city 3,000 them to the railroad terminal or miles away, becomes a virtual effort steamship dock for shipment to your less operation for the householder. new home town. There, your be longings were delivered to your home, crates and all, and that's when the fun really began. Armed with hammer and crowbar, the male members of the family set about un happily to rip open the countless packing boxes and barrels. But that wasn't all. Ahead lay the thankless job of arranging and re-arranging the furniture in the various rooms. To add to the general confusion, there was always the possibility that Today, modern movers do everything from washing and packing your dishes to setting up your new home Even entire business firms -- or of fices and departments of those com panies -- are transferred on wheels, and with little disruption in their commercial activities. The inherent advantages of mov ing by van are obvious. You deal with but one common carrier; ex pensive, time-consuming crating is unnecessary; and household and of fice goods are less apt to be damaged because they receive less handling. As a result of these benefits, we have, in a single generation, reversed our national moving habits. In the World War I era, nine of every 10 moves were by rail or water. Now it is the ETC 23994 other way around in favor of motor tered the university. Too, many There are several well-established shipments. leases now are on a month-to-month carriers which, through exclusive The business of moving household basis, causing more householders to use of the dependable moving van, goods by motor vehicle, now such move more often. No longer are are equipped to transport your a highly specialized trade, was bom May and October the traditional household belongings to and from in the early 1920's. Our national moving months; America's van lines any point in the country. And, to highway building program was un are operating at peak capacity every do it quickly and safely. der way in earnest. Trucks, which month. Of all the nationwide movers, had seldom ventured beyond city limits before, covered themselves Many Are on the Move Allied Van Lines, Inc., with general offices in Chicago, is the largest, both with glory in the war and were To serve the estimated 7 million in fleet size and volume of business. ) literally going places. Better fuels to U. S. families that change residence The orange-and-black Allied van is ) operate better engines were becom each year there are some 4,000 com a familiar sight everywhere, for these ing available. Encouraged by these mon carriers of household goods. units travel almost 25 million miles ) and the other developments of the They operate, according to Inter in completing their more than 70,000 time, more and more warehousemen state Commerce Commission esti different moving jobs each year. branched out into the transportation mate, 25,000 motor vehicles, rang This schedule -- averaging one mov .f- of household goods, and for pro ing from the handy 1 A -ton pickup ing job every 7% minutes -- calls gressively longer distances. to massive vans of capacities equal for the operation of an active fleet 1s, Despite the current housing short to those of ^railroad freight cars. of over 1,000 vans plus the mainte ir age, Americans are still on the move Most of the larger units, of course, nance of a reserve fleet of 800 vehi by the millions. People, of course, are operated in long-distance serv cles for additional service. In a nor change their place of dwelling for ice. By some motor carrier stand mal year, this rolling stock carries al any of a number of reasons. The ards, that means a haul of at least household and office goods valued K- husband is transferred to another 150 miles from the old address to at close to $170 million. is city by his company. The parents the new. By ICC standards, it means Allied is a family of 475 agents, f- move to a college town to be near anything interstate outside a city located in 360 principal cities of the d their son or daughter, who has en commercial zone. country. Allied agents are stock- holders in the company, and each conducts a local hauling and storage business over and above his affilia tion with the van line. As an Allied representative, the agent is bound to register with the company all ship ments to move more than 150 miles scheduled by him, to haul loads booked by Allied through any of its agents, and to maintain vehicles bearing the Allied name and colors and meeting Allied's exacting speci fications. It is this uniformity of soliciting, booking, and dispatching that en ables Allied, like the other trans continental movers, to render swift and economical service to the no madic public. Eases Householder's Burden With the motor vehicle as their indispensable partner-in-trade, the long-distance van lines have devel oped moving into such a scientific procedure that the householder need expend little more effort than just to make known his intention to move. In Allied's case, for instance, an estimator calls at the home to compute how much the moving job will cost, based on weight and value of the goods and the distance they are to be moved. Next, professional packers arrive to prepare even the tiniest breakable for a safe journey, be it only from New York to Balti more or cross-continent from Miami to Seattle. Comes moving day and your wor ries are onlv as few. The moving crew pulls up to your door in a specially-constructed van that is weatherproof and dustproof. Heavy padding is provided for your furni ture, runners are laid to protect your floors, rugs are rolled and hung in straps, mattresses are slipped into cartons to prevent soiling, and cloth ing is hung in wrinkle-proof ward robes. On occasions, movers will even wash breakfast dishes, pack igan he must have permit plates and stray pieces of clothing, collect col-' also must complete a form that de lar buttons left on the bedroom tails his mileage within the state. In dresser, and empty ash trays. Kentucky, his tractor and semi It's as easy and simple as all that, trailer cannot exceed 45 feet in too, when your household effects length on Class A and B highways reach your new home. No more or 30 feet on other roads. Wyoming prying open crates and lugging requires the purchase of "one-trip" heavy furniture from room to room. permits. On the average long-dis The unpacking and the placement tance haul, an Allied driver will fill of pieces in their appointed positions out or handle nine different reports in each room are all part of the covering his load weight, mileage, service. If you want, you can even permits, and other items. That makes take a stroll while being moved into him a bookkeeper as well as a pro new quarters. Just leave a rough fessional driver, moving expert, and sketch of where you want the sofa, walking encyclopedia of state traffic piano, bed, etc., placed. When you regulations. return, you're all moved in. In compliance with ICC and Al The van foreman, and master of lied's own regulations, all vans are your moving destiny, is the driver inspected at frequent intervals to of the vehicle. Captain probably assure that they are in safe operat would be a better word than fore ing condition. These inspections are man. For, like the skipper of an over and above the preventive main ocean liner, the long-distance van tenance checkup each driver gives driver must know far more than his vehicle before starting a trip. merely how to guide his craft to its Mishaps on the road are seldom as destination. a result of these inspections, but To even get a job as a driver, a when he does suffer a breakdown man must measure up to strict ICC the Allied driver is not long with regulations covering general health, out help. eyesight and age. He must also have had at least one year's driving expe Tracer Crews When Needed rience in all types of weather. The Through an intricate system set average Allied driver is a 10-year up by Allied, the approximate veteran. whereabouts of every' van is known The driver must know how to at all times. If the driver fails to re stack his van so that the load will port to the nearest of Allied's 17 neither shift nor flounder en route. nation-wide district offices within a He also must be an expert in assem reasonable length of time, tracer bling and disassembling furniture, crews seek out the distressed van and very likely he can tell w'hether along the highways that have been any given piece is a Duncan Phyfe mapped for its journey. In each of or Hepplew'hite, mahogany or wal the 17 district office cities, specific nut. Too, he must supervise such parking-lot service stations have delicate assignments as maneuvering been approved for use by Allied a piano down a circular staircase. vans. These lots offer reliable repair Because he mav be routed to any service and carry the best gasolines section of the country', the driver and lubricants. Allied, as might be has to be familiar with the laws and expected, is a major user of petro traffic regulations of all 48 states. leum products. The corporation uses For instance, he know's that in Mich more than 4 million gallons of gaso 14 ETC 2389e line and about 12,000 quarts of oil annually. Except as governed by state regu lations, no load is too large or too small for Allied to handle. By and large, from the standpoint of volume of goods transported, the biggest Allied job on record was the Federal Decentralization Move shortly after Pearl Harbor. This her culean wartime effort to re-locate many governmental agencies in Eastern and Midwestern cities per haps less apt to be bombed than Washington required the use of every available Allied van and em ployee on a day-and-night schedule. Allied's participation, amounting to a large percentage of the total hauling, consumed about nine months of 1942. During that time, the Wages and Hours Office, the Veterans Administration, the Farm Credit Administration, the Patent Office, and several divisions of the Agriculture Department were moved inland or scattered along the Eastern Seaboard. Not only was the office equipment of these agencies moved, but the household effects of many employees as well. Other notable wartime moves bv Allied included the transportation of household and office goods into the top-secret Oak Ridge, Tenn., atomic bomb settlement, and the movement of countless similar loads into hundreds of camps on behalf of ever-shifting armed forces per sonnel. Still another was the hauling of tons of negotiable cotton ware house receipts for the Federal Re serve Bank of New Orleans. To this day, Allied doesn't know the value of those shipments, but they totalled in the millions of dollars. On the less somber side, consider the lot of the crew of an Allied agent in New York City. Each year this agent moves a New York society woman to and from her summer home in Newport, R. I., and just as often the gracious society matron tenders the moving men a formal luncheon. Seated in the luxurious dining room of her Fifth Avenue residence, the crew' enjoys cham pagne and all the other trimmings w'ith Hudson, the butler, and John, the footman, but a finger-snap away to serve them. Van Gogh in Transit One of the more recent outstand ing moving jobs performed by Al lied, among others, was the handling of a multi-million dollar collection of famous paintings for showing in leading cities. The paintings were part of a cache uncovered by GIs in a German salt mine. After a pe riod of safe storage in the National Gallery of Art in Washington, many of the renow'ned works of art were returned to Germany. The remain ing Holbeins, Rembrandts, Van Goghs and others were sent on tour of the United States for American art lovers to behold. The collection was estimated at between 80 and 100 million dollars, and very likely was the most precious cargo ever hauled in a moving van. Whether the load is worth mil lions or only a few hundred dollars, moving vans deliver the goods safely and on time. But more significantly, they give Americans, literally, a greater freedom of movement than any population ever has enjoyed. It is impossible to name a community which the great vans of Allied and other similar common carriers, trav eling our vast network of 3 million miles of highway, can not service. 15 ETC 23997 sented before oil company audiences ' from coast to coast. While developing the same theme of safe handling of petroleum prod ucts, the new show is substantially different from its predecessor. In the first place, it has been written in more simple terms for the benefit of non-technical people. Further, it concentrates on hazards such as those encountered around service stations and bulk plants, and pre sents a series of eight new demon strations explaining these hazards. All told, the show has a lighter tone and faster pace which make for a more interesting presentation from beginning to end. Based on Authentic Cases The new show is based on case histories on fires supplied by oil companies, A. P. I., N. F. P. A., and other sources.' It covers the princi ples of fire and the characteristics of gasoline and its vapor. Then it dem Ethyl has produced a new safety show that dramatizes the safe handling of gasoline around service stations and bulk plants onstrates some common causes of gasoline fires and the principles of fire fighting. In conclusion it shows the power of gasoline in an engine. The show points up the fact that uring the past two years. Ethyl in the marketing and distribution all fires are based on a combination of D Corporation presented before branches of the oil industry. The fuel in the form of vapor, sufficient oil company refinery audiences a result is a new production entitlehdeat for ignition temperature, and novel show that dramatized the safe "Fire Power," which will be pre oxygen from the air -- and relates handling of gasoline. The show, which was an outgrowth of wartime educational activities conducted in behalf of the Air Transport Com mand, consisted of five separate "road companies" that toured the country in station wagons. The five units, each of which was directed by an Ethyl safety engineer, covered more than 100,000 miles and put on 562 performances before some 35,000 people engaged in refinery opera tions. Now, in response to many re quests, Ethyl has adapted its refinery presentation for people engaged 16 es ie ily ie in >f it as :e s. ie a n <e il d Showing how an unprotected light can create a haz While kerosene will not ignite at room tem .f ard in the presence of gotoline-air vapors, Lou peratures, it can be as combustible as gaso Wilson, of Ethyl's Central region, prepares to shat line in the form of a spray, as Douglas P. ter a lighted bulb with a few drops of cold water Jeppe, of Ethyl's Southern region, demonstrates .f .f this to gasoline and other petroleum Fire Power Show demonstrates how be caused by uncontrolled static s products. careless use of this equipment may electricity. Such equipment as trouble lights, ignite gasoline. An electric motor, In one of them, the static is gen it heaters, and electric motors are an arc such as that from a light erated by lifting a metal disc from a -f widely used where gasoline is sold switch, and a breaking light bulb are plastic plate. The charged plate is it or handled, and improper use of used to ignite gasoline-air vapors. then held against a terminal attached d these and other electrical equipment The lighted bulb, for example, is to a transparent plastic tank con :S has resulted in many accidents. The shattered by a drop of cold water taining the vapors from twelve drops as it is being held over an open of gasoline. The narrator completes beaker of gasoline. Demonstrations the circuit by gripping another ter such as these are designed to illus minal on the tank with his hand. trate the importance of special safety The static arcs in the tank and the devices and precautions recom resulting explosion blows a paper mended by the oil industry.' roof off the tank. One phase of the show involves In dealing with the precautions static electricity. To illustrate its to be taken in handling high flash hazards, the Ethyl representatives point fuels such as kerosene and put on a series of demonstrations fuel oils, the Fire Power Show ap which reveal that much damage can proaches the problem bv dramatiz ing the well known rule that almost any material will burn if it is in a finely divided state. To demonstrate, the Ethyl lecturer ignites some steel wool with the flame from an ordi- 17 ETC 23999 MAX M. ROENSCH ELECTED A VICE PRESIDENT OF THE SAE Max M. Roensch, of the Ethyl Corporation Research Laboratories in Detroit, has been elected vice president of the Society of Auto motive Engineers for the Diesel Engine Activity for 1949. At the Ethyl Laboratories, Mr. Roensch is on the Automotive Products Research Staff as Engine Development Coordinator. This assignment places him in charge of research and development pertaining to the power, economy, and durability of engines. He has 22 years of experience in internal combustion engine research and is widely known throughout the petroleum and automotive industries for his work in this connection. Mr. Roensch has been active in the affairs of the national SAE organiza tion and the Detroit Section of SAE since 1937. He has served as chairman of both the membership and meetings committees of the Diesel Engine Activity, and was chairman of the Detroit Section's Passenger Car Activity for two years during the recent war. In addition, he is a charter member of the Engineering Society of Detroit. He received his R.S. degree from Rice Institute and his M.S. from the University of Michigan. Prior to joining the Ethyl Laboratories two years ago, Mr. Roensch was associated with the Engineering Laboratories of the Chrysler Corporation and also was chief engineer of the Cleveland Graphite Bronze Company. nary cigarette lighter. He then shows that kerosene in a beaker will not bum when exposed to the same flame, but when he sprays it at the flame with an insecticide gun the spray readily flares up. In this connection the hazard of contamination of high flash point fuels is demonstrated by pouring a small quantity of gasoline into a beaker containing kerosene. The resulting mixture ignites as easily as gasoline itself. work has gone into the show. Many hours were spent developing the 21 demonstrations and making them reliable and durable enough to be used day after day by the per formers. Much special equipment had to be designed and produced. Finally, to check the show's effec tiveness, previews were held in dif ferent parts of the country. All five units of the new Fire Power Show are expected to be on the road and in full operation some time this month. Eight men from Ethyl's Sales Department will put on the show in four different regions throughout the country. The dem onstrators are Louis L. Wilson and Robert L. Smith, Central region; William J. Rusher, Eastern region; Douglas R Jeppe, Arthur Dale Mil ler, and R. Grant Scott, Southern region; and William O. Van Wyck, Jr., and John F. Koehnle, Western region. Ethyl hopes that its new Fire Power Show will assist oil compa nies in their general educational ef forts to eliminate the unsafe prac tices which lead to fire and accident and, often, serious loss. New Automatic Projector Used Aside from the use of dynamic demonstrations, the Ethyl represen tative also uses a slide projector to project pan of the Fire Power story onto a screen. This machine, which is operated by remote control, auto matically changes and projects each slide, and controls the house lights. It does much to promote the smooth progress of the story. Almost a year of preparatory 18 ETC 24000 J ETHYL SERVES VV THE PAPER INDUSTRY Salt cake produced at Ethyl's Baton Rouge plant is stored in this warehpuse prior to shipment Salt cake produced by Ethyl -- and now to be marketed by its new Chemical Sales Division -- plays an important role in the manufacture of kraft pulp eople can home their daily gro pally in shipping containers. To P ceries in a lowly paper bag, gether the two account for about a wrap up a package in a sheet ofifth of all the paper and paperboard brown wrapping paper -- and look produced annually in the United upon the bag and the wrapping pa States, which last year set a record per as small, everyday essentials. Yet, at more than 22 million tons. to the paper industry those items are In recent years, Ethyl Corpora anything but small or humble. For tion has been privileged to serve the these products -- and hundreds more kraft paper industry by supplying like them -- are the output of an im it with sodium sulphate, commonly portant and growing division of the known as salt cake. Salt cake, which paper industry'. That division is kraft plays an important role in the manu paper. facture of kraft or sulphate pulp, Kraft paper has had an almost originates as a by-product of the meteoric rise since the 1930's. Corporation's ethyl chloride opera Twofold Expansion tions in its Baton Rouge plant. Now, however, Ethyl Corporation will Not only has it been gaining in its market salt cake directly to the own right, as a result of its expand paper industry through its newly- ing consumption and widening use formed Chemical Sales Division. fulness, but it has taken on a larger Kraft paper came into its own, stature in the paper picture as a over the years, because of its ex whole. Paralleling the rise of kraft treme strength and toughness; in paper has been the growth of kraft fact, the word "kraft" itself is from paperboard, which is used princi the Swedish and means strength. Originally, kraft paper was intro duced into the United States, shortly after the rum of the century, in the form of wrapping paper -- and wrap ping paper is still an important out let for sulphate pulp. Next came the advent of the now-familiar paper bag -- and kraft paper today is the most widely used of bag papers. But one of the most spectacular develop ments in kraft paper's success story came in the mid-1930's, when kraft shipping sacks made their bow. Opened New Fields These "multiwall" bags -- each consisting of three to six separate bags in one -- revolutionized ship ping methods. They could be used, it was found, to package and ship -- more economically -- literally hun dreds of products previously re stricted to wooden or steel contain ers or to cotton or burlap bags. The use of several layers of rela- 19 ETC 24001 . tively light-weight paper for each protect it against outside contaminasack provided greater flexibility and 'tion; resist fire, water, heat and cold, strength than would be possible with and can be stored in the open for one or two sheets of heavy paper. more than a year. At the same time, technical improve Today, some 400 different kinds ments in bag making led to the de of products are shipped in these mul velopment of bags with special char tiwall sacks, usually in quantities acteristics built into them in addition ranging between 50 and 100 pounds. to their inherent strength and dura These products include everything bility. Thus, these bags can hold in from foods like potatoes, onions, the flavor or moisture of a product; flour and sugar to cement, fertilizers and chemicals. Variety of Other Uses Meanwhile, kraft paper has found many other widespread uses. An im portant one is in the building paper field (for example, as an asphaltlaminated paper), where the water proofed paper protects against dampness and moisture, acts as an insulator, and is used in the curing of concrete. Kraft paper is also used for window shades and industrial toweling, as wrapping for coins and for automobile tires, as locker room slippers, as the bottom layer of some carpeting and as seat covers for au tomobiles. One growing use of kraft paper is as a base for certain plastics, as for example, in radio panelling and plastic table tops. In its natural state, kraft paper is brown in color. But with the dis covery of successful bleaching meth ods during the 1930's still broader ETC 24002 A few of the steps in making kraft paper are seen above. Top, debarked logs en route to the shredders. . . . Cen ter, a paper-making machine in action.... Above, rolls of finished paper being stored. . . . Right, one interesting use of kraft paper is in insulating materials la tid, or ds li es Is. IS, TS id ner Crst in 'g :d al id in le jft s, `g i:r fields were opened to it, for example, in milk containers and butter wraps. As a result, it has replaced sulphite pulp, and to some extent, rag fiber, in many uses. Kraft paperboard, as opposed to kraft paper, serves such a wide mar ket that it constitutes a separate di vision in itself. Kraft paperboard is used in virtually all kinds of boxes, containers and cartons, serving both as a corrugated board and as a solid fibre board. Last year, kraft paperboard production set a new record at some 2 Zi million tons. How Kraft Is Made In the manufacture of sulphate wood-pulp -- from which kraft pa per and board are made -- the wood is cut up into small chips which are "cooked" or digested, under pres sure, in a sulphate liquor. The liquor contains caustic soda and sodium sulphide, the latter being derived from the addition of salt cake. To gether, these chemicals do the job of separating particularly strong cellulose fibers -- which form the paper -- from the lignin and other substances in the wood. After the wood chips have been cooked or digested, the charge is then emptied into wash tanks, where the fiber is washed clean from the liquor solution, now known as black liquor, which results from the cook ing. The cellulose fibers, after un dergoing further treatment, are passed on to the papermaking ma chine in slush or liquid form, finally emerging as kraft paper or board. Through the kraft process it be came possible, for the first time, to make use of Southern pine trees in papermaking; the pine trees, in turn, provided an abundant and fast growing raw material for paper. That fact, together with the South's abundant water supplies and avail ability of labor, paved the way for the South's emergence as a lead ing pulp and paper manufacturing area. Reflecting the progress of the paper industry at large, the South tripled its production of wood pulp in the years, 1929-1939, and is today the leading pulp producing area in the country, accounting for about four-fifths of the nation's output of sulphate pulp alone. Interestingly enough. Ethyl's man ufacturing plant has "grown up" in the center of the Southern kraft pa per industry. Located in Baton Rouge, La., it is near many kraft mills; in fact, the state of Louisiana itself is a leading kraft producer, with six of the South's 34 board and paper mills located within its bor ders. Thus, affording a nearby source of supply for paper mills. Ethyl hopes to be of increasing senice to the paper industry. Ethyl's production of salt cake began some six years ago. This pro duction was of material assistance to the kraft paper industry during the recent shortage of salt cake. Made by Continuous Process One value of Ethyl's Baton Rouge plant to the pulp industry, aside from its strategic location, is that it produces salt cake by a continuous process, and maintains substantial inventories, so that the company is in a position to provide kraft mills with an uninterrupted source of sup ply. Now, with the creation of its own sales division to handle the mar keting of salt cake, it is hoped that Ethyl will further contribute to the growth of an industry that has contributed much to the progress of the South. ETC 24003 Above, loading a salt cake shipment at the Cthyl plant. Right, the kraft process pro vided a major outlet for the Southern pine Taking an enlightened ap proach toward alcoholism, a growing number of business firms are achieving note worthy results in their ef forts to combat the problem everal years ago industrial lead S ers came to the conclusion that excessive drinking was not only a social problem but an industrial problem as well. They learned that 22 days each year from his job. This over-indulgence by employees re adds up to 28 million work days an sulted in lessened efficiency, declin nually lost throughout all industry. ing production, lost man-hours and One firm figured that 2.63% of its man-davs -- and sometimes to seri nearly 14,500 employees had lost ous accidents. 478 days in one year through alco Thus, they decided that it was holic indulgence. This was topped simply good business to investigate by 2,209 days lost for disciplinary the problem and determine what action. Nor did this take into ac should be done. Accordingly, groups count the loss of efficiency arising of doctors, psychiatrists, and per from hangovers and similar "un sonnel began to delve into the sub seen" but still very real costs. ject and the result was propounded The imbibing which is causing recently in the form of a study made these huge losses is by no means by some 400 different representa stereotyped. As everyone knows tives from various industries. there are drinkers and drinkers. The study indicated that the job There are those who have their oc of rehabilitating people who drink casional social drinks and at times too much is not a trivial one. get drunk without harm to anyone. About three persons out of even' But the drinker who feels that he 100 employed drink enough to be must drink to exist is presenting in considered alcoholics. It is estimated dustry with its gravest problem, ac that the average alcoholic loses some cording to most authorities. These drinkers drink for a wide variety of reasons. They may be mentally ill or emo tionally disturbed, and drinking is simply a symptom of their upset per sonality. Such drinkers are known as symptomatic drinkers, and their condition is a symptom of a deeprooted psychiatric disorder. Once again, an organic illness such as a simple toothache can make a person turn to liquor for pain-killing rea sons. The cure in these cases is to get at the cause and eliminate it. Another type of drinker is the social drinker who drinks too much. He might have started drinking because his work as a salesman or business man demanded a certain amount of contact at the club or at a bar. This was the start that intro duced him to a regular diet of liquor. Other factors, however, are respon- 22 ETC 24004 a problem for industry sible for driving him to excess. It may be an unhappy home life or fi nancial difficulties that will put him in the "dangerous drinker" category. Such a drinker is known as an in cipient alcoholic. He is on the brink of disaster. If the numerous irrita tions and mental disturbances that make a man an incipient alcoholic can be caught in time and corrected, there is every reason to believe he can be kept from crossing the line over into confirmed alcoholism. As a matter of definition an in cipient alcoholic is a drinker who: (i) gulps his drinks, (a) sneaks a few on the side, (3) worries about his liquor consumption, (4) stops talking about his drinking and (5) begins to pull blackouts, claiming to forget what has happened during his drinking bouts. Medical men cau tion that such a drinker is apt to be an alcoholic within two years. And once an alcoholic he will never again be able to take a drink without going completely downhill. The confirmed alcoholic, without question, has gone the limit with his drinking. He is the most difficult of all drinkers to cure and in some cases his situation is completely hopeless. The cause of his drinking is usually so firmly embedded and complex that it defies explanation. It may be a series of youthful frustrations or something in the drinker's metabo lism which causes the alcoholic "to feel right" only while there is alco hol in his system. Some medical ex perts are of the opinion that some people are lacking in certain chemi cals which affect the nervous system. Drinking feeds these upset nerves much in the same manner that other foods make up deficiencies, but with different results. Although scientific minds have This old-fashioned cartoon illustrated the mid-Victorian attitude about drinking. Today, society takes a much more intelligent approach toward alcoholism and its cure - not been able to diagnose all the causes of alcoholism, the attack on the problem has made tremendous strides in the last two decades. Both public and private institutions dedi cated exclusively to curing alcohol ics have cooperated fully with in dustry in this endeavor. Alcoholics Anonymous groups have shown par ticularly good results with cures in about 65 % of their over-all attempts, and AA today has the largest busi ness man membership in its history. Companies which have been ac tively attacking the problem of al coholism among their employees have found that the best method is to go slow. One specialist advises industrialists to "treat your alcoholic employees as sick people, give them the same consideration you give those who suffer from other diseases. You have an investment in each em ployee. Protect that investment and you will profit." Business organizations which have successfully fought alcoholism have all used similar tactics. First they consulted with doctors and psychi atrists in order to explore the prob lem from all angles. Then they pro ceeded to contact local churches and other organizations actively inter ested in curing alcoholics. Only then, after getting the benefit of ad vice and counsel from these agencies, did they attempt to cope with the problems of industrial workers. And here, it was found, AA groups of fered the most effective solution. Nagging Doesn't Work With few exceptions almost all alcoholics want to give up drinking. Their big problem is finding some one who understands their peculiar troubles. Nagging and appealing to their feelings of self-pride have never gotten anywhere. These are the mistakes most often made by families of the stricken men. The AA man, on the other hand, can usually step in most graciously. He talks the drinker's language and he offers liv ing proof of a successful cure. Thus he has the best chance of success fully exciting the alcoholic's desire to get well and stay that way. Thus, the road to recovery is attained by showing the alcoholic a practical way to cure himself. Some companies have even invited AA men to become members of their personnel departments. AA members, it should be emphasized, are people who have cured them selves of the drinking habit and have returned to. responsible positions. In securing the'services of these people, companies have found them partic ularly effective in accomplishing cures among their fellow workers. Now, many companies consider it good strategy to have AA men scat tered throughout their organization. The results speak for themselves. The number of top-bracket execu tives belonging to AA has doubled within the last five years. The Alcoholics Anonymous prayer is part of their all-out effort to help the alcoholic to recover Although the alcoholic and in cipient alcoholic present industry with an obvious problem, the in dustrial and business inefficiencies caused by occasional drinkers have not escaped notice. Measured in terms of lost wages and productivity about half a billion dollars a year is lost because of all drinkers. The Na tional Safety Council says that $120 million a vear is lost because of pre ventable accidents caused by overenthusiastic imbibing. However, not all of these losses are caused by alco holics and incipient alcoholics, but by occasional drinkers who have had too much. The crux of this question is, of course, how much is too much? There is no absolute answer but an understanding of what happens when a person takes a drink does provide some valuable clues. A drink of, say, whiskey, sends a certain quantin' of ethyl alcohol into the stomach, where some of it is ab sorbed directly through the stomach wall and goes to the liver, and some goes down the small intestine and then to the liver. From the liver the alcohol is distributed through the blood stream to all parts of the body. When the alcohol-laden blood reaches the brain it throws that or gan out of kilter. In large enough quantities it produces slurred speech, double vision, staggering, delusions of grandeur and all the other familiar symptoms exhibited by drunks. As the alcohol concentration in creases, its effect extends to differ ent parts of the brain. The alcohol slows down the brain's functions by a drugging action that leads to drunkenness. After absorbing about ten ounces of pure alcohol a normal man will pass out. The widely held belief that alco hol is a stimulant is not true. It is, instead, a depressant. Any joy or ex hilaration that a drinker feels after 24 ETC 24006 in- intoxication in which his liver be- canfe so taxed with its alcoholic load ry .n- that instead of burning it off and les eliminating it, the liver allowed it ve to pass on into the blood stream. In in short, the amount of liquor a man drinks does not determine how V 15 drunk he will get. The governing a- factor is the amount of alcohol that :o is finally absorbed into the body fluids. r- As formidable as all this may ot sound, medical studies do not indi o- cate that drinking is entirely useless. Jt On the contrary many authorities >d feel that a nip or two now and then to quiet squirming nerves is of defi if nite value. Taking too much, how ever, is what leads to drunkenness, it and its manifold problems. is Industry's new outlook treats in 2S he has downed a few quick ones is food, especially fat food, will act as ebriety as a symptom of something k the effect of alcohol retarding the a retarding agent. that has gone wrong with a person n activity of the highest brain centers. Some of the alcohol is also ab ality. This, many authorities feel, is e This retarding acts to remove inhi sorbed by the liver and eliminated. the first, and perhaps the most im bitions and permits emotions to take But if the man were to keep on portant, step in overcoming the h over. A man's sense of reason is drinking he would reach a level of problem of alcoholism. e progressively dulled by increasing J amounts of alcohol until in the final e stages he lacks all rational and es e thetic qualities. How Much Is Too Much? i The amount of liquor that a man 1 can drink and still remain sober de pends upon several factors. They include the size of the man, how long he takes to drink a given amount, the amount of food in his stomach, and the extent of his ac quired tolerance. If, after a meal, a man were to drink five ounces of 8o proof (about 40% ethyl alcohol) bourbon whiskey in 30 minutes, he would end up with little more than an ounce of pure alcohol in his blood stream. This is not enough to pro duce intoxication. Five ounces of whiskey contain only around two ounces of alcohol and while they are being absorbed into the system, 25 ETC 24007 THE PRESIDENT TAKES OFFICE (Continued from Page i /) affair in contrast to the inaugural reception of James Buchanan on the evening of March 4, 1857. A tempo rary building had been put up in Judiciary Square, midway between the Capitol and the White House. It is recorded that before the eve ning ended, the guests consumed "8 rounds of beef, 75 hams, 60 sad dles of mutton, 4 saddles of venison, 400 gallons of oysters, 500 quarts of chicken salad, 500 quarts of jellies and 1200 quarts of ice cream." Today, it's a tradition that the in coming president ride to the Capitol with his predecessor (and, since the time Mrs. William Howard Taft rode with her husband, in 1909, it has been customary for the wives to go along, too). But that wasn't al ways so. Legend has it that Jefferson walked alone to the Capitol from his lodgings across the plaza. Sometimes through choice, or ac cident, the outgoing president hasn't been on hand for the swearing in of the new one. John Adams, weary from working long past midnight signing new appointments and clear ing up White House affairs, hastily left town before Jefferson was sworn in. When Woodrow Wilson turned over the presidency to War ren G. Harding, he made a heroic effort to attend the ceremony. The stricken Wilson was driven to the rear entrance of the Capitol and helped into a wheel chair waiting to take him to the lower corridor of the building. But just before the ceremony the outgoing executive found his strength unequal to the occasion. Turning to a companion he whispered, "The Senate threw me down before, and I don't want to fall down myself now." He limped to his waiting car, to be driven back to his future home on "S" Street. Another Rough Ride Some of the most impressive in augurations haven't even taken place in Washington. There was the time, in the autumn of 1901, when vicepresident Teddy Roosevelt was va cationing in the Adirondacks. He was hiking in the late afternoon near the summit of Mt. Marcy when a search party found him and gave him the word of President McKin ley's death. Teddy's rough-riding days were duplicated when he cov ered close to 500 miles by foot, horse and train in 19 hours, to be sworn in to the presidency at Buffalo, N. Y Just as dramatic as any capital in augural was the simple ceremony by which Calvin Coolidge became pres ident on an August night in 1922. It was midnight when word came to the Coolidge homestead at Ply mouth Notch, Vt. that Harding had died. A kerosene lamp cast flicker ing shadows around the familiar sit OUR COVER: courtesy of Louisi ana Department of Commerce and Industry. OUR PICTURES: Page 8 (inset). Press Association; Pages 8-11, Culver Service; Pages 12-13, courtesy Allied Van Lines; Pages 16, 18, 21, art work by Harold New man; Page 20 (top and left center), courtesy Paper Trade Journal, (bottom right), courtesy of JohnsManville, (bottom left), courtesy Paper Mill News; Page 21 (bottom right) courtesy Paper Mill News-, Page 23, courtesy Old Print Shop; Page 24, courtesy Alcoholics Anonymous. ting room as Coolidge's father, a notary public, read the oath of of fice. A few country neighbors stood at open doors and windows, shiver ing a bit in the chill night air as Calvin Coolidge became the nation's 29th president. But this year the big event is in Washington -- and many an Ameri can is out to make the most of it. This time, too, President Truman's dramatic victory at the polls be tokens changes and a certain amount of political ferment as his Admin istration gets off to a fresh start. Many people are in Washington this month to size up all these changes at first-hand. Some are seek ing jobs, others are Truman admirers or merely curious sight-seers. What ever their motives they share one thing in common -- the desire to be part of the Big Show that happens only once every four years. BLUE BLOOD BOOK Back in 1787 Mrs. John Jay, wife of the Secretary for Foreign Affairs, made public a little book entitled "Dinner and Supper LiBt for 1787 and 1788." This is said to have been the start of the Who's Who business, which takes in the Social Registers now published in virtually every large city of the United States. The practice was carried on in 1846 by a member of the bar who published "The Wealth and Biography of the Wealthy Citizens of Philadelphia." Then, in the eighties, came whiskered Ward McAllister's 400. Society in New York was said to have been limited to that number because it was all who could dance comfortably in Mrs. William Astor's ballroom. Now, everybody in New York City with social aspirations is trying to get a copy of the "500" -- a book that was limited to just that number. It was prepared by members of 12 leading families of Newport, and it lists 500 families as socially elite. McAllister, who believed that only the people who did not have to work were worth anything, was once quoted as saying that when you went over 400, you met people who either were not at ease in a ballroom, or else you had to invite people who worked for a living, such as "doctors lawyers, editors, artists, and the like." Now, persons who have been privileged to look over the 500 list say it contains members of all those professions. 26 ETC 24008 FUEL IN THE SUN n e Sitting out in the blistering sun of Southern California's lush antiknock compound does not end with sale of the product Imperial Valley are 56 drums of experimental aviation fuels to oil companies for use in improving the quality of their s that may help determine the final composition of the gasoline motor and aviation fuels. It U concerned with the behavior of that powers America's military aircraft in the future. "Ethyl" antiknock fluid at all stages of gasoline storage and use. The drums are part of a combination laboratory*field program For that reason, the characteristics of components that make up ^ e being conducted by Ethyl Corporation to determine the storage present and possible future "Ethyl" fluid mixes are under con e lability characteristics of the components of various experi* stant study. The storage project is a phase of that overall effort .s mental antiknock compounds and other gasoline additives. The to produce better fuels. project began seven months ago and will last two years, accord* Each of the 56 drums stored contains some 50 gallons of ing to present plans. aviation fuel of 115/145 Performance Number with 4.6 ml. of Location of the drum storage field is near El Centro, where natives consider it a cool day when the thermometer does not go above 100 degrees. Official temperatures as high as 119 degrees tetraethyl lead per gallon added. Each batch of fuel also con tains proper quantities of the various additive materials being tested. are not too rare in El Centro proper, and usually it is five de* To add to the severity of the test conditions, the fuel drums IS grees hotter at the storage area. have been painted black so that they will absorb and retain the 0 Several sites were considered for the field phase oLthe project. maximum heat. Samples are withdrawn only between the hours s Imperial Valley was. selected because other gasoline storage of midnight and 6 A. M., when atmospheric temperatures are lability work conducted there during the recent war by the 35 to 40 degrees lower than in the simmering daytime. Thus, e Coordinating Research Council demonstrated that few, if any, the exposure of the samples to light is avoided and the loss of it locations offered more severe test conditions. The Navy Depart* fuel through evaporation is minimized. 4 meut is cooperating to the extent of supplying the storage area, Samples have been withdrawn for analysis at three-month 0 but is not a co-sponsor of the project. intervals, and additional samples will be taken next June, at the In a sense, the current Ethyl program is an extension of the end of one year's storage. The samples are analyzed at the k storage stability work carried on in the Southern California Ethyl Corporation Research Laboratories in Detroit, where the desert region by the CRC. Ethyl Corporation's interest in its laboratory phase of the storage stability project is in progress. ETC 24009 The NtONBHORN ANTELOPE is distinguished by his horns, which havea spur-like "prong," or branch, above the middle. When ion M The ROCKY MOUNTAIN BOAT is identified by a coat of long, white hair and his short and sharp, black horns, To get the best performance from your car, use high quality gasoline improved with "Ethyl" antiknock fluid -- the famous ingredient that steps up power and performance. To show you their best gasoline contains "Ethyl" antiknock compound, oil companies display "Ethyl" trade-marks on their gasoline pumps. "Ethyl" fluid is made by Ethyl Corporation, Chrysler Building, Neiv York 17, N. Y. in^Prepared cooperation with specialist* of American Museum of J\Natural History, N. Animals illustrated are male* of the species. ETC 24010 I IN THE FFCEBBPRTUTAHOR'Y 1949 One of the busiest men at the Ethyl manufacturing plant in Baton Rouge these days is William J. Henry, manager of the Engineering and Mainte nance Section. Much of his re sponsibility centers around the progress of the company's $40 million plant expansion program, which is being pushed ahead rapidly this year. Working closely with B. Bynum Turner, assistant man ager of the plant, and general coordinator of expansion projects, Mr. Henry is giving particular attention to direct ing and supervising the activi ties of his section construction group. This group works co operatively with the construc tion and contracting firms which are employed by Ethyl to build the new units. Engineering and Mainte nance also has charge of planning, design control and general engineering for all new installations, including expanded utilities. One of Mr. Henry's major interests is to see that the expansion pro gram progresses on schedule. Mr. Henry, a native of Pitts burgh, studied industrial en gineering at Carnegie Institute of Technology and civil engi neering at the University of Pittsburgh, where he received his Bachelor of Science degree in 1930. After graduation he was employed for a year at the Bayway refinery of Esso Standard Oil Co. Then he was transferred to the Baton Rouge refinery, where he be came technical supervisor in. charge of maintenance and construction until he joined Ethyl Corporation ten years ago. A MESSAGE TO YOUR SON 3 The story of the advent of the automobile and what it means to America is familiar to many of us-- but it takes a man like "Tab" Boyd to tell it with warmth and understanding. KNOCKOUT POWDER .FOR PESTS 8 An insecticide known as benzene hexachloride -- BHC for short -- is proving itself a virile combatant against many of the pests which destroy $4 billion worth of crops a year. Now being manu factured by Ethyl Corporation, the chemical is an especially useful ally of the cotton farmer. A PAPER IS BORN 11 it may take only a half hour to present a report at a technical society's meeting, but behind the scenes lie months of experi mentation, study and analysis before the author can even sit down to prepare it. Here's an idea of the work that went into a typical paper, one of some 3,000 given before various scientific groups each year. UNIQUE RESEARCH CENTER 14 To help the Southwest realize more of the potentialities of applied industrial research, a privately endowed research center in Texas is using a novel approach to solve the problems of commerce and industry. SHOWCASE FOR COMMERCE 18 Romantic novelists often describe New Orleans as, a nostalgic place, day-dreaming on the banks of its levees -- but in reality the city has grown into the nation's second largest port. Deter mined to expand its foreign commerce still further, New Orleans has opened an ultra-modern International Trade Mart, the first of its kind anywhere. In order to widen the fields ef reader Interest In Ethyl News, we frequently publish articles contributed by writers net associated with Ethyl Corporation. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles of timely interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N.Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L Shsa, president; Stanley T. Crossland, vice president and treasurer; Richard M. Page, secretary ETC 24012 cr*tory By T. A. Boyd Research Laboratories Division, General Motors Corporation One of the most difficult things any of us ever has to do is to tell the story of what we know, and what we believe, to a young man in such a way as to command his interest and understand ing. Here is an excellent example of how one man, T. A. Boyd, did that, in an informal talk he delivered before groups of college students. It also happens that "Tab" Boyd is talking about a sub ject of interest to all Ethyl News readers. We are happy to print a portion of his talk. THE EDITORS You have heard that the auto mobile has transformed life in the nation. But, because you are young enough to have been accus tomed to the automobile all your lives, you perhaps cannot quite realize what things were like before it came. When I was bom there was not a single automobile in the whole country. We traveled then bv horse and buggy or on horseback -- or else not at all. It happens that my early life was spent on a farm in eastern Ohio. I don't suppose that you have ever seen any roads as bad as those that wound up hill and down dale in that hilly region of clay and lime stone. Our roads were narrow, crooked, and mostly muddy. But we used to crawl along them on the darkest nights with no lights at all. I can still hear the mud squashing under the horse's hoofs as he toiled over those roads, and the sloshing of the mud as the buggy wheels rolled slowly through it. The horse was so slow and un satisfactory that the wish for a car riage to go without horses is almost as old as history. And it was while I was a boy that the long-wished-for horseless carriage finally did become a reality . Thus I had the luck to be on hand in the years during which occurred one of the most important events in all history. People did not know w'hat to call the motor at first. They gave it vari ous names, including horseless car riage, motor wagon, gasoline buggy, and buggyout. But they finally settled on the French name auto mobile. The automobile was not invented ETC 24013 $V !'* H s ? k V 1 (i :f*/ In reviewing automotive progress, "Tab" Boyd can speak out of rich personal experience bv any one man. It was something which came at last as an evolution. It was assembled out of elements some of which were verv, very old. The sliding gear transmission, for instance, is almost 150 years old, and the differential gear is over a hundred. The rubber tire was pat ented more than a century ago. As for the internal combustion engine itself, the first crude one was made before Benjamin Franklin was born. It was 125 years ago that Sadi Car not, the Frenchman of Carnot Cycle fame, gave a full explanation of how to get high powers and efficiencies in engines. The way to do it, he said, is not by means of a steam en gine, but with an internal combus tion engine, of which there was none in existence at that time. That engine, Carnot said, should be de signed to squeeze the charge of air and fuel to a high compression be fore firing it. So you see that knowl edge of the need for high compres sion in engines is not new. Those first automobiles of the 1890's and early 1900's were not very good, to be sure. The greatest question about them was whether thev would run or not. So often they wouldn't run that their most useful accessory was a tow rope. "Get a horse!" was a common gibe of that time. When in 1899 three automobiles were purchased for the use of Army officers, it was stipu lated that provision be made for hitching mules to them for towing purposes. After a few years cars got more dependable, but they were so scarce and so costly as to be little more than a rich man's toy. It was that circumstance which caused the late Wood row Wilson to sav in 1906, when he was president of Princeton Univer sity, that "Nothing has spread socialistic feeling in this country more than the use of the automo bile." The reason was, he said, that "to the country man they are a pic ture of arrogance and wealth with all its independence and careless ness." But when Woodrow Wilson spoke there were a number of things he did not and could not know about the future. He did not know that before long cars would become so plentiful that every Tom, Dick, and Harry would have one. A hundred million auto mobiles have now been built in the United States. There are enough cars in service today for every one in the nation to go riding at once -- and on Sunday afternoons it seems Tc 24014 sometimes that everybody has. In the nation now there are 50 million persons who have licenses to drive. The number of automobiles in serv ice todav greatly exceeds the num ber of horses and buggies in use in 1906. This Woodrow Wilson could not foresee. Nor could he imagine that, because of the large increases in wealth and wages which were soon to come out of advances in technol ogy, millions of families, who at the time he spoke could not afford a horse and buggy, would one day have much better automobiles than those he looked upon in 1906 as "a picture of arrogance and wealth." More Power on Farms On farms there are now so many cars, trucks, and tractors that, be lieve it or not, there is more me chanical power on U. S. farms today than there is in all the factories of the nation. Such has become the sad state of the country man whom Woodrow Wilson feared was turn ing socialist from staring at the few cars which dusted along the roads of that day. As one of those coun try men myself at that time -- or rather, country boy -- I can say in passing that some of us were wor ried about the wav7 those noisy cars scared the living daylights out of our farm horses, but turning socialist was something that we did not think of doing. What has happened since 1906 is thus the direct inverse of what Woodrow Wilson feared. But he was one of the best informed and most far-seeing men of his time. Why was it, then, that his judg ment turned out to be so far wrong? It was because in this present cen tury the research worker, the en gineer, and the production man have joined forces so effectively, as to transform life in the nation. Organized experimentation in in dustry, which has come to be called industrial research, is a powerful new factor in the life of the nation. It is a factor which existed hardly at all in 1906 when Woodrow Wil son spoke. But, shortly after that time, research in industry began to take hold and it grew, slowly at first and then more rapidly. Just since 1920, the number of workers in the industrial research labora tories of the nation has increased from only about 7,000 then to more than 135,000 today. That is a growth of nearly 20-fold. In addition, many research institutes and about 300 universities and colleges now offer research service to industry. I once made an analysis of indus trial research laboratories in the United States which showed that about one-fourth of all of them con tribute to the automobile. The lab oratories referred to are either those within the automobile industry proper or those maintained by com panies which serve as suppliers to the makers and users of automobiles. It is all this research and experimen tation and the utilization of its out put by the engineer and the produc tion man which have made cars so much better and so much cheaper. There is nothing I can say that could possibly give an adequate im pression of how greatly the auto mobile has been improved over the years. Such an understanding can really come only from direct com parison -- from seeing the two cars together and from driving them side by side. The first car bought in my own family, back in the early 1920's, had a rough 4-cylinder engine. It could not well be driven faster than 40 miles an hour, so badly did the en gine shake; and it was hard to hold on the road even at that speed. In accelerating capacity and hill climb ing ability that car was mighty low by present standards. It had a closed body, but the roof was of coated fabric which rotted out in the rain and sun until at last it let the rain come through. The paint was baked black enamel which in the sun soon cracked and got rough and lustre less. The tires were small, the springs were hard; and the ride, particularly in the back seat, was very rough. But research and engineering ef fort since that time have changed all that. Those efforts have yielded more dependable, more powerful, more economical, lighter and smoother engines; better means of carburetion, of ignition, of cooling; greatly improved transmission; easier and safer steering devices; better and safer brakes; better springs and sus pensions; and mechanical advances of many, many kinds. We have more beautiful, more comfortable, and safer bodies; better and cheaper fuels and lubricants; better and less costly tires; and a great many other improvements. Fruits of Research Because of all this, the present-day car is a great deal easier and more pleasant to drive. It has much better performance and speed characteris tics. It is quieter, smoother, and more comfortable to ride in. And it is so dependable and so automatic in operation as to be driven success fully by people with no understand ing whatever of its working mech anism. Now I would not give you the impression that all this has come about easily -- neither would I want you to think that progress in the field has come to an end at all. Such advances are made not by magic but only by hard work -- and by a great deal of it. The big improvement in the 5 ETC 24015 motor car over the years has come because of intensive engineering and research effort and because of the custom of the yearly model. The importance of the yearly model is that it has provided an opportunity for changes to be made frequently, which in a mass production industry like ours would otherwise have been difficult. The yearly model has thus made it possible to change by evolu tion rather than by revolution, and that is an accepted American way of making progress. Every car-making company has had a staff of engineers to solve problems in the car currently being manufactured, and to make im provements in the next model. In addition, there have been research laboratories, as well as product study and process development groups, which have been concerned chiefly with improvements on a longer range basis. These latter are the "finder-outers," and the engineers in the actual car-making company are more the "getter-doners," al though they find out new things, too. There is also cooperative effort between the various groups in which the commercial background of the one and the specialized abili ties of the other combine to yield a solution that is commercially sound. In General Motors the total of workers in these groups is over 4,000. All Play a Part In addition to all these, there are those many, many men -- engineers, metallurgists, chemists, and physi cists -- w ho w'ork in the several in dustries which serve as suppliers to automobile makers: first, of acces sories, such as spark plugs, ignition systems, carburetors, and tires; and, second, of materials of construction. Just how many engineers and other technical men contribute to the automobile through such materials as steel and other metals, and as fin ishes, safety glass, and rubber is not known, but it is quite large, of course. As a concrete case history show ing in more definite fashion how advances are made through research and engineering, I shall now relate a little of the story of the long battle against knock. This particular case has been selected because I have myself participated in it in a small way, and so have first-hand knowl edge of the events to be related. Knock, as you know, is that an noying engine noise which, because it gets worse as cylinder pressure is raised, keeps the compression ratio of automobile engines from being boosted as high as would be desir able. The most recent event in the investigation spoken of was the building in our General Motors Re search Division of a number of auto mobile engines of very high com pression. The compression ratio of those engines is 12.5:1, which is just about double that of present-day automobile engines. Those engines give a third more miles per gallon than a present-day automobile en gine of like performance. And that large gain in economy is obtained without any sacrifice whatever in car performance or in engine smoothness. Such a big boost in economy, when it can be attained in practice, will be very much worth while. As the consumption of gasoline in the nation is now' about 100 million gal lons a day, each per cent saved rep resents a million gallons every day of the year. And finding an oil well to yield a million gallons a day (25,000 barrels) would surely rep resent an important discovery. But the building and operation of such a high compression engine W'as possible only because of two things. The first was knowledge of engi neering and design gained by years of experimentation and experience. The second wras the availability of a fuel free enough from knock to run it on. That fuel came into ex istence only through long years of research. And it is a brief account of that research which is now to be given. The effort to pierce the barrier of knock covers a period of over thirty' years. That is such a long time that, of course, I can do no more than brief the events of the period. "By thirty years," Mark Twain remarked once, "I mean for ever." And it is a long time to pur sue one objective, but I shall try to give you just the highlights. The man who first appreciated that the noisy bugbear of knock is the great shortcoming of gasoline, a shortcoming which stands as a bar rier to better economies, and who set out to do something about it, was Charles F. Kettering. Mr. Kettering retired as head of our Research Laboratories Division in 1947, and was succeeded by Charles L. McCuen. In 1919, speaking before the New York Section of the Society of Automotive Engineers, Mr. Ketter ing said the following: "Some three or four years ago, we started a little laboratory' over home -- just a sort of playhouse in which to study, from various an gles, the application of fuel to an engine. We intended to do this studying in about the same spirit as a man play's golf, but I don't think we used the same propor tion of profanity as is used in that game." Of the several discoveries made in the important research which was begun in that small way', two were of outstanding importance. The first in point of time was the chem ical antiknock agents. These are compounds which when added to 6 ETC 240 J 6 gasoline in extremely small concen trations suppress knock to a large degree. The first antiknock compound discovered was iodine. Iodine is quite effective as a knock sup pressor, but it is not a substance that can be used in practice. After much further searching, during which a good manv other compounds were found that were effective as anti knock agents but not practical for one reason or another, the quest finally led to tetraethyl lead. Tetra ethyl lead is a liquid which when added to gasoline in minute amounts, usually about one-twentieth of one per cent or less, cuts down to a large degree the tendency of gasoline to knock. But it was found that tetraethyl lead alone could not be used in gaso line, for when burned in the engine it left solid deposits there. The ef fort to find a way of overcoming that shortcoming led after awhile to the discovery that the trouble could be corrected bv adding a bromine compound to the gasoline along with tetraethvl lead. Applying that discovery in a practical way made it necessary to search for new sources of bromine. It was known that bromine is pres ent in the sea, although in very, very minute concentrations. The concentration of bromine in sea water is only 65 parts per million. That means that it takes about ten tons of sea water to yield one pound of bromine. Nevertheless the prob lem of getting bromine out of the. sea was attacked with courage and vigor. And in time a way was found to do it. Today, about 75 million pounds of bromine are being taken out of the sea each year, the most of which goes into gasoline. The chemical agents which influ ence knock are very interesting sub stances in that the actions of the different compounds may vary all the way from a powerful knock suppressing effect to an equally powerful knock inducing effect. Furthermore, the effectiveness of any one compound varies widely with the kind of fuel to which it is added. Thus tetraethyl lead, which ordinarily is a powerful suppressor of knock, will in some fuels of spe cial composition completely reverse its action and become an inducer of knock. But in gasoline tetraethyl lead is an effective antiknock agent, and in a practical wTay it has already been employed to boost the anti knock quality of nearly 500 billion gallons of gasoline. Without it, we could not have the kind of gasoline we have today. Second Step Forward The second discover)7 of out standing importance made in this long research wras that the knocking properties of a fuel itself are deter mined by the architecture of the compounds contained in it. That is to say, the knocking property is de termined not by the percentages of carbon and hydrogen in the com pounds composing the fuel, or by their ultimate composition, but by the way in which the carbon atoms are grouped or linked together. It was found that the worst pos sible hydrocarbons for giving knock-free power are those in which the carbon atoms have the straight chain grouping. Unfor tunately, those are the very kind which occur in petroleum for the most part. And that is the reason why, when years ago gasoline was made by direct distillation out of petroleum, it was so low in octane number -- only 50 or 55. Thus, among the 7-carbon paraf fin hydrocarbons, which are called the heptanes, the heptane with straight chain grouping is a very bad knocker. On the octane scale it is zerd. If you had to run your car on that straight chain heptane you have little conception of how badly it would knock. A demonstration we used to make at the laboratory was to run an engine on normal or straight chain heptane and watch it come quickly down to a stop from the violence of the knock. If we had to use normal heptane as fuel, auto mobile engines would have to have a compression ratio of only about 3:1. The best hydrocarbons, those freest from knock, it was found, are those in which the carbon atoms are closely compacted in arrange ment. Thus, the most closely com pacted heptane, called triptane for short, is one of the most knock-free hydrocarbons known. If our gaso line could only be made out of trip tane, knock would be no problem whatever, but engines could have compression ratios just as high as desired ... In aircraft engines, where power is emphasized more than economy, an engine operated on triptane can give ten times as much power as one running on straight chain heptane. These and other items of knowl edge which came out of the re search mentioned were promptly made available to everybody. And they stimulated others to extensive researches on how to make gasolines in practice which would contain hydrocarbons of more knock-free types. This phase of the work was conducted chiefly within the pe troleum industry. The result of it has been that, through improve ments in thermal cracking and through such new processes as cata lytic cracking, polymerization, hy droforming, and alkylation, coupled with the use of the antiknock agent, tetraethyl lead, gasoline has been greatly improved in octane number. (Continued on Page 22) 7 ETC 24017 Benzene hexachloride, now being produced by Ethyl, gives farmers a potent wea pon in their constant bat tle against harmful insects half bales of cotton, thereby raising the cost of producing cotton an estimated 5.8 cents a pound. veryone has heard of such ag To lessen, if not eliminate, the E ricultural pests as the boll ravages of these insects, farmers weevil, the corn borer, and thetoday are spending around $100 locust, but only a fanner can tell million yearly on insecticides of aO you how destructive they are. In kinds. For their part, insecticide sects such as. these destroy an esti manufacturers are making even' mated $4 billion worth of crops a effort to meet the unprecedented year -- curtailing production, con demand for these agricultural tributing to higher costs and hence higher prices, and depriving man kind of the full measure of food and fiber which would otherwise be available. In cotton alone, it is estimated, the boll weevil and other pests take more than a $400 million annual toll. In 1947, marauding insects ate their way through a million and a Drums of BHC, produced at Ethyl's plant in Baton Rouge, La., being stored in a ware house prior to being shipped weapons. Besides an over-all increase in the supply of insecticides, recent yean have seen growing interest in nett .synthetic products, especially tha group known as chlorinated hydro* carbons. Of these, one such mem ber showing great promise is * product named benzene hcuchlo* ride (called hexachlorcyck/hcuna by chemists) -- or UHL U>r short - which investigations have xhn a highly effective agent ag**"1 many of the farmer's insect ow- mies. Today, in view of the demon strated versatility of benzene hexachloride, Ethyl Corporation is pro ducing this chemical at its Baton Rouge, La. manufacturing plant, and making it available to farmers through agricultural insecticide manufacturers who convert the chemical into concentrates and into dusts ready for application. Students of chemical history dif fer as to when the insect-killing properties of BHC were first dis covered. Michael Faraday, the elec trical wizard and chemist, first made it as a compound in 1825, but, like DDT, it lay dormant in technical files until 1941. During that year, a French chem ist noticed that BHC quickly killed clothes moths. He suggested that it be tested as an agricultural insec ticide, and in 1943 a report was published in France. The official report did not reach the United States until 1946. But advance news of BHC's insecticidal properties arrived in this country a year ear lier, when reports of British tests and manufacture were received. Benzene hexachloride is made an the presence of actinic light by re acting chlorine gas with benzene, a derivative of coal tar or petroleum. The final product, BHC, is a fine white powder. The insecticidal properties of BHC are determined by its molecu lar structure. The variations of the CeHsCU molecule are known as isomers, and ordinarily, BHC com prises at least five isomers which are designated alpha, beta, gamma, delta, and epsilon. Of these, the gamma isomer is by far the most deadly against insects. BHC reacts on insects as a stom ach poison, contact poison, and a fumigant. In other words, if an in sect susceptible to BHC eats it, steps on it, or breathes it, the insect will die as a result. As with other insec ticides, BHC will not kill all harm ful insects, but when blended with other chemicals, it has proved to be effective against a wide variety of pests. Despite the deadliness of BHC to many insects, it has been found to be comparatively harmless to higher forms of life, when proper precautions govern its use. When applied to prevent insect attack on the South's valued cotton crop, BHC controls the boll weevil, cotton aphid, cotton fleahopper, tarnished plant bug, rapid plant bug, cotton leafworm, thrip, southern green stink bug, garden webworm, and fall armyworm. With DDT added to the BHC dust, the bollworm is also brought under control, and with sulfur added, the red spider can also be successfully com batted. The most widely used cotton dust is the so-called 3-5-40 mixture, con sisting of 3% of gamma BHC, 5% of DDT, and 40% of sulfur. This balanced insecticide is effective in preventing the depredations of all principal cotton insects, when ap- :he ers 00 all ide ry ed ral Besides combatting other destructive he insects, BHC is par irs ticularly effective er against the cotton aphid and the boll tat weevil, both of which are largen- scale destroyers a of the cotton crop oie is 1 st e- ETC 2401S plied as recommended by Federal and State entomologists. In areas subject to severe insect attack, the 3-5-40 dust has, in effect, as much as doubled the cotton yield which would otherwise have been attained. To cotton fanners, an in vestment of five to ten dollars per acre in insecticide has returned up wards of J100 in the form of higher crop yields. Such results led Texas farmers to dust an estimated 7,500,000 pounds of BHC-DDT mixture on their cotton crop in 1948, as against 600,000 pounds in 1947 and less than 10,000 pounds in 1946, when the material was first avail able. Oklahoma's 3-5-40 dust con sumption grew from 1,650 pounds in 1947 to 1,090,000 pounds in 1948. Interestingly enough, through the use of cotton insecticides, food as well as fiber is saved. This becomes apparent when it is realized that cottonseed oil and cottonseed meal -- two "byproducts" of cotton -- are used to make margarine and vegetable shortening as well as a livestock feed. The National Cotton Council es timates that in 1946 -- when cotton insects destroyed 15.1% of the en tire crop -- universal use of insecti cides could have saved enough cot tonseed oil to make over 200 million pounds of margarine and enough cottonseed meal to have served as the protein source for producing 178 million pounds of beef. Thus, the control of insects attacking cotton, as well as those that infest food crops, has a direct bearing on the problem of human nutrition. BHC is poisonous to many insects other than those attacking cotton. The many insects which entomol ogists have found to be controlled by this chemical are too numerous to be listed here. They do include, however, such diverse pests as lo- Unchecked, the boll weevil and other pests eat their way through J Vi million bales of cotton annually, causing an estimated $400 million loss jeusts or grasshoppers, termites, ants, various fleas, a number of kinds of beetles, various mosquitoes, wasps, houseflies, ticks, lice, mites, many kinds of aphids or plant lice, wireworms, the sugarcane borer, the onion maggot, the com lantern flv, the gladiolus thrip, and the turnip aphid. Growers of livestock and various food crops are cooperating with the U. S. Department of Agriculture's Bureau of Entomology and Plant Quarantine, various State Agricul tural Experiment Stations, canners, toxicologists, insecticide manufac turers, and other groups to deter mine how BHC and other new in secticides can be used most effec tively and safely in protecting live stock and food from destructive insects. Ethyl's ability to produce ben zene hexachloride arises from the diversified nature of its manufac turing operations. In order to manufacture "Ethyl" antiknock compound, the Corpo ration's principal product, a number of basic chemicals must first be made. These include chlorine, so dium, and ethyl chloride, with such other products as salt cake arising as byproducts during the manu facturing steps. The manufacturing requirements of "Ethyl" fluid are so large that the Corporation has become, as a result, a leading pro ducer and marketer of many of these intermediate chemicals. Thus, in entering the manufac ture of benzene hexachloride, Ethyl Corporation is simply adding an other chemical to the number al ready being sold under the "Ethyl" trade-mark. But more than that, the Corporation is entering a field in which it hopes to be of valuable service to farmers throughout the cotton states in their battle against destructive insects. ETC 24020 :,* . <g% sgr* *-*^3 SC*IRS? A PAPER IS BORN Unknown to many people is the prodigious amount of research work that lies behind a tech nical paper. Here's an example robably no one knows exactly Phow many technical papers are introduced at meetings of the Soci ety of Automotive Engineers, the American Chemical Society, and other scientific organizations each year -- but the number is no less than 3,000. Even so, statistical-minded Ameri cans -- who can't appreciate the magnitude of an undertaking unless the results are figuratively stacked against the Empire State Building Seeking fo develop a new engine warm-up test method. Gulf research personnel (above left) conferred often to establish the types of fuels to be used in the tests .. . Countless "runs" were made on this chas sis dynamometer at the Gulf laborator ies, using different types of motor fuels 11 ETC 24021 -*r Gulf engineers discussing curves plotted from the results of the dynamometer tests. The data ob tained established the accuracy and reproducibility of the new method, but a wide difference in the performance of cars dur ing the warm-up period was noted -- wouldn't attach much worth to the annual outpouring of technical papers. At best, 3,000 such reports would make a pile onlv about 30 feet high or would stretch not quite half a mile. But to men and women of the sciences, technical papers have a value that cannot be measured by any statistical gauge. They are the medium of communication by which scientists and research work ers advise each other, and keep themselves advised, on the progress of their common effort to promote a better civilization. They are the open door through which passes knowledge that might otherwise re main unavailable to the many. Technical papers don't just hap pen. Neither are. they produced overnight. Behind even,7 paper -- be it one man's opinion or the find ings of an entire research laboratory -- lie months, often years, of diligent study, experimentation and analysis. Consider, for example, a 1948 re port entitled "A New Approach to the Evaluation of Fuel Volatility and Associated Engine Variables." Together, it and the project upon which it was based required 18 months. The behind-the-scenes ac tivities that culminated in presenta tion of this technical report before the SAE in French Lick last June When the advent of summer threatened cur tailment of the chassis dynamometer work at the Gulf laboratories in 1947, Ethyl repre sentatives (at left side of table, picture aboveI offered the use of the "cold room" facilities at Ethyl's Detroit research lab oratories to continue the project . . . Left, J. E. Taylor, of Gulf, and Harold J. Gibson, of Ethyl, who co-authored the final paper ETC 24022 ves the jfa- icy ew ice ur*ecf to cal rts 30 ite Above, one of the test ears on the chassis he dynamometer in the Ethyl Laboratories' cold a room. Some 500 test runs were made, and over by 60,000 engine operating temperatures recorded, during the joint Gulf-Ethyl project . . . Right, he engineers in heavy protective clothing stand by by as a test car is driven from the cold room k- ep are highlighted by the accompany Laboratories in Detroit, co-authored magazine has cited it as "proving ^ss ing photographs. the report. an important tool for use by both te The paper reported a new engine The new technique of evaluating refiners and engine designers in he warm-up test method which was car warm-up is based on the belief evaluating gasoline volatility in ^es developed at the Gulf Research that the average car owner is more terms of actual engine performance. " e- Laboratories, located about 15 miles interested in the performance of his Thus was born a typical technical from Pittsburgh, and which Ethyl vehicle during the warm-up period paper. The Gulf-Ethyl report gives P" Corporation helped to perfect by than in the length of time required promise of being useful to the in ed providing laboratory facilities and to attain fully warmed-up per dustries directly concerned with part of the manpower for hundreds formance. Thus, the test procedure promoting ever-better automotive d- of low temperature test runs. J. E. attempts to express the "driver feel" transportation. The 2,999 other T Tavlor, assistant chief automotive of the car in terms which can be technical papers offered last vear nt engineer of the Gulf Research & compared on a sound technical basis. were of corresponding value in their is. Development Company, and Harold Three automotive manufacturers respective fields of interest. Each e- J. Gibson, an Automotive Products are known to have employed the was a new milestone on the road of to research coordinator at the Ethyl warm-up test already, and one oil technological progress. 7 m 18 ca- sJrXi*0 re le Laboratory findings were checked with actual highway ex perience. Both Gulf and Ethyl used road research fleets to supplement the re sults obtained from the dynamometer tests 13 etc 24023 / Unitytie RESEARCH CENTER Applying the benefits of industrial research to the problems of the Southwest is the aim of this three-way research team hen tom slick was a student producer in his own right. He is also Wat Yale, he was deeply inter the sponsor of three unique scien ested in industrial research. Whtiilfeic organizations. These three in majoring in biology at the univer stitutions, located in San Antonio sity, he became acquainted with the and Houston, can point to substantial work being done by leading organi progress in their brief span of years. zations in the East and Mid-West, For example, through research and and he was deeply impressed. Why development work undertaken by wouldn't it be possible, he asked them, a number of promising me himself, to undertake comparable chanical devices are coming along. research work back home in the Southwest- Novel Inventions In particular, Tom wanted to do One is a hydraulic tree puller that three things when he returned home can lift trees up to eleven inches in from college. diameter right out of the ground, He wanted to help frustrated in roots and all. Another is a "bump ventors get a start. He wanted to gate" which, when nudged by a see business organizations, large and car, will spring open and auto small, tackle research problems long matically close after the car has dormant. And he wanted to see passed through. Still others are a original research work undertaken directional lawn sprinkler soon to be which would be of particular bene marketed and a hydraulically oper fit to the Southwest, where the mes- ated device for demounting airplane quite tree, for example, is as much tires. In addition, one of the re a bane to mankind as cotton and oil search organizations helped develop are a boon. a novel coin-operated bottle opener Today at 32, Tom Slick is known (for use at roadside stands and not only as the son of one of the sendee stations), while another is most famous oil wildcatters in his assisting in the development of a tory, as a prominent rancher in the new mechanical cotton picker. state of Texas, and as a notable oil Besides projects of a mechanical nature, one of the institutions is spe cializing in research related to agri culture, chemistry and medicine. One of this latter organization's projects involves a new approach in the battle on cancer. Another is a search for new antibiotics similar to penicillin. Still another is a spe cific quest for a more positive method of combating brucellosis, or Bang's disease, in man and cattle. Through an arrangement with nearby Essar Ranch, which is owned by Mr. Slick, the research organization makes use of the ranch's resources for its continuing work on livestock improvement and the development of more effective preventives and cures for cattle diseases. The three institutions, all en dowed by Mr. Slick, are the Foun dation of Applied Research, the Institute of Inventive Research, and the Southwest Research Institute, and they were respectively organ ized in 1940, 1946 and 1947. The Foundation devotes itself to long range biological studies. The Insti tute of Inventive Research, called "the Institute" for short, aids inven tors in developing their inven tions without any original charges. SMM This laboratory building of Southwest Research Institute was opened a year and a half ago in Son Antonio, Texas ETC 24024 "Southwest" conducts research pro Mellon Institute in Pittsburgh, the Loefer, biologist; Robinson Brown, jects for industry on a cost basis. Battelle Memorial Institute in Co mechanical engineer and specialist In establishing these institutions, lumbus, and the Armour Research in oil well drilling equipment; Dr. Mr. Slick's central idea was to cre Foundation in Chicago. More than Judson S. Swearingen, chemical ate a new regional research center that, Mr. Slick brought in able men engineer and specialist in hydraul -devoted primarily to industrial prob to staff the several research organi ics and turbines; Dr. F. W Bieber- lems. The Southwest already boasted zations and direct their activities. dorf, botanist and isotope specialist; of some fine research organizations, In over-all charge is Dr. Harold Dr. Paul A. Keeses, veterinarian; for the most pan sponsored by in Vagtborg, president of Southwest I. O. Gilbert, specialist in electron *1 stitutions of higher learning. But by Research Institute, who formerly ics and machine design; Wayne A. supplementing, on a non-competi directed the Armour Research Kalenich, scientific research librar tive basis, these existing research Foundation and more recently es ian; Maurice Holland, consulting facilities, Mr. Slick felt that his new tablished the Midwest Research In authority on industrial research; research center could materially aid stitute at Kansas City. Assisting him Victor A. Schoffelmayer, consult in the development of the South is Dr. John V Pennington, who was ing chemurgist; A. J. Baxter, inven >e- west by concentrating on problems formerly vice president in charge of tions specialist; and Reece Hatchitt, ri- of particular interest to commerce research for a Houston tool manu market analyst and sales director. and industry. facturing company, while W. H. l's Thus, in creating his new research Hammond, formerly treasurer for Biological Studies in center, Mr. Slick patterned it after the Armour Foundation, serves as The oldest of the three institu a leading organizations in the East and business manager and treasurer. tions, the Foundation of Applied lar Mid-West. In fact, his Southwest Other staff members or consult Research, was given a free hand >e- Research Institute is laid out along ants include Dr. H. C. Dyme, chem from the start to investigate any ve the lines of such organizations as the ist and bacteriologist; Dr. John B. field of scientific inquiry which or gave promise of yielding practical le. benefits to mankind. In the nine th years it has been in operation, the is Foundation has been conducting ch Lett, taking a many long-range biological studies. sample of blood he from a test ani These projects include programs in ig mal during the cancer research, artificial insemina id course of a re tion, cattle cross-breeding, ova ve search project . . . Right, one of the transplantation, antibiotics and al :le long-range biolog lergenic extracts. ical studies being One of its present projects came conducted concerns about when some laboratory rats, n- allergenic extracts stricken with cancer, also developed he pneumonia. Most of the rats died, id but among the few who survived it re, was noticed that the cancer's growth ri ll e 'g ci;d nn- "S. ETC 24025 had been modified in some instances. On this slim lead, a full-time biolo gist and his assistants are conducting hundreds of tedious tests to deter mine the effect of this particular tvpe of pneumonia upon this par ticular type of cancer. Another broad field of investiga tion has centered around livestock improvement. Seeking to develop a breed of cattle well suited to sub tropical regions, the Foundation crossbred Brahman cows of excel lent conformation and hardiness to champion Aberdeen Angus bulls. The resulting hybrids are said to be promising from the standpoint of weight and uniformity of color and type. In a related project, artificial insemination in the registered Here ford and Aberdeen Angus herds of Essar Ranch made it possible to breed a greater number of cows to selected outstanding bulls. In addi tion, plans are underway to de velop new and improved breeds of dairy cattle by crossing milking strains of Brahman cattle with es tablished dairy breeds. The Foundation, moreover, is seeking to improve native grass crops, on the one hand, and is in vestigating foreign grasses, legumes and plants which might be adapt able to the soils and climate of the Southwest, on the other. It is in vestigating the chemurgic potenti alities of such native woods as mesquite and cedar, and plants like the cactus, and is seeking fast grow ing types of trees which might serve as sources of pulp, paper, plastics and chemicals. More than ten thou sand trees of numerous varieties have been planted as part of its forestry project. Second among the Slick-endowed foundations is the Institute of In ventive Research. Its avowed pur pose is to furnish a comprehensive service to inventors at no initial cost to them, thereby helping, it is hoped, to develop processes and products which might otherwise be neglected or abandoned. Its services to inven tors include every aspect of devel opment, patent search, engineering search, and marketing. If the inven tion is successful, the inventor shares the proceeds with the Institute on a basis previously determined by con tract; if it yields no profits, the In stitute's services cost the inventor nothing. To date, more than 6,000 inven tions have been submitted to the In stitute for consideration. Of these, however, only 16 have been deemed worthy of development. One of these is the hydraulic tree puller, previously mentioned, and which can be attached to a farm tractor for locomotion. Useful in clearing land, the tree puller, it is hoped, will prove to be particularly effective against the scourge of the mesquite. These trees, which cast no shade and provide no forage for cattle, grow rampantly, and unless they are removed roots and all, a new growth quickly springs up. At present, a full-sized model of the tree puller is slated to undergo ex tensive field tests by the Institute. Directional Lawn Sprinkler Another interesting invention is a directional lawn sprinkler that can be set to sprinkle at a 90 degree angle, or at any other angle, to cover a given area. The two inventors who thought it up had gotten tired of seeing their previous lawn sprink lers wash away the gravel in their driveways while watering the lawn. The new sprinkler has been licensed to a manufacturer of garden tools who intends to introduce it this Spring. Still another invention was born out of a man's annoyance at having to stop his car at a gate, get out and This hydraulic tree puller, which can uproot trees up to 11 inches in diameter, was developed by the "Institute" open the gate, drive through, stop his car, go back and close the gate, and then drive on. The result is a novel bump gate which springs open when nudged by the car, and swings back and closes itself. Once again, a mechanic employed at Slick Airways got tired of having to run a truck over huge airplane tires to break the bead, in order to dismount the tire. His inspiration is a hydraulic operated airplane tire dismounter. Manufacturing rights to the dismounter are now being offered to airplane accessory and tire manufacturers. Only recently, the Institute an nounced a new seismic method for use in exploring for oil. The method, developed by Dr. Thomas C. Poulter, is intended to develop better information as to the nature of un derground strata, thereby facilitat ing the search for possible oilbearing formations. In one form, the Poulter method employs a pat tern of small, specially shaped ex plosive charges which are detonated above the ground as contrasted with conventional methods of firing a single, large charge in a shot hole at various depths beneath the surface. Although the Poulter method is still 16 ETC 24026 in an experimental stage, it will, if completely successful, eliminate the drilling of shot holes in seismographic work, permit greater speed in the seismic mapping of given .areas, and allow seismic exploration in areas presently not suited to it, according to the Institute. Southwest Research Institute, which was formed two years ago, was set up to provide large and small business firms with full-fledged re search service on a non-profit, cost basis. The Institute undertakes tech nological problems and projects under contract for a fee, and all findings of patentable discoveries automatically become the sole prop? erty of the sponsoring company or individual. Southwest, like the Institute of Inventive Research, concerns itself largely with projects of a confiden tial nature. Currently it has some $7 5,000 worth of contracts on its books, underwritten mostly by cor porations seeking to improve their products. One recently completed project can be mentioned. It seems that a San Antonio busi ness man became interested in soft drinks as merchandised by roadside stands. He noticed that a motorist, say, would stop at a service station, and while his gasoline tank was being filled, would walk over to the ice chest and help himself to a bottle of pop. Sometimes, though, he would forget to pay for the drink, or the busy service station attendant would forget to ask him about it. So, the San Antonio business man took his problem to Southwest, and the result was a very practical, though humble, invention. Now', after the motorist helps himself to a bottle of pop, he has to take it to a coin-operated device which opens the bottle in return for a nickel. The bottle opener then recesses until the next customer comes along, nickel in hand. Research in Oil For a group of research organi zations founded on oil, it is to be expected that they should be de voting their efforts, in no small measure, to furthering oil's techno logical progress. For example, ap proximately one-fifth of all the in ventions accepted by the Institute for development concern oil ex ploration, development and produc tion. Currently, Southwest Research Institute, with a laboratory in San Antonio, is negotiating for a site in Houston where it intends to con struct a laboratory to be used largely for research in petroleum. Tom Slick, who has seen his boy hood dreams come true with the es tablishment of this new research center in Texas, was born in Clarion, Pa., but spent his childhood in Okla homa and Texas. And it was there, in the^Southwest, that his late father made his important oil discoveries during the 1920's and 1930's. Upon completing his education in the East, Tom returned to Texas in 1938, and a year later formed the Slick Oil Co. together w'ith his brother, Earl. The brothers are also interested in the Slick-Urschel Oil Co. in company with Charles F. Urschel, Sr., their stepfather. Mr. Urschel, incidentally, had been the elder Mr. Slick's partner for many years, and he became the boys' stepfather when he married Mrs. Slick some years after her husband's death. While Tom devoted his business career to oil and cattle, Earl went on to pioneer a new' air freight serv ice in Slick Airways. Today, that airline is the largest of its kind in existence. Tom, meanwhile, gained national attention late in 1947 for his part in completing the discover)' well in the new Benedum field in w'est Texas. In watching his research center take root and grow, Tom Slick has seen more than the fulfillment of a personal ambition. He sees in it an other means whereby the South west may realize even more of its potentialities than at present. The Southwest's natural resources have made it great. Applied industrial research may make it even greater. Twelve explosive charges going off simultaneously during a demonstration of the Poulter method f you think of New Orleans onlv I as the place where they hold the Mardi Gras, or merely as the city7 w'here famous French restaurants excite the appetites of gourmets, you are a good deal behind the times. In fact Thomas Jefferson foresaw the real future of this picturesque metropolis as long ago as 1803, when he predicted that New Orleans would become a "mighty mart of merchandise brought by more than a thousand rivers" from all parts of should logically become a perma the world. nent focal point for the develop Time was when New Orleans ment of a greater peacetime foreign slumbered beside the banks of its trade. Looking at it from the stand levees, basking in nostalgic dreams point of New' Orleans alone, every7 of yesteryear. But a group of New io,ooo-ton freighter warped into the Orleans business men, sparked by the docks along the river means about new tide of commercial enterprise $100,000 to the Crescent City. characteristic of the New South, Today7, New7 Orleans has trans determined a few years ago that lated its foreign trade ambitions into their city should really go places. a working reality which has other With New7 Orleans facing the ports, especially in the East and rich potential markets of Latin North, looking at their lusty7 South America, and with the entire ern rival with something very close Mississippi Valley as its source of to covetous alarm. Seventy percent supply, they reasoned that their city of the city's income comes from the port. In 1947, the last year for which complete figures are available, ex ports from New Orleans totalled $923 million and imports $340 mil lion, an increase of 68% over the city's total trade volume in 1946, the previous peacetime high. Onlv New7 York had a greater dollar vol ume of water-borne foreign com merce. The latest addition to New Orleans' already well-established foreign trade enterprises -- and typ ical of the long-range policies being developed byr business leaders of the communitv -- is the citv's new 18 ETC 24028 $ & Combining the new with the old in merchandising, New Orleans' unique International Trade Mart helps to sell the world's wares International Trade Man. Sponsors of this unique establishment are more than a little cheered by the results of its first few months of operations, and are already talking about expanding its facilities. Opened last July and dedicated in November, the International Trade Man is a kind of 20th century marketplace for the wares of Nonh and South America, Europe and the Far East. In many ways it combines the idea of the older European fair --where buyers from many nations convene for a few weeks each year --and the modem domestic mer chandise mans of this country, like the ones in Chicago and San Fran cisco. The whole idea of the Trade Man is to make international ex change of goods easier for buyer and seller alike. Here foreign countries, without having to spread their efforts over many mid-continent cities, can con centrate their goods for the buyers of the United States to see. And in the same building, mid-continent concerns with merchandise to sell display their products to visiting buyers from other countries. The project is the'first of its kind any where, but it may very well induce other ports to follow the example of New Orleans. Much of the initial success of the International Trade Man hinges upon the simple fact that its appeal touches fundamental human nature when it comes to buying habits. Seeing for Themselves People usually prefer to see, ex amine and ask questions about what they are going to buy, whether their purchase is from a local supplier or from a foreign country. Now they can get the same firsthand satisfac tion from Nicaraguan goods dis played at the Trade Man as from products seen at some wholesale house around the comer in the buyer's own home town. The Man, too, has capitalized on the well-established merchandising principle that goods should be at tractively exhibited in order to in terest purchasers. The five-story $1.5 million building in downtown New Orleans is streamlined and modern and air-conditioned throughout. Spacious corridors, lib eral use of plate glass and glass brick, indirect lighting and pastel colors have provided tenant companies with ideal settings and backgrounds for modem display techniques. On some walls there are murals of agri cultural, mining, manufacturing and trading scenes. Like other projects designed to boost foreign commerce for New Orleans, the International Trade Man is a civic undertaking in a very real sense. The community had already bene fited from earlier trade development programs, starting in 1940 with the establishment of the Pon of New Orleans Authority. People had given their support and contributed their dollars in 1945 towards Inter national House, an agency to help promote better commercial rela tionships. When business leaders decided to establish the Trade Mart as a working partner of Interna tional House, funds were again sub scribed not only by banks and in surance companies, but by the citizens of New Orleans as well. Like International House, the Trade Man was built as a non-profit institution. It operates entirely as a tax-free wholesale trading center, conceived and founded by civic ch ,'X- ed iil- he Belgium was the first l6- foreign nation to open on exhibit at the trade 'iy center. Here a buyer is ol- looking over some rare n- tapestries. Other goods available include laces, guns and Belgian beer _`W ed P- ng of :w ! * * enterprise. Rents are moderate and are used only to help meet opera tional and maintenance expenses. This is how the Trade Mart works: Let's say, for example, that you are a dealer in hardware, and you live in Caracas, Venezuela. You decide to make a trip to the United States to see what different manu facturers have available. Ordinarily you might have to spend several months in this country visiting manufacturers in a good many states before you could get what you wanted. Your search is likely to be much simpler, however, if you go to the Trade Mart first. Here there are show rooms where a number of hardware manufac turers have offices and displays. If you cannot find what you need from these companies, at least your trip to other points can be shortened to include only those plants not represented at the Trade Mart. Possibly you're in the home fur nishings business in the Mid-West, and you want to add South Ameri can pottery to your line. Instead of traveling all the way to Guatemala, Ecuador and Peru, you can go to New Orleans and make selections from the wares of Latin American firms with displays at the Interna tional Trade Mart. The convenience of the trading center also holds true for concerns which _want outlets in the United States. Instead of attempting to es tablish offices or show rooms in a number of different places, firms can concentrate on the Trade Mart as a single focal point where Ameri can buyers mav be contacted. Indi vidual firms, of course, have to do their own spade work to develop business, but the Trade Mart and other New Orleans agencies like the Association of Commerce lend a helping hand. All told, the Man has displays by more than 400 different AmerU can manufacturers from 34 states, and by 100 foreign concerns .from 22 countries overseas, 14 of which are Latin American nations. Trade Mart officials estimate that by mid summer there will be at least joo American firms represented, and close to 175 foreign exhibitors. Be fore the first year of operations is over, tenants of the "world market place" will sell somewhere between $5 and $7 million in goods of all kinds. This, the Trade Mart spon sors believe, is a modest but gratify ing beginning for an enterprise with built bird cages are in popular de mand in Brazil-- and you can buy Brazilian canaries at the Trade Mart, too. The automotive and petroleum in dustries are among those well repre sented. Companies handling car and truck accessories, valve and piston grinding machinery, tires, auto parts and service station equipment have show rooms and offices. Eleven dif ferent firms, with an interest in de veloping business at Latin American oil fields, are displaying drilling and field equipment of various kinds. Diversity of goods and tenants is one of the basic policies of the Sporting goods and other equipment for leisure time use are among the wares displayed for prospective customers no international precedents to go by. The list of goods for sale at the Trade Mart, however, already reads almost like a manufacturers' direc tory. You can buy, for example, ani mal pharmaceuticals, encyclopedias, clocks, hosiery, lawn mowers, office safes, portable sawmills, refrigera tors, safety' equipment, tricycles, Venetian blinds and welding ap paratus. For sleek Latin American Caballeros, one company offers a full line of hair tonics. American- Trade Mart. Although more space is taken by American firms than by foreign ones, the center lives up to its international ambitions by limit ing the proportion of domestic com panies. All exhibitors must show only goods available for immediate import or export in order to avoid any museum tendencies. No one company is ordinarily alloted more than approximatev 1,000 square feet of floor space, so there will be room for the greatest number of occu- 20 ETC 24030 ie- pants for the Mart's 80,000 feet of than 2,000 American firms into the processing and cold storage plants uy available accommodations. mysteries of foreign commerce. within the zone. rt, Based upon its experience so far, New Orleans believes commerce One of the most direct methods and upon surveys by such agencies can be pleasant as well as profitable. for developing the city's commerce in- as the Federal Reserve Bank of Many a deal has been settled in is the way business men are attracted -e- Atlanta, it is apparent that the Inter the spacious lounges, suites and other to New Orleans in the first place. nd nationa! Trade Mart and its affiliated club facilities of International Like Renaissance Venice, New Or on International House play a particu House, and in the leisure hour rooms leans has stationed "trade ambassa rts larly useful role for domestic and of the Trade Mart. Such organiza dors" in foreign ports to encourage ve foreign companies either too small tions as the Port of New Orleans shipping into and out of the Crescent if- to have special foreign trade depart Authority, the Association of Com City. At home, New Orleans has le- ments, or for companies new in the merce, the New Orleans Traffic and a corps of representatives through an import-export business. Transportation Bureau, the Board out the country, busy developing nd The Trade Mart and International of Trade, the Cotton Exchange and trade through the Louisiana port. House are prepared to guide the other groups are as quick to make a Circumstances, of course, have its stranger around any corner of the dealer's stay in the city enjoyable helped New Orleans win her pres he maze. If a buyer from Rio cannot as they are interested in helping him ent position as the nation's second Buyers can obtain the services of a bi-lingual- secretary without cost from the Trade Mart or International House Opening the Mart, Manager Clay Shaw, left, gets a key ace speak English, he can obtain the conduct his business affairs. largest port, with a pick-up of $1 by services of a bi-lingual secretary or Certainly one of the most impor billion in total trade volume since to translation expert. International tant inducements to the develop 1940. Favorable freight rates have lit- House has a Research Department ment of overseas business through brought long trains rolling into the m- where an exporter can find out the Port of New Orleans is the city's city's eleven miles of modern docks ow about the demand for razor blades International Free Trade Zone. One in increasing numbers. Nature has in Chile, or the kind of electric cur of the three sole free trade areas in given New Orleans an ideal trade oid rent used in the Philippines. Consu the United States, the zone was es location and all-weather harbor. me lar offices and freight forwarding tablished in 1947 to permit firms The core of New Orleans' suc ore agents have offices in the $ 1 million to import goods dun-free for trans cess, however, lies more in its enter eet International House building. The shipment to other countries. Argen prise than in its luck. Its practical om agency's Development Department tina has recently announced plans accomplishments tell the true story cu- takes credit for introducing more for spending over $200 million for of its growth and progress. 21 ETC 2403 A MESSAGE TO YOUR SON (Continued from Page 7) Within the decade from 1930 to Now all the gains that' are pos 1940, the average octane number of sible have not yet been attained, of regular-grade gasoline went up course. The high compression en from only 60 to about 75. At the gines built in our laboratory and end of that 10-year period, regular- already mentioned have demon grade gasoline was freer from knock strated that. Those engines give a than premium gasoline had been third more miles per gallon than back at the beginning of the decade. those of the present. This gain in During that same period, automo economy comes about in part be bile makers on their part took ad cause of the higher specific power vantage of the better gasoline as it output of the high compression en came along to boost the compres gine which gives it the advantage sion of automobile engines. Com of lower piston displacement and pression was raised gradually from lower friction horsepower. At full a ratio of only 4.5 on the average throttle those engines give fuel econ to about 6.5. omies comparable to that of the The improvement in automobile diesel engine. engines thus brought about was in Higher octane fuels to run them part an increase in the performance on are needed before such engines factor, so highly prized by Ameri can be made generally available, of can drivers, and in part an increase course. However, thanks to the ex in the economy factor. Performance tensive research already mentioned, was boosted about 25% and econ it is known that such fuels can be omy more than 30%. Thus, by ap made. In fact, the fuel required for propriate changes in cars, based in those engines is no higher in octane part upon the more nearly knock- number than can be produced ex free gasolines available and in part perimentally in United States re upon refinements in design, the au fineries at the present time. It only tomobile engineer has made sub remains to find how it can be done stantial increases both in perform economically enough to be prac ance and in ton miles per gallon. ticable. But the further gains to be OUR COVER: The colored flasks laid out in a neat pattern add up to more than just an attractive photograph. Taken from beneath a glass table top, the picture shows a group of sulphur tests in progress at Ethyl's gasoline testing laboratory in Yon kers, N. Y. The test, which deter mines the percentage of sulphur in a gasoline, begins when a sample of the gasoline is burned in a wick lamp and the resulting fumes are absorbed in a sodium carbonate solution. This mixture is then neu tralized with hydrochloric acid. The percentage of sulphur in the gaso line is computed from the amount of acid required to bring about neu tralization. This is but one of eleven tests which are performed at Ethyl's five gasoline testing laboratories. The color photograph was taken by O. Winston Link. OUR PICTURES: Page 3, Philip Gendreau; Page 4, courtesy General Motors; Pages 8 (top), 9, 10, courtesy U.S. Depart ment of Agriculture; Page 11 (top), courtesy Standard Oil Co. (N.J.); Pages 14-17, courtesy Southwest Research Institute; Pages 18-21, courtesy International Trade Mart. had in respect to fuel economy, and the consequent conservation of our valuable petroleum resources, are so large as to make it desirable that they be put into effect just as soon as possible. The opportunities for making further improvements in the auto mobile are not limited to the case just related, of course. The motor car is still far from being so perfect that nothing is left for the men of your generation to do. To be sure, I do not have enough imagination today to say just what the further improvements will be that you men will make. If we had that much imagination, we might just as well go ahead and make those improve ments ourselves. But we have nei ther the imagination nor the knowl edge required. I am so confident that the men of your generation will do a great deal to advance the automobile further that I should surely like to be around 20 years from now to drive your 1969 model. 22 ETC 24032 I- The recently completed nitrogen plant at the Ethyl manufac- alloy building addition and the two new tetraethyl lead build* luring plant in Baton Rouge is one of a number of smaller ings at the plant are completed. Nitrogen is used as a protec* nt installations being built as a part of the over-all expansion live blanket during certain steps in the manufacture of the jn program for increased production of "Ethyl" antiknock lead-sodium alloy and tetraethyl lead. he compound. The plant uses hydrogen to burn oxygen out of air, leav Id Since it first began operations, the new nitrogen plant hus ing nitrogen as a residual gas. Before it is piped over for its turned out 100% more of the inert gas than older equip- part in alloy and tetraethyl lead operations, the nitrogen is :rs ment would have produced. It houses three complete units, purified and dried. With the atmosphere as its source, the el. which can easily meet requirements anticipated after the supply of nitrogen is, of course, unlimited. TC 24033 FROG OR TOAD? They're so much alike that some species are called toads by some people and frogs by others. However, frogs usually have smooth, moist skins and webbed hind feet. Most toads have rough, "warty" skins, and less webbing between their toes. vv a When you see these "look alikes" . -TRADE MARKS Is C**? I '*:V OF NATURE* identify which is which ^Prepared in cooperation with tpecialists of American Museum of Natural History. When you buy gasoline... -TRADE-MARK identifies gasoline stepped up with "Ethyl" antiknock fluid ON A SHORT HOP OR A LONG HAUL . . . get eager, alert performance that snaps you through traffic . . . feel smooth-flowing power that adds pleasure to open-road driving . . . ask for "Ethyl" gasoline -- high quality gasoline improved with "Ethyl" antiknock fluid, the famous ingredient that steps up power and performance. ETHYL CORPORATION, Chrysler Building, Neu> York 17, N.Y. IN THE MARCH 1949 One of the featured speakers at a meeting of the Auto motive Transportation Service Superintendents' Association in Toronto last month was Edwin C. Paige, who heads up Ethyl Corporation's fleet work. The large gathering of Dominion maintenance spe cialists heard Mr. Paige dis cuss engine design and rtiaintenance in relation to its effect on valve life in com mercial vehicles. He had led a panel discussion on the same general subject before the New York Section of the Society of Automotive Engi neers a few days earlier. Mr. Paige has been head of the Commercial Engine and Fleet Section of the Technical Service Division, with head quarters at the Ethyl Corpora tion Research Laboratories in Detroit, for the past year and a half. Prior to that, he was an engineer in Technical Serv ice for seven years. He began his long associa tion with Ethyl Corporation in 1930, two years after gradu ating from the University of Maryland with a Civil Engi neering degree. For five years Mr. Paige served as a field representative and fleet engi neer in the former Ethyl divi sion office in Baltimore, his home town. From 1935 to 1940, when he transferred to the Technical Service Division, he was fleet engineer on the staff of the company's division sales office in New York. As a member of the SAE, Mr. Paige has been active in committee work. Presently, he is on the membership com mittee of the SAE Truck and Bus Activity. He also has served on several committees of the American Transit Asso ciation. PUTTING PEOPLE IN THEIR PLACES 3 Today, people of oil ages are turning to psychological testing for a good reason: These tests help uncover their best aptitudes and point the way to successful careers. CLOWNING ACHIEVEMENT 7 Every day is April Fool's Day to the practical joker. His pranks are often carefully planned affairs. He has been known to dig up streets, put red ink in the liquid soap dispenser, send cigars to a girls' school, and build an "upside-down" room for tipplers. FAME AT THE PUMP 10 Many service stations throughout the country are operated by a wide variety of noted people. Here is a picture story about a number of station operators who have gained prominence in other fields. ELBOW ROOM FOR RESEARCH 12 Muroc Dry Lake is today the setting for pioneering research in aviation. A decade or so ago, another group of pioneers used it for tractor and automotive research. FUR. FEATHERS. AND DECEIT 16 The manufacture of fishing hies is an industry that defies mechan ization. Several thousand people scattered about the country are engaged in the handicraft which dates back to the ancient Macedonians. WHERE DOES THE FARMER STAND NOW? 19 After World War I, American farmers suffered severely in the aftermath of the postwar inflation. This time, however, they ore in a strong economic position as they pass through the broad transition from war to peace. In order to widen the field, of reeder interest In Ethyl News, we frequently publish articles contributed by writers not associated with Ethyl Cerperatlen. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles of timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N.Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L Shea, president; Stanley T. Crossland, vice president and treasurer; Richard M. Page, secrstet Increasing numbers of people are using psychological tests to learn more about them selves and their abilities - . ' J 'I1 vl.Y. secretory hat can you tell about a man The tests showed the psycholo Wsimplv bv looking at him? gists to be poor guessers. They made Years ago a group of Army psychomlanv errors when they guessed on ogists decided to trv an interesting looks onlv. experiment. Through tests such as these the Thev selected a group of soldiers Armv has learned you can't judge a and proceeded to judge them at book bv its cover -- or a man by his "face value." Simplv bv looking the face. So, too, has industry. In recent soldiers over, thev wrote down their vears, a growing number of business impression as to each soldier's prob firms have turned to scientific analy able mental abilirv. Afterwards, sis in the selection of applicants for they compared their guesses with jobs. To insure that they select the the results of scientific intelligence right man for the job, thev make use tests of the men, which had pre- of carefullv developed psvchologi- viouslv been taken'. cal tests. Psychological tests are available which can measure other things be sides a person's intelligence quotient. Thev give a prettv good idea as to whether a man would make a butcher, a baker, a banker, or almost anvthing else. As manv as a dozen tests are given to measure an individ ual's potential abilities. He may be tested for finger dexterity, mechani cal aptitude, and aggressiveness, be sides his general intelligence. The re sults of these tests usually provide a good clue to a person's aptitudes, personalitv and interests. Help Many People Manv kinds of people take psvchological tests. Thev are taken bv students, debating what professions to follow. Applicants for jobs and candidates for promotion within companies take them. Also those dis satisfied with their present jobs and anxious to learn where and how they can better themselves have been ETC 24037 helped by testing. They are some times even taken by men and wo men who wish to know if their likes and dislikes spell out the prospect of a suitable marriage. Industry' has been increasingly turning to these psychological tests as a means of screening applicants scientifically. To many firms, these tests provide a means of fitting square pegs in square holes. As a result of using psychological tests trends in hiring are away from se lecting an employee simply because he "makes a good impression" dur ing his first interview. For instance, after one firm started using aptitude tests for the selection of clerks, 90% of those hired performed their work successfully. Before aptitude tests were used only 70% of those hired could meet the standards set by the company. Psychological testing has been growing in acceptance. In 1936 the , married. He is aggressive and real National Industrial Conference istic. He is interested in making Board reported in a survey that less money, and a lot of it. He likes a than one firm in 14 used tests. Eleven lot of action and becomes restless years later another survev showed if he has to sit still too long. He likes that one out of every six firms were to meet people. He is sure of him using tests. self and sometimes a little on the Selecting Salesmen cocky side. With these and other traits in mind, the Personnel Insti In the field of selling it is an ac tute mapped out a battery of tests cepted axiom that good salesmen are that would measure a man for these hard to find and "harder to pick." qualities. Psychological testing has even gone If an applicant indicated that he into that field and come up with an preferred to be with people, that answer. The Personnel Institute, he liked to make public speeches, Inc., a nationwide firm specializing and that he liked to dominate others; in scientific selection, has studied he has definite extrovert character large groups of successful salesmen, istics -- a necessity for selling. On and the data from these observations the other hand, if he disliked all of have produced a "composite suc these characteristics and preferred cessful salesman." to work alone, he has definite intro The Institute learned that the suc vert characteristics and is more cessful salesman is pretty much the likely to find success in fields where man you'd expect him to be. He is he must work alone. A large manufacturing company reduced turnover among its sales men by 36% and it attributes this record almost entirelv to effective selection by scientific interviewing and aptitude testing. Other com panies have shown results which are just as gratifying. To be successful, aptitude testing Psychological tests measure everything from mechanical aptitudes Heft) to pos sible sales ability (below) WIIH realiking kes a stless likes him1 the >ther nstitests hese 1f 1I 1 I I 1 1 1 I 1 I t he that hes, iers; terOn 1 of red :ro- I 1 I 1 I I T I 1 must be carefully tailored to fit each job. There are, however, certain generalizations that apply to types of jobs. It is simple logic that a man who likes desk work and who prefers to work by himself probably will make a better adjustment to bookkeeping than to selling. These traits are de termined by asking an individual a series of questions such as "Do you usually try to take added responsi bilities on yourself?" "Do you like to make public speeches?" "Do you take chances? " An aggressive person will usually answer these questions with a "yes." In a long series of questions of this nature (some of them seemingly foolish), he will answer at least 80% of them in a positive manner. What makes for a successful ex ecutive? The sum total of research in this field indicates that a success ful executive has these traits: 1. He acts on his own. 2. He has a strong drive toward his goals and a strong desire for material rewards and prestige. 3. He is constantly achieving in order to be happy. 4. He is an able organizer. 5. He is strongly realistic. 6. He has a constant urge to be on the go. 7. He is sure of his beliefs and decisions. 8. He is decisive, without neces sarily making snap decisions. 9. He is able to take orders. Interestingly enough he fre quently has a strong fear of failure and many doubts of his ability to do as good a job as he wants to. And in his thinking he tends to identify himself with his superiors rather than his subordinates and he chooses his friends accordingly. A man without an abundance of these qualities will rarely make good as an executive. But for those who btt. -yiR:h Psychological tosts are frequently used on children to detect unusual abilities that can be encouraged during formative years believe that the executive's life is an ideal one, there are some rude jolts. Successful executives are not usually easy-going and their life is a con stant cycle of hard-hitting drives interspersed with sessions of relax ation, a necessity to anyone who must keep up a fast pace. The pleas antries of life and the slow-easy going pace enjoyed by most profes sional persons are almost never part of a successful executive's life. /Measures Probabilities The human inventory tells a man the fields in which he will be most likely to succeed. It does not assure him of success. It merely measures his probability of success if he ap plies himself. Ed Small's case shows how impor tant this information can be. Ed had been out of college for three years." He had dabbled in a number of things without getting anywhere and he had reached the point where he wondered if there was anything he could do to earn a living. The one thing Ed always wanted to do was to paint, but he had the idea that artists were un stable people and he would never be able to earn a living at it. An apti tude test indicated that he had a great deal of artistic ability. Compe tent critics considered his first at tempts "exceptional." So Ed took up art and today is one of the coun try's leading magazine illustrators. Psychologists point out several important factors in Ed Small's case. First, people who drift from job to job too long become seriously de moralized. Second, many persons have gross misconceptions concern ing the type of work they think they'd like to do. Ed thought that painting "was for sissies." Third, many people would like to tackle a new career and put everything they have into it, but hesitate to do so because of an underlying fear that they are not fitted for that type of work. Psychological tests give them the assurance they need. Psychological testing, however, is not limited to young people. There is no age limit when it comes to in ventorying a personality. Today men in their fifties, sixties, and sev- ETC 24039 enties are taking psychological tests to learn what types of work they can do. In many cases they want to know how they should use their spare time when they retire. In other cases they have learned that their present jobs demand too much of them physically and they must turn to another less strenuous field. There is no such thing as failing an aptitude test. A low score for a series of tests covering a job merely means that the man is probably not suited for that particular job. He may take another series of tests and find that he is unusually well equipped to handle another job. Or he may have such a strong urge to be a success that he will succeed despite original handicaps. Many older people who have been in their jobs for a long time have a dread of taking an aptitude test. They are afraid that a low score will prove them to be inept and make them feel that they should have gone into another type of work. The odds are very much against this happening to them at all. Most people, over a period of years, tend toward the kind of work that best suits their abilities. Studies of men who have been in their jobs for five years or more indicate that these men are almost always well qualified to do their work. Veteran employees, nonetheless, can still profit from the results of an apti tude test. By studying the results, the weak links in the chain can be given attention and improved. Latent Abilities "As a result of testing over 75,000 people," the head of a large person nel testing organization explains, "we have come to realize that most of us use only about 30 % of our potential abilities. The great prob lem of management is to help the individual employee find his weak nesses and show him how to im prove himself as an individual as well as an employee." Science has yet to explain why some people are born with a greater brain capacity than others, but psy chologists have learned to measure this capacity. They can even make a few simple measurements of chil dren at the age of two. Many a young man has struggled through high school and then managed to get a college degree only to find that the thing he really wanted to do did not require a college educa tion. Psychological testing is espe cially valuable before entering col lege. Most testing today is conducted by universities or organizations which specialize in analyzing indus trial personnel problems. In any event an experienced doctor of psy chology is on hand to direct activi ties. Successful tests are not shortorder affairs. The minimum time required to conduct even brief test ing is around four hours and some test series take as long as a week. Most adequate testing takes from four to twelve hours. Anyone desiring to take a test on his own has a number of agencies he can look to for guidance. He can work through recognized business clubs and associations, universities, social welfare groups, veteran's or ganizations and Better Business Bu reaus. These organizations usually have contacts with organizations engaged in psychological testing. Much of the work they do is to help people get started in a career, and it is at this point that psychological testing plays an important role. One of the most perplexing prob lems many men face during their lifetime is what to do to earn a living. Psychologists admit that psychological testing has not com pletely solved the problem, but it has gone a long way toward putting many on the road to a successful and happy career. Management has learned that hobbies often lead to better use of a man's latent talents in his job 6 ETC 24040 Life is never dull when the practical joker is around. He can pull anything out of his bottomless bag of tricks (GCofvmng achievement pril fool's day may be just all contend with the puckish spirit. A around the comer, but don't Accidents, injuries and even deaths let the date deceive you. There's nohave sometimes occurred from the closed season for the practical joker. more insane attempts at humor, but He's just as much on the loose in fortunately for all concerned, a red August as he is in April, and June face and an acute sense of suspicion can be as bad as Januarv, and usually are usually the only aftermaths. is. April first only happens to be the A handsome doctor with a jealous day we officially take notice of this wife once received a series of bills strange species of human being. for intimate feminine garments It doesn't matter whether you live which some wag had charged to in the city or in the country, or his account. Boston still remembers whether you practice law or shovel the young men who roped off a busy coal. Sooner or later you run traffic intersection, dug a deep hole into the perennial prankster. Then -- and then knocked off at quitting heaven help you. time, never to return. Then there At best, the practical joker is the was the broker who put red ink in one who leaves a message for you the washroom liquid soap dispenser, to call Mr. Cloud, and the telephone and the banker who lighted his number the humorist gives you is of cigars with counterfeit (but very* course the Weather Bureau. At realistic) $50 bills which an amazed worst -- well, the scope of his in client thought were genuine. genuity has a lot in common with It may be true that certain kinds the extent of the universe. of people are worse offenders than To the inspired joker, nothing is others when it comes to practical safe and nothing is sacred. jokes, but it's hard to draw the line. Governments, radio announcers, Take the case of a member of the tavern-keepers, police departments, British Parliament, known as much business men, rescue organizations, for his practical jokes as for his old maids and museum curators must political acumen. One evening, dressed in overalls, he was busy hanging some newly acquired paintings, when he ran out of the twine he was using. He didn't bother to change clothes, but went out to get some more. On his way back from the store he passed a neatly dressed young man. That did it. The M. P. tipped his hat and said politely, "Sir, I wonder if you would help me. I'm surveying this block but my assistant hasn't shown up. Would you mind holding one end of this string for a minute w'hile I go around the corner to measure the distance?" The stranger hesitated but finally agreed. The joker unreeled the twine and disappeared around the corner. Here he met another gentle man, and -- yes, you've guessed it. After telling the same story', the Parliamentarian walked around to the next intersection -- and then home to bed. There's a somewhat similar story' with its locale a fashionable Phila delphia suburb. Two otheryvise nor mally behaved men chose the week of the Fourth of July for a prank. Their props were old clothes, a Smiths stampeded into court via horse and wagon, and plenty of un summonses issued mysteriously by abashed nerve. an unknown prankster. Selecting an imposing mansion, A police rescue squad in Provi they drove up to the front door, dence, R. I., once carefully fished and when the butler answered, a "body" from the river, only to calmlv announced that "we have find that the bobbing head was a come for the sofa." The butler even coconut with a blonde w'ig cleverly helped them load a mammoth Louis attached to it. Every year hundreds XIV divan into the back of the of bottles are washed up on beaches wagon, and off the two rascals went. containing distress notes, like "Help! A short distance away they turned We are sinking!" These messages in at another estate, rang the bell, are patiently investigated by the had to call out the police reserves and informed a pert maid that "we Coast Guard and other authorities to disperse the crowd. are delivering the sofa." With the -- and are invariably fakes. Another yam concerns an artist, care and precision of professional Get a bunch of old grads together who once acquired a tiny turtle at decorators, they finally chose a spot from any college or university, and a Parisian night club. When he re for the filched piece of furniture, the stories of their pranks will go turned home, he offered it to his chucked the parlor maid under the on for hours, ranging from the cow concierge, a kindly woman who was chin, and drove away. in the chapel belfry to stink bombs delighted with the gift. The next Fun with the law ranks high under the dean's chair. They re night the artist procured a slightly among the favorite pastimes of the member how Jim Jerk (the card) larger turtle, and stealthily replaced practical joker. Many such pranks sprinkled itching powder in his the first one with his new acquisi have been repeated often, however, roommate's trousers, or the time old tion. Over the next couple of weeks and shrewder guardians of the peace Bob Brainstorm put straight gin in he would exchange each succeeding are not easily taken in. the opposing team's water-bucket turtle for a still larger one, until he For example, if you and some during the big football game. had used the biggest he could find friend think you are smart, just buy As you might expect, animals are in Paris. a nice new' bench, take it into the often used as props behind the backs The concierge was beside herself park, and then start to walk off of the protective animal societies. with joy at the marvelous "progress" with the bench just as a cop is going by. The chances are that the patrol Cats in the Post Office the turtle had made under her care. "I have an art with animals," she man will wearily ask you to show One of the best known incidents would say. "Regard the happy effect him your bill of sale, and not try occurred during the first World of my care upon this creature. In to run you in for pinching "city War, when someone put an ad in two weeks it has become a giant!" property" -- the way you might a New York newspaper, offering $2 But then the artist started to re have hopefully expected. That gag for cats which allegedly were to be verse the process, and the turtle has whiskers by this time. sent to Germany. The felines, ac grew smaller and smaller. The poor Even so, the police never know cording to the advertisement, were woman didn't know' what to make for sure what's coming next. to be turned loose against rats infest of it. She changed the turtle's diet, A judge in Wichita, Kansas, re ing camps where Americans were protected it from drafts, and tried cently had a man-sized job in sooth being held prisoners. keeping it first in bright sunlight ing the ruffled tempers of irate citi Patriotic cat-owners were urged and then in the shade. Of course it zens. They complained that their to bring their animals to the Cen continued to shrink. In despair she cars had been unjustly tagged out tral Post Office. Not long after the consulted the curator at the mu side a ball park. A book of tickets doors opened, some 4,000 men, wo seum, but he could offer no advice i lost by a traffic officer had fallen into men and children, each with one or nor explanation. imaginative hands, with the result more cats in his arms, jammed the Still the turtle became more and that summonses appeared on all the corridors of the building. The din more diminutive, until at last it dis automobiles in sight. And in London and confusion grew to such yowl appeared altogether. The concierge not long ago, hundreds of John ing proportions that the postmaster was heartbroken but stoic. "Com 8 ETC 24042 fort yourself, monsieur," she said, informing the artist of the tragedy. "It is, at least, historic." Jokes in the business world can be among the most annoying, and often prove costly. Here again, no body is safe. A cigar manufacturer discovered too late that a large C.O.D. ship ment of expensive stogies, especially wrapped and banded, was consigned to a fashionable girls' boarding school in the South. Hotel keepers have long since learned it's best to check any suspicious reservations for the bridal suite and other ac coutrements, lest the newly married couple turn out to be a pair of mules. A dressmaker was asked to order elaborate lace for one "Clementine R. Bradford," only to find out that the name belonged to a fishing trawler. In New York not long ago, a tavern keeper spent a jittery after noon waiting for a load of sawdust which a firm voice over the tele phone had threatened to dump on his sidewalk. The entertainment world has per haps had more than its fair share of jokesters, ranging from the anony mous movie patron who didn't like the show to some of the biggest names in lights. A man who saw a bad film re turned next day with a large box of moths, and when he released them, they of course flew into the light from the projector, and liter ally blotted out the Grade C se quences. Two nationally known comedians, however, were foiled when they sneaked into a popular announcer's studio as he was doing a sportscast. The two friends cut the announcer's suspenders and then proceeded to strip him down to his shorts -- but the announcer never missed a word of his spiel. Corpse on a Tree But it is still the unclassified indi vidual who sets this old world of ours by the ears, day in and day out. An excited motorist telephoned authorities in Los Angeles to say that a fashionably dressed woman was hanging by a tree on Colorado Street. When the apparently life less form was cut down in front of hundreds of horrified onlookers, it turned out to be a store mannequin. Other alleged humorists have been known to put mannequins (male) into the boudoirs of respectable old maids, just to hear the poor spin sters' shrieks. A young matron fainted dead away on the street when a neighbor substituted a bon neted pekinese for the infant in the mother's baby carriage. Some office clerks the other day poured a local anaesthetic into a bottle of gargle solution their boss was using for a cold -- and the boss' deep bass voice turned ^to high falsetto for several hours. The anaesthetic had numbed his vocal cords. One of the most elaborate set-ups for practical punishment was the special upside-down hangover room one ingenious character rigged up at his home. When a guest would have too much to drink and fall asleep, the unfortunate victim would be dragged into the upside-down room and draped around a chande lier sticking up from the floor. A rug, chairs and tables were fastened to the ceiling overhead. Imagine the plight of the fellow when he woke up the next morning, with splitting temples, and then tried to "climb down" from the chandelier. Fortunately the day of the special gadgets is not as rife as it once was, although manufacturers of dribble glasses which leak, red pepper candy, plate lifters and exploding cigars still do a good business. If you want to avoid the practical joker, you might as well stop try ing. He's as inevitable as death and taxes, and not much more fun, al though there are some hopeful signs that his heyday is waning. About all you can do is keep your fingers crossed and hope for the best. It might help too if you have a little bag of tricks up your own sleeve,, just in case. Marlin (Pat) Harder, Chicago Cardinal star fullback, fuels a car in Milwaukee. The former University of Wisconsin athlete owns and operates the service station STMMrn at tk on't look now -- but your neighborhood D service station operator may be a celebrity. Many people who have attained prominence in other fields have entered the service station busi ness. Some are well-known sports figures. Others are public officials. There is even an occasional stage or screen star in the ranks. For some of these people, their service station .'M Left, public officials are well rep resented in the service station fra- i ternity. Among them .3 is Harold Chirnside, Mayor of Sterling, Colorado. He has operated a Standard Oil Company of In diana bulk station since 1930. He sup plies many nearby farmers and ranchers Joe PflpflRELLfl'S ESSO Se IVICENTER JSI 3 ** 1 ftv Left, Joe Paparella, American League um pire, operates hit station the year round and he is on the job personally as soon as the base ball season ends. His staff pinch-hits at the pumps while he is on the diamond ETC 24044 A surprising number of public figures can be counted among the ranks of service sta tion owner-operators od represents a profitable sideline to their regular cy. profession. Others, as in the case of baseball play in ers, operate their stations year round, and pitch in isi- during their off-seasons. Still others have entered ers the business upon retirement from active sports nal competition. Pictured on these pages are a number of noted figures who find the service station busi on ness a good business. >ffirepthe fra hem ide, ing, hat fard Intion ;vpirby hers One of the busiest men in Cheyenne, Wya., is Mayor Benjamin Nelson. He is one of the young est mayors of a capital city in the country and alter his daily duties as mayor are finished he doubles in brass at his Frontier service station. He is frequently found on duty during two or three hours every eve ning and an weekends Movie star Esther Williams gives her husband, Ben Gage, a hand at the opening of his Union Oil ser vice station in Santa Monica, Cal. The opening was Hollywood style Robert IBob) Smith, retired Boston Braves baseball star, now owns and operates a Gulf service station in Atlanta, Georgia. Smith pitched for the Braves from 1923 to 1937 Dave ("Boo") Ferris, Boston Red Sox hurler, tied the American league record by winning 46 games in 1945* and 1946. He and his brother run a service station at Shaw, Tenn. ETC 2404, ELBOW ROOM FOR RESEARCH Now a proving ground of the air for the U. S. Air Force, Muroc Lake was once a testing center for Ethyl engineers in the country offers such a happy combination of those desirable fea JET PLANE FLIES HUNDREDS OF tures as Muroc Dry Lake in South zoom up into the heavens at a clip ern California. At least, the Air MILES FASTER THAN SOUND JET BOMBER'S RANGE RISES-FLIES 3,458 MILES IN CALIFORNIA TEST of 2 Vi miles a minute, a rate of climb unheard of even in 1948. But our story is not about these history-making flights. Rather, it Force feels that way. For it is there that the nation's air arm has fash ioned perhaps the largest and great est flight test base in the world. X-l CLIMBS 13,000 FEET IN A MINUTE concerns the place where this his tory is being written. Secrecy, yearye-raising headlines such as round favorable weather, and plenty E these pop out of newspapers of elbow room are essential in the with increasing frequency theseassaults on aerial time and distance Remoteness, good weather, and ample unhampered flying area. Muroc has all three in excess. It is only a hundred miles from Los An geles, but situated in the heart of days. They tell of how man is flying barriers. Probably no other locale the Mojave Desert far back from the faster and farther than anyone ever traveled before. Such achievements are the stuff that dreams have been \ made of ever since man first learned Top, this Flying Wing to fly. Now, they are becoming (YB-49i was tested commonplace accomplishments for at Muroc Lake. This type jet bomber re men of the U. S. Air Force. cently made a 2,258- li Into the wild blue yonder today mile trip cross coun go aircraft capable not only of ap try . . . Right, during the Ethyl road re proaching the supersonic wall -- the search program at speed of sound -- but able to pierce Muroc Dry Lake in right through it with speed to spare. Our spanking new jet bombers fly non-stop from coast to coast -- and the late 7930's, the wind velocity was measured (with this anemometer) during do it at speeds of upwards of 600 the exhaustive tests mph. The experimental X-i rocket ship, fastest plane in the world, can J 12 ETC 24046 onlv main highway, it is figura being used as a base for advanced Reviewing the situation, a techni tively a million miles from no aeronautical research, Muroc first cal paper by three Ethyl engineers where. Except for rare spells like served as a means of furthering the in 1938 summed up the need for the this past winter, Southern Califor progress of gasoline-powered land gasoline-versus-distillate tractor nia's weather is ideal for flying. As vehicles. Ethyl Corporation, for one, srudies as follows: for room in which to maneuver jet made extensive use of the dry lake "Approximately three years ago, and rocket planes -- there is only a testing area from 1935 to 1939 on the question of proper fuel for farm handful of buildings, mostly shacks, projects associated with tractor and and industrial tractors became in for miles around. automobile engines and their fuels creasingly important to tractor man Muroc is new, as military installa and lubricants. ufacturers, oil refiners, and tractor tions go. It was first permanently manned Aided Tractor Progress owners. Shortly before this time, oil refiners had increased the octane by GIs in 1941, and then only by Muroc played no little part in number of their regular grade gaso a detachment assigned to maintain converting the farm tractor engine lines, giving a wide distribution of air targets for planes based at March from a cumbersome low compres a fuel which was not only of im Field, also in Southern California. sion distillate-burning affair to a proved antiknock quality but which, i In 1942, some P-38 pursuit ships modern high compression gasoline for almost the first time, was of moved in for training. Later came unit. quite uniform quality throughout the B-24S and the B-29S. Meanwhile, Before the Ethyl tests at Muroc the United States and Canada. Man the Air Materiel Command, with in 1935-1937, few data were avail ufacturers of automobiles, trucks 3y headquarters at Wright Field in able on tractor engines and tractor and buses were rapidly redesigning Dayton, Ohio, set up shop on a sec performance, particularly with re their engines to take maximum ad tion of the dry lake bed. Since then, gard to variations in tractor design vantage of the new gasolines. The lit except for a few months right after required for the most efficient utili increased antiknock quality of these re the end of the war when it went on zation of the different fuels. Infor uniformly distributed gasolines ac h- standby status, Muroc has been mation obtained in the field tests, centuated the already wide margin it- growing -- not only in size and together with corresponding data in octane number between gasolines scope, but also in prestige. compiled in the laboratory, was of and kerosenes or distillates. Also, in ld But while the armed forces have fered to tractor manufacturers as a creased engine efficiency in auto- ( a. made use of Muroc only in the past guide in determining whether their is eight years, its outstanding value as individual companies would pro Below, left, one tractor towed j i- a great natural proving ground has duce gasoline-powered tractors. The another at Muroc to simulate jf le been recognized for at least twice first such tractor had been marketed that long. And though it is now in 1935. a normal load . . . Below, exten sive laboratory studies preceded the Held tests at Muroc Lake 13 ETC 24047 mobiles, trucks and buses accentu ated the unfavorable comparison of tractor engine efficiency with these more common types of internal combustion engines." The resultant joint research pro gram was sponsored by tractor manufacturers and certain oil com panies. Its scope was so vast that no single research plant could handle the entire program. Consequently, individual laboratories were as signed phases of the over-all project. In common w'ith the laboratories of several tractor companies the Ethyl Corporation Research Laboratories were asked to do three things: (i) Develop instrumentation and test methods which would permit the evaluation of tractor engine opera tion over a wide variety of condi tions; (2) develop tractor engine de sign features for best performance on gasoline and distillate; and (3) determine the relative value of gaso line and heavy fuel in tractor oper ation. Extensive dynamometer investi gations at the Ethyl Laboratories in Detroit demonstrated that the test tractor gained optimum perform ance on distillates with a 4.32 to 1 compression ratio engine. For oper ation on gasoline (70-octane), a 6.14 to 1 head on a tractor -- equipped to allow manifold temperatures to be lowered considerably -- was found to offer the greatest advan tages. During the two years of out door tests at Muroc, thousands of test runs were made in order to de velop all fundamental data possible. The comparative results obtained by Ethyl were impressive. The Muroc tests showed that at full load there W'as a 2 3 % gain in power and a 26.7% reduction in specific fuel consumption for the high compres sion gasoline tractor. Most tractor manufacturers needed little further proof of the all-around superiority This onetime general store at North Muroc served as headquarters for the Ethyl tractor test crews of the gasoline-powered tractor. Had a farmer watched the Muroc experiments, he surely would have wondered at the strange goings-on. For, the test unit consisted not of a single tractor, but of one tractor towing another. The reason for the tandem was quite simple, and demonstrated the thoroughness with which the trac tor and oil industries conducted the joint program. To Simulate Actual Load Ethyl engineers had concluded that the use of a single tractor in an actual crop field would prove un satisfactory for several reasons. Among other things, uniform soil conditions are never available in the same field even on the same day, and the motion of the tractor across a plowed field would make the use of delicate testing instruments diffi cult, if not impossible. Thus, it was decided that the tests would be con ducted at Muroc and that the nor mal load would be simulated by hav ing the first tractor pull another whose required draw-bar pull could be varied over a wide range. If it looked strange to see one tractor pulling another, stranger still w'as a special platform on the first tractor. This was an observation post which extended on each side in front of the rear wheel fenders. It permitted an operator to ride near the controls and instruments used in connection with the measurement of draw-bar pull, fuel consumption, spark advance, engine revolutions, and distance traveled. For many of the same reasons that it proved excellent for the 193 5-1937 tractor tests, Ethyl selected Muroc for a special 1938-1939 study of new model automobiles. Muroc Dry Lake is 12 miles long and five miles wide, and is worldfamous for its absolute smoothness. Its broad expanse allowed for either straightaway or circular test routes. Visibility was practically unlimited and the absence of any road hazards allowed ultra-safe driving. Finally, the 40-50 degree F. differential be tween daytime and nightime atmos pheric temperatures permitted tests under many climatic conditions. The automobile tests were de signed to add to the Ethyl Labora- 14 ETC 24048 tories' vast storehouse of data per taining to the effects of compression ratio and fuel antiknock quality on the performance and economy of vehicles. During this particular studv, engineers observed that the wind was a major factor in car per formance and fuel economy. This fact had been widely appreciated for some time, but there were few evaluating data to define just how ereat was the effect of wind. As a means of gathering relative wind velocity information under a varierv of conditions, Ethyl engi neers hit upon the idea of erecting an anemometer atop a metal tripod at the front of the vehicle. The ar rangement made a "tower" about nine feet tall. Ethyl no longer em ploys the anemometer tower in its normal performance measurements, but the original model at Muroc helped to gain new information on performance versus wind velocity. Life on the desert was, in all truth, the combined existence of hermit and pioneer for members of the Ethvl engineering crews. They were quartered in what had been V a general store, right at the rim of Muroc Dry Lake. They shared the old frame building with a family of borax workers who lived upstairs and a church congregation who used the building for its revival meetings. Shaves were few and far between for the men, because of the lack of hot water. Except for weekend trips back to San Bernardino, where the Ethyl road research laboratory is located, the crews' only touch with the everyday world beyond Muroc was the drivers of test vehicles out of the San Bernardino laboratory. Tarantulas, scorpions and other ven omous insects were almost nightly visitors. The men had to shake out their shoes each morning as a pre cautionary measure. Their only rec reation was some occasional archery' and pistol-sniping at rabbits and desert snakes. Their Day Began at 2 A.M. Every working day was 18 hours long, starting at 2 o'clock in the morning. That was reveille time -- time to roll out of bed, get dressed, and drive 40 miles round trip to the town of Mojave for breakfast and to pick up lunch in the form of sandwiches from the restaurant. Then, back to the base for a full day of vehicle testing and data comput ing. After another drive to Mojave for dinner, the crews enjoyed the luxury of a few hours of relaxation. But the most welcome hour of all was 8 P. M. That was bedtime. In addition to being engineers, members of the test crews also acted as local weathermen and as good Samaritans. A small-scale weather station was Typical of the current strides in jet plane development is the XB-47, which recently spanned the U.5. at a speed of 607 mph - OUR COVER Pictured on our cover is Ethyl's road research laboratory at San Bernardino, California. The modem laboratory, constructed in 1938, has complete facilities for the testing of fuels and engines, and carries on continuing road test programs in the center of a great natural proving ground. The building also houses one of the Corporation's five gaso line testing laboratories. maintained at the Muroc headquar ters. This was necessary7 because barometric pressure, atmospheric temperature and other w'eather con ditions are essential knowledge in tests that take in every type of vari able on the performance of gasoline engines. The men played good Sa maritan to countless motorists whose cars ran dry7 on the lonely desert. The Ethyl engineers probably got more than their normal share of this "business" because the gasoline pumps, although long dry, still stood outside the abandoned general store where they were staying. In service stations all over the country, the gasoline pump is a friendly sight. In the middle of the desert, it is a verita ble symbol of hope for distressed motorists. But Muroc no longer accommo dates the test tractor and automobile. Gone, too, are the pilots of these land vehicles. In their places now are machines -- flying machines -- whose speed has never before been seen. And men garbed not in engi neer's togs, but dressed in special "man from Mars" clothing, to help them withstand the teeth-jarring ac tions of the rockets and the jets. Still, it's the same old Muroc in one respect. It remains the same great natural proving ground that aided in years past in advancing au tomotive and tractor progress. The only difference is that today it is a proving ground of the air. *un Ann ptCElr,ByCarlAbell the next time you hook 3. fat speckled trout, or land some other kind of finny fighter, don't think for a minute that you caught the fish all by yourself. which get caught and destroyed in It takes many months for one of You may have found the best spot the surrounding landscape. Oddly these specialists to become really s on the lake or stream by intuitive enough each year some are snatched proficient. They must work very judgment, or you may have plenty by birds in flight. fast, using every possible shortcut, of evidence that your own skill was But in spite of production running if they are to make adequate returns responsible for that bulging creel. to many millions annually, the fly at the prevailing rates for piece But unless you are the kind of fish industry still defies mechanization, work. Each season, a new multitude erman who makes his own flies -- and remains a handicraft both in this of fishermen take up fly tying as a ones that work -- a lot of the credit country and in Europe. So, instead hobby. A certain percentage of for your catch rests with the people of factories, there are several thou them eventually start selling a few who design and manufacture them. sand people scattered around the flies, or even a considerable number. Fly-making, as you might well country, busy making flies the year Each year dozens of these amateurs imagine, is big business today. It has round. All of the flies are wound go into full-time production -- but to be, in order to supply the needs by hand, using fine waxed silk competition is rugged. of the nation's some 12 million fish thread to hold the materials in place. A smaller number of tyers, pos ermen. Besides new sales, there is a Large "manufacturers" are few -- sessed of good promotional ability huge replacement market. Flies wear possibly a couple of dozen in num and superlative skill, make a success out, like anything else. Many more ber. Most of the "factory" produc of custom tying. They do their are lost to the big fish that invariably tion is done by women who work in work directly for consumers, col get away. Moreover, there are the their own homes, and who special lecting a premium for their efforts. vast numbers of flies, ineptly cast, ize in two or three patterns. Only a few dozen patterns of trout 16 ETC 24050 flies are generally available, except "Palmer Worm or Pilgrim," named One of the best of these "fancv" in the larger tackle stores. For the after the Pilgrims of the era, which flies, thtfugh not so called, is the most part, these are supposed to imi has evolved into our whole tribe of Professor. It was designed bv Pro tate insects in either the adult or palmer tied flies, bi-visibles, woolly fessor James Wilson, of Edinburgh immature stages, which constitute worms, emidas, and so on. University, who was on a fishing important items of trout diet. There During Britain's rise to supremacy trip one day without flies. To bridge are hundreds of other patterns on the seas, every fly tyer knew the terrible gap, he pulled a thread which are more rarely seen, but some sailors who scoured the shores out of his sock, and with it he bound which have at one time or another of the seven seas for feathers, furs, on his hook the petals of a butter taken fish. and fibers for the folks back home. cup, and some wisps of grass, brown It is the universal ambition of every By 1800 the feathers of birds from and grey. It was quite successful, so gifted amateur fly tyer to originate all over the world began showing it became the "mock-up" for a regu a new pattern which will bring him up in the English and Scotch flies. lar fly made from the same colored undying fame through the slaughter Furriers contributed the trimmed- fly tying materials. The "Professor" of countless fish. Occasionally, a off edges of beaver, seal, muskrat, is still a favorite fly after more than new one is created which attracts and fox skins, all of which went into a century of use. fish regularly enough to take its the "dubbing" for fur bodies. Gold Nowadays, most fly fishermen place with the immortals. Arthur and silver tinsel came in from carry from two dozen to two or Emery Low, of Santa Barbara, Cali France, and of course, silk from the three hundred patterns, all of which fornia, has in his lifetime developed Orient. We still use all these mate will presumably take fish -- or vice two new types of flies which seem rials, and many more. versa. Invariably the sportsmen have to have what it takes. At this stage of fly development, the creation of "Fancy" Flies three or four real favorites with which they do nearly all of their two highly successful new types in By 1850 most of the standby pat fishing. And certain to be among the 25 years of effort is considered not terns of the English had been de favored few is the Royal Coachman. bad. veloped. While most of them were The original Coachman was first While the origin of fly fishing is definitely imitative of the stream tied by Tom Bosworth, who was the lost in antiquity, the written records insects, a new kind began to appear. king's coachman. He could not fish go back a good long time. These were the "Fancy" flies -- in the king's stream, but he could Aelian, a Macedonian of good Flight's Fancy, Wickham's Fancy, tie a fly for His Majesty. of repute, who lived and wrote about etc., -- not meaning fancy in our When the king came back to his lly 300 A.D., told how his countrymen colloquial sense at all, but indicating coach one day, after not having done fy captured the spotted fish in the River its birth in the fancy of the fly tyer. so well, Tom presented him with jt, Astreus with an artificial lure fash ns ioned from colored wool and the e- feathers from beneath the wattles of ie a cock. These are still two of our a standard fly tying materials. of Izaak Walton, in his "Compleat w Angler" (1653), described twelve Delicate in their r. flies used to imitate insects which appearance but a rs constituted the favored foods of the lot stronger than at trout during certain months. His they look, flies usually resemble fly bodies were all made of wool, insects. Each is in a few cases decorated with silk fashioned by hand V or "lapt about with the herl of a ss Peacock's tail." His flies all had ir wings, constructed from the feath 1- ers of local birds. The revered Izaak also gave directions for. making an artificial caterpillar, or 17 ETC 24051 his latest creation, which was a brown hackle fly with peacock herl body (which was already well known) to which he had added a pair of white wings. The fly turned the day into an unqualified success for the king, so His Majesty, out of sheer gratitude, perpetuated Bosworth's memory in an anonymous sort of way by naming the fly the "Coachman." A full peacock herl body, upon becoming wet, expands and becomes rather loose. It is then quite likely to snag on something, break, and un wind. John Haily, a fly tyer of New York, had a customer who liked the Coachman above all others, but he disliked its propensity to come apart. "Royal Coachman" After giving the matter due thought, this customer came up one day with an advanced idea about reinforcement. He wanted his Coachman flies bound about the middle of the body with silk floss. As a little touch of rugged indi vidualism, he demanded that the sash be red. The magnificent appear ance of the resulting fly led to the chance remark that it should be called a "Royal Coachman." Theodore Gordon, of Pittsburgh, was the first great American apostle of dry fly fishing as it is practiced today. Being observant and thought ful, as v'ell as a skilled fly tyer, he became the first great American "special effects man" of the angling fraternity. In his endeavors to make a dry fly come down lightly on the water, he developed the fanwing construc tion, which was in effect a built-in parachute. It is accomplished through the use of the curved breast feathers of appropriately colored ducks, and it gets results. Gordon also pioneered in the development of dry fly patterns to match the in sects of the American streams. His Quill Gordon is in nearly every fisherman's kit. Recent developments' of impor tance in the dry fly art seem to be centered principally about the mat ters of body and trim materials which retain their floatability even after numerous casts or after catch ing one or more fish. Rube Cross made a good move in his Cross Spe cial by making the body from raffia, which is tough and buoyant. Some tyers are now making tapered body dry flies using small amounts of kapok under the body dressing. In creasing numbers of thick-bodied flies are also being made from deer or caribou hair. Furthermore, there is also a defi nite trend away from the soft fragile tails of the past. Hackle fibers, hair, and other stronger and stiffer sub stances are replacing the mallard and wood duck fibers formerly used. They give the fly better buoy ancy at the tail, which is an engi neering refinement long needed. Trout are not entirely insectivor ous. The larger ones are all cannibals when they have the chance. Good imitations of minnows are made from feathers and hair, and here again the materials come from widely scattered sources. The great thrill of trout fishing, of course, lies in the way the fish rises to drv flies. I Ml Wa >** Quite a lot of the time, however, the trout gets more food off the bot tom than from the top. Its staple groceries, then, are the nymphs which grow among the stones and rubbish and in the mud of the stream bottom. Artificial nymphs which are truly imitative of the abundant stream life have been available for years. Some of the best were developed by E. R. Hewitt. Ray Bergman is responsible for another good series, some of which are made with translucent cellophane bodies. Fishing with these nymphs prop erly is difficult. They must be used close to the bottom, and the third dimension of depth and the inter vening currents all add to the com plications. The nymph must also drift naturally, or the suspicious trout will surely blackball it. There are some highly polished practitioners of the piscatorial art who always prepare a new wet flv for use by stamping it in the mud a few times before casting it out to fool the fish. A. E. Low, the previ ously mentioned fisherman of Santa Barbara, Cal., is that way -- and he should know'. The Nympho fly, which he designed, when so treated, enabled one of his fishing friends to w'in ten one hundred dollar bets that it would catch more trout than any other flv on the stream. 18 ETC 24052 Editor's Note: The farmer, as everyone knows, constitutes an im portant market. His wants and needs include everything from tractors, farm machinery, automobiles, trucks and tires to clothing, radios, washing machines, and gasoline and other refined products. As an indication of the farmer's importance in the total economy, there is, surprisingly enough, more mechanical power on farms than in all the plants and factories of the nation. Because of the universal interest in the farm market, the following article is presented. In it the author compares the farmer's position today with that following World War I. The opinions expressed, of course, are his own. ast month, as farmers began a sharp decline in the nation's trad Lt planning their Spring planting ing centers. Prices in some cases fell operations, a big question loomed even below the government sup in the minds of many people: How port levels -- the levels at which the would the farmers fare in 1949? For federal government, through its more than a decade, the farmers Commodity7 Credit Corp., stands have turned in consecutive bumper ready to make loans on various crops -- several of them of record commodities. At their February proportions. Meanwhile they have low point, cash wheat in Chicago enjoved a continually rising income. sold as much as 15 cents a bushel Thus, people asked, would 1949 below7 the government support continue their skein of high pro level; cash corn sold as much as 40 duction and high income, or would cents a bushel below. As that hap it perhaps prove to be a turning pened, people began to wonder point? whether the farmers faced a situa Underscoring that question was tion comparable to that following the recent action of the commodity7 World War I, when that era's post markets. war inflation ended in an abrupt Farm prices last month suffered collapse. After that war, farmers suffered severely'. Between Mayr, 1920 (the peak of the postwar inflation) and June, 1921, farm prices plummeted more than 50%. Cash farm income fell from J14.6 billion in 1919 to $12.6 billion in 1920 and to $8.1 billion in 1921. Meanw'hile, farm mortgage indebtedness had piled up to record proportions as farmers expanded their acreage. Interest payments on that indebtedness, which in 1919 took a punv out of farmers' lush earnings, now required more than 8% of their reduced income, and were hard to meet. Unable to pay their obligations, thousands of farmers lost their homes in the debacle of the earlv 1920's. The Situation Today This time, however, the farmers' situation is vastly different. Instead of being completely vulnerable to whatever readjustments may even tually follow, they are in a strong economic position. As of the end of 1948, the na tion's farmers owned more than $22 billion in liquid assets alone. Those assets -- consisting of cash in the bank, holdings of government I 1939 1940 1941 1942 1943 1944 194S 1946 1947 1948 BILLIONS OF DOLLARS ^ The unprecedented demand tor farm products is reflected in the record of tosh farm income (including government payments), which has steadily mounted in the last decode bonds, and investments in farm co operatives -- were more than four times as large as the $5 billion in ready money farmers had back in 1939. Added to those liquid assets were the farmers' physical assets -- meaning their real estate, crops, livestock, farm machinery -- which brought their total agricultural as sets up to $130 billion, compared with only $54 billion as of the end of 1939. Against those $22 billion in quick assets in 1948, farmers had out standing a total of $11.3 billion in liabilities, of which some $5.1 billion represented real estate indebted ness. In other words, their liquid assets were twice as much as their outstanding liabilities and more than four times as great as their real es tate indebtedness. This situation is completely the reverse of what pre vailed back in 1939, when fanners' outstanding indebtedness of $10 bil lion was twice as large as their liquid assets. Meanwhile, farmers have in creased their ownership of land and machinery. Since 1940, they have more than doubled their own ership of farm machinery and equip ment. The three million farm trac tors now in use, coupled with their other modern equipment, have en abled farmers to produce more effi ciently and economically than ever before. Reflecting this, the produc tivity of agriculture in the past decade has outstripped the gains made in industry', measured bv out put per worker. Today, what happens to the American farmer is of importance to everyone. Not only does he sup ply the nation with food and fiber; he is also an important customer for everyone else -- buying everything from automobiles, tractors and gas oline to clothing, radios and wash ing machines. Thus, the welfare of the country at large depends, in no small measure, upon the welfare of the farmer. In gauging farm prospects, some thing that is sometimes overlooked is what determines farm income. Farm income is determined not only by the general level of prices but also by the volume of agricultural production. The experience of last year provides a vivid example. Last Year's Experience Back in February, 1948, farm prices also took a nose-dive -- just as they did this past month. For 1948 as a whole, farm prices de clined an average >3%- Despite this, cash farm income actually rose in that period -- from $30.6 billion in 1947 to $31.3 billion in 1948 -- while Cattle losses caused by the past severe winter will affect the 1950 meat supply The record harvests of last year severely taxed the nation's grain storage facilities - % 45*:'.; il ETC 24054 ver realized net income (cash income comparison, the farmers in the nearly 700 million bushels in the uc- less production expenses) declined years 1935 to 1939 had an average current fiscal year. This is about 14 >ast onlv a modest 2%, going from income of only #8.5 billion. times as much grain as the United sins Si7.8 billion in 1947 to J17.4 billion Looking back over the past sev States normally exported before the ut- in 1948. The reason for the farmers' eral years, it is interesting to see war. excellent showing in 1948, of course, what changes have taken place in But in the past year, foreign agri the was the record volume of crops agriculture -- and what they hold culture has scored a vigorous re ice produced. _ for this year. covery. European nations have been ip- Thus, in planning their 1949 op After this war, as after the last, able to restore their own farm lands er; erations, farmers know that how farmers were called upon to pro to production, and aided by good tor well they fare will depend not only duce an unprecedented amount of growing weather, have enjoyed mg on the prices they receive for their foodstuffs, not only for the Amer near-normal harvests. Thus, while as- products but also on the volume of ican public but for the war-stricken these countries are still receiving sh- crops thev can produce and dispose peoples of the world. large shipments of American food of of. At the same time, they have re stuffs, that demand is expected to no course to the government's parity Turned in Bumper Crops decline in the next season. The like of loans and purchase programs, which To meet these needs, farmers lihood of lower exports, coupled guarantee them minimum prices for turned out the greatest flood of with the record crop production te- the majority of their crops. The food and fiber in history. Last year, here at home and the prospects for ed government's support program still for example, they produced about another good crop year in 1949, is ne. continues to be of major impor 1.3 billion bushels of wheat, which currently making itself felt. llv tance to farmers, especially this was almost double what they grew But while our bumper crops, >ut vear, despite the recent market before the war. They harvested a present and prospective, may cre ral fluctuations. record 3.6 billion bushels of corn ate new problems -- not the least of ast In a recent forecast, the Depart against only 2.5 billion bushels in which is adequate storage space -- ment of Agriculture declared that 1939. They grew nearly 15 million thev are not without their benefits. "though the peak may be passed, bales of cotton against only 11.8 An easy example of this is seen in agriculture will continue to do rela million bales in pre-war days. corn. m tively well in 1949." A private esti Mountains of American food ist mate of cash farm income this vear, stuffs have been shipped abroad to or after allowing for the price changes feed the war-torn people of various :e- last month, places it around $27 bil countries. In grains, for example, is, lion. This estimate, if borne out, the United States is sending abroad in means that farmers will enjoy a in larger income than in any previous Lest year's cotton crop, at ile nearly IS million bales, was year excepting 1947 and 1948. By well above the pre-war average ETC 24055 Unlike wheat and cotton, corn is not a cash crop. More com goes to market "on the hoof" than in its natural state. In fact, nine-tenths of it is fed to livestock and to poultry, thereby showing up in the market in the form of livestock, dairy and poultry products. Two years ago, the nation suf fered from an extremely short corn crop of only 2.4 billion bushels. The result was that farmers had far less feed to give their livestock and poultry, and they had to reduce their herds and flocks. Last year, however, saw an un precedented corn crop of 3.6 billion bushels, with record-breaking yields per acre. With more than ample supplies of feed now available -- and at lower prices -- farmers this year are planning on increased produc tion of livestock, poultry and dairy products. Effects to Date The increased supplies of corn have already had an important effect. Cattle feeders at the turn of the year had a record number of ani mals in their feed lots, 19% more than a year ago. Hog farmers are sending to market a larger number of 1948 Fall pigs than was pre viously indicated, and are planning a still larger increase in this year's Spring pig crop. Commercial hatch eries have been raising 50% to 60% more baby chicks than a year ago. Furthermore, despite smaller coyherds and smaller hen flocks than a year earlier, egg and milk produc tion has continued steadily ahead of last winter. Strange as it seems, the milk production per cow, and the egg output per hen, have been the highest on record, due to the in tensified feeding. What all of this means is that farmers will have more pork, chick ens, turkeys, eggs, milk, butter arjd cheese to sell in 1949 than in 1948, thanks to the enormous com crop of last year. The principal excep tions to larger animal supplies will be in beef cattle, calves and lambs. The severe winter, just past, will hurt the 1949 calf crop, reducing veal supplies next year and beef supplies in 1951. These cattle losses, however, y'ill have little effect on this year's beef supply. Outlook for Consumers Taking a look at food supply prospects and at potential buying power, the Department of Agri culture estimates that the average American will eat about as well this year as last. While showing only small changes from 1948, the esti mated per capita food consumption for this year is far and away ahead of what the average American con sumed in pre-war days, almost with out exception. At the present time, 1949 prom ises to be another year of bumper crops, assuming a continuation of good growing weather. Larger acreages are expected to be planted to wheat, corn and cotton, among other commodities. Early growing prospects have been favorable. Even the severe winter weather of the west has not been altogether harm ful. Despite the hardship and misery it caused, it was also responsible for putting more moisture into the ground in many areas where it was needed. Then and Now The broad transition from war to peace -- from an era of world wide shortages in farm commodi ties to one of abundance and grow ing surpluses now -- is not likely to affect the fortunes of the American farmer anywhere nearly as severely as it did back in 1921. Then he saw OUR PICTURES Pages 3, 4, 6, Philip Gendreau; Page 5, courtesy of Toy Guid ance Council; Pages 7-9, cartoons by Rodlow Willard; Pages 10,11 (right center and bottom). In ternational News Service; Page n (top right) courtesy Union Oil Company, (left center), courtesy Super Sendee Station; Pages 12, 15, 19, 20, 21, Press Association; Pages 16-18. cour tesy of Carl Abell. wheat prices plummet from a peak of $3.50 a bushel to $1.18, com prices drop from $2.36 down to 53c a bushel, cotton prices fall from 42? to i2f a pound -- and there was nothing he could do about it. This time, however, he has the protec tion of the government's price sup port program, which has tempered the price declines thus far. The federal farm price support program, enacted during the war, guarantees the farmer loans at 90 per cent of the parity level for the six basic crops: wheat, com. cotton, rice, tobacco and peanuts. Under present authorization, these loans can be made through the end of the next marketing season, which means that this year's crops are so protected. Currently, Congressional hear ings are underway concerning the government's farm price program for next year. Whatever final action Congress takes will determine, to a large extent, how much of farm income will be underwritten by the non-farm population of the coun try next year. .Meanwhile, however, the farmer's position is very differ ent from the situation that con fronted him in the early ipto's. 22 ETC 24056 NEW QUARTERS AT BATON ROUGE The plant doctors, nurses and a large part of the adminis trative personnel at Baton Rouge are settling down in new quarters this month, following the completion of the new Medical and Personnel Building in February. Part of a build ing program started before the current expansion of manu facturing operations, it is designed to provide improved facilities and services for employees, and to give the admin istrative staff more elbow room. The Medical and Personnel Building faces the highway leading to the plant. It has a recessed entrance with plate glass doors opening on the principal parking lot directly East of the main gate. Within easy distance of each of the three manufacturing areas, it is next to the cafeteria and near other employee units. The strategic location of the building makes it con>enient for Ethyl personnel and visitors alike. Behind the structure, in the right background, is the plant's sixth tetraethyl lead building which is now under construction, and will be completed this Tall. Offices, laboratories and other facilities of the Medical Department are located in the wing facing the parking lot. The department has physiotherapy, electrocardiograph and basal metabolism rooms, equipment for taking and reading X-rays, accommodations for first aid treatment and minor surgery, and for temporary hospitalization. A medical library is also being installed. Personnel services and activities have been grouped to gether in adjoining quarters in the East wing of the ground floor. John H. Schaefer, vice president and general manager of manufacturing; Clinton W. Bond, resident manager; and B. Bynum Turner, assistant resident manager, are among those on the plant's administrative staff with offices in the new building. The Finance Department occupies most of the second floor. The new building has 119 rooms equipped with summer and winter air conditioning, indirect lighting, and acoustical walls and ceilings. The streamlined brick exterior blends with the architecture of other modern plant units nearby. A feature of its construction is the provision for a third floor to be added if more room is needed at some future time. ETC 2405 When you go winter fishing -TRADEMARKS' OF NATURE* identify the fish you catch TARPON--a rugged fighter iden tified by large, thick silver scales and a dorsal fin with a long anten na-like spine on its trailing edge. Prepared in eoopereaon with specialists ofAmerican Museum ofNatural History, N. Y. DOLPHIN-a game fish distin guished by a high, blunt forehead and a long dorsal fin without spines. ... to reel off miles of smooth, enjoyable driving ... to help your engine run at its best ... to feel the thrill of top performance on the open road and in city traffic... ask for "Ethyl" gasoline -- high quality gasoline improved with "Ethyl" antiknock fluid, the famous ingredient that steps up power and performance. "Ethyl" antiknock fluid is made by ITKTL COMOSATION, Chrysler Building, New York 17,N.Y. ETC 24059 TN THE A1DPDRTIL 1949 In connection with the en trance of Ethyl Corporation into the manufacture and sale of benzene hexachloride and other chemical products, Dr. Charles L. Smith, an entomolo gist, has been appointed to the staff of the Product Devel opment Department. Dr. Smith comes to the Ethyl Corporation from the National Agricultural Chemicals Asso ciation, formerly the Agricul tural Insecticide and Fungi cide Association where he has served for the past four years as Technical Advisor. In the two preceding years he was a research entomologist at Rut gers University under a Fel lowship from the Carbide and Carbon Chemical Corporation. Dr. Smith, a native of New York State, attended Rutgers University, where he received his B.S. degree in 1933, his M.S. degree in 1934 and his Ph.D. degree in 1937. As a member of the Product Development Department, Dr. Smith will work with the auto motive, agricultural, pulp and paper and other industries in the development and use of chemical products manufac tured by the company. Benzene hexachloride -- called BHC for short --is pro duced at the company's manu facturing plant in Baton Rouge, La., and is being sold to the insecticide industry for con version into concentrates and dusts in combating many agricultural insects. BHC has proved to be especially effec tive in control of the boll weevil and other cotton pests. THE ROAD TO BETTER HIGHWAYS 3 How should the nation's highway needs be met? What policies should govern highway taxation, finance and administration? How can highway barriers and other inequitable restrictions on motorists be eliminated? This article tells what is being done, on behalf of the nation's motorists, by the National Highway Users Conference. NATION ON KEEIA 8 Today, the number of motor boat enthusiasts is listed in the mil lions. A big reason for this unprecedented popularity lies in the large number of inexpensive craft which have put motor boating within the reach of nearly everyone. GIVE A MAN A POT HE CAN BOH 11 Many a man prides himself on his culinary accomplishments. Give him the freedom of a kitchen -- end full rein to his hobby -- and he'll come up with some surprisingly tempting dishes. WRITTEN IN THE SKIES 14 Airplane records these days are about as permanent as passing clouds. This picture story tells about some of the planes which have been setting the swiftest pace in the history of aviation. PROFILE OF A BOOKLET 16 A continual "best seller" among Bthyl publications is a booklet entitled "Brief Passenger Car Data." Now in its sixteenth year of publication, the latest edition serves as a handy guide to current automotive specifications. CHINESE TRAFFIC PUZZLE 20 Take some 30,000 cars, 50,000 rickshas, 30,000 pedicabs -- and a wild assortment of sheep, cows, and chickens -- and you'll get an idea of what it's like to drive through a Chinese metropolis. In order lo widen the fields of reader Interest In Ethyl News, we frequently publish articles contributed by writers not associated with Ethyl Corporation. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles of timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Bthyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L. Shea, president; Stanley T. Crossland, vice president end treasurer; Richard M. Page, secretory ETC 24060 Helping to promote highway progress in the public inter ee that man driving along the est is the aim of the National Highway Users Conference S highway in that sleek new con vertible- A passenger car owner, Nor does the analogy stop there. Clearly-, then, the welfare of our you say? Sure he is, and he's also a Take that same strip of highway, highways is of common concern to highway user. Here comes a driver and what does it represent? everyone, whether he lives in the pushing along a big truck-trailer To the farmer, that highway pro city- or lives in the country, owns a combination. An over-the-road vides a swift means of transporting car or rides a bus, works for a living trucker? Yes, and a highway user, his vegetables to town. To a home or is in business for himself. There too. In that stream of vehicles round owner, that highway means quick isn't a single person whose life, in ing a curve, you can see a farmer access to and from his job -- and has one way or another, is not affected headed for market, a bus driver tak a direct bearing on the value of his by our highways and what happens ing people cross country-, a milkman property- and the welfare of his to them. headed for the next town, a doctor community. To virtually- any- busi Recognizing this, a unique nation out on a round of calls. They're all ness or industry-, that highway rep wide organization was formed some different classes of motorists, and resents a means of obtaining raw- 17 years ago. That organization, yet they're all highway users. materials readily and of shipping out called the National Highway Users In short, everyone who owns or its finished products again. To the Conference, was established to pro uses a motor vehicle is a highway nation, that highway can be an im mote the full development of high user -- and they all have a vital portant artery for commerce and way transportation in the public in stake in what happens to our high people, essential in peace, invaluable terest. With a membership drawn r*0lT way system. in war. from every group interested in high- 3 ETC 24061 way transportation, the National Highway Users Conference set as its goal the endorsement of policies which would benefit all classes of highway users and promote sound highway progress. Barriers to Progress When the Highway Users Con ference was formed, the country was mired in the depression. High way transportation stood to play a major role in contributing to the nation's recovery, but many serious road blocks were in its way. There were all too many laws still in force which were as out of date as the touring car and two-wheel brakes. There were many inequitable re strictions upon motorists, among them the highway barriers erected between states. And there had been, as the depression developed, a grow ing diversion of highway funds to other than highway purposes. One of the principal founders of the Conference was Alfred E Sloan, Jr., chairman of the board of Gen eral Motors Corp., who served as chairman of the highway users group until last year, when he was succeeded in that capacity by Albert Bradley, executive vice president of General Motors. In a statement of principles at the time the Conference' was founded, Mr. Sloan listed the following among its major objec tives: 1. To encourage the full develop ment of highway transportation in the public interest. 2. To promote sound public pol icies of highway use, development, safety, taxation, finance and admin istration. Since that time, the Conference can point to substantial progress in many directions. Through its efforts, and those of cooperating agencies, sound high way legislation has been enacted in many states. A greater awareness of the importance of long-range plan ning for the construction of high ways and bridges is evident among states. The great number of highway barriers has been reduced, and prog ress has been made in developing uniform traffic laws. Moreover, the Conference has sought to keep mo tor vehicle taxes at an equitable level -- consistent with highway users paying their share of highway costs, and consistent with their abil ity to pay for adequate highway facilities. Meanwhile the Conference has, on behalf of the motoring public, dis proved various claims of highway subsidy, and it has acted to protect highway funds against their diver sion to non-highway uses and against their dispersion among unjustifiable construction projects. In seeking to promote sound high way progress, the NHUC has had to cope with many complicated issues. For example, the administration of our network of highways is prima rily the function of the state, county and municipal governments, with the federal government cooperating in making available funds for the federal-aid highway systems. Many people know this, but they do not always realize its consequences. Wide Variations With each state a law unto itself, there is a wide variation on such vital matters as taxation, traffic codes, highway safety and highway planning. To take an easy illustra tion, the lack of a uniform traffic code is reflected in the dividing lines of various state highways ranging all the way from the use of three lines in some states to no lines at all, while at least one state uses a "cen ter" line, not to divide the highway, Left, a Highway Transporta tion Congress sponsored by the N.H.U.C. . . Below are rep resentative programs arising out of such public forums ETC 24062 but to denote the center of each 1S- driving lane. ay Once again, suppose an over-the- -ct road trucker was taking a shipment .'r- from Michigan through Ohio and lSt then down into Kentucky. In Michi >le gan, his allowable gross load is uo,ooo pounds, but in Ohio it is h- onlv 77,250 pounds, w'hile in Ken ad tucky it is only 42,000 pounds. Vary ed ing restrictions such as these prevent the full, economic use of both high of ways and vehicles. ia- On the other side of the fence 'ty are the highway users themselves, ith meaning the motoring public as a Alfred P. Sloan, Jr., receiving a scroll of appreciation for his services to the ng whole. Everyone is interested in N.H.U.C. Shown with him are Arthur M. Hill, president of the National As he more and better highways, but not sociation of Motor Bus Operators; Arthur C. Butler, director of the N.H.U.C.; ny everyone is agreed as to how they Albert S. Goss, master of the National Grange; and Albert Bradley, execu lOt can and should be accomplished. A tive vice president of General Motors and present chairman of the N.H.U.C. proposed new super-highway, let us in carrying out the programs agreed rural roads -- the general use roads. say, may appeal to a given class of upon. Moreover, it aids state high The remaining 2.3 million miles of motorist, but that does not neces way user groups in carrying for rural roads consist of land-service If, sarily make it an ideal solution to a ward their individual programs, al roads, whose chief function is to ch traffic problem. Nor are various road though the state conferences re provide access to land. Sc improvements which are suggested main autonomous bodies. Through The war years, as everyone in all cases consistent with the ability all of these means the Conference knows, inflicted deep scars on our a- of the taxpayers to pay for them. seeks to promote sound public pol highway system, because of the in nc Obviously, the real test of any pro icies of highway use, development, ability to maintain and repair it es gram is whether it will benefit all safety, taxation, finance and admin properly, while postwar shortages 'g classes of highway users and be an istration. of manpower and equipment have ,ee economically sound venture. Today, as it tackles current high further delayed many needed re 41 way problems, the Conference faces pairs and improvements. Meanwhile, n- Role of the Conference issues of paramount importance. As the record 41 million motor vehicles y. For these reasons, the task of the Mr. Bradley, the NHUC's present now in use, coupled with the un NHUC has been one of coopera chairman, declared in a recent mes precedented volume of traffic which tion, research and education -- ex sage, "The need for sound highway has developed, have made the situ ploring long-range problems, defin policies in the public interest to ation all the more acute. ing current issues, and endorsing guide our highway program is measures which will be in the public greater than ever before." Priority Schedule Needed interest. Certainly one of the most pressing Aware of the many complexities Accordingly, one of the major problems affecting the motoring of the problem, the NHUC points functions of the Highway Users public is the physical condition of out that it is "physically' impossible Conference is to act as a clearing our highways. to satisfy all road needs simulta house of information on all matters All told, the nation has some 3.3 neously. In order to assure orderly of legislation, regulation and tax million miles of roads and streets, development of the highway system ation of highway transportation. half of which are surfaced roads and in accordance with needs, a priority' Further, it serves as a forum for pol highways. It is significant, hotvever, schedule should be established. This icy discussions and the development that 86% of all motor vehicle travel scheduling of improvements should of voluntary programs concerning on rural roads is done on only about be set up for the life of the program highway transportation, and it assists one-fourth of the 3 million miles of but should be subject to re-examina- L'TC 24063 if tion at reasonable intervals in order to keep abreast with changing needs and conditions." In planning for highways, one of the major recommendations of the Highway Users Conference is that each state adopt a long-range high way program, as some states have begun to do. Such a program should be based on a sound and realistic approach, the NHUC declares, "bal ancing actual and reasonably antici pated needs with ability and willing ness of the taxpayer to pay the cost." The program should be formulated by an official highway study com mittee, the NHUC declares, which should be composed of members of the legislature, public officials, and representatives of organized high way user groups. Paying for Highways It is one thing to plan for high ways. What about paying for them? To finance their highway con struction projects, the various states had on hand, as of the end of 1947, roughly $1 billion in highway funds (not including another $200 million earmarked for debt service on their outstanding obligations). During 1948, the states collected an esti mated $2 billion in revenues from highway users. In addition, they re ceived substantial grants from the federal government under the terms of the 1944 federal aid highway act and were in line to receive addi tional funds under the 1948 federal aid act. As of December 31st last, nearly f 1 % billion in federal funds, apportioned to the states, remained to be paid to the states under existing authorizations. From the foregoing it is appar ent that, generally speaking, state highway construction has not, and is not, hampered bv lack of funds. Meanwhile, highway users last year poured into the federal and Planning is important for big and little cities, as they look ahead to their future traffic loads state coffers an unprecedented total of more than $3.4 billion in taxes on motor vehicle ownership and operation. This tax total includes more than J2 billion in state high way user taxes and more than $1.4 billion in taxes (such as the emer gency federal automotive excise taxes and various state sales and property taxes) for support of the general functions of the government. As high as these record-breaking revenues are, there are indications they may go even higher, if the present trend continues. A vivid ex ample of this is seen in the federal and state levies on gasoline. The average service station price of gasoline, in a recent month, was 20.09 cents a gallon, exclusive of taxes. Added to this was an average 6.38 cents in taxes, for a total cost of 26.47 cents a gallon. This average tax added nearly a third to the orig inal cost of the gasoline to the mo torist. Last year, two states increased their gasoline levies. Thus far in 1949, 2 5 states have introduced pro posals to increase gasoline taxes, while another six are contemplating such measures. Even without considering the ef fects of any changes in existing tax rates, highway revenues have in creased tremendously in the last dec ade or so -- and promise to go still higher. This is because existing taxes produce more revenue as highway volume increases. As an example, the Highway Users Conference points to the state of Alabama, which since 1932 has levied a gasoline tax at a constant rate of six cents a gallon. In 1932, the Conference points out, that tax brought in $7,268,000 to the state; but by 1948, the yield from the same tax rate was $27,678,000. The in crease in the last three years, the Conference adds, has been more than $ii million. A Paramount Problem Obviously, the motoring public has a real and serious interest in the unprecedented amount of money it is being called upon to pay and in what is happening to those funds. Furthermore, the situation underlies the significance of the efforts of the NHUC, and of related organiza tions, in seeking to hold these taxes to an equitable level. In a statement of policy on motor vehicle use taxes, the Conference emphasizes that they should not ex- 6 ETC 24064 ceed a vehicle owner's proper share of the cost of high wavs. Nor, it adds, should they be excessive to the point of discouraging the use of motor vehicles nor should they exceed the ability of the motorist to pay. The levying of motor vehicle use taxes should be reserved to the states, it declares, and should not be practiced bv the federal government, on the one hand, nor by the municipalities or other subdivisions of the states, on the other. To safeguard highway funds, the Conference recommends that all motor vehicle use taxes and other road funds collected bv a state be expended by or under the direction of the state's highway department. In that way, it is hoped, the public will be protected against the diver sion of these funds to non-highway purposes and their dispersion to ex penditures not related to sound high way planning. These practices, as the NHUC points out, constitute unfair multiple taxation upon mo torists. In an analysis of the cost of diversion alone, the Highway Users Conference reported that, between 1934 and 1946, 95,313 miles of roads were lost to motorists because $2,038,460,000 in state highway user taxes was spent for non-highway purposes in that time. If the diver sion figure, the NHUC adds, was applied to secondary roads alone, the mileage lost would be found to be many times larger. It is interesting to note that, in reflection of the work of such organizations as the Highway Users Conference, 21 states to date have passed anti-diver sion amendments to their constitu tions. Toll Roads a Problem At present, one problem the Con ference finds of growing importance is the disposition of a number of states to build toll roads. The states in many cases have large highway fund balances, are receiving recordbreaking taxes from motorists, and are assured of heavy federal grants for the next several years; neverthe less, a number of them are consid ering the expedient of toll road projects. The Conference firmly opposes toll roads as basically wrong, "be cause the highway user already is taxed to provide revenue to build roads, and he should not be com pelled to pay a further tax." In this stand the Conference is joined by the Public Roads Administration, which has denied the use of federal aid funds for the construction of toll roads. Besides seeking to promote sound methods of planning and paying for highways, the Highway Users Con ference is also carrying forward many other programs of action on behalf of motorists. One is its continuing efforts to secure wider adoption of the Uni form Vehicle Code. This year, some 28 state legislatures are expected to consider legislation toward this end, and, it is hoped, many of them will take affirmative action. Another of its tasks is the full elimination of highway barriers, which can be ac complished, the NHUC declares, by complete reciprocal agreements be tween states. A third is the ceaseless effort to increase highway safety, to which cause the Conference is lend ing its vigorous support. Today, while it tackles these and related problems, the Conference is also looking ahead to the future. Aware of our present highway needs, it is also cognizant of the fact that a greatly improved highway system will be required to handle the increased traffic load expected ten and twenty years hence. For that reason, it emphasizes the importance of long-term planning now. Only by such planning, it declares, can our goals be translated into a prac tical reality. To meet oil the war-deferred highway needs, the N.H.U.C. urges a priority schedule be set up ETC 240 flECi 7 'TrWI ing has been so rapid that last vear 15 boat basin operators in the metro \ politan New York area reported ca pacity business. More boats have been made avail able to more people for the same reason that the United States is a nation on wheels. Mass production Large numbers of motor boat enthusiasts are joining the march to the sea now that has put.motor boats within reach of those who years ago never dreamed of becoming yachtsmen. craft are priced to fit almost any purse Incidentally, the yachtsman of to day is not the man he used to be. Il f you were to visit any boat yard started the masses on their march to Gone are his former trappings of i these days, especially on week the sea. Or he may have worked up gold braid, tea on deck at four, a ends, you'd find all sorts of people his maritime appetite while serving smartly uniformed crew, and a gen bustling about--sanding down hulls, with the armed forces during the ial captain. It was not unusual dur poring over engines, and wielding a war. At any rate, his enthusiasm is ing the 1920's for a boat owner to paint brush with lavish care. Garbed such that he -- and millions like him have 550,000 or more tied up in his in old clothes and lots of enthusiasm, -- have made the United States the boat. Today this is the exception they're fitting out their motor boats greatest pleasure boating nation in rather than the rule. Most boating for the coming season. the world. enthusiasts own a small craft val The average boat owner is a com As of the turn of the year, U. S. ued at less than $5,000. The name, parative newcomer to the sporr. Coast Guard records listed 440,000 yachtsman, is used loosely, but most Owning a craft of moderate size, he motor boats in the 16-foot class, people in the business feel that it may be part of that group which 3,540 documented yachts, and mil now describes any boat owner who took to motor boating just before lions of unregistered boats of all operates a craft capable of overnight the war, when inexpensive models sizes. The growth of pleasure boat- voyages. Many new marine service stations are in operation to provide motor boat enthusiasts with more con venient service New Breed of Skippers Commenting on the trend to smaller craft, Drake H. Sparkman, president of the brokerage and de signing firm of Sparkman and Ste phens, points out that for every big boat of 20 years ago, there are 100 smaller boats today. "That means many more people, on a more eco nomical scale, are engaged in the sport." Mr. Sparkman also observes that our boating population is much younger than it used to be. "Not one sailor in ten seems over 30 to day," he says. "A new' and hardier breed of sailors is grow'ing up." Most of today's yachtsmen got their start with an outboard. And if post-war outboard motor sales are any barometer, the next few years will see the biggest boom in yachting on record. Since the end of the war , 8 ETC 24066 When the outboard owner moves up into the cruiser class, he enters a field which today offers a selection undreamed of a few years ago. it These craft are produced bv assem it outboard motor manufacturers have he will be able to spend more time bly-line methods. Most of them are o produced over a million motors. fishing or hunting and less time with powered by gasoline engines. But It Production in 1948 was three times the business of rowing. even though the great majorin' are that of 1941, and the number of Frequently the owner of such a less than 35 feet long, they come "small boaters" now stands at 2 'A simple outfit begins to look for in completely equipped with bunks, million people. teresting bodies of water that offer galley, dinette, and toilet facilities. Running an outboard, it seems, him cruising possibilities. He'll pick Many of them are capable of trav leads to a desire for bigger and bet out a chain of lakes or a river, rent elling from Maine to Florida, and all ter things. People in the boat busi a boat, pack some food, and do a of them can navigate our extensive ness know that every outboard little simple cruising. This enthusi inland and intracoastal waterways. owner is a potential runabout pur ast is ripe for bigger things and, the Two recent developments in the chaser, and every runabout owner chances are, the following year cruiser field have been the advent of is a prospect for a cruiser. There is you'll find him touring the high the metal boat and the plastic boat. no doubt that the outboard is a ways with a larger motor in his Small metal boats are not new, springboard to bigger things. It trunk compartment and a boat on a but only recently have they begun offers the owner of his first boat a trailer in tow. to win wide acceptance. New and chance to get his sea legs. But it also has some characteristics of its own Outboard Tourists better steels and aluminum allovs have been responsible for the im that make it one of the most im This type of outfit can be taken proved craft. One line of metal craft portant things in boating. anywhere an automobile can go, and ranges from a 20-foot utility boat The neophyte sailor can start out is easily stored and maintained. to a new 35-foot two stateroom with just the motor alone. He can About half of the owners of these sedan. These boats sell for approxi carry it in the back of his car craft find that their outboards and mately the same price as comparable and rent a boat at any one of thou boats fill their needs. But the other wooden craft, but they are claimed sands of points throughout the half are beginning to think about to be more resistant to shock and to country. The cost of operation is overnight cruises and sleeping ac require less maintenance. very low, and if he's a sportsman commodations aboard ship. The plastic boat is also being 9 ETC 24067 watched with interest. Long before the war, attempts were made to pro duce a satisfactory plastic boat, but none of them was successful. During the war, however, thermosetting resins of the polyester type were sufficiently improved to make them acceptable as a boat material. These resins are fabricated with glass fiber mats in an aluminum mold under heat. Boals from Glass Since the war, a handful of boat builders have been turning out small glass fiber-plastic runabouts and dinghies. So far, they report, their customers are satisfied with the per manence of the product and the freedom from expensive mainte nance. A boat made from this mate rial is said to be leak-proof, wormproof, and corrosion-proof. It is not affected by heat, cold, salt water, fresh water or climatic conditions, and it can be stored outside without damage or kept in the water the year 'round. Today's small craft, when com pared to those produced before the war, show a marked trend toward greater efficiency. Engines are more compact and yet more powerful. This means, among other things, more room for passengers at no sac rifice in speed. One manufacturer of a six-cylinder engine features in creased cruiser or runabout speed ranging from 15% to 30% with no appreciable change in power plant weight. One of these engines pro duces 225 h.p. and weighs only 1,200 pounds. Interestingly enough, it has a compression ratio of 8.5 to one. This is in keeping with the trend in marine engines. Compres sion ratios have been climbing stead ily upward, and today ratios of more than 7 to 1 are quite common. In addition to better boats and engines there are a growing num ber of services being made available at yacht basins and docks. Marine Service Stations Yacht club memberships cost a fraction of what they used to in years gone by. Petroleum products are being furnished by thousands of marine service stations located at stra tegic points along the nation's water ways. Many of these service stations provide repair service, sell marine hardware and groceries, and furnish water, ice, electricity, mail, tele phone, and radio service. And in some harbors specially equipped boats cruise about selling snacks to yachtsmen. In yachting circles you often hear amateur mariners use such expres sions as "He's got the bug" or "The bug bit him." This means that a new enthusiast has been bom. And any member of the industry will tell you that there is no salesman like a chap who "has the bug." One veteran boat owner observes, "There are so many bugs around these days, it's a wonder there are any landlubbers left." ETC 24068 Waterborne refresh ments are served up by craft such as this which ply dock and harbor areas. Right, Chicago's Belmont Harbor offers excel lent dock facilities J /' GIVE A MAN A POT I HE CAN BOIL/ ' il i 1 1 Amateur male chefs, with whom cooking s is a hobby, show real skill with a skillet f By Harry Bettford picion that a lot of amateur male is the amateur an all-round cook. He hey may not all admit it -- but chefs are motivated by a deep nos wisely decides to be a specialist, de Ti there's many a man who takes talgia. I know it's that way in my votes his talents to a very few dishes, pride in being an amateur chef. Thecayse. and likes to think that he does them i get a big kick out of whipping up When I first ventured into the superlatively. This opinion is fre I anything from a favorite dish to a family kitchen, I found that I was quently shared bv his friends and full-course meal. And not only do in a workshop that was wholly family. they enjoy the art of cooking, but mechanized. I was surrounded with they also enjoy eating what they gadgets and strange cookery appli Original Dishes cook. I know. I'm one of them. ances. The Lady of the House, who Most of our dishes are basically Since I started my adventures in prepares our three meals a day, uses simple. We may claim credit for the kitchen some years ago, the ranks these tricky gadgets deftly as a mat them, but the truth is that we often of amateur cooks have expanded at ter of routine. But being a mere male, owe an assist to Fannie Farmer or an amazing rate. Fully half of my they scared me. a credit line to some female ancestor. friends today boast that they are Thus, when I cook, I prefer to use But, blithely we add a new ingre good cooks. They can prove it, too. the old-time methods and equip dient, and claim the dish as original. On special occasions when they dis ment. They're not nearly as efficient Squatters' rights, pure and simple! play their culinary talents, they like as today's labor-saving devices. They Lurking deep in the mind of many nothing better than to share the may take two and three times as long amateurs is a nostalgic longing to fruits of their efforts with others. to prepare a meal. But for me and produce food equal to that which Some of these meals are truly won many of my friends as well, they he ate with so much gusto and relish derful feasts. represent tried-and-true methods of when he was a youngster. Some of Old-time Methods cooking we have known since we us have been able to produce some were boys. thing that is more than a reasonable Men who make a hobby of cook The amateur in the kitchen re facsimile of dishes that tempted us ing do so for a variety of reasons. gards his projects as a delightful ad in our youth. And it's often likely They may like the way a certain venture. He approaches the job with that we want to prepare these dishes sauce is prepared. They may have an enthusiasm that would be notably exactly the way our mothers and a favorite method for barbecuing absent if necessity forced him to pro grandmothers did. meats, serving spaghetti, or putting duce three meals a day, a routine the There's a friend who lives in a big together a fish chowder. Be that as Lady of the House faces almost and comfortable house atop Watch- it may, I have a rather strong sus every morning of her life. Seldom ung Mountain, in New Jersey. One I I I I I I i n ETC 24069 L complete the meal. These Saturday night suppers are popular, the table is always filled. Many male cooks, I find, concen trate what they are pleased to call their culinary genius on a Sunday or holiday breakfast. King-size Breakfast day he came across an old-fashioned kitchen range, a wood-burning af fair which he installed in his modem kitchen. The time-honored stove gives the room a real kitchen atmos phere, and on a cold morning, it's a delight to breakfast in the kitchen, with the table close to the friendly warmth of the stove. 1 envy him the possession of the stove, but I'm grateful for his bounty -- a Saturday night supper of baked beans, en dowed with a fragrance and flavor that defy description. Baked Beans To make them, he soaks two quarts of white Navy beans overnight. In the morning he boils them until the skin of a bean bursts when he blows on it. He drains the beans, after they have cooked on a low fire for a cou ple of hours. Then he mixes the liquid with one-half cup of molasses, a tablespoon each of dry mustard and salt, and two tablespoons of brown sugar. The crowning touch is a teaspoon of ground ginger. Next he covers the bottom of an old bean pot with a generous slab of salt pork, rind down. Then he adds three small onions, spiked with cloves, and pours in the beans and the dressing, tops the whole with a large slice of salt pork, lightly scored. The pot is ceremoniously covered and placed in the medium heat of the yawning oven of the wood-burning stove. The beans are baked for five patient hours, more liquid being added as needed. The final hour is done with the cover of the bean pot removed -- and the aroma that escapes whets the most sluggish of appetites. These beans might be just as suc culent had they been baked in a gas or electric range, but I have a pri vate suspicion that the wood-burn ing stove mysteriously imparts a special elegance of taste. The helpings are generous; each guest is given a treasured piece of the salt pork. Each bite is a delight. Hot brown bread, a cold, tangy cole slaw that your mother might have made, give balance to the meal. A small wedge of warm mince pie, spiked with a little elderly rum and slices of a crumbly dairy cheese, Long a neglected meal, something should be done about breakfast. Break fast -- that's just what it means. It's the start of a new day; the body demands nourishment, tasty food. True culinary genius can make of breakfast one of the most delightful of meals. Time was when it ixas that sort of a meal. Possibly that is why, of a Sunday or holiday morning, many amateur cooks ap proach the kitchen with joy in their hearts, a light in their eyes, and a settled determination to rustle up a real old-fashioned meal for the family. Memory probably swings back to farm breakfasts of fried mush and sausages, to corn cakes and fried country-cured ham, to a time when how many helpings you had, was a matter between v ou and v our conscience. Thank heavens, com cakes are more than just something to remem ber -- the male cook can brew them today, and they're fully as good as those grandmother made in the farm kitchen of beloved memory. Here's how I do it, and here's what are needed: 1 cup white flour 2 eggs, lighdy beaten 1 tablespoon sugar 1 'A cups commeal j / teaspoons baking powder 2 tablespoons vegetable fat Sift the dry ingredients together, adding a little salt. Then blend in the eggs and melted shortening, fol lowed by enough buttermilk to make the batter the right consis tency. If you want to go high-hat, use sour cream instead of buttermilk. Beat the batter with an egg beater to a silky smoothness, and bake un til brown. Glorious is the word for these com cakes. I start the breakfast with a tall glass of frosty orange juice. My ham isn't home-cured, but I approximate it by spreading each slice lightly with prepared mustard and a dust of brown sugar. The ham emerges from the broiler tender, juicy and flavorsome. If possible, the table should be graced with a bowl of red raspberry jam. The cook rushes in fresh relays of hot cakes and ham. Everyone enjoys the meal, even the red-faced cook who is foolish enough to think that sound appe tites, openly arrived at and satisfied, are a paean of praise. Remember the suppers of yester year- Dinner at Noon In the winter, we ate just before dusk and lamp-lighting time. The old kitchen would be faintly dusted with twilight. When the stove door was opened, a cheerful red glow would lighten the room momen tarily. There would be a clatter of dishes; fine smells would fill the air. Dinner we ate at noon, and it was the really big meal of the day. Sup per was supposed to be "filling," just enough victuals to support the inner man until breakfast. I remember a memorable dish of cream salt pork gravy, something I have not encountered outside my own home for many a weary and hungry year. It was -- and still is -- as close to ambrosia as any of us may reasonably expect to taste in this world. I happen to know how it was com pounded. It should not be a secret formula, but one that deserves to be shared with this generation. I want my salt pork with a modi cum of lean in it. I cut it into quarter- inch slices, about three inches long, toss it into a frying pan, cover it with water and place over a low fire. After boiling about three minutes, the meat is removed and placed on paper towels to drain and dry. The meat is then covered and tossed in flour containing a lot of pepper. Save the excess flour and fry the slices over a low fire until they are a transparent brown. Remove and place the slices neatly around the edge of a hot platter. Keep four tablespoons of the fat in the skillet, heat and slowly stir in the flour until you have a thick smooth mixture. Then add top milk or sour cream slowly, stirring like mad. When the gravy has reached the right consistency, let it boil for three or four minutes. Remove from the stove; stir in a few drops of tabasco sauce. Fill the center of the platter with crusty baking powder biscuits, fresh from the oven. Decant the gravy over the biscuits, hurry the platter to the table and serve gen erously. With it we like sliced toma toes in a French dressing that con tains more than a trace of garlic. Stuffed Peppers It's still a tremendously fine sup per dish. When we had it on the farm, grandmother often served the salt pork gravy with mealy boiled potatoes and stuffed green peppers. These peppers had been stuffed with finely shaved crisp cabbage and they had drowsed for months in a crock of spiced vinegar in the cool cellar. Enormously good -- even today! There would be a plate of ginger cookies, some spiced peaches, glasses of cold buttermilk, flicked with the gold of butter. Just enough, as I said, to sustain life until time for break fast. Not all the amateur cook prepares can be rated as superlative. We make our mistakes, and quickly and se cretly bury them in the garbage con tainer. But we extract a lot of joy from our hobbv. Time was when the sight of a male in the family kitchen excited a lot of ribald comment from other males. Now it is a hobby dear to the hearts of great surgeons, business executives, and professional men, among others. We openly boast of our ability as cooks, and swap recipes with the abandon of the Ladies' Sew ing Circle. The amateur cook of an inquiring mind, a little courage, and a deter mination to become a perfectionist in a limited way, will probably suc ceed. It's a harmless hobby; it can be practiced in all seasons. If the amateur is good, he can give a wel come respite to the Lady of the House, who richly deserves it. We like the old-fashioned dishes. Memory is a potent influence. Nos talgia nibbles at most of us, compels us to do many things, such as trying to recapture the charm, the inherent goodness of the food of other days. It's an adventure into the remote past that has manv rewards. 13 ETC 24071 Written i These B-36 bombers are the world's largest. They ccin deliver a heavier bomb load farther than any other plane. One has carried a record bomb load of 84,000 pounds i The Navy's P2VI Neptune, Truculent Turtle, completed a record 11,236-mile non-stop flight from Perth, Australia, to Columbus, Ohio, in 1946. The elapsed time for the flight was 55 hours and five minutes The longest non-stop flight on record, for a light plane, was recently made by William P. Odom, who flew his Beech Bon anza plane from Honolulu to New Jersey Below left, the world's largest land based transport in service is the Navy's Constitution. It recently carried 90 persons on a non-stop coast to coast hop. The Navy's seaplane, Caroline Mars (below), took 269 persons aloft to set a record for single aircraft } m the Shied, A Record after record has fallen in the last few years, as airplanes of all types have gone on to set new marks n the intensified research and de I velopment work that has char acterized postwar aviation, practi cally every record known to man has been broken. Within the past several years, successive new marks have been set -- not only in speed -- but also in such factors as rate of climb, load, altitude, endurance and range. Even the Berlin airlift repre sents an amazing record, with U. S. planes accounting for nearly fourfifths of the more than a million tons of supplies flown into that city. New records, which have been established in both the military and civilian fields, cover almost every type of airplane -- ranging from the light personal plane to the heaviest bomber in service. In addition, new strides have also been made in heli copters and even in blimps. Pictured on these pages are some of the planes, and some of the marks, that have been made by American airmen only since 1946. A North American F-B6A holds the official world's speed record. Last year one of them sped across the U. S. Air Force's proving ground at Muroc Lake, California, at the speed of 670.981 mph A Boeing XB-47 Stratojet bomber has flown across the country at a ground speed of 607 mph. The new sixengined bomber can deliver 10 tons of bombs anywhere within a 600-mile radius Although Air Force officials have said the Bell X-l is capable of speeds of around 1,000 mph, they think of it more as a flying laboratory rather than a military craft Below, the Navy's Grumman F8F Fighter holds an official alti tude record, rising from a standing start to 10,000 feet in 1 minute and 34 seconds Below right, a B-SO recently made history by making the first non-stop flight around the world. Here is the way it was refueled in mid-air Brief Passenger Car Data, published by Ethyl Corporation, provides a com pact and handy reference for auto motive and oil company personnel f the scores of educational O and general information pub lications issued by Ethyl Corpora tion, there is no better "best seller" than the annual Brief Passenger Car Data booklet. Between the covers of this pocketsize booklet are contained the per tinent engine specifications and general data of every late make and ETC 24074 model automobile. Alphabetically, the material listed for each car runs from "AMA horsepower" to "wheelbase." Enumerated in be tween are some 40 other vital de tails, such as "compression ratio," "firing order," "ignition timing," and "valve material." None of the information is confidential, but no where else, it is believed, is this ma terial grouped into a single piece of readv-reference literature. Wide Range of Uses Brief Passenger Car Data is com piled primarily for the use of auto motive and oil company personnel as an added service to the industries which Ethyl Corporation serves. Sales, service, marketing, and re search staffs especially find the booklet of value. Engineers in Europe and other foreign lands also report vivid interest in the publica tion as a means of keeping abreast of automotive engine development in this country. Limited copies are available for distribution to libraries and engineering students and other individuals. Traditionally, the booklet is is sued within a matter of weeks after the last new vehicle of the model year has made its public debut. The 1949 edition, marking the 16th year of publication, will shortly be pub lished. All 20 of the established au tomobile manufacturers are repre sented in print. They offer the motoring public a choice of 56 dif ferent models, one less than was marketed last year. From the standpoint of the aver se motorist, the most significant disclosure of the new edition is that engine compression ratio is continu ing its year-after-vear advance. In only two of the previous 15 years "f normal production since publica<`"n of the booklet began has the average standard compression ratio failed to increase. On 1949 models, it is 6.87, compared to 6.73 for last year's vehicles. The highest stand ard compression ratio of any new model is 7.80, as against last year's 7.50. The lowest is 6.30, the same as 1948. Brief Passenger Car Data is pre pared by the Technical Service Di vision of the Ethyl Corporation Research Laboratories in Detroit, or, more specifically, by the Pas senger Car and Accessory Section of that Division. Technical Service is the liaison group between the Ethyl Laboratories and the manu facturers of gasoline-powered en gines. During the course of a year, members of the Passenger Car Sec tion make more than 100 calls and visits to manufacturers in order to obtain the information and to keep advised of any last-minute changes in engine design or structure. The high degree of accuracy which the booklet has maintained through the years is due in large measure to the fact that sales, service, and engineer ing personnel of these manufactur Ethyl's new pas senger ear data book serves the motorist by pro viding service stations with an "answer book" tor many questions concerning parts and accessories ing companies cooperate to the ut most in supplying the best available facts and figures. The data printed in the booklet are strictly those fur nished by the makers of automo biles, spark plugs, and other engine parts. None represents the results of tests conducted at the Ethyl Laboratories. When the Brief Passenger Car Data booklet was conceived back in 1931, it was intended solely as a guide for personnel of Ethyl Cor poration's sales staff. By keeping company representatives fully ad vised on the engine specifications and characteristics of current cars, the booklet enabled them to render better and more prompt on-the-spot service in the field. "Best Seller" Today At the outset, only 500 copies of each year's booklet were printed. Through the years, however, the popularity of the publication has grown by the thousands and tens of thousands. Some 175,000 copies of the 1949 edition -- 350 times more than the original printing -- 17 ETC 24075 Originally a guide for Ethyl personnel, subsequent editions of the booklet have become a valuable tune-up reference Its pages tell, albeit not in so many words, of the tremendous strides that have been made in rendering engines far lighter than their fore bears and yet more powerful and more economical to operate. They demonstrate how the advent of im proved gasoline and the continual improvement in motor fuel anti knock quality have enabled engine designers to step up compression ratio year after year. And, finally, they' relate the industry's "settling down" from 32 manufacturers of fering 70 different models in 1931 to the present field of 20 makers and 56 models. OId-timers Missing will be produced and distributed. More than half of these copies will be circulated by many of Ethyl's customer companies, and many of these booklets will carry, above or beside the "Ethyl" trade mark on the cover, the trade-mark or name of the individual oil com pany. At their own request and in keeping with demand, oil compa nies began sharing in the mass dis tribution of the booklet two years ago, thus increasing its circulation by almost 100,000. As the appeal of the booklet has broadened, the publication has re flected its own growth. Originally entitled "Passenger Car Specifica tions and Adjustments," and later "Passenger Cars, Brief Specifica tions and Adjustments," it was given its present name in 1937. Also in that year a new format was decided upon, and the publication appeared in a brighter dress. The use of larger type and a different manner of pre- senting the data made it easier to read. Then, in 1947, the booklet shed its black-and-white face in favor of a colorful new postwar jacket. More than an accounting of the salient bits of information about late model automobiles and their power plants, the series of Brief Passenger Car Data booklets is, in truth, one type of history of the modem American automobile in dustry. Missing now are many of the once-great cars that played leading roles in the early scenes of Amer ica's pageant of motor transporta tion. These included the Auburn, Cord, Cunningham, Durant, Duesenberg, Essex, Franklin, Graham, Hupmobile, Jordan, Marmon, Oak land, Peerless, Pierce-Arrow, Reo, and Stutz. All were listed in the very first Brief Passenger Car Data booklet, along wfith Buick, Cadil lac, Chevrolet, Chrysler, DeSoto, Dodge, Ford, Hudson, Lincoln, TREND IN ANTIKNOCK QUALITY OF REGULAR GASOLINES SOLD IN THE UNITED STATES Besides detailed automotive specifications, the booklet also contains handy refer ences on trends in premium and regular gasoline quality 18 ETC 24076 Nash, Oldsmobile, Packard, Ply mouth, Pontiac, Studebaker, and Willvs. The latter, of course, are still in production. Mercury joined the list in 1939. Three new makes - Croslev, Frazer, and Kaiser -- have been added since the close of World War II. Parallel Improvement In chronicling the steady climb in average compression ratio, the booklet clearly demonstrates how engine development and fuel anti knock quality have gone forward hand-in-hand. The average stand ard compression ratio in 1931 was 5.23, as against today's 6.87. "Ethyl" gasoline averaged 7 3 octane number (Motor method) 18 years ago. Now it is an average 80-plus. Regular grade fuel, meanwhile, advanced from 60.4 to 76.1 during the same period. It is significant that the biggest single jump in average standard compression ratio occurred in the 1935 models. They boasted a 6.06 ratio -- the first time that the aver age compression ratio ever had sur passed the 6 to 1 level and an in crease of .34 over the previous year's average. In large measure, this achievement reflected a single year increase of six octane numbers in the antiknock value of regular grade gasoline, following the intro duction of an "Ethyl" antiknock compound for addition to that grade of motor fuel in 1933. A review of the earliest booklets brings the high compression picture into focus. It was reported in the first edition (1931) that high com pression heads could either be had on some makes and models at the time of purchase or that these heads could be installed later (average cost: $30, plus installation charge). On the other hand, "high compres sion heads are not being produced and are difficult to obtain" for sev eral cars, the booklet noted. One year later, a marked contrast was evident. Most cars were ap pearing with higher compression heads. Factories were specifying and recommending to motorists the use of "Ethyl" gasoline, and one manufacturer even cast this advice into the metal of the heads. By 1934, the year following the introduction of leaded regular grade fuel, car after car required gasoline of 68-70 octane number or better. Average standard compression ratio of that TREND IN ANTIKNOCK QUALITY OF PREMIUM GASOUNES SOLD IN THE UNITED STATES year's models was 5.72. Today, due in large part to the availability of superior motor fuel, average stand ard compression ratio is more than a full ratio higher. Just as Brief Passenger Car Data is a kind of history of the industry, so, too, is it a condensed encyclo pedia of certain information of in terest to automotive and petroleum company personnel. In addition to the detailed list of engine specifica tions for each model, the booklet also features a graphic chart which reveals, at a glance, the life story of the average American automobile engine since 1925. Other charts record the ever-upward trend in antiknock quality of both premium and regular grade gasolines sold in the United States. Added Facts on File From time to time, it has also published such miscellaneous in formation as engineering formulae, spark plug heat range comparison and spark plug specification charts, a curve sheet showing the amount of different types of anti-freeze needed for various atmospheric temperatures, American measures and their metric equivalents, and a curve sheet plotting the distance required to stop a car with brakes in excellent, good, average and poor condition. The Brief Passenger Car Data booklet may not be, as one enthusi astic recipient described it, a "Bae deker of the automobile engine," but it does serve as additional source material for those charged with maintaining .engine-fuel compati bility. Ethyl values the cooperation of automobile and accessory manu facturers in freely supplying infor mation about their products, and that of the various oil companies in placing the booklet in the hands of thousands of interested new readers. OCTANE. N U M BER 19 ETC 24077 CHINESE TRAFFIC PUZZLE By Martin Sheridan Shanghai's helter-skelter streets and meandering popu lation make an ordinary motor trip a hair-raising adventure Police stand guard while workers remove graven images border ing a busy street where worshippers caused serious traffic jams merican motorists mav think A. one city or another in this country is the world's worst when it comes to driving through traffic, but they had better not jump to conclu sions too quickly. Any city they could name in the United States has less congestion, greater order, fewer snarls and less confusion than almost any urban center in the Far East. There isn't much doubt that Shanghai holds some kind of record. The Chinese city, long before the war between Nationalist and Com munist forces had any effect upon its bewildering hubbub, refused to recognize anything even faintly sug gestive of law and order in its traffic system. Nothing has ever been more noisy, more terrifying or more dev astating on the nerves than motoring through the streets of the great metropolis. Tension and uncertainty have ac celerated the kaleidoscopic rush hither and von, but the city never slept, never paused and never quieted down from its hectic pace before the war either. Although burdened with worries and problems, the great sea port has been trying to carry on just the way people outside of combat areas have always clung to their everyday patterns of living as much as they could, and as long as they could. Shanghai is a truly cosmopolitan place in every sense of the word. Take several million Chinese speak ing 30 different dialects, sprinkle among them 30,000 White Russians, some British, American, Portuguese. Indian and French nationals plus a Shanghai drivers must be on the lookout for everything from rickshas to sheep ETC 24078 -g- handful of 30 other nationalities, and frequently is beaten up bv the girl on the sidewalk or a friend in you have one of the most cosmo crowd for his vigilance in admin an upstairs window, the horn again politan groups in the world. Some istering the law. Gilbert and Sul goes into action. The Chinese don't are accustomed to driving on the left livan had it right. "A policeman's mind percolating in a rattletrap side of the road; others on the right. lot is not a happy one." minus brakes or headlights; but take Place an assortment like this behind Whatever the cause, the Chinese away the horn, and they're licked. the steering wheels of passenger cars, make mighty poor pedestrians. They don't believe in slowing * trucks, buses and taxicabs, and you'll Their reaction to danger is slow down at intersections in Shanghai. understand why it is advisable to re and hesitating. They'll get trapped Drivers use their horns, instead, -US it main on the sidewalk, or better still, in the middle of a busy roadway and jam on the brakes only as a safelv up in a hotel room. ut and freeze on the spot. Finally they'll last resort. Maintenance of their It isn't so much the number of jump back and laugh good- autos is mediocre, at best, and to v vehicles in Shanghai that makes it naturedly while the car bearing them ``jamming on the brakes" perilous to roam the streets. There down on them locks brakes and means using the foot brake, squeez aren't more than 30,000 cars and screeches to a halt. ing the hand brake -- and some St trucks in the roaring city'. But it's A typical Oriental traffic jam is times dragging one's feet. the wav the Chinese drive -- and a cacaphony of blasting auto horns, I used to consider myself a fear It the intensity with which they ac tinkling ricksha bells, racing mo less, rugged individual, having sur i celerate and maneuver. Always tors, screaming voices and sing vived the Cocoanut Grove holo \t there is keen competition for the song cries of street hawkers. Ask caust, two amphibious landings in right-of-way among the automotive a Chinese driver what he considers the Pacific, three bombing missions n vehicles and the estimated 50,000 the most valuable piece of equip and a submarine war patrol. But I o rickshas and 30,000 pedicabs roam ment on his battered automobile. shudder nervously when I think of ing the city-. But to make matters He'll quickly tell you -- the horn. the night that Dick Tregaskis, the c worse, the people of Shanghai If he sights a vehicle coming writer, and I hired a taxicab to e meander through its jammed streets toward him, even though it's a take us to a Russian restaurant on with complete disregard for pass quarter-mile away, he'll massage the outskirts of Shanghai. crr ing vehicles and their own safety. the horn button. And if he sees a "No hurry," we told the cabbie. it Such traffic aids as corner stop pedestrian at the corner, a prettv "Go slow." lights might as well be there purely for decorative purposes. Nobody h pays attention to them for at least r 30 seconds after they have changed. d Chinese police attempting to con ie trol the flow of pedicabs, rickshas h and autos also have a futile time. They hold up their hands to halt traffic -- but everyone continues it calmly to pedal or roll right past r them. The writer has seen officers h throw up their hands in despair, v shrug their shoulders and walk dis gustedly from their platform back n to the sidewalk. Believe it or not, it's risky for policemen to try to stop offenders. e The policeman who attempts to lecture or arrest an errant ricksha boy or motorist usually becomes i the target of stinging epithets -- as w ell as garbage or debris -- and 21 4 I I I Apparently that was the wrong advice to offer him. The Oriental madman shifted into second with a vengeance and ground into high at 40 miles an hour. With barely room enough for one car with a thick coat of paint, he sped down the cobble-stoned streets in the Chinese quarter, sending natives flying into doorways and flatten ing them in terror against walls. He and his ancestors must still be disentangling themselves from the many curses which were hurled at them. His was the most blood curdling demonstration of brokenfield driving I have ever seen. The next morning, the U. S. ment is often their reward, how'ever, as the pumps usually run dry before everyone has his quota. To add to the confusion and difficulties of operating in China, there are the vagaries of the Chinese currency. A year ago, one U.S. dollar was worth about $ 1 j 3,000 in Chinese National Currency (CNC) on the black market, although the official rate of exchange was $ 12,000 (CNC) to Ji American. When I arrived in China in June, the official rate had jumped to l4jo,ooo (CNC) to $1.00, but 99% of all transactions, I was told, were conducted at the black market rate of $1,100,000 Chinese to $1 Amer OUR COVER: Color photograph of Bryce Canyon, Utah, by David W Corson through A. Devanev, Inc. OUR PICTURES: Page 3. cour tesy Standard Oil Company (N.J.); Pages 4, 5, courtesy National High way Users Conference; Pages 6, 16, Philip Gendreau; Pages 7 and io (bottom), courtesy Public Roads Administration; Page 8, courtesy Socony - Vacuum Oil Company; Page 9 top right, courtesy Johnson Motor Company, (top left) cour tesy Winner Manufacturing Com pany; Pages 11-13, cartoons by' The Strimbans; Page 14 (top, 3d from top, bottom right). W ide World, (second from top and bottom left) U.S. Navy; Page 15 (top to bottom on right side of page), U.S. Air Force, (bottom left) U.S. Navy; Pages 17, 18, Camera Associates; Pages 20, 21, Press Association; Page 22, courtesy Martin Sheridan. I Navy offered me the use of a jeep ican. Rates varied from hour to for the day. I politely declined, hour and from street to street, and pay the restaurant check. Certainly however, deciding not to tempt the the wise person never exchanged no ordinary billfold could hold the fates a second time. But riding more greenbacks than he needed $18,000,000 to $25,000,000 in Chi around Shanghai in a ricksha or for the next few hours. A month nese currency usually required. bicycle-powered pedicab is only after my arrival the value of the Consequently diner-outers carried slightly less perilous. The ricksha American dollar had zoomed to small canvas bags packed with col boy gets just as tangled up in the $1,800,000 Chinese. orful bills. stream of the city's traffic. And, One day, upon tendering a state The currency problem, of course, more than that, he may abruptly side certified check for exchange is only one of the many ills plaguing stop and join the crowd of on at the Shanghai branch of an Amer the war-torn nation. Business is un lookers, whenever something ex ican bank, an official told me I was certain at best in Shanghai, and no citing or interesting takes place, crazy to do business there. "You body knows what the next day will leaving his impatient fare to sit and can get three times as much on the bring. stew in the ricksha. street corner," he said. But through it all, the men and Taxicab fares are determined by An attempt to explain the ma women of Shanghai keep on shut agreement in advance -- and having chinations of Chinese currency tling back and forth through their settled on the price, the passenger would be next to impossible. Suf labyrinthian streets, alleys and water would think that the end of it. Far fice to say they are mysterious. ways at the same furious pace. from it. It's onlv when he arrives Going out for dinner at night They've been doing it for so long at his destination that he learns he always presented the problem of that by this time it's practically a has only begun to negotiate with how to carry enough money to reflex action. It's just Shanghai. the driver. For it is then that a big argument takes place over the size of the tip. Only* after long haggling is the affair finally settled. Gasoline is rigidly rationed in China, and shortages exist every where. Early in the morning, Shanghai drivers line up for blocks in trucks and passenger cars to await their turn at the few sendee stations in operation. Disappoint Even roadblocks are part of the Shanghai traffic puzzle. This one, on the outskirts of the city, is manned by three soldiers and a po liceman in white 22 ETC 24080 ETHYL PLANT WINS SAFETY AWARD For completing more than a million man-hours of work without a time-losing injury, and for the accomplish ments of its over-all safety program during 1948, the Ethyl manufacturing plant in Baton Rouge, La., last month received the highest honor of the National Safety Council -- the Distinguished Service to Safety Award. The award and pennant were presented by Arthur J. Naquin of the New Orleans Public Service Commis sion, an executive committeeman of the National Safety Council, shown on the right in the photo above. The pennant was accepted for Ethyl and its employees by Reginald W. Woest, Sr., left, a maintenance fore man who represented the management group. Harry Zachary, an employee in tetraethyl lead maintenance and representing wage roll personnel, accepted the certificate of award. Zachary has one of the outstand ing plant safety records. John H. Schaefer, vice president and general mana ger of manufacturing; C. W. Bond, resident manager, and other company officials and union representatives participated in the program. Hundreds of employees attended the ceremonies, which were held at the plant. The plant's record of 1,016,983 man-hours without o time-losing injury was reached on November 7, 1948, and marked a high point in safety achievements last year. The ethyl chloride area personnel set a record last summer of 466 days worked without a time-losing injury. The number of major injuries throughout all areas was reduced by 33% and accident frequency dropped 40%. The 1948 results were in keeping with progressive trends in Ethyl plant safety records. Since December, 1945, the number of company workers in Baton Rouge has increased by 77%, but accident frequency has been cut down by 57%. Continuous efforts are being directed towards still further improvement of safety performance. Standards set last year followed an intensified accident prevention program carried out under the direction of Carroll Hebert, supervisor of safety and plant protection and a staff of safety engineers work ing in cooperation with employee safety groups. The educational methods used included moving pictures, talks by safety specialists, advertising campaigns, and a plant-wide safety contest. The Distinguished Service to Safety Award is the third safety honor that the Ethyl manufacturing de partment has received during the past six months. In November, the plant won third place in the National Safety Council's chemical section, group III, and shortly afterwards it received the American Petroleum Institute's accident prevention award for the record of one million safe man-hours worked. ETC 2408] Both are getters--but the "Trade-marks" of Nature distinguish each breed. The GORDON SETTER (top) always has a black coat with tan markings. The IMOUSM SETTER (foreground) is white, usually with blue, orange or lemon markings. When you see these dogs `TRADEMARKS OF NATURE. distinguish the breeds The COlUi {left) is identified by a long, taper ing profile with almost no break at the brow. The RORDER COUJI is smaller, his head is shorter and broader, and the forehead is more pronounced. CAR'S POWER to enjoy the eager performance of a car running at its best.. . to get the full measure of smooth, even power that your engine was designed to give ... ask for "Ethyl" gasoline -- high quality gasoline improved with "Ethyl" antiknock fluid, the famous ingredient that steps up power and performance. ''Ethyl'' antiknock fluid is mode by ITHYl CORPORATION, Chrysler Building,New York 17, A\ Y. ETC 24082 ,. V?' IN THE gyyl./1/SMS MAY 1949 Dr. Robert A. Kehoe, who has been medical director of Ethyl Corporation since 1925, i I has been presented with the William S. Knudsen award for 1948-1949 "for the most out standing contribution to in dustrial medicine." The award, which was bestowed by the American Association of In dustrial Physicians and Sur geons, was in recognition of Dr. Kehoe's work in industrial toxicology and in the educa tional field of industrial medi cine. Dr. Kehoe has been respon sible, in no small measure, for the safety controls which permit the successful manu facture and use of "Ethyl" antiknock compound in gaso line. His original research into the toxic aspects of tetraethyl lead, together with his rec ommendations for controlling these hazards, have been fol lowed as basic policies by Ethyl Corporation. In addition, Dr. Kehoe has been prominently identified with the educational field of industrial medicine. He has directed the Kettering Labora tory of Applied Physiology and the Institute of Industrial Health, since their founding in the University of Cincinnati. In addition, he has served the cause of industrial health in such organizations as the American Public Health Asso ciation, the American Indus trial Hygiene Association, and the American Academy of Oc cupational Medicine. Dr. Kehoe is professor of Industrial Medicine and head of the Department of Preven tive Medicine and Industrial Health of the College of Medicine of the University of Cincinnati. THE PLUS IN PREMIUM GASOLINE 3 About half of all the cart on the read require premium gasoline for knock-free performance. This estimate -- based upon recent investigations into the fuel requirements of the car population end studies of the various factors that determine these require ments -- emphasizes the importance of premium gasoline today. ARTERIES FOR FUEL 9 Great Lakes Pipe Line Company has grown from a single line running from Oklahoma to Chicago into the largest products pipe line system in the country. This story tells how the company serves a major consuming area. CAUSE FOR ACTION 12 Contrary to popular notions, the job of lobbying entails more hard work than glamour. Successful lobbyists realize that most Congressmen take the business of law-making seriously end went facts and figures instead of entertainment. ROOM TO PARK 14 There are many ways in which the downtown parking problem is being solved. One of the most important solutions is in the ramp type of garage. This multi-storied structure is gaining in popularity because it can house many cars in a small area. MEMENTO MANIA 18 The American tourist has a weakness for souvenirs. To accom modate him -- and his unpredictable tastes -- an unusual indus try produces everything from painted turtles to J00-pound statuary. In order to widen the fields ot render Interest In Ethyl News, we frequently publish articles contributed by writers not associated with Ethyl Corporation. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles of timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L Shea, president; Stanley T. Crossland, vice president and treasurer; Richard M. Page, secreton ETC 24084 By Julian J. Frey, General Sales Manager, Ethyl Corporation Now it should be remembered motorists needed as much as faster EDiTOR'sxoTE-.Theaccompanying paper was presented before a meeting of the American Petroleum Institute Marketing Division in St. Louis, Missouri, on May 10th. Portions of it are reprinted as a matter of interest to our readers. that, when these fuels were being marketed, there was nothing like our present knowledge of fuel-andengine relationships. There was no octane scale to serve as a yardstick of fuel quality. We knew compara tively little about the efficient utili zation of fuels in engines. Yet, sur prising as it may seem, there were starting during the long, cold win ter months. Accordingly, premium fuels here were more volatile. There is a moral, I believe, in this brief account of these early pre mium fuels. These specific require ments in gasoline quality were important in those regions, and pre mium gasoline therefore filled an sound practical advantages in those essential need. Because it did, pre he advent of a premium grade premium gasolines, and motorists Tof gasoline is usually associated gladly paid the added price to ob with the introduction of "Ethyl"tain them. mium gasoline in these sections often accounted for as much as 60% of all gasoline sales by individual gasoline in 1923. Actually, there al Along the eastern seaboard, where marketers. ready were a number of premium the country is hilly, the regular The advent of "Ethyl" gasoline fuels on the market when "Ethyl" grade fuels then available were lit in 1923 did not, then, introduce the gasoline first made its bow. Some of erally unable to develop the power idea of premium fuels. It did, how these premium fuels had been intro needed by many cars. Experience ever, broaden the understanding of duced as far back as 1915, if not showed gasoline marketers that they the reasons for its effectiveness, it earlier. They included such brands could overcome this power loss by led to the marketing of premium as Betholene, Amoco, Refiners Aero, blending in some benzol. Accord fuel of uniform antiknock quality Staroline, 'W aco Pep, White Rose, ingly, a representative premium fuel throughout the country, and it and Jenney Aero, and they sold for marketed in that area consisted of opened up a great era of automotive Y. anywhere from three cents to seven as much as 50% benzol. progress. cents a gallon premium over the In the Great Lakes area, however, Beginning with the late 1920's, regular gasolines of the day. it wasn't hill climbing ability that many of the outstanding engine de- ETC 24085 velopmencs in automotive transpor tation were made possible by the availability of "Ethyl" gasoline on a nationwide scale. The first of these was the famous Chrysler "Red-Head" -- the first truly high compression engine of its day. Others were the high compres sion Buick and the Cadillac, Terraplane, Dodge and Packard engines, which came along during the i93o's. These engines were all designed to use "Ethyl" gasoline, and in certain instances they were so tagged. Provided a Cushion At the same time, premium gaso line has provided a cushion both for the motoring public and for the au tomotive designers. A new car model may be de signed to operate on regular grade gasoline. Yet, because of a variation in octane requirement -- which will be discussed in more detail later on -- many cars of the identical make and model will require premium gasoline. Two factors enter into this. The first is that manufacturing tol erances in automobile production frequently result in small variations among cars coming off the same as sembly line. The second factor is the type of service a given vehicle may encounter during its life. .Many car manufacturers have customarily designed their new models for operation on regular gas oline, knowing that premium gaso line is available to satisfy those units with a higher octane requirement. Accordingly, without premium gas oline, standard compression ratios would have to be lower; as a result, all car owners would be penalized in economy and performance. The antiknock quality of the "Ethyl" gasoline sold before the war was definitely its outstandingly su perior feature. It did, however, have certain other advantages. First, it was more volatile, thus assuringjbetter starting and faster warm-up. Secondly, refiners paid particular at tention to reducing the gum content in their top grade of gasoline. As a result, premium gasoline as repre sented by "Ethyl" gasoline came to be synonymous not only with su perior antiknock quality but also with high volatility and freedom from impurities. To a large extent, this reputation of premium fuel for quality in all respects has been care fully guarded by refiners ever since. As everyone knows, there has been a gradual improvement in the quality of both premium and regu lar gasoline through the years. This has coincided with continuing gains in automotive efficiency. No one property of fuels has been more im portant than antiknock quality in making these gains in automotive engine performance possible. As the compression ratios of automobile engines have increased, premium fuels of correspondingly higher antiknock value have made it pos sible for cars to convert more and more of the inherent energy of gas oline into useful power. We are all familiar with the Mo tor and Research methods of rating the antiknock quality of fuels, which have been in use by the petroleum and automotive industries since the 1930's. They are performed in a sin gle-cylinder laboratory knock-test ing engine under carefully pre scribed operating conditions. In general, the conditions of test for the Research method are milder than those of the Motor method of test. Thus, fuels which are sensitive to engine operating conditions, such as cracked gasolines of all kinds, tend to have appreciably higher octane numbers by the Research method than by the Motor method. This property of sensitivity in fuels has proved very useful in pre dicting their performance in cars o the road. Fuels of high Research oc tane number tend to give better per formance in the critical low speec range in modem automobiles. As result, many refiners and marketer have begun to stress this propertv Sensitivity is defined as the Re search octane number of a fuel mi nus the Motor method octane num ber. Sometimes this difference in octane rating by the two methods is called "jump"; or the actual degree of "jump" may be specified by call ing the fuel a "6-jump," or an "8jump," or whatever the case may be, thus denoting the number of octane units by which the Research rating exceeds the Motor rating. As Figs. 1 and 2 indicate, there has been a broad upward trend in the antiknock quality of both grades of motor fuels, although gasoline, like everything else, has been sub ject to the fortunes of war and peace. Even now', the oil industry has only recently emerged from a succession of shortages that arose out of the unprecedented postwar demand for petroleum products. That is one of the principal reasons why the Motor method rating of premium gasoline w'as, until recent ly, slightly below its 1941 level. Greater Sensitivity Howxver, it should be noted that the sensitivity of premium fuel as W'ell as of regular gasoline has in creased since the war; that is to sav, the Research method octane num bers of motor fuels are higher than thev were in 1941. A further point of importance is that the sensitivity of present premium gasolines is bet ter than that of regular fuel. Thus, although the Motor method differ ential between the two grades seems rather small (4 octane numbers), the difference in Research rating, between the two grades is larger (7 4 ETC 24086 octane numbers). It is also worth noting that these octane numbers jre substantially larger in size, so tar as their actual value in an engine is concerned. Illustrative of this higher scale of values, the two oc tane number difference between octane numbers of 88 and 90 is equivalent to the five octane num ber difference between octane num bers of 70 and 75. It is generally believed by tech nical people that Research ratings more closely correlate with the per formance of fuels in passenger cars. Commercial engines operating most of the time at or near full throttle and at high speed are, in general, much more severe in their rating of fuel than passenger car engines. Hence, in considering two types of fuel of the same Research number, the fuel with the higher Motor method number is better for allaround use. In volatility, too, premium gaso lines have consistently outdistanced regular grade fuels over the last 15 to 20 vears, as the curves in Figs. 3 and 4 demonstrate. These advan tages of lower 10,50 and 90 percent points have been realized by the motorist in faster warm-up and smoother operation--characteristics which he has come to expect of a premium grade of fuel. Table 1 Octane Number Requirement in Terms of Primary Reference Fuels PERCENT OF CARS SATISFIED 4 5 6o 7 80 85 90 95 99 SOCONY- VACUUM SURVEY 74 76 78 80 82 83 85 88 90 SHELL SURVEY 77 79 81 83 86 87 89 9* 96 ETHYL SURVEY 76 78 80 82 87 86 88 90 93 AVERAGE 76 78 80 82 84 85 87 90 93 In considering the value of the premium gasolines available today, the important criteria are what they do for cars and how many cars ben efit from their use. We all know, in general, the im portance of premium gasoline to cars. The compression ratios of present-day automobile engines are such that gains in power can be re alized in most cases, provided en gines are adjusted to take advantage of premium gasoline. With premium gasoline, the motorist experiences these gains in faster starts, quicker pick-up, more power on hills, and more miles per gallon. But it is not generally realized that a great number of cars on the road actually require premium gas oline for best performance. This is borne out by a number of impor tant surveys, made since the war, of the octane number requirements of the present car population. Three of these surveys, which were con ducted by Soconv-Vacuum Oil Co. (1), Shell Oil Co. (2), and the Ethyl Corporation, respectively, are sum marized in Table 1. These figures indicate the per centage of the cars tested which were free of knock on the corre sponding reference fuel blend. It is necessary to translate these data on reference fuels into performance on commercial gasolines in order to re late the antiknock quality of pres ent-day premium gasoline to presentday engine requirements. A simple generalization, sufficient ly accurate for the present purpose. Figt. 1 and 2. TRENDS IN ANTIKNOCK QUALITY Premium Grade Gasolines Regular Grade Gasolines >930 1932 1934 1936 1936 1940 1942 1944 1946 1946 1950 YEAR RESEARCH MCTHOC KOTOR METHOD/ * J8 LX 1 1930 1932 1934 1936 1936 1940 1942 1944 1946 1946 1950 YEAR 5 ETC 24087 is that when fuels are rated by their antiknock performance in cars on the road, the result is somewhere between their Motor and Research octane numbers. The road rating of fuels in cars of newer design is usu ally closer to their Research value than their road rating in older cars. It has been concluded bv the re spective authors of the foregoing surveys, based on a wide experience in the investigation of antiknock requirements, that these data indi cate that 30% to 45% of the present car population requires a premium gasoline to be free from knock. Of even greater interest, I believe, is the more recent work undertaken under the auspices of the Coordinat ing Research Council. The results of this work have not vet been pub lished, but I have been given per mission to refer to them. On the basis of their latest survey of car requirements, these data show that to satisfy the octane require ments of 90% of the cars in opera tion a fuel with a road rating of 88 is needed; to satisfy the requirements of 70fy of the cars calls for a fuel with a road rating of 84; to satisfy 50% of the cars requires a fuel with a road rating of 81; and to satisfy 30% of the cars a fuel with a road rating of 77.5 is required. These requirements are in general higher than those previously re ported by Ethyl and other labora tories. Moreover, they are believed to be more representative of actual values since special care was taken during the tests not to disturb de posits and other prevailing engine conditions. One of the companies participating in the survey con cludes that on the basis of these fig ures only 30% to 50% of the cars on the road will be free from knock on the current regular grades of motor fuel. All of these surveys, then, demon strate that the number of cars which can benefit from premium gasoline is much larger than had been popu larly supposed. Why does such a large percent age of the car population require high octane gasoline? There are several basic factors: 1. A growing proportion of new models is being designed by the car manufacturers to operate on premium fuels. 2. Individual cars of anv given make and model, even when brand new, mav show considerable varia tion in their octane requirement, so that while the average car of some given type may be satisfied with regular gasoline, many individual cars of the identical type will re quire premium fuel for knock-fret operation. 3. In actual service, there are a number of variables which affect a car's octane number requirements. This is illustrated in Fig. 5. Further more, with use, vehicles accumulate engine deposits which increase their octane requirements. Here again, the magnitude of the effect varies over a wide range. Depending on the type of vehicle, driving condi tions, the fuel and oil used, and so on, the effect of the deposits may raise the requirement anywhere from o to 28 octane numbers. On the average, the increase in require ment with use is of the order of 8 to to octane numbers and is in dependent of the tetraethyl lead concentration of the fuel.fy) This* shown in Fig. 6. Turning awav from technical considerations for a moment, it 0 interesting to inquire why so mam motorists are constant users of pr*mium gasoline. The millions of ctz owners who buy premium gasoline f i 6 ETC 24088 t, so ome *nrh dual re free ea ct a nts. lerlare leir .iin, rics on :diSO 13 V ,-rc t )n rcof :n.ld is al ih iv dav in and day out, do so because of the assurance of quality' they re ceive. Gasoline quality is as impor tant to them as the quality of every estimated, accounts for only about onefifth of the total cost of operating an auto Fig. 6. EFFECT OF FUEL TE1 CONTENT AND TEST MILEAGE ON CHANGE IN OCTANE NUMBER REQUIREMENT jqP 0 WL TEL w. TEL 3 W. tel thing they buy. They can buy a mobile. On this basis, cheaper and equally nutritious piece it costs the motorist of meat a cheap pair of shoes, an only 2 fc more to op inexpensive suit -- all of these things erate a car on pre serve their basic function. Yet peo mium gasoline. ple want quality in gasoline, as in But let's consider everything else, because of the per the cost in terms of sonal satisfaction they derive from actual outlay. A study its use. of gasoline consump This preference for quality has tion, made by Ethyl been repeatedly borne out in sur Corporation, showed THOUSANDS OF MILES FROM START OF TEST AVG MIN MAX DUE TO DEPOSIT REMOVAL veys of motorists' buying habits. the annual average When asked why they buy "Ethyl" consumption per pas gasoline, the majority of motorists senger car to be 598 gallons for the Furthermore, his car probably cite such quality factors as more central region, 588 gallons for the will start easier and warm up faster power, better performance, preven eastern region, 849 gallons for the in cold weather. This may save a tion of knock, protection for the southern region, and 653 gallons for towing charge or put off the pur motor, and improved mileage. The the western region, with a United chase of a new battery. motorist may not always have an States average of 640 gallons. Then, too, he has a better running exact technical reason for buying Assuming that motorists pay two engine which will produce more premium gasoline, but he knows cents additional for premium gaso power and is protected against that it gives him satisfaction. line, the average U. S. motorist pays knock. Furthermore, motorists are will the grand sum of $1.07 a month for Finally, the premium gasoline user ing to pay the small difference in the pleasure of using premium gaso gets satisfaction out of it. His $2,500 price for the extra value of pre line. What does he get for that $ 1.07 automobile may be exactly the same mium gasoline. It is sometimes ar a month --or $12.80 a year? as his neighbor's -- but with premi gued that the two cents a gallon Well, for one thing, he gets some um gasoline, it runs better, has a extra the motorist pays increases his increase in mileage. How much of faster pickup, produces more power, fuel bill bv as much as io%. This an increase will depend on the fuel and even represents a safety factor is not a valid comparison, because requirements of his car and the type when he's passing another car on the motorist's fuel bill, it has been of driving. the highway. Looking to the future, several questions suggest themselves: Fig. 5. AVERAGE EFFECT OF VARIABLES ON OCTANE NUMBER REQUIREMENT 1. What is the over-all role of premium gasoline in future au tomotive transportation? 2. What areas of gasoline quality must be stressed in order to maintain the position of pre mium gasoline as a superior standard? The first question already is be ing answered by current develop ments in automotive engineering. Since the war, the car manufac turers have been engaged in a broad program of engine development that 7 ETC 24089 will bring far-reaching benefits to the public. We appear to be enter ing upon a new cycle of engine im provement at least as significant as that which characterized the transi tion from the cars of the twenties to the cars of the thirties. To satisfy those new engines will entail the production of a great quantity of gasoline of substantially higher antiknock value than now produced. We all know that going up in antiknock value costs money -- lots of it. Unquestionably, the re quired investment to produce higher octane gasolines for the motoring public will have to be weighed against the value to be received from their use in automobile engines. Yet we also know that, provided these fuels can be marketed at a reason able price, the oil and automotive industries as well as the motoring public will benefit. The higher antiknock fuels per mit the construction of engines of higher compression ratio and im proved thermal efficiency. These advances in engine design can be used to improve the fuel economy of the vehicles by as much as 15% to 25%, without impairing the high performance Americans have come to expect in their automobiles. Cadillac and Oldsmobile already have incorporated the basic designs of these new engines in their 1949 models. The new Cadillac engine, for example, which is 200 pounds lighter than its predecessor, pro duces 10 more horsepower and will propel the car three miles farther on each gallon of gasoline. The manufacturers state that these new production engines require fuels with a Research octane num ber of 88. Actually, thev were designed for higher octane fuels, but were de-rated to accommodate them to the antiknock level of the premium fuels sufficiently available now. Thus, a continuing demand for gasoline of high antiknock qual ity may be foreseen. Whenever better gasolines are generally mar keted, these engines are so designed that with little basic alteration they can give still greater gains in power and economy- Other car manufac turers are developing new light weight high compression engines. For the future needs of the car population, premium gasoline should have sufficient antiknock value to guarantee knock-free operation. It should provide volatility which is adequate for quick starting and smooth performance, and it should have a high degree of purity. As to volatility, adequate quality depends upon where the fuel is go ing to be used. However, boiling points are important in more ways than for starting in cold weather. For example, recent work bv the Gulf Research & Development Co. has demonstrated the importance of the lower 50% point in gasoline.(4) Finally, as has been indicated, pre mium gasoline should offer the mo torist the best assurance of always getting clean-burning fuel. It is ad mittedly difficult to track down all of the factors involved in engine cleanliness and, therefore, it isn't practical to establish any standard at this time. Nevertheless, it seems likely that refiners will take particu lar care to eliminate from their premium gasolines, to the greatest possible degree, the known trouble makers which mav be present. In conclusion, I should like to summarize these points which, I feel, constitute The Plus in Pre mium Gasoline: 1. Premium gasoline gives more power to the nation's automobiles and promotes peak engine efficiency -- at only a small cost to the mo torist. 2. In actual road operation, pre mium gasoline gives better anti' knock performance not only at high speeds but also at low speeds. 3. Approximately half of all cars on the road require premium gaso line for knock-free performance. 4. Premium gasoline provides a cushion for cars designed onlv for regular gasoline. Without premium gasoline, spark settings would have to be retarded or compression ratios lowered, resulting in a loss of power and greater consumption of fuel. j. Premium gasoline has made possible many of the outstanding advances in automotive engine de sign which characterized the pre war era. 6. Premium gasoline will play an essential role in the future, con tributing to further broad gains in automotive efficiency and to the conservation of our oil resources. 1."The Efficient Production and Utilization of Motor Gasoline," by W. M. Holaday, director, Socony-Vacuum Laboratories. Presented before the SAE An nual Meeting, January 12-16, 1948. 2. "A Neve Road Octane Number" by F. R. Watson, F. H. Caudel, and J. D. Heldman, Shell Oil Co. Presented before the SAE Na tional Fuels and Lubricants Meeting, November 4-5, 1948. 3. "Factors Affecting Octane Num ber Requirementby Harold J. Gibson, Ethyl Corporation. Pre sented before the SAE Annual Meeting, January 10-14, 1949. 4. "A Netc Approach to the Evalu ation of Fuel Volatility and As sociated Engine Variables," by J. E. Taylor, assistant chief auto motive engineer. Gulf Research & Development Co., and Harold J. Gibson, Ethyl Corporation. Presented before the SAE Sum mer Meeting, June 6-11, 1948. 8 ETC 24090 ARTERIES Typical of the modern pipe line networks serving the na tion is the Great Lakes Pipe Line system in the Mid-West FOR FUEL By Christopher C. Vogel rovidence put oil and people in tain would be brought to Mahomet. Pthe wrong places. If the popu So every day the oil industry deliv lation of the country were distribers a mountain of oil to the American uted according to the location of our public -- bv tanker and barge, by oil supplies, more than four out of tank car and tank truck, and by a even- five people would be living in vast network of pipe lines. Texas, California, Louisiana, Okla Of all the modem facilities used homa and Kansas. On the other in the transportation of oil, none is hand, 22 of our 48 states would be more varied and interesting than the as barren as the North Pole. pipe line. People generally came to But oil being where it is, and peo appreciate the importance of pipe ple being contrary, it remained for lines during the war, when emer the oil industry to set things right. gency lines here and abroad repre If .Mahomet, in this case, wouldn't sented veritable life-lines of supply. go to the mountain, then the moun But what they don't always realize is the essential role pipe lines play in peacetime. For a glimpse of how a modern pipe line network operates, come along on a trip through the Great Lakes Pipe Line Co. system. The Great Lakes system is the largest re fined products carrier in the country -- both in mileage and in volume of products handled. Last year the company transported more than 38 million barrels of refined products along its 3,136-mile system. Gasoline accounted for about 88% of all ship ments, fuel oil the remainder. 9 ETC 24091 i Right, an overhead sec tion of pipe crossing a river bed. Most of the pipes in the sys tem, of course, are un derground ... Below left, this six-stage centrif ugal pump is typical of many in the system Drawing upon refineries in Okla homa, Kansas and Texas, Great Lakes Pipe Line Co. distributes gaso line and distillate throughout 11 mid- western states - including Iowa. Left, a map of the Great Lakes system shows the extent of the area it serves. More than 80% of its shipments originate below Kansas City Wisconsin, Minnesota and North Dakota; most of South Dakota and Nebraska; and pan of Kansas, Mj*. souri, Illinois, Indiana and .Michigan. To serve the people who live and work in this important consuming area, Great Lakes distribution ter minals range as far east as Chicago as far west as Watertown, South Da kota, and as far north as Gratal Forks, North Dakota, which is with in 65 miles of the Canadian border. At these and intermediate points a the Great Lakes svstem, tank trucks and railroad tank cars pick up dup- ments and take them to their ulti mate destination. By providing the Mid-West w*h an important transportation arttn. Great Lakes Pipe Line Compjr also serves a major refining area. AI told the system serves 1 $ refineno Oklahoma and Kansas. Within da 15,825 square mile area is a network of 1,042 miles of lines which coat* tutes the major part of the recenag system. In addition, the syne connected to the lines of two companies in Oklahoma, tw o *> k sas, and one in Nebraska. One of d Kansas connections is w ith the ins of the Phillips Petroleum Gxnpm. products pipe line department. Borger, Texas. Through the 3 I J I 1 a a n P c fe an K bi fc. lu tw Nlti Mtand inm Ik Ire* lu* nt and ft.to V qm Right, this picture shows the new truck-loading facilities which load two units simultaneously kla- products are received for distribu It also consists of 14 terminals, where .-eat tion from Great Lakes terminals. In products are distributed; of numer iso- turn, products of Great Lakes ship ous pumping stations spaced 25 to iid- pers mav be sent over the Phillips 50 miles apart; of huge engines and wa, line to its terminal at East St. Louis. pumps that move the products rth Great Lakes, like many other pipe through the lines under pressure; rnd line svstems, is a common carrier. and of intricate mazes of valves and lis- It neither produces, refines or mar controls and tanks and piping. Most Jn. kets oil or refined products; nor does of all, it consists of trained people nd it own anv oil wells, refineries, or with a specialized knowledge of dis ng anv transport facilities other than its patching petroleum products with er- network of lines and terminals. Its maximum efficiency. ,,ro, sole function is to transport refined The average person might sup )a- products from one section of the pose that a shipment of say, gasoline nd countrv to another. could be loaded on a pipe line at a h- As consignments of gasoline and moment's notice. Actually, that ship Harry Moreland, president of -T. fuel oil are accepted for delivery, ment must be planned as much as the Great lakes Pipe Line Co. in and put through its lines, the prod six weeks ahead. The reason is that ks ucts move along three 8-inch pipe the operations of a pipe line system regularly inspects all shipments in P* lines running from Barnsdall, Okla must be carefully balanced. At the advance of their acceptance. :i- homa to Kansas City, Missouri. At originating point, the company must Once a shipment is accepted for Kansas City, the system divides into make sure that time is available for deliver)', it becomes Great Lakes' re two major sections. One, the North the shipment to move through the sponsibility to transport it to what west leg, extends to Grand Forks, lines. On the other hand, the volume ever one of its 14 terminals it is v North Dakota, and consists of an 8- of products the system can handle assigned to. A battery of three pow ii inch line from Kansas City to Alex at any one time is conditioned by erful six-stage centrifugal pumps, n andria, Minnesota, and a 6-inch line the available tankage at its various powered by heavy-duty Diesel en is from Alexandria to Grand Forks. terminals. Great Lakes has a rated gines, mounts the shipments at i. The second leg of the system runs capacity of 109,600 barrels of prod Barnsdall at a pressure of around from Kansas City to Des Moines, ucts a day. 900 pounds per square inch, and Iowa, where it divides, with one 6- As a first step, a refinery notifies sends them along the three 8-inch inch line branching off to Chicago Great Lakes of the consignment to pipe lines running to Kansas City. and two 6-inch lines running north be shipped. The shipment, which Intermediate pumping stations along to Minneapolis. must consist of 25,000 barrels at a the way repressure the line and pro But the Great Lakes system is minimum, must meet specifications vide a smooth, steady flow of the made up of more than simply sec established bv the pipe line com products. tions of pipe running mile after mile. pany. A field staff of four chemists (Continued on page 21) An oirview of the distribution terminal at Sioux City, Iowa, showing its tankage and loading and service facilities. The terminal is one of the newest in the system ETC 24093 wes&it ! : i' ' r Cat/se/b/'rfc/ro/? Well publicized in recent years, but often misunder stood, are the activities of Washington's lobbyists By Shirley H. Scheibfa ake the affability of a politi Tcian, the education of a college professor, the experience of a top industrialist, the public appeal of a movie star, and the stamina of a work horse -- and you have the basic requirements for a top-flight Wash ington Lobbyist. Despite these exacting specifica tions, few people will admit to being lobbyists. No two people, as a matter of fact, seem to agree on what con stitutes lobbying. It is, perhaps, one of the least understood of the pro fessions. The Lobby Act, Public Law 601, broadly defines lobbying as any at tempt to influence federal legisla tion. It requires the registration of One reason for their reluctance to anyone who makes such an attempt. be known as professional lobbyists, To date, more than a thousand perhaps, is the fact that the word people have registered under the somehow has a semi-sinister meaning law, which was enacted in 1946. in the minds of the public. Yet, the Most of them, however, have done fact of the matter is that lobbying so under protest, insisting that they serves a valid purpose, enabling are not lobbyists at all. Nevertheless, groups and organizations to present they have "signed up" under the their causes before Congress and act to avoid prosecution. enabling Congressmen, in turn, to become acquainted with the need for legislation. It is hard to tell at what point the profession acquired its dubious repu tation, because lobbying has been conducted ever since man started writing laws. The existence of lob bying all these years, however, seems to be proof of its acceptance as an integral part of law-making. Many Congressmen will admit privately that lobbyists often are most helpful in bringing to their attention matters which require leg islation. Lobbyists, the legislators confide, also are an excellent source for facts on business, agriculture, labor and other subjects. At a moment's notice they usually can outline how various groups stand on particular issues. The in formation acquired in this way isn't all one-sided either, because for every7 lobby7 in favor of something there's another one opposing it. Contrary to much popular opin- The business of lobbying in volves hard digging for fads ETC 24094 ion, the job of lobbying entails more hard work than glamour. The suc cessful lobbyists don't use yachts, prettv girls or lavish cocktail parties ro further their causes. They realize that most Congressmen take the bus iness of law -making too seriously to be influenced by such goings-on. The techniques of lobbying vary according to the complexity of mod ern civilization and the statutes gov erning it. This means that lobbying today is no simple job. Agood lobby ist must be an educated person thor oughly familiar with the problems of the group he represents. He also needs the patience and personality to work -with the folk on Capitol Hill until he puts across his points. The Direct Approach One lobbyist, who speaks with the authorin' of an ex-Congressman, says the most effective way to influ ence legislation is to use the direct and simple device of talking to Con gressmen. He emphasizes that they want facts, not propaganda, and are not interested in people who peddle the latter. Some lobbyists, however, prefer to map general strategy and send their staffs to work on specific mat ters in Congress. One successful lobbyist contends that lobbying approaches should be varied according to the type of Con gressman. He lists these three gen eral types of legislators: i. The kind who deals with facts and takes a position accordingly. A little research, and your work with him is finished. :. The one who won't do any thing until he knows how- his con stituents stand on the matter. This gives lobbyists the chore of stirring up grass roots interest in their cause. They have a tough time when there isn't much public interest in their project. 3. One who refuses to take an in terest in anything outside of the work of his committee. He is the most difficult type. This is where the requirements for the affability of a politician, the appeal of a movie star and the stamina of a work horse come in. Interestingly enough, the best paid men are not always the lobbyists who spend most of their time at the Capitol. They are, instead, men with important positions who deal with legislative matters as only one part of their activities. Such officials, it is thought, can speak with more au thority and command more respect and attention from the law makers. Even the folk who spend most of their time at lobbying report it is not an expensive procedure. They usually list only such expenses as cab fare to the Capitol, phone calls and costs of sending circular letters. There's no mention of such things as banquets and gifts to Congress men. Not all lobbying jobs are highly lucrative. Many of the persons registered as lobbyists said they have other sources of income and that they lobby for nothing because they are interested in their cause. The lobbies in Washington give a good indication of the political strength of the various segments of voters. Organized labor, for in stance, now has the greatest number of registered lobbyists in its history -- 75 to be exact. Lobbies also can point to what matters are likely to receive major attention during a session of Con gress. Lobbyists are hired on a large scale only when their supporters think there is a reasonably good chance that their causes will be con sidered in the legislative chambers. Much unpleasantness can result when opposing lobbies start attack ing each other by name. Old-timers call this hitting below the belt. They say it's wiser to put up a good clean fight and not get involved in mudslinging with your competition. With all the complications in volved, it is perhaps amazing that so many people are willing to lobby. One reason, perhaps, is that what ever the cause, there is always some one willing to champion it. Lobbyists must be walking en cyclopedias on many subjects The need for parking space among the nation's cities is bringing forth many proposed solutions. One which is finding favor is the multi-storied ramp type garage ess than ten years ago any motor- A group of civic leaders met with IJ ist looking for a place to park city officials and things began to his car around Union Square in San happen. Architects and technicians Francisco had a problem on his were called in to analyze the situa hands. There just wasn't enough tion. They decided it was feasible room to take care of all the cars that to build a parking station under daily congregated at the heart of the Union Square Park. Definite action city. took place in 1941 when ground was This problem, however, did not escape the notice of San Francisco's traffic officials and it was of direct concern to the merchants around broken for a four-floor, under ground structure costing $1,550,000. The citizens group formed the Union Square Garage Corporation and obtained a 50-vear lease for sub surface rights in the park. The pri vate corporation got a first mortgage loan for $850,000 and sold cumula- quicklv. Right, General Petroleum's new garage in Los Angeles features a 60-foot wide con tinuous ramp from basement to roof. . . Above, a cutaway sketch of the new structure shows the root service sta tion and a center core equip ped with elevator and stairs tive preferred stock in the area for sometimes the cities even provide a block -or two from their cars. the balance. temporary tax relief. We've found that large parking The 1,700 car garage has made One of the most important figures -buildings on the fringe of business monev ever since it was opened in connected with the planning and de centers won't pay, even if the land '945- velopment of multi-storied garages is does cost less." Union Square's success has not Fred W Moe, president of Ramp Almost every large citv in the gone unnoticed by other cities. Buildings Corporation. His name is country is working on some sort of Probably more than anything else familiar to city planning groups and a plan that calls for high capacity it has stimulated civic groups and chamber of commerce committees garages. New York, Chicago, Bos citv fathers to get together in cities across the country, because, since the ton, Houston, Los Angeles, and where traffic veins and arteries are early 1920's he has helped plan and Newark all have projects under con beginning to clot in downtown areas. develop hundreds of large parking sideration. In Newark a group of 12 And since the war the search for facilities. leaders in merchandising, banking, room to park has been more intense Moe believes that almost invari utilities and insurance fields is an than ever before and many plans are ably private groups must arrange for alyzing sites to determine the type being considered, but the multi financing if the problem is to be of parking building to erect. storied garage stands out as one of licked. Most city budgets, he ob the most popular solutions for a con serves, are too overburdened with Four Stories Underground gested downtown area. other matters to take on garage In Los Angeles, the downtown Joint Efforts building too. parking association is following a The decision concerning what program similar to that of San Fran Store owners, landlords, theater kind of facility is most desirable cisco's Union Square project. The men, bankers, and many others know usually can be based on city or state Los Angeles group is negotiating a it is in the public interest for them traffic surveys already available. In lease from the city for a 2,400 car to cooperate to finance huge garages. big cities where land is costly, it is four-story underground garage to be City officials, in turn, agree that the often cheaper to build the entire built under Pershing Square Park. automobile has become such an in structure underground, as was done Not all activity, however, is in the r- tegral part of American life that pro with the Union Square structure. planning stage. Some important o. viding room to park is a necessity Each decision depends upon individ prpjects have been completed since ie for any city's survival. They, too, ual conditions. the war. Most of these are privately n are cooperating by making suitable The site, however, must be in the financed and they point up the fact sites available through condemna middle of the congested area if it is that room to park will be an impor tion. Zoning and traffic regulations to offer traffic relief, Moe observes. tant consideration from now on. e are adjusted when necessary, and "People just won't walk more than Many municipalities have amended their zoning laws to make parking space an essential feature of all new- structures. Detroit, for example, fig ures that each car takes up 160 square feet of space and that all types of building must provide garaging space according to a table. In Los j t j! i' i d 1 i 1 it ie 1 1 1 i i 1 1 1 1 1 1 Department stores in various cities have built garages in order to provide convenient parking space for their cus tomers. This 600 - car structure shows how Foley Brothers in Houston, Texas, is making shop ping attractive to motorists 15 ETC 24097 I Angeles a city ordinance provides Two gasoline pumps are located on the lower East Side of Manhattan that all buildings in the downtown on the ground floor. A complete calls for the garaging of about 1,000 I area must have one parking space service station, with lubrication, and cars. Garage floors are at low base for every 1,000 square feet of use wash racks, is on the roof. This site ment level, and the area above them ful office space. This parking space was chosen to eliminate congestion provides play ground and recreation must be within 1,500 feet of the when business is brisk on the ground space. Stairways lead from each building. floor. garage to convenient entrances to General Petroleum Facility A six-story spiral garage provides The success of this and other re cent projects indicates to many au thorities that even at postwar costs, neighboring apartment buildings. Parkchester Experience parking facilities for the new Gen this type of garage can be profitable What the future holds for apart eral Petroleum Building in Los An as well as in the public interest. ment garages can be estimated from geles. It not only meets zoning re The most widely used type of New York's Parkchester develop quirements but is typical of a trend construction for multi-storied ga ment. There, the garaging develop in modern downtown office build rages is the ramp type of garage. ment serves some 20,000 persons, ing construction. This recently com Push-button garages using elevators the equivalent of a small city. Service pleted structure consists of a gently and other mechanical gadgets have station facilities are available to ten rising enclosed spiral ramp, 60-feet not been as widely accepted as the ants who find the arrangement un wide, which goes from the basement ramp types which today predomi usually convenient. For example, to the roof. Cars are parked along nate in construction programs. the typical automobile - owning both sides of two center traffic lanes. In keeping with the trend to pro tenant can have his car serviced at After parking his car the driver can vide room to park, manv new hous any time that he is not using it. descend to the street by either ele ing projects are incorporating ramp He doesn't have to leave the build vator or stairs, both of which are garaging facilities into their plans. ing and his car is always easily ac located in the central core of the The Metropolitan Life Insurance cessible. spiral. Company's Sruyvesant Town project Department stores, too, haye had 16 ETC 24098 some unusual surprises in connection with the operation of garages. Many of these institutions have gone into the garage business because motor ing customers are served better when parking facilities are available. Although frequently a profitable undertaking, the garage is not ex pected to pay for itself, but to bring customers into the store. In addition it serves to improve the neighbor hood bv relieving congestion. Seeing the automobile as an im portant factor in the scheme of things, the Central Houston Im provement Association, consisting of Houston business leaders, has a new development program underwav which promises the motorist at tractive parking facilities. A 60,000foot area was selected adjacent to the Merchants and Manufacturers Building. There a six-story-and-roof structure would be built to house over 1,500 cars. A survey revealed that 500 car spaces would be required in the fa cility for tenants of the Merchants and Manufacturers Building alone. Another 900 car spaces would be required for transient parking, and overnight parking could be expected with special services arranged with hotels and railroad stations. Space is also allowed for storage use of car dealers in the district and, in addi tion, 100,000 square feet was made available for general warehousing. A theater is also added to the top of the structure. This is an example of a plan that serves many groups in the commu nin' and it is typical of a movement gaining power in our large cities to make the motorist feel at home. The automobile made the garage a part of American home architecture. \ow it is about to become an in tegral part of many more of our new urban commercial and residen tial developments. WILLARD H. DOW 1897 -1949 The tragic death of Dr. Wil lard H. Dow, president and chairman of the Dow Chemi cal Company and former pres ident of the Ethyl-Dow Chemi cal Company, marks the end of a distinctive career in the chemical industry. Dr. Dow, 52, and his wife and three other persons were killed on March 31 when their private plane crashed near London, Ontario. Dr. Dow and his party were heading for Boston, Maes., when their plane plunged into the ground a mile from the London airport. Other victims were Mrs. Calvin Campbell, 45; pilot A. J. Bowie, and co-pilot Fred Clemente. They were all from Midland, Michigan. Dr. Willard Henry Dow was elected president and general manager of the Dow Chemical Company on October 15, 1930, following the death of his father. Dr. Herbert Dow. The senior Dow had been associated with the development of "Ethyl" anti knock compound ever since 1924 when Charles F. Kettering and the late Thomas Midgley, Jr. visited him to inquire about obtaining supplies of bromine. Dow Chemical Company was then producing practically all of the bromine in this country from Michigan salt wells. Dr. Herbert Dow, however, agreed that those brine wells would never meet Ethyl's demands. Ethyl and Dow research chemists went to work on the problem and produced a plan to build an Oceanside plant'that would extract the bromine that is present in sea water in the ratio of 67 parts to a million. Plans for the first sea water chemical plant began to material ize when Ethyl and Dow formed Ethyl-Dow Chemical Co. in 1933 to handle the bromine extraction process. Dr. Willard Dow became president of Ethyl-Dow at its inception and served until October 29, 1946, when he was succeeded by Ivan F. Harlow. He was graduated from the University of Michigan in 1919 and held a number of honorary degrees. He served as a member of the Chemical Advisory Committee, Army and Navy Muni tions Board and was a member of the Chemical Warfare Service and Advisor)' Board. Dr. Dow served with the regular army in the first World War. 17 ETC 24099 Take a backstage look at the unusual business of keeping the American tourist supplied with souvenirs of his travels people that the size of a town has little to do with its potential as a souvenir center. For example, al though New York and Chicago are the largest cities in the country', their souvenir business is only a fraction of that done by that honey moon haven, Niagara Falls. This city outshines any other spot in the hen the average American country as an outlet for souvenirs, Wtourist takes to the road to but there are many places, off the look over his country he acquirbeesaten path, which do a thriving what is known as a "tourist frame business in keepsakes. One of them of mind." He has a strong desire is Santa Claus, Indiana, souvenirs of to spend his money, and one of the which naturally have a wide appeal things he wants most to spend it on among children. is some little knick-knack that will Generally speaking, historical let his friends know where he has landmarks, unusual places such as been. This frame of mind has been the Com Palace at Mitchell, South responsible for the souvenir busi ness -- a business that todav tallies up to $250 million a year. The lowly postal card alone ac counts for $10 million of that total, with at least a billion of them sold every year. In Atlantic City alone, 50 million cards are sold a year and out of this Uncle Sam collects almost 1500,000 in the sale of one- *S li/ (ji{: i; cent postage stamps. Other memen tos range all the wav from a five- cent good-luck charm to a $100 brass model of the Statue of Liberty, equipped with lights and a clock. This season is expected to be one of the biggest in the history of the souvenir business. Souvenir makers are as sure of this as you are of paying taxes. They are sure because through the years they have learned that their business closely follows automobile production and gasoline demand. The motoring public ac counts for most souvenir sales. It is axiomatic among souvenir Dakota, and playgrounds, zoos, parks and vacation and resort areas are good souvenir locations. Most of the people who buy souvenirs are tourists making quick jumps about the country. They feel that each stop will be their one and only visit, and they want to make the most of it. Points of interest located miles from the main highway seem to offer some sort of a challenge that makes them all the more attractive as'a source of souvenirs. This is espe cially true of caves and canvons. One of the largest firms in the souvenir business is the Goldfarb Novelty Co., of Jersey City, N. J. The company has in stock or pro duction at all times between 1,000 18 ETC 24100 and 1.500 separate items. Its staples include ash trays, salt and pepper shakers, plastic banks, cigarette boxes, paper weights, letter openers, powder boxes, perfume bottles, compacts, pennants, lighters, knives, buttons and Indian trinkets. There are. too, a wide assortment of trick merchandise, a whole separate cata logue of leather items, and such specialty items as miniature base ball bats, ice skates, and boxing gloves for sale at championship base ball games, prize-fights, and so on. This heterogeneous mass of mer chandise is all produced from raw or semi-finished materials at the company's factory. The firm tries to make virtually all of its line to re tail for a coin. Experience has taught memento merchandisers that fiveand ten-cent items move fast, fiftyand seventv-five-cent units move more slowly, and when the price goes over a dollar, activity slows down to a turtle's pace. .Most souvenirs start through the factory as prosaic ash travs, salt shakers, and so on. It is in personal izing the item that the souvenir gains its special significance to its ultimate owner. An Added Touch If, say, the item is a glass ash tray, a full color scene from Mammoth Cave might be processed on the un derside. As vou might guess, the dccalcomania is used on almost every type of souvenir imaginable, and often is touched up with oil paint to simulate an oil painting. A sur prising number of leather items, however, have completely handpainted scenes on them -- and they still sell for less than a dollar. Although the popularity of a new novelty item is extremely difficult to judge, many of the old-timers of -5 to 50 years' vintage, surpris ingly enough, are still on top. Pennants sell better today than they ever did. People still want something they can attach to their car while traveling or pin on their wall to show the home folk where they've been. Paper weights and ash trays, because of their usefulness around the house, are still prime movers. And the bullet pencil has been on the best seller list for more than fifty years. The kev chain and good-luck piece still top most other items, be cause of their low cost and ease of handling. But don't think that statu ary doesn't move -- off retailers' shelves. Animals outsell everything else in this category; among them, the horse outranks the dog in peo ple's preference. Love for the horse runs so keen that one Western re tailer does a surprising business in super-deluxe, jeweled-saddle models selling for $75. At the zoo, how ever, the elephant is most popular, followed bv the monkey and then the bear. Years ago, there was no demand for useful souvenirs. Today, it's the other way around. If a manufacturer can't find a useful purpose for an otherwise attractive article, the chances are he'll attach a thermome ter to it, at the least. In keeping with the trend toward usefulness, the T shin in recent years has become very popular. When sold as souvenirs they are stamped with "Asburv Park," "Fort Mon mouth," "Indianapolis Speedway," or some identifying message. Hats have also joined the apparel parade in a similar manner. Tvrolian hats are popular in mountainous regions and peaked hats around beaches. .Many children love vachting hats. Zoos sell them bv the hundreds, and a top seller this year has an impres sive "Lion Tamer" stamped on it. Souvenir dealers have learned that 19 ETC 24101 their own tastes in souvenirs are no guide to public demand. People will buy almost anything. For instance, although bright-colored, satin pil lows with "Mother" stamped on them are on their way out, they still sell well in certain areas. Gaudy, brass, bejeweled statuary has al ways been in demand. And a New York promoter made a fortune by selling rabbits' feet. He sells about a million a year to people who want to keep bad luck away. People in charge of stores for the tourist trade speak a jargon all their own. Painted turtles in almost every color of the spectrum are known as "Galloping Lizzies." An item that gets the brush-off from customers is a "stiff," an item that sells like hotcakes is a "runner," and when it breaks all records it's a "football." When buying souvenirs, a man will usually remember his mother, his sweetheart, his wife or his chil dren. But when someone else is do ing the buying, the male members of the family are usually forgotten. Men are apt to buy women lockets or sewing kits. Women's tastes are unlimited. Wherever people go, they have an intense desire to prove to their friends and neighbors that they've "been places." This feeling is espe cially strong in New York City. As part of this, Macy's and Gimbel's department stores have scores of out-of-town customers who in sist on an identifying label on mer chandise to prove its genuine New York- origin. One popular Fifth Avenue store makes an effective selling point with a conspicuous label on its garments sold to visitors. Naturally the Statue of Liberty, the Empire State Building, and Rockefeller Center are New York symbols which are well represented among the souvenirs of the nation. , OUR COVER: While most of the nation was still playing host to Old Man Winter, Spring came to Louisiana. Azaleas, famous throughout the Pelican State, burst into bloom in March, sur rounding many Baton Rouge homes with breath-taking colors such as shown on our cover. OUR PICTURES: Pages 9-11, courtesy Great Lakes Pipe Line Co.-, Page 14, courtesy General Petroleum Corp.; Page 15, cour tesy Ramp Buildings Corp.; Page 16 (top left). Wide World, (top right) courtesv Soconv-Vacuum Oil Co. These colossal edifices are pictured on wallets, compacts, letter openers, cigarette boxes, ash trays-almost any knick-knack imaginable. But even household appliances -- such as electric toasters, mixers, radios, and hot plates -- earn,' a cheery "Greet ings from New' York." On the other hand, souvenirs from many places are often on sale at one location. Take the case of the Times Square souvenir dealer who makes a specialty of producing sou venirs from all parts of the world. He points out that many people return from abroad to discover they have forgotten some one back home. A memento from Paris, Rome, Lon don, or Mexico City, therefore, is a must to save the social graces. An other type of customer is the fellow who likes to pretend he is a man of the world. "This tvpe has never been across the Hudson, but he sends his friends souvenirs from all over the country," the dealer ex plains. And, of course, the dealer continues, some husbands start out for distant points but just happen to get stuck in New York. "We are ready for them, too. We can supply a souvenir for almost anv important city in the country -- right here in New York." 20 ETC 24102 ARTERIES FOR FUEL (Continued from page u) Serve center of the pipe line sys tem is the dispatching room, located in the company's headquarters in Kansas City. Here, in a modemlyquipped and sound-proofed room, a staff of dispatchers maintains a con stant check on products moving through the lines. A circular chart of the area he is dispatching, mounted on a turntable, is before each dis patcher, and he can tell at a glance the location and movement of every shipment. Evert* hour a telephone check is made with every pumping station and receiving terminal in the system. Great Lakes has its private telephone lines running along each of its pipe lines except on the Northwest Line where it uses leased wires. It also has a batterv of teletype machines for transmitting orders and reports. When a shipment arrives at a dis tribution terminal, it is put into tank age until withdrawn for the account of the shipper. Meanwhile, the in coming product is tested to insure that it conforms to specifications and tested again before it is loaded onto a tank car or tank truck for its final destination. In addition, products in the tanks at the Great Lakes terminals are regularly tested every seven days, if they have not been withdrawn in the meantime. Each of the terminals has a com pletely equipped testing laboratory, with a central control laboratory for the system located at Kansas City. Ten of the 14 terminals, moreover, have blending plants where regular and premium grades of gasoline are treated with "Ethyl" antiknock compound. Great Lakes customarily blends gasoline at these terminals as a service to its shippers. With a shipment now at a distri bution terminal, the role of Great Lakes Pipe Line changes from that of a carrier to that of a bank. It has so many barrels of say, gasoline on "deposit" for an oil company; it now assumes the responsibility for dis bursing that fuel for the shipper. Great Lakes is authorized to dis burse products in two ways. One wav is for a refiner to authorize the disbursement of a given amount of its product. This is a limited order. The other way is for it to permit the delivery of an unlimited volume for an unlimited period. Either way, Great Lakes has on file, at each of its terminals, the sig natures of all persons authorized to withdraw products belonging to any supplier. Thus, when the driver of a tank truck pulls into a terminal to pick up a cargo, he has to present an order to that effect. The signa ture must be the same as on file as an authorized agent of the shipper. When his truck has been loaded, the driver receives a bill of lading cov ering the amount of products deliv ered to him while a second copy is sent back to the shipper. Each terminal is equipped with both tank truck and tank car load ing facilities. In addition, Great Lakes owns more than 6,900,000 barrels of gross tankage, of which a capacity of over 5,800,000 barrels is located at its distribution terminals. The Great Lakes system covers a distance, from south to north, of ap proximately a thousand miles. Sub stantial differences in temperature, altitude and climate are of course encountered at all times. Because of this, the weather plays an extremely important pan in the system's oper ations and scheduling of shipments. To guide it in its operations, Great Lakes makes use of a long-range weather forecasting service. The value of this service has been re peatedly demonstrated. For example, an early Spring was predicted for last year. This meant that gasoline demand would expand earlier than usual. Accordingly, Great Lakes advanced the dates for accepting gasoline of lower volatil ity. As a result, there were adequate supplies on hand in its northern ter minals, when the Spring gasoline de mand developed. At the same time, it did not have to carry over large stocks of distillate to the Fall. If the transportation functions of a pipe line system are unique, so is the maintenance that is required. Care is taken at every point to guard against contamination of products and against corrosion and leaks. Re flecting the high standards of main tenance, product losses of all kinds -- including in-transit losses and those from evaporation -- have been kept to a fraction of one percent. Handling Mixing Problems As different products follow' each other through the same pipe line, the problem of mixing is ever pres ent. Scheduling their movement in proper sequence so that tw'o highly sensitive grades are not moved in adjoining shipments, the use of sw'ing arrangement line connections at stations and terminals which do not allow products in adjoining lines to come into contact, thus eliminat ing complex manifolds or switching apparatus, and the use of centrifugal pumps which impart a steady pres sure to the stream -- these are several of the methods employed to keep mixing at a minimum. As the area of contact between products in creases in proportion to the diameter of the pipe, the relatively small diameter of Great Lakes lines is an other factor in curtailing mixing. Great Lakes within the past yearand-a-half completed a $30 million expansion program that included the laying of 1,200 miles of additional lines, the construction of eight new' 21 delivery terminals and 14 primary pumping stations, and the remodel ing of two terminals and 14 existing pumping stations. The expansion increased its capacity by 50%. But while the expansion program was still underway, Great Lakes was faced with a serious problem: It needed a greater capacity than it had in sight. In the face of prevailing steel pipe shortages, it had but one alternative. This was to build new secondary pumping stations to in crease the throughput of existing lines. But where was it to get the necessary equipment in a hurry? Casting about for a solution, the company suddenly seized upon some war surplus aircraft engines as prime movers for the stations. As Charles C. Keane, chief engineer of Great Lakes, explained, "Aircraft engines had never before been adapted for industrial use. Nevertheless, we were confident that a number of 12-cylin der Allison engines, which were available as war surplus, would serve our purpose in the emergency." After extensive changes in their instrumentation and operation, the engines were hooked up to pumps in the secondary stations. Instead of powering Airacobras and P-j 1 's, as engines of this type did during the war, they were now delivering gaso line and fuel oil to hard pressed con sumers in the Mid-West. These en gines enabled Great Lakes to deliver 3.7 million barrels of products more, over a period of a year, than would have otherwise been possible. Typical of the new installations in the Great Lakes system is the distri bution terminal at Sioux City. The terminal, which is both a dis tributing center and a relay point to Sioux Falls and beyond, has the latest equipment for loading tank cars and trucks; contains a pumping station, a service building and a gaso line blending plant; and has 30 work ing tanks of 363,000 barrels capacity. -up and down on four hydraulically The three largest tanks, of 30,000 controlled supports, is lowered to a barrels capacity each, are - of the point level with the top of the trans lifter roof type, and each one is con port, thereby affording the loading nected with a series of cone roof operator complete safety and free tanks to form a closed vapor recov dom of movement. ery system. A pantograph arrangement of All of the tanks have been so de piping is a vital part of the loading signed as to provide the greatest machine. By means of it, an operator flexibility of operation. Each tank can load any of nine different grades has its own incoming and outgoing of products, simply by selecting one lines, its individual pump, and a spe of the nine movable pipes in the lay cially designed manifold. These fea out. Trucks are loaded at the rate of tures permit the tank to function 300 gallons a minute, and the flow independently of any other. When is automatically cut off once the de ever there is a heavy demand for a sired volume is reached. given product, two or more tanks After a truck has been loaded, the containing that grade can be con loading platform is raised, the driver nected to a single delivery facility. receives a printed record of his load When the demand slackens or from an automatic printer, and he changes, any tank may be quickly drives his cargo out of the terminal. converted by the station crew to The truck loading building has a another grade usage, without having loading platform on each of two to rebuild the piping layout. sides, permitting it to load two Streamlined Operations trucks at once. Great Lakes Pipe Line Co., which At Sioux City, too, is the new was organized in 1930, is owned by swing line arrangement which sepa eight oil companies. They are Con rates that stream from any other line. tinental Oil Co., Mid-Continent Pe Individual delivery lines from each troleum Corp., Sinclair Refining Co, tank, moreover, flow direct to the Phillips Petroleum Co, The Texas loading units. Furthermore, an anti Co, Skelly Oil Co, Cities Service knock compound and identifying Oil Co, and the Pure Oil Co. In ad dye line is common to terminal tank dition to these companies, it cur age. As soon as the "Ethyl" anti rently serves refineries owned by knock compound has been blended nine other companies. into the gasoline contents of a tank, Under the direction of Harry the tank is closed off and the gaso Moreland -- who was vice president line is circulated within the tank by and general manager of Great Lakes means of the tank pump and a spider from its organization in July, 1930, arrangement. to March, 1942, and president since All of the tanks at Sioux City are then -- the company has grown from connected to above ground pipe a single line running from Okla runs, which may be easily traced. homa to Chicago into the largest One of the outstanding facilities products pipe line system in the at the Sioux Citv terminal is the tank country. If today people in even the truck loading building. A truck remotest comer of the country' can drives through an underpass on enjoy the blessings of modem fuels either end of the building and stops and modem engines, one reason is directly beneath the loading plat that pipe lines have brought these form. This platform, which moves things within their reach. 22 ETC 24104 STRESS ON STRESS One of the contributions of the Ethyl Corporation Research Lab oratories to aviation progress is the constant testing of aircraft engine metal alloys to determine their behavior when stressed at high temperatures in atmos pheres produced by burning leaded fuels. These studies are conducted in a special stress-corrosion furnace which Ethyl designed and devel oped early in the recent war at the request of the Army Air Forces. Only three such furnaces have been built and are in use. One is at the Ethyl Laboratories in Detroit. The others were ob tained by the Air Materiel Com mand and the Navy Department's Bureau of Aeronautics. The furnace tests and compares metals presently used in valves and those turbine parts which are exposed to combustion gases. It also evaluates the corrosionresistance qualities of metals that might be used for such parts in the future. In a stress-corrosion test, sam ples of steel or other alloys are placed in the cylindrical "speci men stations" which form the uppermost unit of the furnace. A center casting rotates within the outer casting of the furnace and, in so doing, passes first the combustion flame and then the exhaust gases over the metal samples. Flame contact with the sample can be regulated to any specified time interval between two seconds and 5% minutes by varying the hearth speed from 31 revolutions per minute to 11 revolutions per hour. Metal samples can be sub jected to stresses varying from 1,500 to 80,000 pounds per square inch, and to temperatures as high as 1,800 degrees F. E I! 1! I I I I I I I 1 I I I I ETC 24105 Pnpani in cooperation with pacioJictc of American ttumumaf Natural Hitttry,N.Y. TO GIT A LINE ON MORE POWER ... to reel off miles of smooth, enjoyable driving ... to help your engine run at its best ... to feel the thrill of top performance on the open road and in city traffic ... ask for "Ethyl" gasoline--high quality gasoline improved with "Ethyl" antiknock fluid, the famous ingredient that steps up power and performance. "Ethyr antiknock fluid is made by ITHU CORPORATION, Chrysler Building, New York 17, N. Y. ETC 24107 IN THE JUNE-IULY 1949 John H. Schaefer, vice presi dent and general manager of manufacturing for Ethyl Cor poration, was elected presi dent of the Industrial Research Institute for 1949-50 at the organization's 11th annual meeting at Asbury Park, N. J., recently. He succeeds E. W. Engstrom, vice president in charge of research, RCA Lab oratories division. Radio Cor poration of America. The Industrial Research In stitute promotes high stand ards in industrial research, and develops improved tech niques of organization and operation. Its membership in cludes executives represent ing more than 110 companies and 20,000 research workers in widely varied industries. In addition to serving as president of the Institute, Mr. Schaefer will continue on its board of directors. He is a former vice president of the organization and served as chairman of this year's pro gram committee. Mr. Schaefer, a vice presi dent of Ethyl since 1943 and a member of its board of directors and executive com mittee, has been associated with the company for 23 years. A bachelor of science graduate of the University of Delaware, and the holder of a master's degree in chemical engineering from Massachu setts Institute of Technology, Mr. Schaefer is active in chem ical, engineering and man agement organizations. He is a member of the board of directors of the Ethyl-Dow Chemical Company, the Lead Industries Association, and the Baton Rouge Chamber of Commerce. DYNAMIC COMPETITION 3 Using the oil industry as an example, the authors of this article suggest a new approach to an understanding of American busi ness life. They cite case histories of petroleum products prices to demonstrate the true nature of competition, and show how the concept of dynamic competition more accurately describes American business in action. DOES DESTINY FOLLOW A PATTERN? 7 The more we learn about cycles, the more we realize that they effect almost everything we do. The stock market, the mouse population, and even your emotional behavior go around in cycles. This story tells what scientists have learned about these interesting phenomena. THESE ROADS RATE 10 Driving conditions encountered all over the United States are duplicated in a comparatively small area. That area, consisting of the roads and highways of Southern California, is ideal for testing fuels and engines. SPANNING THE YEARS 14 One of the nostalgic reminders of yesteryear is the covered bridge. Although they're slowly fading from the scene, here's a picture gallery of some of them which are still in service. "A" IS FOR AUTOMOBILE 16 Automotive progress can be measured by words. Engines are no longer "cranked," the "spark lever" isn't around to be adjusted, "running boards" are all but gone, and there are no more "phaetons" and "landaus." On the other hand, motor ists are adding a lot of new terms to their vocabularies -- to keep abreast of the times. PEARS OF DISCOVERY 19 Oil operations in the Rockies are setting records in many direc tions. The region claims the highest oil fields in the country, on the one hand, and the deepest well drilled to date, on the other. And -- it also promises to add materially to our known oil resources. In order to widen the field* ef reader Interest In Ethyl News, we frequently publish articles contributed by writers not associated with Ethyl Corporation. Opinions expressed In signed articles are the authors'. The editors ef the News welcome article* ef timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compound, used by oil com panies to improve the antiknock quality of aviation and motor gasoline L Edward L Shea, president; Stanley T. Grassland, vie# president and treasurer; Richard M. Page, secretary ETC 24108 editor's note: Important and inter esting to every oil man is the ac companying article, which appeared m the Harvard Business Review (March 1949). The authors advance the theory of dynamic competition as expressive of American business life, and cite case histories of oil products prices as examples of dy namic competition in action. The evidence, they declare, "provides a continuous, moving picture of a dy namic, ever-changing competition." Professor Rodgers is a member of the faculty of the School of Com merce of New York University. Dr. Luedicke is executive editor of the Sevc York Journal of Commerce. Ethyl News is indebted to them, and to the editors of the Harvard Btisiness Review, for permission to bring the major portion of their significant study to the attention of a vide audience in the oil industry. Identical or nearly identical prices are often quoted by rival com panies. Is this a sign of collusion and hence of weak competition? Or is it the result of constant pressure to meet competitors' prices and thus indicative of a highly competitive situation? Of course both of those contradictory questions can validly be answered with "yes" -- or, for that matter "no" -- under certain sets of conditions. The resulting confusion in economic thought, ith different groups taking oppo site theoretical stands and urging contrary national policies, is dam aging both to the cause of business progress and to the welfare of the "hole country. Of extreme significance, there fore, is the need for some method to test the "competitiveness" of busi- Av.thors' Note: We are indebted to the Board of Directors of the Socony-Vacuum Oil Company for permission to use ma terial gathered in the course of a study prepared for their use. mtl ness pricing in individual industries, perhaps even to the extent of mea suring it statistically. Dynamic Nature of Pricing We should like to propose that the variation in the spread between prices of rival sellers over a period of time be considered as a gauge for this purpose. It is our conviction (i) that much of the confusion in eco nomic thought about pricing is due to the fact that many of the theo reticians have not considered suffi ciently the dynamic nature of pric ing, that is, the way it changes and shifts in response to varying condi tions under the administration of in dividual businessmen; and (2) that the observation of periods of rela tively wide divergence between the prices of rival companies alternating with periods of narrowing spreads and at times identical prices, in a pattern that can be correlated with such factors as seasonal and business fluctuations, provides a continuous, moving picture of a dynamic, everchanging competition. Accordingly, we shall attempt in this article to point out a few of the reasons why economic theory, as presently formulated, seems to us to be an insufficient explanation of the realities of American business life; to outline a more vigorous approach to understanding price competition, in the hope that others will experi ment with it in a wide range of in dustries; and to cite one illustration of how our concept of "dynamic By Raymond Rodgers and H. E. Luedicke competition" might be applied to a concrete industrial situation which we have studied in some detail. Up to about two decades ago a long line of earlier writers had elab orated a theory of perfect or pure competition. Upon the foundation of an assumption of perfect compe tition, a great structure of reasoning had been erected by Cournot and his successors among the mathemat ical economists, as well as by the several schools of deductive eco nomics. Parallel with the theory of pure competition, the theories of monopoly, which exists where the seller controls supply and price, and of oligopoly, which results from the dominance of several sellers, were evolved and perfected. Both these sets of theories vastly oversimplified the facts of business life at the time, and business life today is even more complex. Subsequent Theories The 1930's brought to a head ef forts to provide a more realistic ex planation of the working of compe tition in our economy. In 1933 two notable works, Joan Robinson's Economics of Imperfect Competi tion and Edward Hastings Cham berlin's Theory of Monopolistic Competition appeared.1 Chamberlin describes the price system as "a 1 Joan Robinson, Economics of Imper fect Competition (New York, The Mac millan Company, 1933); E. H. Chamber lin, The Theory of Monopolistic Compe tition (Fifth Edition, Cambridge, Harvard University Press, 1946). 3 ETC 24109 Many writers have noted, and some have studied, the obvious fact that competitive conditions in a market or industry change over a period of time. Alfred Marshall pointed out that demand is the main price determinant over short pe riods of time, while cost of produc tion is more important over the longer period as price competition among sellers becomes more effec tive. Many other writers have dis cussed the "time lag" that occurs before price is adjusted to the com petitive conditions that prevail in a composite of purely competitive what the Justices of the United given market. markets, of monopolistic markets, States Supreme Court had in mind The use of the very term "time and of markets where monopolistic when they sought to distinguish be lag" makes clear the fallacy in and competitive influences are vari tween "reasonable" and "unreason volved. The term assumes that there ously commingled" [p. ii ]. The mixture of monopolistic and competitive influences, Chamberlin able" restraints of trade. Variation in Degree is a state of "equilibrium" that will ultimately reflect the degree of competition that prevails in the in argues, has become very widespread But this picture of different de dustry' or market; given time, the as more and more sellers have differ grees of competition in different in "equilibrium" price is reached and entiated their products from those dustries, in turn, is incomplete in thus price is determined. But if of their competitors through trade that it does not develop the fact that competitive conditions are changing marks, patents, peculiarities of pack the degree of competition which constantly, both on the selling side aging, location of selling outlets, prevails in any one industry or mar and on the buying side, this "time specialized service, and other types ket varies widely from time to time. lag" becomes one of indefinite dura of nonprice competition. Further It would be more realistic if it tion. Equilibrium is never reached. more, he insists that the term "mo showed that in virtually every in Instead there is a continuous shift nopolistic" as he uses it must not be dustry there are times when very ing from more intense to less intense taken in an invidious sense: little competition among sellers is competitive conditions, or vice To say that each producer in an in apparent from price behavior and versa. dustry' has a monopoly of his own va there are other times when compe We believe, in other words, that riety of products is not to say that the industry is monopolized. On the con trary', there may be a very intense tition among sellers becomes vir tually "pure." competition as it functions in our society cannot be adequately ex ' 1 competition within the industry, not The businessman has evolved ex plained as a quantum, greater in i of the sort described by the theories pressive terminology to describe some industries and less in others, of pure competition, to be sure, but different by virtue of the fact that each these changes in the intensity of that ultimately produces a static, producer has a monopoly of his own competition which prevail in a par equilibrium price. It can be de variety of product [p 105]. ticular industry or market. He scribed accurately only as a dy The picture painted by Chamber speaks of a "sellers' market" and a namic, ever-changing force, varying lin of an economy in which varying degrees of competition prevail with in individual markets and industries "buyers' market." Competition is limited in the first and quite highly developed in the second. Even in so over a greater or lesser range in re sponse to ever-changing conditions. That there are conditions which has become widely accepted. It has highly competitive an industry as affect the degree of competition been found by many to be more textile manufacturing it is recog prevailing in an industry or market consistent with a number of the nized that there are times when vir at any given time seems obvious. long-recognized facts of business tual monopoly conditions, i.e., a Among the more important ones Ii i` life. Perhaps, also, it helps to explain sellers' market, prevail. are: (1) the phase of the business * 4 ETC 24J10 I 1 and n-cle, (0 technological conditions fact affecting demand for the product, n a (3) technological conditions affect- -r a ine supply of the product, (4) half changes in conditions determining tain product substitution, (5) monetary pe- conditions affecting supply or de uc- mand, and (6) seasonal factors af the fecting supply or demand. The :ion events of the past few years provide "ec- a rich reservoir of experience for dis- illustrating the impact of some of urs these conditions and of others not >m- listed. During the war a sellers' mar n a ket became well nigh universal, and price competition largely disap tions which denotes what we call slow." 2 me peared. More recently, as supplies dynamic competition can be dem It is in such a connection that the in- have been expanded, we have seen onstrated statistically. . . . statistical evidence provided by a ere active competition return in one Based on our own studies of price pattern of price spreads over a pe vili market after another. behavior, we believe that the fre riod of time -- in this case over both of quency and duration of periods of a sellers' and a buyers' market -- in- 'Abnormal' Explains 'Normal' identical prices in a market, upon would be particularly significant. the This phenomenon of response to which the Federal Trade Commis Indeed it would go even beyond the nd market conditions, even when the sion would place reliance, can be conclusion reached by Mr. Ed if conditions themselves are greatly quite misleading as a measure of wards. For the tendency in a sellers' ng exaggerated bv wartime influences, competition. Periods of price iden market is for spreads between prices de is normal and typical. As so often tity are only a pan of the statistical of individual sellers to persist and to ne happens in science, the abnormal evidence, because they alternate widen; while in a buyers' market ra- helps greatly to reveal and clarify with periods of price divergence spreads have a tendency to narrow .d. the nature of the normal. In every which mav be far more indicative of and disappear rapidly because com ft- rapidly growing industry, in every the degree of competition that pre petition among sellers becomes in ise period of prosperity, in every mar vails. tensified. ce ket where demand tends to outstrip The Director of the Bureau of Undercutting of prices occurs supply, competition among sellers is Industrial Economics of the Federal frequently in such periods of in lat at low ebb while rivalry among Trade Commission came close to ex tense competition, but the tendency ur buyers may become intense. Con plicit recognition of the dynamic, is for spreads to disappear far more x- versely, in every stagnant industry, changing character of competition rapidly than in a sellers' market, for in in every period of depression, in when he stated recently that diver rival sellers must be very quick to rs, every market where supply tends to sity in prices from time to time is meet lower prices in a buyers' mar ic. outstrip demand, we see the reverse produced "by the intensity of the ket. Development of price spreads situation in which competition need for different sellers to seek ad of very brief duration, lasting a dav among buyers is at low ebb while ditional business or for different or so and sometimes even only a few 'g sellers compete vigorously by low buyers to seek additional supplies." hours, is typical of a keenly com e- ering prices and otherwise. And be He concluded that "this point alone petitive buyers' market where rival 1S. cause the conditions affecting com recurrently destroys the identity of sellers rush to meet lower prices of :h petition change constantly, there is prices under competition; for just as competitors. Under monopoly con >n continuous variation in the degree some buyers pay a premium for ditions or collusion, needless to say, et of competition that prevails in most goods in time of shortage, so some es ss cases. The important question is wheth- er this kind of sensitivity to condi- sellers cut their prices below the rest of the market whet they are overstocked and their sales are 2 Corwin D. Edwards, Director, Bureau of Industrial Economics, Federal Trade Commission, in a speech before the Ma chinery and Allied Products Institute, Washington, D. C., December 10, 1948. 5 ETC 2411 tea m i n i111111 a price reduction would be simul Prices used in the study are those mal, the response to it was absolute taneous. quoted daily in the New York Jour ly normal, demonstrating the wav nal of Commerce. The ranges shown in which businessmen individually i5 1 Application to an Industrial represent the highest and lowest in and without collusion adjust their <i Situation dividual quotations ascertained by prices differently to the market. In The most effective statistical evi that newspaper each day as a result the second place, it shows all the dence of dynamic competition of telephone checks with principal more dramatically that the variation would be the degree of variation in sellers in each of the individual in the price spread is the result of prices quoted by different sellers of product markets. Sales below official sensitivity to conditions; and the a product within a given market. As postings are included in the spreads fact that the bulging spread snaps i i the spread between prices quoted shown daily in the Journal of Com back again to a thinner band or a 11 by different sellers widens and nar merce wherever they can be authen line when the particular conditions rows for however brief a period, we ticated and attain substantial vol change -- i.e., when the factors that see the dynamic changes in com ume. had temporarily dulled price com j t petitive conditions reflected. It is petition are removed -- shows that i realized, of course, that part of the Almost Complete Cycle Shown the subsequent uniform or more i spread at times may be due to brand The two years 1947 and 1948 nearly uniform prices are in fact preferences, although this seems to were selected for this graphic pres competitive. be primarily a factor in the retail entation because they show an al In general, our study shows that market rather than in the wholesale most complete cycle from the early the variation of spreads between market. It is also true that nonprice stages of the postwar sellers' market prices quoted by competing sellers competition, which may be very to its peak in the winter of 1947- is partly seasonal, but mainly cycli strong in different industries and at 1948 and back again to conditions of cal. And that is precisely what is to different times, is not measured by oversupply, or the reappearance of be expected under conditions of dy this device, and thus the degree of a buyers' market, late in 1948. Spot namic competition, for rivalry be competitiveness may be understated. checks of the New York market in comes more intense with less favor In some cases, on the other hand, other periods, notably the year 1938 able business conditions and less variation in price spreads may re when general business was declin keen when a sellers' market pre flect a shifting between price and ing, have been made and found to vails. nonprice competition as conditions confirm the existence of similar change -- but to the extent that it price-spread patterns. . . . Heavy Fuel Oil does so, it is simply further evidence Furthermore, it should add to the Let us look first at the price- of dynamic competition. value of our illustration that during spread pattern for heavy fuel oil The authors have put the theory 1947 and 1948 the customers of the (Exhibit I). Competition was quite of dynamic competition to a statis oil companies did not always feel intense during the early months of tical test, by applying it to a study free to shift their purchases from 1947 before the postwar industrial of price movements of petroleum one source to another, because of boom attained its full stride; prices products in the New York market the tightness of supplies and the em were then relatively low, and there ing area over a period of time. Spe phasis on taking care of regular cus were virtually no differences in cifically we have charted the price tomers only, and that therefore prices of individual sellers. As indus spreads for major petroleum prod there were times when it was rela trial production expanded and ocean ucts in the New York City area for tively easy for individual sellers to transportation became heavily taxed the two years 1947 and 1948. The "get away" with prices out of line as a result of peak exports, the situa study covers the price behavior of with their competitors'. For this rea tion changed sharply, prices rose heavy (No. 6) fuel oil, both whole son the spread between rival sellers' and larger spreads appeared between sale and retail; light (No. 2) fuel prices may well be greater at some prices quoted by individual sellers. oil, both wholesale and retail; and points than it otherwise would have The approach of an extremely tight the wholesale market for unbranded been. But that possibility is in line supply situation for the winter sea gasoline (no comparable data exist with the "dynamic competition" son of 1947-1948 was early signaled for a retail market in unbranded concept. In the first place, though by the fact that the accumulation of gasoline). the condition causing it was abnor (Continued on page 24) 6 ETC 24112 Does Destiny lloiv a Pattern 1 If at times everything seems to go just 'round and 'round, there's a reason. Scientists have found that literally every thing from agronomy to zoology appears to run in a cycle tat By Wilfred Weiss most as intriguing do turn up. mundane level in a study of indus en Is there a pattern in what we do There is, for example, what cy trial workers and executives. He on and what happens to us? It is a clists call the mouse crash: the sharp found that there is a definite rhythm ;ti- question that has long intrigued decline in mouse population every to the human emotional state. to both the scientist and the quack. four years. In the United States the His study7 revealed that each in iv- Right now it looks as if the scientist mouse population reaches its lowest dividual's pattern differs, and that >e- is approaching an answer, and will point every Presidential election yvhile an individual's chart might oc >r- be able to show us that the world year. The cyclists, being scientists, casionally fluctuate, it was never a and its events do follow a pattern of make no comment about the coinci difference of more than a week, re e- rhvthm, or a cycle. dence, but just think of yvhat an im gardless of outside influence. When, Some 3,000 studies have been aginative press agent for either polit for instance, a man's pattern yvas up made in about 36 different fields, ical party could do with that. grade he was increasingly' optimistic ranging from agronomy to zoology', Evidently rhythm patterns per -- an argument with his wife or by way of herpetology, human emo vade the affairs of men as well as catching the devil from his boss, for <>il tions and poetry. There is evidence mice. instance, in no way lessened his feel ite that once the cycle of the growth of ing of all-is-right-with-the-world. of a yeast cell, or the birth rate of the Gloom-to-Joy Cycle While that feeling might last for six ial heaver, or various financial activities Utility companies have discov weeks rather than, say', the estab cs have been charted, future activity ered that the population in a given lished five, there yvas no evidence re can be anticipated to a surprising area will rise and fall repeatedly in a that anything could alter the course in degree. This, however, is not to be pretty' regular pattern. From an of the cycle when it was due to is- confused with tea leaf reading, crys other approach, most people can re change. tn tal gazing, or other fortune-telling call that they' go through periods of In the other direction, just at the devices. The study of cycles or depression for no apparent reason, time his cycle was due to go down rhythms is a coldly scientific pur followed by' periods of euphoria, ward he might get a long-desired >e suit. which deals strictly with veri also without evidence of outside in promotion or a substantial raise, or :n fiable concrete facts, and has no fluences. In England a few years ago, his home life might be particularly s. truck with such matters as which a study yvas published which charted cheerful -- but for that period of the hr horse will win the fifth at Santa the peaks and depths of inspiration cycle he would nevertheless be pro .1- Anita. for composers of music and poetry. gressively pessimistic. Subjects of d V\ hile the study of cv'cles doesn't In this country'. Professor Rex B. the study admitted that they' had no lend itself to the design of a three- Hersev of the University of Penn cause for worry7, that they were con horse parlay, other possibilities al sylvania brought it down to the scious of the fact that everything !l I I, t I I I, I I I I 11 1 7 ETC 24113 m1 M was going as they wanted it to -- the early days of the last century, means of communication among yet were unable to shake off the when the Hudson's Bay Company students of cycles. A conference feeling of depression. began to wonder about the variation was called at Matamek, Canada, the An incidental study brought to in the number of pelts brought in result of which was the formation light a surprising fact. The subjects by trappers each season. of a committee to act as a clearing were not most efficient at their jobs In an especially good year, the house for cyclical research. Ten when the pattern was rising. At the Company might receive as many as years later, the committee felt the peak of the cycle, riding an emo 70,000 pelts, and it would need a need for a more effective organiza tional high tide, an ebullience of large quantity of merchandise to tion and incorporated itself as the good spirits often led to a lot of vis pay the trappers. But it was unnec Foundation for the Study of Cycles, iting with associates, and an inclina essarily expensive to keep the same with Edward R. Dewey as director. tion to interrupt work for casual quantity of merchandise on the conversation. At that time it was shelves in years when the take might Cyclical Significance most difficult to buckle down and be only 4,000 skins. ThC Foundation's main purpose is concentrate. Some unsung bookkeeper thought to act as a clearing house, to corre But when the pattern was de to chart these fluctuations, which late the activities of those making scending, they were likely to avoid revealed a rhythm of 9 % years from studies, and to accumulate a library associates. During this period, their peak to peak and valley to valley. about cycles. A major aim for the feeling of pessimism made them There were variations, of course, future is to stimulate study to deter anti-social and easily irritated; as a and like most cycles the variations mine what if any significance there result, they stuck closer to the job, also had a rhythm. In this case, it is between coincidental cyclical pat concentrated more, and accom was seen that every second peak terns. plished more work and more effi was slightly higher than the preced For instance, building activity, ciently. ing one. the thickness of sedimentary rock The idea of the world and its af The chart is credited with an im strata, droughts, some sun-spot pat fairs prescribing a cycle is as old as portant contribution to the com terns, and financial recessions follow : time itself. pany's success, and it has had an a rhythm of 18 'A years. Is there any Early Forecasting influence on the modem scientific relation between any of them? Or study of cycles as one of the first might there be some significance in Some researchers insist that Jo carefully charted studies on this the fact that the death rate from seph predicting seven lean and seven continent. heart disease in London and Paris fat years svas forecasting on the ba By 1931, work in the field of cy for a given period was identical with sis of having charted past perform cles had progressed to the point the pattern of the ozone content in ance. Modem cyclists, however, are where it was felt necessary to have those two cities for the same period? satisfied to go back no further than some kind of organization and a In any discussion of cycles, one For some unexplainable reason building activities, certain sun spot patterns, and financial recessions follow a rhythm of 18V> years. Just as baffling is the fact that the thickness of sedimentary rock strata and droughts follow in exactly the same pattern. Scientists ere seeking to learn if they are related O OQ question is certain to present itself. If, for instance, you can chart stock ie market activity, why can't you go >n into the market and make a quick million? 'g .n The answer is that you can't make ie it quickly, and whether you can make a million depends upon how- .1- le much money you have to work The destinies of s. with. According to a study by Mr. mice and men came Dewey, if you followed the pattern under the mysteri ous whims of o and had sufficient financing to ride four - year cycle. over the variations, or irregularities, Presidential elec is vou would average a profit of about 15% to 20% annually. tion years find the mouse population at its lowest ebb a'(T The irregularities are caused by V the fact that the pattern of stock ie market activities, like any other cy cle, is not a rigid line. It is like a e man with a bad heart climbing stairs. He goes predictably from the bottom to top, but stops to rest from time to time. A chart of his move k ment would not be a straight line, but rather cerrated. Also, the cycle may reach its peak or bottom a little sooner or a little later, or it may go r a little above or fall somewhat short. n Such things as war, while not af I) fecting the underlying force of a is cycle, may lengthen the peak, or an h economic panic slightly deepen its has followed its pattern downward mean that so far we haven't tried to n descent. even when there was a great war do very much to understand or Ocean Tide Cycles industries demand, and upward make use of cycles. when the end of the war would be Where the attempt has been One of the best illustrations of the expected to curtail its production. made, it has worked U'ell. Some util basically unchanging force of a cy Building in the United States has ities companies, for instance, effect cle is the ocean tides, which have a followed a rhythm of 18 V} years re economies by planning their instal rhythm of twice in and twice out gardless of conditions that might be lations and operations according to in every 25 hours. Should a hurri expected to influence it. We are now the population cycles. Health au cane come up as the tide is going on the downgrade of the building thorities have been able to turn to out, the wind will carry the water pattern, which, it is said, will reach advantage the knowledge that in in, but the force of the tide will con its ebb in 1952, and there are stu fluenza and pneumonia have a three- tinue outward even though it has dents of cycles who will wager that year cy'cle, or that for the past :o no effect on the water. When the no matter how urgent the need for years a plague has hit Bombay at wind subsides, the pattern of the housing and other building, that de intervals of a year and four days. w ater's movement resumes at wher scent will continue until 1952. It was Shakespeare who remarked ever the force of the tide's cycle is. This doesn't imply that we are that "there is a tide in the affairs of Some cycles seem completely im helpless, that we can do no more men." The cyclists hope eventually pervious to extraneous influence. than wring our hands when a pat to prove that he spoke with as much Pig iron production, for instance, tern affects us adversely. It does scientific insight as poetic fancy. 9 ETC 24115 II 4 <1 -*a ;i . in miniature, the highways of Southern California are ideal : for testing fuels and engines I i iI i ! > ! 1 i This map shows some 0/ the test routes which Ethyl's engineers have charted for various determinations. In the inset is the Ethyl lab oratory in San Bernardino One of the miracles of the pres ent-day automobile is that it can go any place in any kind of weather. Mountain or desert, level highway or rolling countryside, heat or cold, rain or shine -- it makes no difference to the automobile. It will function as well on the flat, sun-baked roads of the Southu'est as on the frosty, wind-blown high ways of the Dakotas. It is no mere coincidence that automobiles can automatically take any set of driving conditions in their stride. Automotive engineers and fuel technologists have brought about this happy situation through their never-ending studies of the be havior of engines and fuels on all kinds of terrain and in all sorts of weather. The task of these engine-fuel specialists would be extremely diffi cult if they had to conduct their road research programs in the many scattered parts of the country where a single driving condition prevails. But no such map-jumping is neces sary, thanks to the fact that a com paratively small section of South ern California is endowed with the duplicate of virtually every altitude, road gradient, and atmospheric tem perature range to be found any where in the United States. San Bernardino the Center Hub of this "U. S. in miniature," which engine-fuel specialists recog nize as unexcelled, is the warm city of San Bernardino. From it radiate, like the spokes of a wheel, high ways, that, in effect, put you astride a stretch of barren Texas pavement, high atop a Virginia mountain range, on an up-hill-down-dale Ver mont road, or in the chilly atmos phere of the Rockies. Even many streets of San Bernardino itself are unusually suited for road research activity, and are often used for that purpose. As a pioneer in road research. Ethyl Corporation realized the value of San Bernardino as a base of oper ations as long ago as 1935. It was then seeking a locale for a road research laboratory that would be of year-round usefulness in aug menting the road testing programs of the Company's central research laboratories in Detroit. Several states in the lower left-hand comer of the country were explored, but no area measured up to San Bernardino as a natural proving ground. Finally, after much preparation, a group of Ethyl engineers and test drivers set out for San Bernardino from De troit, with their apparatus and equipment loaded aboard four huge truck-tractors and semi-trailers. Upon their arrival, the Ethyl men set up shop in a converted automo bile showroom and garage. This was 1 Ethvl's first San Bernardino labora- octane rating of motor fuels. There torv. Three years later, the present was a dearth of such material at the modem building was constructed, time. J which serves as the headquarters for Twentv-one late model cars and its road test programs. 35 test fuels, chosen to cover most Since 193j. Ethyl has conducted of the base stocks and then current thousands of tests out of San Ber refining methods, were employed in nardino in keeping with its desire to the program. The test course was contribute to engine-fuel compara laid out on one of the streets of San al bility. Over and above the Corpora Bernardino. Nearby a small-scale tion's own projects, however, the weather station was constructed ac California facility has served as cording to U. S. Weather Bureau headquarters for several noteworthy specifications, enabling the test cooperative test programs of vary crews to have pertinent weather in ing scope and interest. formation at hand at all times. The first such test was conducted .Many of the tests were run on less than a year after the laboratory both sides of the clock in order to had been founded. The aim was to take advantage of Southern Califor establish what effect, if any, atmos nia's wide difference in day and pheric conditions had on the road night temperatures. In that way it Above, this truck-trailer carrying two test tractors was part of the original Ethyl caravan to San Bernardino. . . Below, this former auto showroom was the first Ethyl lab Topography available for road research around San Bernar dino ranges from snow-capped mountains to blistering deserts was possible to make direct com parisons of fuels in the same cars under conditions that were identi cal except for atmospheric tempera ture. Later in the year, the scene shifted to Tulsa, Oklahoma, for tests up to 117 degrees, and to the Gen eral Motors Proving Ground, near Detroit, where near-zero winter temperatures are common. The data obtained in the San Bernardino tests were made avail able to the Cooperative Fuel Re search Committee (CFR) for use in its constant attack on the problem of correlating laboratory knock testing data with the actual per formance of cars on the road. Another of the more significant cooperative tests that have been 11 ETC 24 1 1 Above, some of the units in the test fleet at Ethyl's laboratory in San Bernardino. Commercial vehicles as well as passenger cars are used in the year-round road tests conducted with the Ethyl labora tory in San Bernardino as the center of activities was the Centralized Road Tests sponsored by the Motor Fuels Division of the CFR from October 8 to November 15, 1940. The 33 participating organizations included oil companies, automobile makers, engine and carburetor man ufacturers, the National Bureau of Standards, the Society of Automo tive Engineers, the Ordnance De partment of the U. S. Army, and Yale University. Increased Fund of Knowledge The five weeks of intensive fuel Ethyl's gasoline testing laboratory is among the facili ties available at San Bernardino for research purposes. . . . investigation, the formal report of the CFR noted, contributed "con siderable progress . . . toward the Below, chassis dynamometer tests at the laboratory sup plement the road research programs on fuels and engines development and acceptance of new techniques and new' concepts relat ing to the detonation problem." One tangible result was formal accep tance by the CRC (Coordinating I Research Council) of the Border line method of road knock rating. This procedure, developed bv two oil companies, was first published in 1937. It serves as an adjunct to the Uniontown road test method, pre viously adopted, as a means of eval uating the knocking tendency of a fuel over a vehicle's entire speed range. During the war, the Ethvl facili ties at San Bernardino served as gen eral headquarters for three pro 1 grams of vital importance to the J armed forces. All w'ere sponsored bv 12 ETC 24118 a aer ,-d or m .o. is le i>f e cl >f i\C w rie >- o n ic i the CRC, two at the request of the Ordnance Department and the third at the request of both Ordnance and the Army Air Forces. One project was a two-year inves tigation of the vapor-locking char acteristics of Ordnance transport and combat vehicles, ranging from the jeep to mammoth tanks and gun carriers. The actual studies were carried on at Camps Young and Seeley, in the Southern California desert region, using equipment of two armored divisions which were being readied for the invasion of North Africa. During the tests, more than a thousand fuel samples were inspected and analyzed at Ethyl's gasoline testing laboratory in San Bernardino, one of five such service facilities maintained by the Corporation across the nation. Armored combat vehicles, it is well known, possessed inherent cooling and ventilation handicaps that made the assignment of pro tecting them from vapor lock far from simple. Nevertheless, the test personnel, which CRC had assem bled from oil and automotive com panies, were able to develop fuel svstem fixes which permitted satisfactorv operation under abnormally severe vapor locking conditions. The second wartime project was designed to compile gum tolerance data on fuels for possible emergency use in mobile Ordnance equipment and auxiliary stationary engines. The vehicle tests were run at Camp Bullis and Normoyle Field, Texas, in 1944 and 1945. The stationary engine phase was conducted in the backyard of the Ethyl laboratory in San Bernardino from August 9 to September 9, 1945. Thirtv-three en gines of six different types w'ere op erated continuously for 500 hours, or until they failed mechanicallv, whichever came first. The finding's of the vehicle and auxiliary engine tests were studied and analyzed for the Army By the CRC, and definite recommendations were made concerning the maxi mum gum which Army fuels could contain and still be used safely in emergencies. Desert Storage Program The third cooperative undertak ing which made use of the San Ber nardino laboratory during the re cent war was the Desert Storage program conducted by the CRC Gasoline Additives Group in coop eration with several oil companies. Hundreds of drums and blitz cans of motor and aviation fuel were placed in the broiling sun of South-, em California for long periods to determine the storage stability char acteristics of each type of fuel. The Ethyl laboratory served as the re ceiving point for test gasolines shipped in from all parts of the country, and then blended the fuels with various additives. In addition to the cooperative programs, the San Bernardino lab oratory often is used by Ethyl's cus tomer oil companies for tests con cerned with their own products. ' --. Above, this tank took part in the two-year studies of vapor-locking characteristics of Ord nance equipment con ducted by CRC person nel. . . . Left, some of the 33 Ordnance sta tionary engines used in another wartime project Too, a truck and bus manufacturer recently used the laboratory as a headquarters for extensive road and chassis dynamometer studies of its new engines. At the disposal of groups inter ested in engine-fuel progress are the equipment of the road research lab oratory and the gasoline testing laboratory, which is housed in the same building. Also available are 30 different test routes which Ethyl engineers have carefully charted for various determinations. These routes, part of state and national highways, vary in length from 1,663 feet for spot performance checks to 214 miles for tests concerned with durability and endurance. In alti tude, they range from sea level to 7,000 feet. Since 1935, these highways have yielded more than six million valu able test miles to Ethyl vehicles alone. All in all, since Ethyl insti tuted road testing 23 years ago at the Company's original research lab oratory in Yonkers, New York, its vehicles and those of cooperative test fleets have traveled about 47 million miles or 1,880 times around the world at the equator. 13 ETC 24119 m'U f,? : ING THE Covered bridges, sturdy as the men who built them, still lend charm and beauty to many back roads, reminding us of our leisurely yesterdays By Lawrence McCracken s all the category of sound, I there's no other quite like the doppitv-clop of horses' hooves echoing through the cool darkness of a covered bridge. That nostalgic melody may be seldom heard today, yet the cov ered bridge survives in surprising numbers on our secondary highwavs. A casual survey reveals that some 1.668 remain in use in 13 states alone. The first covered bridge spanned the Connecticut River at Bellows Falls to link Vermont and New Hampshire in 1785. Few if any have been constructed since California built one in 1935. But thanks to oaken beams, and protection from the elements afforded by the cover, some of these veterans may be on the scene when another century rolls around. YEARS A veteran bridge in the White Mountains, above, and left, one below Lancaster, Pa. Solid ttrudion gives these bridges a too `1 At least four generations have e tfc,i span near Jackson, N. H. Sometimes early designers added extra conveniences. The one at Ashuelot, N. H., below, has a covered pedestrians' walk ETC 24121 [) ,\2u'>-~ ^ * r !riii--i i ,L>- We don't talk the same language we did a few decades ago, when it comes to describing an automobile and its parts Time was when the automobile owner was his own mechanic. Repairmen were not nearly as legion as thev are now, so the best insurance against a breakdown was to tinker with the family car yourself. This resulted in an intimate knowledge of all that went to make up the car of yore. Motorists knew the name of every part and acces sory, knew where each was located and how it worked, and -- likely as not -- knew how to fix it. The radi ator temperature gauge was no mys tery to anyone. Everybody recog nized a splash apron when he saw one. And a hundred and one other items. Today these terms -- as well as the physical parts and accessories they described -- all but rest in that Val halla of nostalgia where repose the Haynes, the Locomobile, and count less other well-remembered gasoline buggies of days gone bv. The mod ern motorist tosses about instead such relatively new expressions as knee action, torque converter, and octane selector -- and does it almost as if he knew what it was all about. But let's face it. The average mo torist merely pays lip service to these words. Probably not more than five in a hundred laymen can give out in understandable detail about these and the other major au tomotive achievements of the past two decades. The reason is simple. With the automobile such an effi cient and dependable machine, and with repairmen always handy in case anything does go wrong, we don't have to keep up on these things like our forbears did. What these fairly recent develop ments do point up, however, is that we just don't speak the same "car language" we did even 15 or 20 years ago. Automobiles have changed drastically, and so has the motorist's vocabulary. All of us know or have heard how it was in the yesteryear. Great Preparations To start the car, the motorist went through a prescribed ritual that had to be performed just right if it was to work. First he set the spark on the steering wheel, pulled out the choke, and turned to the business of cranking. If he was lucky, the engine soon caught on and was run ning smoothly. Just before taking off on a trip, the driver would take a passing punch at the spare tire carried in the fender well or on the tire rack at the rear of the car. This was to make sure that the spare had enough air in it, if he should have to change a flat tire on the road. Also, if he was duly conscientious, he made sure the tire pump and blowout patches were as and where they should be. In the catch-all door pockets were stored such essentials as road maps, extra sets of keys, and perhaps a few sandwiches and a thermos of drink ing water. Should the day be hot, the swinging windshield was pushed open. This not only let in the cool breezes, but it was also considered quite sporting, giving a rakish ap pearance to the car. But talk of such things to the pres ent generation and you'll get noth ing but blank stares. We just don't have such things nowadays. Modem automobiles are too utili tarian to be considered mere plea sure cars, as formerly. The spark ts under the hood and its setting is au tomatic. Hand cranks gave way long ago to the electric self-starter. Spare tires are neatly hidden from sight in the trunk of the car, and most of our balloon and super-balloon tires hate never felt the kiss of a hand pump- 16 ETC 24123 It's too easy to inflate them at the partment has become the glove com ones are' right there to take their service station, and besides modern partment. Parking lamps still serve place. Some are practically self-ex tubes retain the air far longer than the same purpose, but, bowing to planatory; others are not so easy. did the "inners" of years ago. Door the times, they are now parking Even if you didn't know for sure, pockets figuratively went out the lights. The former filling station and it wouldn't take more than a lucky window. And the swinging wind gas station have given way to service guess to say what and where a club shield has swung right out of exist station in recognition that the gaso seat, safety rim wheel, and sealed ence in favor of panoramic <wind line dealer performs services far be beam headlight are. Almost every shields that offer far greater vision. yond that of merely pumping motor one, too, can define turret top as the Proper car ventilation, of course, is fuel into your car. car's all-steel, one-piece roof; butter provided for scientifically these days and is not dependent upon a movable New Terms for Old fly window as that quarter pane w'hich operates independently of the windshield. But, by and large, when the mo main front seat windows to aid in Some automotive expressions have torist's vocabulary' undergoes the ventilation; and fender skirt as the faded out of the picture only to re knife, the surgery is permanent. new decorative covering which appear years later. Right now, with radiators snugly' makes the car seem as if it is riding Low Center of Gravity secreted behind front end stream on a half wheel and half tire. lining, it's rather difficult to conceive Because he automatically associ in - - Take loin center of gravity, for in that radiator shutters and radiator ates octane with gasoline, the aver ick stance. As long ago as 1931, at least, shields ever again will come into age motorist will correctly reason to one automotive manufacturer was vogue. Fenders or mudguards, as that the octane selector has some oh emphasizing that his product pos once we knew them, no longer exist thing to do with the fuel his car ige sessed this hug-the-road character on the newer models, due to the uses. Through the years, it has gone ras istic. Low center of gravity then pontoon and bustle back styling of by many aliases, such as gaselector, ire vanished from the scene -- from an today. The clutch will in time fade octane tuner, distributor adjuster, :es advertising and sales promotion into limbo, if the present trend to and distributor locking plate. But, lie. standpoint, anvhow -- only to come ward automatic transmissions con by any name, the octane selector :re back in the post-war era as one of tinues. Even car model names are remains the device by which the ps, the desired safety features of the not left unaffected by the passing of engine spark setting can be properly w new models. time. Victorias, runabouts, brough adjusted to take full advantage of .k- Too, manv terms w'hich seem to ams, and phaetons have yielded to contemporary motor fuels. drop from sight actually only change the more compact business coupes, Another teaser is overdrive. This ed their spots. What grandfather knew club coupes,sedans, and convertibles. entered our motoring lives and our ol as chain tire grips we call simply But as descriptive terms vanish automobile dictionary in the mid ed chains. The erstwhile package com from the motorist's glossary, new thirties. Shorn of its technical no p- menclature, overdrive simply is a One of the newer developments motorists are becoming fourth forward speed, which re duces engine speed for a given road speed and thereby makes for greater fuel economy. Terms Mirror Improvements In a very real sense, the changing automotive terminology chronicles the major engineering achievements through the years. Synchro-mesh, fluid coupling, au tomatic transmission, torque con verter -- all are terms that have come into being as a result. He may not know the engineering principles in- '/fi I I I I I I I I I I 1; 1: : ! I 17 ETC 24124 volved, but to Joe Driver each word spells progress and means easier, surer handling of his car. It was about 25 years ago when we added svnchro-mesh to our car vocabulary. While synchro-mesh removed some of the burden of the gear-shifting operation, it was of fered mainly as a silencing feature to steady the nerves of drivers who ground their teeth whenever their old transmissions ground their gears. Having applied the quietus to gear-shifting, engineers began to devote their attention to the devel opment of modem completely auto matic transmission systems. Princi ples which had long been known, and indeed had been employed in some of the very early automobiles, were brought into play. There were several milestones along the wav -- but the most important was prob ably the fluid coupling type of trans mission that first made its bow some eleven years ago. This system still required a clutch, but the driver didn't have to use it as often as on earlier types of transmissions. What about these words "fully automatic transmission" and "torque converter" that have crept into the layman's vocabulary in recent years? Both are automatic devices which provide variable power ratios. Both utilize a fluid coupling, which serves to cushion the flow of power. One type of fully automatic trans mission found on some cars today is a combination of fluid coupling and a four-speed planetary gear drive. The gear ratios are automatically se lected bv the amount of throttle the driver is using, without any inter- ruption in acceleration. The torque converter tvpe, on the other hand, is a combination of a torque convener and a fluid cou pling, in conjunction with a plane tary gear set. It multiplies the en gine's torque, or twist, through the spinning action of oil in a smooth, infinitely variable fashion. It differs from other automatic transmissions in that it does not shift from one gear range to another, but offers instead an infinitely variable range of power and speed through a hydraulic torque convener. Neither type of transmission fully automatic or torque converter -- requires the conventional footoperated clutch, of course. And a special shift bar replaces the normal gearshift lever. In addition to these, other varia tions of automatic transmissions are to be found on some late model cars. Changing from the Start And so it is. As automotive engi neering and styling progresses year after year, new words worm their way into our everyday speech. From the very start, the motorist's glossary has been an ever-changing one. Even the automobile pioneers themselves had trouble keeping abreast of the times in this respect. When the self-propelled vehicle was born, there was great to-do about what to christen the new baby. It was obviously an autocycle, some maintained. Others argued in favor of petrocar or buggyout. Motocyck and motor rc:agon were not without their supporters. Plain old gasoline buggy and horseless carriage were good enough for most people. Somewhere along the line there was agreement on the French term: automobile. After half a century on the scene, it's a pretty safe bet that the automobile -- machine and term -- are here to stay. 18 ETC 24125 The Rocky Mountains, long known as a vast storehouse of natural resources, are now emerging as an important new reservoir of petroleum By Thom Yates WHEN NATURE HANDED OUt her resources, she was especially generous to the Rocky Mountain area. Beneath this region of topo graphical contrasts lie some of the world's richest endowments of un derground wealth. In varying amount, there is on deposit in the great natural Bank of the Rockies organic and inorganic materials which run the gamut from agate to zinc. Near the middle of the alpha betical listing, but ranking much higher in all its possibilities, is pe troleum. Potentially, oil is to the Rocky Mountain states what lumber is to the Pacific Northwest and cotton is to the South. Even today, when the oil fields are still in their early de velopment stages, petroleum is an important economic factor. In Wy oming, for instance, one of even,' five persons had a job in the oil in dustry in 1948, and they accounted for more than one-fourth of all wages paid in that state. Of Growing Importance Activity in the region during the past seven years has proved conclu sively that the Rockies consist of a vast new crude petroleum reserve. Just how vast, no one vet knows. Obsen-ers say it will be another ten years or more before the petroleum deposits can be estimated with any real degree of accuracy. One of the few solid facts at the moment is that Colorado, Wyoming, and Montana contain five of the 130 oil fields in the United States which have an estimated ultimate production of 100 million barrels or more each. The total crude oil reserves of these three states are now estimated at approximately 1.2 billion barrels. Scores of oil companies are ac tively engaged in exploring for and bringing out the oil which lies hid den under the rugged mountains, the picturesque buttes, and the sweeping plains that make up the Rocky Mountain region. It is an ac tivity that extends from border to border and well into Canada. For. in addition to Colorado, Utah, Wyo ming and Montana, many show Ari zona, New Mexico, Idaho, and the western part of the Dakotas on their 19 ETC 24126 Rocky Mountain oil maps. Some geologists believe that the oil-rich province of Alberta also should be considered a part of the over-all Rockies operation. All up and down and across the broad expanse of these states -- but chiefly in Wyoming -- the industry has been finding and producing oil in ever-increasing quantity since the current spirited activity began dur ing the recent war. New Records Set Last year, a record 82 million bar rels of crude were siphoned from subterranean Colorado, Wyoming, and Montana. That was an increase of 37 million barrels over 1944 pro duction, although it of course rep resented only a modest 4% of the total national crude production. However, the story of the Rockies is not yet one of production or proved reserves, but rather of the effort to develop this potentially great reservoir of oil. In the Rockies, man has drilled deeper and built wells and pipe lines higher than the world has ever known before. A Superior Oil Company of Cali fornia wildcat in Sublette County, southwestern Wyoming, reached the 20,267-foot mark early in June and was still going down. That is more than 5,900 feet deeper than the world's deepest producer, a Pure Oil Company well in the West Poi son Spider field near Casper, Wyo ming. At the other extreme, The Texas Company has wells in the Wilson Creek field of northwestern Colorado that began drilling at more than 8,000 feet above sea level. Rangely also boasts the highest ma jor pipeline --a 10-inch line that transports crude to a Salt Lake City refinery, 182 miles away. The line is operated by the Salt Lake Pipe Line Company, a subsidiary of Standard Oil Company of California. Com pleted last Fall, it reaches an eleva tion of 9,560 feet at one point of its journey out of Rangely and across Utah. ' Rangely and Elk Basin, the latter along the Wyo ming - Montana boundary', are the foremost names in today's Rocky Mountain activity. Both fields had been known for years -- Rangely since 1902 and Elk Basin since 1915 -- but their full development did not come until the recent war. Leading Fields in the Region Between them, Rangely and Elk Basin last year produced 21.5 mil lion barrels of crude, or roughly 25% of the entire output of Colo rado, Wyoming, and Montana. The Rockies' No. 3 field last year was Salt Creek, in eastern Wyoming. This historic field, which once was one of the world's largest producers, is without peers among Rocky Mountain pools in cumulative pro duction and until a few years ago gave forth a yearly output second only to Rangely. Salt Creek's pro duction last year was 4.6 million barrels. The other major producers were Oregon Basin, with 3.75 mil lion barrels, and Lance Creek, with 3.3 million. Both these fields are in Wyoming. Among the Rocky Mountain states, Wyoming led the wav with a crude output of nearly 56 million barrels. This was more than twice the combined production of Colo- Highest well in the U. 5. is this Texas Co. unit in Wilson Creek, Colo. Base of its derrick is 8,378 feet above sea level rado and Montana, and it put Wyo ming in seventh place among the nation's oil-producing states. Reflecting the intensified explo ration and development program, Wyoming last year added over 21 million barrels of oil to its esti- Deepest producing well is Pure Oil's West Poison Spider No. ) 20 ETC 24127 coveries and Colo acres. The Texas Companv, Amera rado for 350,000 da Petroleum Corporation, Conti barrels. nental Oil Company, and Gulf Oil A single discov Corporation are among the major ery" was made in leaseholders. Other companies -- in Utah last year. But cluding Hunt Oil, Phillips Petro it was of consider leum, Carter, and Shell Oil -- retain able significance extensive blocks in other parts of because it was the the state which also give promise of state's first com becoming producing areas. mercial oil well. Equity Oil Com Idaho Another Possibility pany made the Idaho is not yet an oil state, but strike in the Ash- forecasts are that it mav soon join lev Valley field of the ranks of producers. Some wild northeastern Utah. cat drilling may get under way this Carter Oil Com year in scattered parts of the state. pany and several Oil is believed to exist in north-cen other operators are tral Idaho and in the eastern and also active in this, southwestern sections of the state. the Utah portion Wyoming completely dominates of the Uintah Basin, oil exploration, drilling, and process Deepest well being drilled is Superior Oil's Pacific Creek No. 1, Sublette County, Wyo., which has passed 20,200 feet mated proved reserves through new and it is estimated that more than two million acres of the Basin are under lease. Colorado Discovery ing in the Rockies. There is activity of one degree or another in all 2 3 of the state's counties. The bulk of it this year will, of course, be centered in Wyoming's four major produc discoveries alone, and was eighth Colorado's lone discovery of 1948 ing basins --the Powder River, the among the states responsible for the also is attracting attention, and may Wind River, the Green River, and increase in the nation's proved oil prove to be the scene of some of the Big Horn. Too, there may be reserves. Among the other Rocky the most intensive development in wildcatting in the southeastern cor Mountain states, Montana account the Rockies this year. The locale of ner of the state, which thus far has ed for i.j million barrels in new dis- the well is the so-called Four Cor produced little of the 807 million * ners Area where Arizona, New barrels of petroleum that have been 1 The well, in Natrona County, Mexico, Colorado, and Utah join taken out of Wyoming since the Wyo., is 14,309 feet in depth boundaries. Interest in this region state's first oil was found 65 years was intensified last Thanksgiving aOgo. A recent discovery near ChevDay when a distillate-gas well was enne in the Denver Basin resulted in brought in amid prophecies that it some leasing activity with prospects mav open up a field of substantial of wildcatting. proportions. If the predictions come Meanwhile, as the search for oil true, this will be Colorado's first goes on, new facilities for process major field since Rangelv. ing the crude are being built and Montana also expects increased many existing refineries are being activitv as the result of four discov expanded. One hundred million dol eries in the central part of that state lars are being spent on refinery ex last year. These new fields -- bear pansion in the Casper area alone. As ing the colorful names of Ragged part of this, Soconv-Vacuum, Stand Point, Big Wall, Alelstone, and Wo ard of Indiana, and The Texas Com man's Pocket -- are in an area that pany have installed, or are erecting, embraces more than three million new units that will raise the com- ! I 21 ETC 24128 Above, and at the right, are views of the Elk Basin and Rangely fields, which lead the Rockies in oil production sas City, where it ties in with other systems to the Chicago area. Several new pipelines are said to be under consideration, but details have not vet been disclosed. Re portedly, however, one of the pro posed carriers will go from Wyo ming to the West Coast. Another is reported headed for Chicago. oil tic sir Tl stt in; hit To get the picture of what all this oil activity means to residents of the i: sic Rocky Mountain area, you have to focus on Casper. This city is Wyo Pr ah ming's processing center and vies th' i with Denver for the title of "Oil co Capital of the Rockies." bined capacities of the three plants tal's refinery to 7,500 barrels daily. to 40,000 barrels daily. At least three Salt Lake City refin Over 300 Firms Active Refinery construction and expan eries have been expanded to in At last count, some 325 firms of sion at much the same tempo are also creased capacity7. These are the units one kind or another were repre going on in the three other major of Utah Oil Refining Company, Salt sented in Wyoming, including oil refining centers of the Rockies -- Lake Refining Company, and Was companies, tool suppliers, drilling Billings, Montana; Denver, and Salt atch Oil Refining Company. Re firms, and field service concerns. Lake Citv. spectively, these plants now boast Virtually all have offices in Casper, Billings is getting two new refin daily capacities of 24,000, 15,000, and some maintain Rocky .Mountain eries. One is a 20,000-barrel plant and 4,200 barrels. division headquarters there. Office for Carter Oil and the other is a Additional pipelines also are space is not plentiful. One major oil 7,500-barrel unit for Continental planned for the Rockies. Presently, company occupies what used to be Oil. Both will be completed this the only major outlet is the Stano- a bowling alley. Another is awaiting year. In Denver, new construction lind Pipe Line Company's 10-inch completion of the Ohio Oil Com has raised the capacity of Continen line from central Wyoming to Kan pany's new office building near the 22 7'C 24129 Reflecting the increased tempo of operations in the Rockies, additional refining capacity is being installed. Above, the new Carter Oil refinery at Billings, Mont. Casper post office so it can move has seen alternate periods of intense into Ohio's present quarters. Ohio development and of sharp let-down. Oil, incidentally, is one of the larg Heretofore, the problem has been est Wyoming producers, and has that a sufficient demand did not ex been in Casper since 1913. ist, even locally, in this sparsely Chiefly as a result of the influx of settled region, coupled with the ex oil firm personnel, Casper's popula pense and difficulty of moving tion has almost doubled to 34,000 crude and refined products to other since the last census nine years ago. consuming areas. The nation's war The city's hotels, restaurants, and and postwar appetite for oil, how stores are always crowded. Its build ever, wrought a great change. ing activity has reached an all-time On whatever basis of operation, high. large scale or small scale, the indus Casper freely admits that it is en try apparently intends to follow joying the added prosperity occa through its quest for oil in the sioned by the Rocky Mountain oil rugged Rocky Mountain country program, but it also is wondering side. For this is America's latest oil about the future. It knows that in frontier, and the petroleum indus I the 80 years since oil was first dis try likes nothing better than to roll covered in the Rockies, the region back frontiers. OUR COVER: Color photograph of Floating Bridge, Lake Wash ington, Washington, by Josef Scaylea through A. Devaney, Inc. OUR PICTURES: Page 8 (bottom left), Philip Gendreau, (bottom center and right), Press Association; Page 9 (top right), Frederic Lewis, (right center) Press Association; Page 14 (top), E. O. Putnam, Antrim, N. H., (center), Oregon State High way Commission; Pages 14 (bot tom) and 15 (center), Pennsyl vania State Dept, of Commerce, (top and bottom right), Harold Ome, Melrose, Mass., (bottom left), Manahan Studio, Hills boro, N. J.; Page 17, courtesy Buick Motor Division, General Motors Corp.; Pages 19 and 20 (top right), courtesy The Texas Co.; Page 20 (bottom), courtesy The Pure Oil Co.; Page 21 (top left), courtesy Superior Oil Co.; Page 22 (top left) and 23 (bot tom), courtesy Continental Oil Co. through World Petroleum; Page 22 (top right), courtesy World Petroleum; Page 22 (cen ter), courtesy Casper, Wyo., Chamber of Commerce; Page 2 3 (top), courtesy Carter Oil Co. I I I 1 ; The second new refin ery being constructed at Billings, Mont., is that of Continental Oil Co. 23 ETC 24130 DYNAMIC COMPETITION It is true that the determined In sharp contrast to the 1948 p. Ii (Continued jrom page 6) "hold-the-line" policy of one of the tern, wholesale prices of No. 6 fud surplus stocks during the summer major sellers in the New York mar oil in the New ^ork area were vir season proceeded very slowly, and keting area during this period tually uniform during the sumnw beginning with December 1947 tended to give the lower end of the and early fall of prewar 1938. !r sharp inroads were made in avail price range a somewhat artificial not until late in September of th* able supplies. appearance of stability and, particu year that a more pronounced prw larly during the early part of 1948, spread developed in line with sea Climax Reached Early in 1948 probably exaggerated the spread be sonal factors. The climax of the heavy fuel oil tween the high and the low of the The inference to be drawn fra* shortage was reached during the range. This illustrates another phase the price behavior of No. 6 fud ai first quarter of 1948, when stocks of the concept of dynamic competi in this marketing area is that in in declined below the level of the pre tion. In a period of heavy demand crease in competition, reflecting dk ceding year. During this period the and rising markets, such considera fact that supply is catching up nfc No. 6 fuel oil wholesale spread in the tions as public opinion, customer re demand, leads to a rapid lurroriy New York marketing area widened action, national policy, and the like of the spread between prices of in abruptly and finally reached 87 may largely restrain price advances, dividual sellers. And when any*- cents per barrel. Prices at that time despite the existence of a sellers' tition becomes highly intensified. ranged from $3.03 to $3.90. With market. The significant point is that caused late in 1948 by the appe- one short interruption in April, this the sensitivity to such conditions ance of an oversupply and io ttjS spread persisted until late in July. too shows up in the moving picture by a decline in business acorn. From then on it narrowed again of the spread over a period of time. forces all sellers to quote the kwe* consistently and by mid-November The reversal in the price trend in prices in the market. had virtually disappeared. During mid-1948 coincided with the recog this period the lower end of the nition that during the summer Retail Pattern Parallel price range was held unchanged. months stocks of residual (heavy) The retail price pattern of hurt Late in November, however, com fuels were being built up at a much fuel oil in the New York market^ petitive pressure increased to such faster rate than during the preced area (Exhibit II) closely prtfc* an extent that the whole price struc ing year. The break in the market that in the wholesale field. fa ture began to decline. This period occurred when it became evident two years 1947 and 194* was characterized by the appearance that the rate of increase for the almost complete cycle from irtd of wider spreads for very brief pe riods and their almost immediate disappearance -- the typical pattern for a period of intense competition. month of November was fully as large as that for October, and even December failed to show a drop in available inventories. ly uniform prices early in w* extremely wide spreads daraf ex 1947-1948 heating season, ad k** to the almost complete draff* EXHIBIT III Prit Spreads in No. 2 (Light) Fool Oil in tho Now York Wholooalo Morkot EXHIBIT IV Prico Spreads in No. 1 (light) Fool OU io tho Now Tot* I lUi* .I i !! 1 i 24 i i J J -- I * : 1' j i I I ' I 1. m ETC 24131 jnce of price spreads toward the end of 1948. Here, too, the "break-pat tern" late in 1948 shows the step like appearance of momentary spreads and their almost immediate disappearance as price cuts of one seller were quickly followed bv all others. It is interesting to note that the narrowing of the spread in the re tail market started several months ahead of the weakening in the wholesale price structure; in other words, that competition was felt first at the retail level. Light Fuel Oil The price-spread pattern for No. 2 fuel oil in the New York wholesale market (Exhibit III) shows that the rush toward the climax of the post war sellers' market late in 1947 was accompanied bv a marked widen ing of the differences between the quotations of individual sellers. While the improvement in the light fuel (heating) oil outlook dur ing 1948 also was considerable, it was not nearly so pronounced as in the case of heavy fuel oil. In contrast to No. 6 oil, inventories of light fuel oil at the start of the winter heating season in December dropped almost as sharply as during the same month of 1947, despite unseasonably warm weather. The price-spread patterns indi cate a difference of competitive pressure in the No. 2 and No. 6 fuel oil markets in the New York area. Prices of No. 2 oil did not weaken so much, and price spreads at the end of the period covered "ere still relatively wider than in the residual fuel market. The No. 2 fuel oil retail market in the New York area (Exhibit IV) shows a pattern of price spreads very similar to that of the wholesale market. Here too, as in the No. 6 oil market, weakening in the retail price structure pre- ceded the decline in the wholesale mar- ket by several months. The acute heat ing oil shortage of the 1947-1948 win ter is illustrated bv the fact tljat the re tail price spread for No. 2 oil in the New York market went as high as 3.8 EXHIBIT V Pric# Spreads in Unbrondad Gasoiina in the Niw York Wholesale Market cents per gallon at the start of 1948. This wide spread curred just before the end of the was due not so much to differences year. between postings of the major com The narrowing of the range in panies as to the pricing practices of April 1948 coincided with the start independent jobbers. The spread of the summer selling season, when shrank rapidly during April and re it became evident that earlier fears mained relatively stable during the of extreme gasoline shortages dur rest of the year. Up to the end of ing the summer would not material 1948 no drop had occurred in the ize. In fact, gasoline stocks through low point of the price range, in out 1948 remained comfortably sharp contrast to the heavy fuel oil above the level of 1947. market. While widening of price spreads 1948 and 1938 Experience in a sellers' market normally means The firming of the East Coast gas that cost differences then tend to oline price at the close of 1948 is play a larger role in price determi less readily explicable. It may have nation, such wide differences as ex been caused by the fact that con isted in the New York light fuel oil sumption held at better than a sea retail market in the winter of 1948 sonal level because of relatively reflected the fact that some sellers warm weather in the early winter, were making the most of competi which encouraged driving. But it tion among buyers for needed sup may also have reflected, in part, ef plies. forts of sellers to maintain their Gasoline over-all product margins in the face of the decline in heavy fuel oil The spread between quoted prices prices. In contrast to this experi of unbranded gasoline in the New ence, we can look back at the com York wholesale market (Exhibit petitive conditions in the New York V) widened greatly as the level of gasoline market throughout the prices advanced through 1947. By summer and fall of 1938; the price the start of 1948 the maximum spreads were narrow, changed fre spread was 1.7 cents per gallon. quently, and affected both the upper Only two changes occurred during and lower ends of the range. 1948. The top of the range was low Study of the gasoline price spreads ered 0.3 cents per gallon in April, shows that so long as no serious while a small increase in prices oc competitive pressure exists, differ 25 ETC 24132 ences in cost are reflected in a rela tively wide spread between prices of competing sellers in one area. Conclusion Summing up the statistical analy sis of price spreads in the New York area, we find strong evidence of keen but varying competition in the sale of major refined petroleum products. The basic generalization seems warranted that (i) when sup plies are tight, such factors as cost differences and individual adminis trative policy come into play and cause the spread between prices of individual sellers to widen; and (2) when supplies are ample, such spreads disappear because competi tive selling in a buyers' market de mands that all sellers meet the low est market price, unless they want to lose sales volume rapidly. Proof of Competition The evidence, as the authors see it, is that identical prices, when they occur as part of such a moving price pattern, give clear proof of market competition rather than of collusion -- even if identity of prices occurs quite frequently and over relatively protracted periods. It does not follow, needless to sav, that identical prices even in the ab sence of such a demonstrable pat tern of price spreads necessarily support an inference of collusion; for price identity may be due to other causes arising out of the na ture of the industry' or market, per haps emphasizing nonprice rather than price competition. This statis tical technique functions in much the same way as paternity blood tests; certain groupings irresistibly exclude paternity, but the absence of such groupings does not prove paternity, which must then be de termined by other means. Once this concept of dynamic competition is recognized, many of the seeming contradictions in pub lic criticism of competitive condi tions in the petroleum and other industries resolve themselves. Those who criticize an industry on the ground that competition is not suf ficiently keen tend to cite condi tions that prevail while a sellers' market exists. Those who set out to prove the existence of wasteful and cutthroat competitive practices se lect cases where a buyers' market prevails. Degree of Rivalry Varies Our study showed that the Amer ican petroleum industry, in the area examined, is a good example of dy namic competition, for the degree of rivalry among sellers and buyers varies from time to time with chang ing supply and demand relationships for the products of the industry as a whole, for individual products, and in particular localities. And only in the light of such a theory of dynamic or variable competition can one obtain a realistic and accurate view of competitive conditions in this industry. More Accurate Term The term "dynamic competition," we believe, is far more accurate in describing selling conditions in this and many other industries than the greatly overworked, misunderstood "monopolistic competition." The dynamic and changing character of competition in the petroleum indus try was implicitly recognized in a statement by one oil company execu tive to the Wolverton Committee of the House of Representatives, to the effect that "competitive consid erations or basic economic factors affecting the entire industry' may in fluence us to make the same move as a competitor, or one which is greater or less." 3 If competition is dynamic rather than static, the degree of competi tion which exists in any industry can be tested, by observation and measurement of such phenomena as price behavior, only over a period of time and under changing condi tions. It is realized, of course, that the applicability of the technique we used in our oil price study to other industries will depend on proper modifications because pric ing practices differ from industry to industry. Another Applicable Test Moreover, in the light of this ap proach, competition could be tested not only by the price-spread pat tern but also by the pattern of vari ations in other measurements such as profits. If competition is dynamic, we must expect that there will be times when profits will be large be cause competitive pressure is at low ebb, and there will be times when profits are small or nonexistent be cause competition is extremely keen. The period following the end of World War II was one in which competition was quite limited even in such industries as coal mining, textile manufacturing, and retail trade, where it is usually quite pro nounced. Increases in profits were, in fact, larger in these industries than in others, precisely because va riation in competitive conditions is so much more pronounced in these industries than in others. A series of industry' studies using this approach to measure the va riation of competitive conditions would demonstrate the highly dy namic character of competition throughout the private enterprise economy. 3 Testimony before the Wolverton Sub committee of the House Committee on Interstate and Foreign Commerce during its fuel investigation, January and Febru ary, 1948. 26 ETC 2 4 J 3 3 From a fuel study standpoint, the unique apparatus pic tured above is the alter ego of a turbo-jet engine capable of powering a plane at supersonic speeds almost eight miles above the earth's surface. Formally, the apparatus is a one-tenth scale model cani?pe combustor similar to those to be found on aircraft turbo-jet engines. More commonly, it is referred to simply m a jet tube. The jet tube was devised and designed by the Aviation Products research staff at the Ethyl Corporation Research Laboratories in 1945. Since then, continuing use of it in Ethyl's "basic research for the future'' studies has brought bout many novel improvements in its design, structure, nd method of operation. As can be seen from the photo, >t appears to be nothing more than a punctured metal cylinder surrounded by glass. A special air supply arrange ment is at the right end of the tube setup and several thermo couples for measuring exhaust gas temperature are located t the extreme left. The jet tube program is part of Ethyl's basic research in combustion as it occurs in all types of engines. Through use of the tube it is possible both to study the burning character istics of jet fuels and to evaluate the effects of possible jet fuel additives on those characteristics. Studies are conducted over a wide range of duplicated turbo-jet engine conditions and at many simulated engine speeds and plane altitudes. Most of today's major jet aircraft combustion problems are being encountered under high altitude conditions. For that reason, it is particularly important that the jet tube can approximate engine operation in the 35,000 to 40,000-foot height rangeland at the full rated speed of the average turbo-jet engine. With an eye to future aviation develop ments, Ethyl engineers have so designed the tube that it will simulate engine operation at even greater altitudes. In the interest of national defense. Ethyl has made avail able schematic and detailed drawings of the tube and its allied equipment to the U. S. Air Force, the Navy Departmerit Bureau of Aeronautics, the National Advisory Com mittee for Aeronautics, and to oil companies and aircraft engine manufacturers doing research along the same lines. ETC 24134 b- When yon go to the circus TRADE-MARKS OF NATURE identify the animals you see When you buy gasoline TRADE-MARK ETHYL' FOR A New HIGH IN FW identifies gasoline stepped up ... for the extra thrill of aa its best ... for top pom with "Ethyl" antiknock fluid traffic . . . for more pleww ** ask for "Ethyl" gasoline-- line improved with "EthyT pPtPW the famous ingredient that PPF W The trained "seals" in the circus are usually not seals but StA lions-- distinguished from true seals by their and performance. Bmall ears and their ability to turn their hind flippere forward and under when moving about on land. ' Ethyl' antiknock Ituid it made by CTHri COHPOkATIOM. Ckry*ft I ,i\ >n IN THE AKUTTG/'^UTTSCTT-SeEc,Pn*TrcETMurBt>Er^R 1949 | i :j ; |.{ 1 1 i j j j | ; I , 1 | | j j I ! Charles M. Gambrill of Ethyl Corporation's research staff has been named chairman of the American Society for Test ing Materials' newly-created Research Division on Ele mental Analysis. Formation of the Research Division is part of the reor- ganization of the ASTM'sCommittee D-2 on Petroleum Prod ucts and Lubricants. It will be the responsibility of Mr. 6ambrill's unit to develop and standardize all physical and chemical methods for the determination of elements in pe troleum, petroleum products, and petroleum additives. At the Ethyl Research Lab oratories in Detroit, Mr. Gambrill is head of the Analytical Section. He has been associ ated with Ethyl for almost 22 years, having joined the com pany as an analyst early in 1928, when the Ethyl Labora tories were located in Yonkers, N. Y. He became head of the Analytical Section in 1936. Mr. Gambrill obtained his B.S. degree from the Univer sity of Maryland in 1924. Prior to joining Ethyl, he was employed by the U. S. Bureau of Mines in Pittsburgh and by the Mathieson Alkali Works, Inc., in Niagara Falls, N. Y. During recent years, Mr. Gambrill has headed up two ASTM committees, and has served as chairman of the Association of Analytical Chem ists and as a councillor of the Detroit Section of the Ameri can Chemical Society. In addition to his newest post, he is currently serving on the American Petroleum Insti tute's Committee on Analyti cal Research and as secretary of the Detroit District Council of the ASTM. OCTANE NUMBERS AND ANTIKNOCK PERFORMANCE 3 Techniques for evaluating the antiknock quality of gasoline are sometimes difficult for the layman to understand -- but they play an essential role in gasoline technology. This article tells how laboratory knock-test methods have evolved through the years, as the changing requirements of automobiles and progress in motor fuels have moved ahead together. THE MAN NOBODY KNEW 8 As the oil industry observes the ninetieth anniversary of its founding, it is interesting to document some of the little-known facts about the man responsible for its being. CHEYENNE FRONTIER DAYS 12 The Old West isn't dead -- it lives again every year as the capi tal of Wyoming stages a five-day, action-packed spectacle. THE PfitrifiSES SALESMEN LIVE BY 14 Trade-marks are familiar symbols to everybody. But not every one realizes how strongly they influence the consumer's choice of q product. CONSULTANT TO THE FARMER 19 Once upon a time, the retailing of farm equipment was a side line for the town hardware man or blacksmith. Today it is a full-fledged business that requires men well versed in all the problems of agriculture. ANTIKNOCK REQUIREMENTS OF COMMERCIAL VEHICLES 23 Many surveys of the antiknock requirements of passenger cars have been made, but comparatively little information has been obtained on the requirements of commercial vehicles. This paper presents the results of a survey conducted by three companies -- Shell, Socony-Vacuum, and Ethyl -- and reports some significant findings. RACING AT ITS PEAK 28 Pikes Peak presents a stern challenge to contestants in the Labor Day Hill Climb, as drivers race against time up 12'A miles of the most rugged natural racing course found anywhere. In order to widen the fields of reader interest In Ethyl News, we frequently publish articles contributed by writers not associated with Ethyl Corporation. Opinions expressed in signed articles are the authors*. The editors of the News welcome articles of timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compounds, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L Shea, president; Stanley T. Crossland, vice president and treasvrer; Richord M. Pegs, w-'jWr| ETC 24137 i 49 Y. crttcrf turn ' > i -r=-fc;5riSi?^3? aitffti ZSj'a5,i)v^ BistSC? ,? . k .-'. v fczEefSBB*& fes-na^aeBSiS* se ^ r- war?(t , cssseif ? -is?jsc; T .'vr> : 5't?2R'.saBF.S!*K-BiSS:ss-ii.aE*R *=t , ;.V ; :-8CSfeS.*.S6;try XIT'S'IV* Z~r- `'lf'Sr.^<J%sj i. ^2 E ff ^ K2St`""" *'-nt?8.~S'y t.'IftSSt.i : X f E1ft:'.4;<: r-r.--r- ------ --*. : 'VE J;f.tV * * S?fe58ESS> gri"` *>ss*ry? rs*??r.pr JSBBdirsfs OCTANE NUMBERS -;*W f *-*eS K*Vi * ?.' st-r. ; ; p*f *. 5*v ' < feiS-Ksf ' n - * r AND ANTIKNOCK ivt-?-* . v 17. PERFORMANCE ; * V -( - "'l `T` .' ' :.' ' -" .. - -' ,~ 4. * -- `5 * " r- ^ - r- r. /. c- v; r f -~:.- -car*' * ft rfr.?jr*_#f1--r* ` " ; ? ir d, - l<>0:: :rf- it .> `<rl V ' *-; ?: *:kr.o*r/s?**&sss*? - Vi' i.v-r*&mx*^re 5r- * 2S-f- '-':%hC>?Sr?,^5?p:Sii *- p *- ** ^ ** to! n. --; ' > r v'\`: f ir - .*jt V ' , r^7.` - ^ ' 3-... ;r.* * t > ^ . V ^ ._ . eses: .*- r~* ' 4; >q *. J.isji-*. ; AnocU-teiitHa metUodl /4 next- standard for "Ethyl" gasoline--of 86 octane number by the Research Method--has been established, effective September 19. This nets standard, which teas decided upon after careful study, is a reflection not only of the generally higher octane re quirements of cars, particu larly neve models, but also of the way the newer cars tend to rate fuels on the road. The accompanying article is presented for the benefit of those interested in a general description of how knock testing methods have evolved through the years. The ad vice and assistance of Ethyl's Research Laboratories are available on all technical phases of the subject. The Editors One problem of long standing in the oil industry has been to develop laboratory methods for de termining the antiknock quality of gasoline which would reflect its antiknock performance in cars on : -v ` VKfcJJ!? 2rLC. - M `1 v. W ii. , . 6- r-. ..v*`^i-.*.^icLT~CL*?-vv _ *`ZCSI5J5b*5?y`t*:!r i't-.T . ECKSSr-:' ta-*..- -'5 ir- ^ ' 5SS&nK S2;^5^S*3RaaS9KS*KCa.Ct -- - . '* "T' the road. The complexity of the problem is apparent when it is real ized that no entirely satisfactory single laboratory method has been developed to date. All along, the task has been to develop laboratory test equipment and a testing procedure which would act as a common denomina tor both for the millions of cars in operation and for the various types and blends of gasolines available to power them. The greatest difficulty arises because of the many variables involved both in fuels and in en gines. For example, consider the car population. If all cars had the same appetite for fuels -- that is to say, if they all rated gasolines in the same manner -- it probably would be possible to duplicate those test conditions in the laboratory. But unfortunately they don't, as everyone knows, be cause of differences in engine de sign, differences in age and condi tion, and differences in type of ser vice. Even in new cars of the same make and model, successive units coming off the same assembly line mav show a widely varying ten dency to knock. And now, consider the various fuels. The many differences among the various components of motor fuels present another set of vari ables. Some fuels show their great est tendency to knock at low speeds, others knock at high speeds -- in the same engine. This is one reason why the performance of fuels on the road mav differ from that which would be predicted on the basis of their laboratory octane numbers. Nevertheless, it is essential that refiners have practical methods for determining the antiknock quality of their gasolines, for two important reasons. They naturally want to market fuels that will give the best possible road performance for the greatest number of cars. They also need a day-to-day means of measur ing and controlling the antiknock 'e :'4 ' eft :.s ri . =' 5 5 rrj S F.TC 2 413 8 quality of the gasolines they are producing. Thus, through the years, there has been a continuing effort -- in the research laboratory and on the highway -- to obtain a close "correlation" between road and lab oratory ratings and thereby to keep motor fuel quality abreast of the changing requirements of automo biles. Origin of the Octane Scale The concept of antiknock quality goes back more than a quarter of a century, when the late Thomas Midgley, Jr. discovered the anti knock properties of tetraethyl lead, and "Ethyl" gasoline was first mar keted. It is interesting to note that, even in those days, laboratory7 tests and road tests were used to rate gasoline. The effectiveness of tetraethyl lead as an antiknock agent was first demonstrated in a single-cylinder laboratory test engine, which was a crude forerunner of the standard test engine now in use. The value of tetraethyl lead on the road was proved when Dr. Midgley had friends and acquaintances try it out in their cars. The motorists, of course, knew nothing about octane numbers and very7 little about anti knock performance. But when they used gasoline containing tetraethyl lead in impromptu hill-climbing tests, they saw at once that it took the knock out of the gasoline and gave an extra surge of power to their cars. During those early days there was a recognized need to standardize motor fuel quality7 by7 laboratory7 de termination. There was no univer sally accepted standard of antiknock quality at the time, and refiners used various scales to express it. Thus it tvas a major step forward when the octane scale was invented in iQtfi. Dr. Graham Edgar, of Ethyl Cor poration, was then seeking a stable yardstick by which the antiknock quality of motor fuels could be mea sured. To do that, he selected two pure chemicals, both hydrocarbons in the gasoline boiling range. One was iso-octane, which had (and stil! has) a higher antiknock value than any commercial motor fuel. The other was normal heptane (origi nally obtained from the Jeffrey pine tree, but now made from petro leum), which had a very7 much lower antiknock quality than anv commercial motor fuel. To these he assigned the arbitrary values of ioo and zero respectively. Thus, a mix ture of 60% iso-octane and 407c normal heptane was said to have an octane number of 60; a mixture of 70% octane and 307c normal hep tane had an octane number of 70; and so on. The different mix tures then served as standards of comparison whereby the equivalent octane number of an unknown fuel could be established. Today, this is done by running a sample of the unknown fuel through a standard knock test engine and matching its knocking tendency7 with that of a blend of these two lwdrocarbons. The percent of iso-octane in this matching blend is then the octane number of the fuel under test. Set a Universal Standard The octane scale, which was gen erally adopted in 1930, represented an important contribution. It pro vided the oil industry- with a repro ducible standard for measuring the antiknock quality of gasolines. The octane scale has retained its value through the years, even though it cannot be used to rate fuels above 100 octane number. As the chemical composition of gasoline has grown 4 ETC 24139 more varied and complex, the stand ards of reference -- blends of iso octane and normal heptane -- have remained the same. Evolution of Knock-Test Engines The Ethyl Corporation was a pio neer in the development of knocktest engines. For a number of years prior to the advent of the present CFR engine, it experimented with and developed several series of en gines which were made available generally to oil and automotive lab oratories. One of these engines was the well-known Series 30 model, of which over 150 units were manu factured and distributed by Ethyl to various organizations in a two-vear period. The Series 30 and earlier engines are credited with success fully filling the gap until the stand ard CFR engine was developed and accepted by the oil and automotive industries. Interestingly enough, the CFR engine, as it finally evolved, incorporated most of the major technical features that were devel oped as part of the earlier Ethyl engines -- including the knockmeter instrument which indicates the rela tive intensities of knock. The second major development in knock-testing methods was the introduction of the CFR single-cyl inder knock-test engine. Years of effort went into its development, and today that knock-test engine is a standardized laboratory' tool and a common sight in any laboratory where gasoline quality7 is evaluated. By standardizing every feature of the CFR engine, and every detail of operation known to have a signifi cant effect upon octane number, it became possible to test gasoline in many laboratories under controlled conditions. Together, the octane scale and the CFR engine have pro vided two constants in a field of continuing change. Motor Method of Test The need for a satisfactory lab oratory method of octane number determination which would show close agreement with the antiknock performance of fuels on the road was early recognized by both the automotive and petroleum indus tries. Numerous cooperative efforts through the Coordinating Fuel Re search Committee (CFR) have been undertaken by both these industries. Among the first were the road tests held at Uniontown, Pennsylvania, in the summer of 1932. Out of these Uniontown tests grew the now fa miliar Motor Method laboratory test. Fuel ratings obtained in the lab oratory7 bv this method correlated quite well with the road ratings ob tained at that time. The Motor Method, as developed by the Coordinating Fuel Research Committee (CFR), was adopted by the American Society for Testing Materials (ASTM) in 1933 as a ten tative standard. In 1939 it was ac cepted as a permanent standard, and until recently it was generally em ployed for the determination of antiknock quality in the production and marketing of gasoline. The min imum antiknock quality of "Ethyl" gasoline also was specified on the basis of Motor Method rating. Considered against the backdrop of the times, the Motor Method pla\7ed an important role in broad ening the understanding of fuel and engine relationships. It should be emphasized that when it was intro duced, the Motor Method was de signed to rate gasolines available in 1932 on the basis of their perform ance in cars in use in 1932. Above, right, Dr. Graham Edgar, vice president of Ethyl Corporation, who invented the octane scale . . . Right, on easy way of visualizing the appli cation of the scale of values of the ocfone scale is by this illustration ETC However, important trends were beginning to develop in both engine design and gasoline refining. En gines were being produced with higher compression ratios, and other features of design -were undergoing change. The chemical composition of gasoline was beginning to change and become more varied. A number of technologists began to question whether the Motor Method was ac curately reflecting the effects of these changes. Toward Research Ratings Accordingly, another cooperative road test program was conducted at Uniontown in 1934. At the same time several experimental laboratory test methods were investigated. As a result of these road and laboratory tests, there was a growing convic tion that the Motor Method was be coming less reliable as an index to road performance of fuels. This work seemed to indicate that no single laboratory test method would provide perfect correlation with av erage road results. In addition, the test conditions employed in the Mo tor Method w'ere considered to be too severe and it was believed a sec ond but less severe test method was needed. Finally, after careful study and very extensive road and laboratory tests in 1937 and 1938, the CFR standardized a method which be came known as the 1939 Research Method. With the incorporation of minor refinements, the 1939 Re search Method became the CFR Research or F-i Method. This new method was generally considered to be a valuable addition to the stand comparisons of the Motor and Re search Method ratings, have led * some broad conclusions. In gtttnk if two gasolines have the same U tor octane number, the fuel hna^ the higher Research raring dj ally give the best road performaw ard test procedures because knock This is because a large perveaap ratings obtained by it pointed in the of passenger cars exhibit theit ptm same direction as ratings obtained est tendency to knock at km on the newer fuels in cars then be speeds, and at this point tend is taa ing produced. Extensive road tests fuels in a manner similar 10 the la- in 1940 and 1941 substantiated this search Method. Hourscr. 4 itm trend. The Research Method was fuels have the same Research acorn adopted as a tentative standard by number, the one having the h|hp the ASTM in 1948. For some time Motor rating will usualh fnt * prior to this date many refiners had best over-all road perfonranti TW used it in conjunction with the older results from the tendeno <4 tm Motor Method for obtaining a more tain percentage of can to knart # comprehensive indication of the high engine speeds, uhrre antiknock quality of fuels under a tend to rate fuels more ncarh % range of service conditions. order of their Motor XktW Increased attention was paid to ings. the spread between the ratings ob tained by the two methods. This Changes in fuels and spread, which is simply the Re The war, of course, search rating of a fuel minus its Mo the progress the indutin tor rating, is called "sensitivity" or ing toward higher octant m*** "jump." Thus, a fuel which rates for automotive gat'd** fca ^ 86 octane number by the Research no means halted pn^rr* Method and 76 octane number by directions. The *t* **** the Motor Method has a sensitivity gasoline program rrqwcvJ of 10, and is called a "high-jump" fuel. Fuels showing little spread be tween the two ratings are termed "low-jump" gasolines. Numerous tests of the road per formance of gasoline, coupled with construction of rcWtPf for the product** *d H*-* stocks. Since the w * ** facilities hate h*t* ** production of h^hrt fuels, and hate Ut* ** 1 o a g 2 78 -8 74 /1 TRENDS IN ANTIKNOCK QUAUTT Prtmivm Grail* Gasetints 11 RESEAROH METHODA s/ >-An V' MOTOR U ETHOC \Jf "" niuKoi HOTS* l*T*06/ 1990 1932 1934 1936 1938 (940 1942 1944 (946 (948 1990 YEAR ETc 24141 Laboratory octane numbers of gasoline are determined with the single-cylinder CFR engine shown below, while road rat ings are obtained from tests on the high way with fleets of representative vehicles. Obtaining a close correlation between the two sets of ratings is a continuing aim of the oil industry, as it seeks to make octane numbers reflect accurately the changing fuel requirements of automobiles post-war models. It is significant that a number of automobile manu facturers now express fuel require ments of their new models in terms of Research octane numbers. Equal ly7 significant is the fact that many refiners rate their gasolines by the Research /Method for refinery con trol and marketing purposes. An Evolutionary Process by extensive post-war refinery' con struction. The net effect has been not only a substantial increase in the capacity for making higher octane number base stocks but also a far greater facility in varying the chem ical composition of motor fuels. Results of nationwide surveys show representative post-war motor fuels exhibit a substantial improve ment in road performance over their pre-war predecessors. Although the new refining processes have resulted in some increase in Motor octane numbers, the marked superiority in antiknock performance of these gas olines on the road is more nearly reflected by7 the improvement in their Research octane numbers. Most premium fuels now have Re search ratings in the range of 86 to 90 octane number or higher. Closest agreement of fuel per formance in cars with laboratory ratings obtained by7 the Research Method generally occurs in the The development of automotive engines and of fuels for their opera tion is an evolutionary process which undoubtedly will continue indefinitely. As new factors in en gine operation and gasoline refining exert their influence on fuel knock ing, it may become necessary to re vise knock testing methods from time to time in order to give recog nition to these additional variables. The Ethyl Research Laboratories, in cooperation with oil companies and engine manufacturers, continu ously study these trends in their re lation to evaluation of antiknock quality. Ethyl's technical staff is always available to discuss problems of knock testing -- not only as they re late to present conditions but also to those expected to prevail in the future. Ninety years after Edwin L. Drake founded the oil industry, one element of his personality remains dominant OX AUGUST TWENTY-SEVENTH the oil industry celebrates its nine tieth birthday. The occasion will be fittingly observed, both nationally and locally, as spokesmen recall that historic day when the industry came to life in the hills of western Penn sylvania. Those beginnings, as everyone knows, were humble indeed. The founder of the oil industry drilled a well which produced all of 20 barrels of oil daily. Yet he started America's first oil boom and took the initial step in the tremendous march of oil progress which has moved continuously and rapidly the world over. Somehow, in looking back, peo ple seem to think that the Drake well was discovered by pure chance. Mindful of the gushers and oil booms and grizzled wildcatters of yesteryear, they seem to feel that Drake and his associates just picked a likely looking spot -- and struck it rich. Actually, the stubborn determi nation of Drake to carry on, against all odds, was as much responsible for bringing in that well as any other single factor. He risked his meagre personal fortune to drill that well, and begged and borrowed every cent he could to carry on. He also originated an idea in drilling, which was no small contribution in itself. In the end, Drake's company failed, even though he had shown the world how to find oil by drilling for it. But that is another story. . . . An Obscure Figure Strangely enough, Edwin L. Drake today stands as a somewhat vague and shadowy figure in the half-light of history -- an individual who was an unwitting instrument of a capricious fate. His personality has been overshadowed bv those who did more spectacular and pic turesque things. The real Drake has never emerged in sharp focus. There are many phases of oil field history that are in sharp dispute, even when weighed on the scales of existing documentary evidence. But the basic facts about Drake, as sup plied by impartial witnesses and bv Drake's own pen, are beyond dis pute. He was the son of Lvman Drake, a New York farmer. He left the farm at 19, and became a night clerk on a steamboat that sailed between Buffalo and Detroit. He was a hotel clerk, a dry goods clerk, and then 1 conductor on the New York Sc New Haven Railroad for ten vears before fate touched him lightly on the shoulder and led him into strange pastures. He wasn't working at the tune, but was recovering from a malaria! fever and living in the Tontine Ho tel at New Haven, where he met James M. Townsend, a banker. Drake was tall, his beard was black, his hair carefully brushed. He walked with a slight stoop, and there were lines of suffering around 8 ETC 24143 m A3C. his melancholy eyes. He dressed neatly and carefully; his speech was that of an educated man. His man ner was quiet and he was not given to idle talk. His first wife was dead; he had remarried, and there was a little girl whom he worshipped. Townsend was attracted to Drake, and had formed a high opinion of his latent ability. Over their cigars, the banker told Drake about the Seneca Oil Company, of which he was an officer. Drake's interest quickened as Townsend talked. The Seneca Oil Company had taken over the assets of the Pennsyl vania Rock Oil Company of New York, which had a tenuous title to some land near Titusville, the loca tion of a spring that bubbled pe troleum or "rock oil." The original company had suffered from indiffer ent management and a lack of work ing capital. Townsend's company proposed drilling an artesian well at the site of the spring in the hope of tapping the source of supply of the new and mysterious petroleum. The banker was enthusiastic in a cold, persuasive manner. Before the men parted, Drake had invested his entire savings, a matter of $200, in the venture. Townsend's promise of dividends didn't materialize. Drake felt un happy about it, said as much to the banker, who promptly countered with a proposal that Drake go to Titusville as the agent for the com pany, at an annual salary of $1,200. Townsend knew that Drake could travel on a railroad pass; thus there would be no travel expense. Drake was far from being well, but he ac cepted the offer with good cheer. It has been said that the idea of drilling for oil was Drake's, but there is no supporting evidence. At any rate, the stock certificates for the Seneca Oil Company pictured an artesian well derrick. . . . Drake was thoroughly briefed as to the nature of the reports he was to make; every cent expended was to be accounted for. Once Town send paused in his instructions and smiled thinly. "Your mail will be addressed to `Colonel' Edwin L. Drake," he said quietly. "That will impress the villagers, it will help vour credit and that of the company -- nothing like a military title to impress people!" It is not recorded how Drake felt about the title; he had no choice but to accept it. But he always frankly confided to his intimates that it was spurious. A `City Man' Comes to Town The Drakes arrived at Titusville on May 15, 1858. He was tired and filled with assorted aches as he climbed wearily from the stage that had taken two days to come from Erie, 50 miles away. He went about his job methodi cally. He was a stranger, and the villagers spotted him as a city man -- which he was. That he proposed to drill a hole and produce a lot of "rock oil" was something they con- h K 1nr Iis|v,;1 tr l sidered the footless endeavor of an alien stock company, a specious son of mysterious swindle. But the merchants of the little village found him to be fiercelv and ruggedlv honest, a reputation that eventually was responsible for the successful completion of the project. Progress was slow, but Drake was a patient man. There were dozens of times when a man with less fonitude would have given up. Drake, how ever, was made of sterner stuff. The village stores were poorly stocked. When he needed a pick, he had to go to Hydetown for it. The pur chase of spikes meant a trip to Pleasantville. WThen he needed shovels, a 50-mile trip to Erie was involved. He borrowed a horse from Ruel Fletcher, a merchant and one of his close friends, and rode to the salt water wells of Tarentum, over ioo miles away, seeking a skilled driller of artesian wells, one who could supply the tools and who could complete a xvell of 1,000 feet deep, if necessary. He found such a man, and told him that he wanted to drill for oil. The man promised to come. Drake was tired and filled with pain when he returned. He went to bed for a day. But the man never appeared, and the trip was again made, an other promise extracted from an other driller -- who also failed to appear. Resolutely, Drake returned to Tarentum, and met William Smith, a competent driller who kept his promise. Smith chuckled and told Drake the other men didn't come because they felt that Drake was crazy. There were many times during the course of drilling the well when Drake could have thrown up his hands and dropped the whole proj ect. The drill encountered liquid mud and quicksand, and no prog ress could be made. It wasn't Billy Smith, the experienced driller, who' praising their hired man. Largely, solved the problem, but Drake, the they ignored him. In .March of the city man. He originated the idea for following year, they demanded drive pipe, the principle of driving Drake's resignation. Fletcher and lengths of heavy pipe through the Wilson had difficulty and delay in quicksand to the bed-rock, then getting their money back. No one bailing out the contents and making associated with the venture made possible a resumption of drilling. He money directly from it. The Seneca didn't take time out to patent the Oil Company was liquidated in 1864, idea, but such a practical step might and the property was eventually have meant great wealth to him. He sold for non-payment of taxes, a was a stubborn man. He had one matter of $4.37. goal, and he wanted to devote his Several of the promoters made full but waning energy to attaining fortunes in the oil business, leasing that objective. and drilling wells along Oil Creek. Risked Sverything Careless historians have pointed out that Drake had the same opportu From 1858 to the completion of nity but foolishly rejected it, having the well, the total expenditures of no idea of the potential richness of The Seneca Oil Company, including his discovery'. This is an unkind Drake's salary, were only $1,989.58. and cruel appraisal of the man. It Drake meanwhile had stretched his fails to take into consideration sev personal credit to the limit. In mid eral things, including his inherent summer of 1859, he talked soberly loyalty'. When the big rush for ter to Ruel Fletcher and Peter Wilson, ritory' occurred, he was still a sal his good friends. Since the first of aried employee, on the job daily. the year, the company had sent him He was sickly, and his physical only $500 for supplies and wages. strength was on the yvane. Besides, His salary was unpaid. He was hun he was deeply in debt. This was the dreds of dollars in debt to Fletcher combination of circumstances that for domestic supplies; he owed Wil left him high and dry' while the full son for drugs and medicine. The tide of fortune passed beyond his New Haven people resolutely re reach. fused to advance further funds. But Fletcher xvould find him propped he had no thought of quitting. in bed, his face deeply seamed xvith Somewhat timidly, he said that pain. He was penniless, he confessed the well could be completed for an shyly. Fletcher saxv that Drake yvas other $500. Would his friends en elected as Justice of the Peace, and dorse his note for that amount? He the fees amounted to about $3,000 was grimly determined to finish the a year. He also acted as buying well and had complete confidence agent for a New York oil broker. that the project would be a success. He lived comfortably and paid his He had no security, aside from his debts, but he yvas still plagued with personal faith and integrity. Finally the pangs of rheumatism. One day the friends agreed, the money was he announced that he yvas going to raised, and Drake tossed it into the sell his home and move to New project, making the end result pos York, yvhere he xvould be an execu sible. tive with a firm of oil brokers. He The promoters came running had about $12,000 in cash when he when the well became a sensational left. But Drake yvas gullible. The success. They didn't waste time in firm wanted only txvo things -- his 10 ETC 24145 jme and his cash. Shortly there- family, and in 1873 Common day, November 4, 1880, at the age Iv. ifttr, the company failed and Drake wealth of Pennsylvania granted him of 61. He had not been able to walk 1 *r uas destitute again. an annual pension of $1,500. for. the final ten years of his life, In .Mav of 1866, he sent a pitiful He died at Bethlehem, Pennsyl suffering acutely during that inter rid ietrer to Peter Wilson: "If you have vania, on a bright Indian Summer val. . . . in nc jnv of the milk of human kindness Jc in vour bosom for me and my fam- C3 ilv." he pleaded, "send me some Perhaps there teas no glamor in the life of Edwin L. Drake. He hit only money. I am in want of it sadlv and one home run, hut he did it with the bases filled. Whatever his shortcom '4ly am sick." ings, his honesty and personal integrity have never been questioned. He a It was followed shortly by a more accepted a big responsibility and discharged it competently in the face urgent appeal: "For God's sake send of difficulties that would have discouraged a man of a less-stout heart. Ic me some money. I am in want of In his life, he had courage; he was decent and gentle, honorable in all same, have been sick most of the things. An examination of his correspondence, the letters and the records >C k. time." of his associates and friends, fails to reveal that he was bitter about his if He was, indeed, in tragic circum ill fortune. i stances: no money, no food aside As the pioneer oil man, he was neither a demi-god nor a fool. He estab ft I from potatoes, his children without lished a pattern of tenacity for the industry he launched, a tradition of f shoes. Also, he was so crippled by integrity, a record which the industry can proudly and sincerely acclaim. J rheumatism that he could scarcely In 90 years, the oil industry has grown to a maturity pretty largely by a It walk. The oil industry promptly practical application of the principles that were inherent in the character raised over $4,000 for him and his of its founder. Shortly after Colonel Drake brought in the first commercial oil well, the Pennsylvania coun tryside was dotted with derricks, and a thriving commerce in oil-laden barges sprang up F; It 11 ETC 24146 ETC 24147 BEYENNE The thrilling days of the Old West are relived as the city of Cheyenne stages a bang-up celebration each year NTIER DATS rdi 1 Tv. i $T3 For 360 days a year, Cheyenne leads the quiet, dignified life of almost any American city. But on those other five days, the Wyoming capita] cuts loose with a show that, for fun and excitement, rivals New Year's Eve in Times Square or an American Legion convention. The big event is the annual Chey enne Frontier Days, which tradi tionally is held during the last full week in July. Then, an estimated 100,000 Wyoming residents and tourists pour into Cheyenne to re live the romantic, devil-may-care days of vore. Attired in cowboy duds, they roam the streets that once quaked beneath the boots of famous cowboys and desperadoes. The heart of the celebration is the rodeo, which has grown from a brief, impromptu presentation in 1897 into "the daddy of 'em all." Today, because of the number of contestants and nationwide interest, five full afternoons of competition are needed. During those after noons, the nation's top rodeo con testants ride wild broncos and Brahma bulls, bulldog steers, rope calves and steers on the dead run, race on blindfolded horses, and thrill onlookers with their trick and fancy riding. No one in the audience is ever mystified by the goings on -- thanks to a running commentary bv the master of ceremonies. For the last z 3 years, that role has been ably filled by Cheyenne-bom Ed Storey, who is the principal Wyoming sales representative of Standard Oil of Indiana. Other features -- parades, enter tainment, merriment -- enliven the Cheyenne celebration. One of them is the annual party sponsored by Frontier Refining Co. for its distrib utors, jobbers, dealers and other guests. The company, with a refin ery in Cheyenne, shares a civic in terest in the Frontier Days celebra tion, and entertains its associates and friends at an old-fashioned picnic and barbecue, followed by an after noon at the rodeo. ETC 24148 In the absence of M. H. Robineau, presi dent of Frontier Refining -- who was called to Washington to attend a Natianal Pe troleum Council meeting -- H. E. Armitage (left) and Claude Weber (right), the company's vice president and sales manager, greeted Frontier Refining's guests. In the center is R. A. Douglass, of Ethyl Frontier Refining sponsors an annual picnic for its associates and friends during Chey enne Frontier Days, followed by an afternoon at the rodeo. Below are some of its guests at the rodeo; at the right is a view of its picnic r Av * #- . -.T.'.Jti, --<V . V i THE PROMISES SALESMEN LIVE 111 Trade-marks play an important role in the sales and name or design worth millions, md distribution of the products of American enterprise the same right to another name at design be of little or no value'- If you think about any of the marks, known and readily recog Surely it isn't the artistic merit most familiar products in rhe nized by millions of consumers involved. Many of the most valuable United States today, the chances every day. trade-marks were created years ip. 1; are you will automatically see in Since the United States Patent according to the tastes and stand your "mind's eye" a well-known Office recorded its first trade-mark, ards of earlier times. The Smid trade-mark. a total of some 511,500 insignia had Brothers - "Trade" and "Marf- Firms manufacturing everything been credited to their respective would scarcely win a beauty prat from abacuses to zithers have used owners by late June of this year. or an award in an art compcrine* distinctive emblems for years, of Many of these emblems have long today. Yet anvone who might a* course, but today the trade-mark is since been forgotten and are of little to buy the right to use thrir hr- playing a more important part than or no value, but there are a few whiskered faces had better be pre ever in the sales and distribution of dozen trade-marks worth millions, pared to write a check that *<mU the products of American enter including some that have demon look like an item in the prise. It has become one of our strated their cash register qualities budget. strongest and most useful instru in actual transactions. Nor does the value of a trade ments for the buying public in the mark seem to lie entirely in i' exercise of their "freedom of The Value of Trade-Marks cleverness, although certainly a fc* choice," which is the heart of the A famous coffee trade-mark, for of them have caught on beerrt competitive system of business. example, once changed hands for of their deft approach. The Familiar symbols like the Dutch $25 million. A well-known razor Ami Companv's familiar chicl A* girl on a can of scouring powder, brand was sold for $24 million, and "Hasn't Scratched Yet" ee^t the bus company's racing grey hound, the sleepy lad with the tire and the candle used by the Fisk Rub ber Co., and the Metro-GoldwynMayer lion are of inestimable value. So are thousands of other trade a tobacco company agreed to pay $2 !4 million annually for 99 years for the right to use four familiar cigarette trade names. What gives a trade-mark its value? Why is the right to use one associated with the advertised pr^ erties of the product, and the Qaepeake and Ohio Railroad s lUiA/t* ably snoozing "Chcssie ' b prriUf unique in sleeper travel piun-**But for every clever drviet ^ 14 ETC 24149 m slogan there are scores of others car owners throughout the East, ducers of a wide variety of goods equally well known -- consisting Middle West and South were shown soon took similar means to identify simplv of the maker's name, or bold pictures of three gasoline pumps their products. type enclosed in a square, circle, looking like those which might be The public today still goes back triangle or some other shape. No found in service stations supplied to the original core of the trade one will dispute the familiarity of by these refiners. One pump was mark idea when it looks for a fa the American Tobacco Co.'s trade marked as a premium pump with miliar insignia before buying some marks for Lucky Strike cigarettes, the "Ethyl" trade-mark and em thing. It wants to know who made of the Shell Oil Co.'s scallop, or blem, one was shown as a premium the product. Giving the public that of the Gillette Safety Razor Co.'s pump without the "Ethyl" trade information through a trade-mark elongated diamond. mark and emblem, and the third has become an accepted part of the Ethyl Corporation owns and uses was a picture of a regular gasoline sales techniques of business and in two such marks -- the trade-mark pump. dustry everywhere, and part of the "Ethyl" and the emblem with The car owners were asked the purchasing habits of the American "Ethyl" on a black triangle with questions, among others, "From consumer. As every retailer knows, yellow rays. Certainly, this emblem which of these pumps would you where other factors are equal, goods cannot be considered either the best expect to get the highest quality identified with brand names or in commercial art or in advertising gasoline. . . ?" A total of 12,900 of trade-marks outsell the "unknowns" appeal, vet it ranks among the best- them, or 76.5% pointed to the pump nine times out of ten. known and most widely recognized with the "Ethyl" trade-mark. Of emblems in the country. those who picked the "Ethyl" pump, Deeper Meaning Many Surveys Made more than three out of four volun The very fact that a company tarily said they chose it "because of identifies itself with the goods or Advertising agencies, merchandis the `Ethyl' sign," or "because it's services it sells, however, is only ing experts, authorities in sales pro `Ethyl'." the beginning of the story. Espe motion and others professionally People first used a trade-mark as cially in this country, the public interested in the whvs and where an easy way to pin the blame on looks at a trade-mark as a symbol fores of trade-marks have carefully somebody if products were not up of high quality, dependability and investigated the reasons for a recog to scratch. In ancient Babylon, full value, although technically and nized emblem's appeal. Their sur brick-makers were obliged bv law legally the insignia stands only as an veys clearly point to the fact that a to identify their own wares by in identification of the maker. trade-mark's value lies in what it dividual hieroglyphics, so that if This broad attitude of the con means to the public. In other words, the bricks cracked or crumbled, the sumer toward trade-marks did not the value of a trade-mark, if any, makers could be flogged or even come about by accident. He has lies in the minds of millions of peo put to death. learned through experience that a ple. scrambled with all the other ideas imbedded in the grey matter Civil War Impetus company, by identifying itself with a product, is prepared to take full there. Whenever the public prompt In this country, the Civil War did responsibility for guaranteeing qual ly identifies a given product by its a lot for the development of trade ity. He has come to know that a individual trade-mark, and associates marks which stood for quality goods trade-mark is a company's promise certain values with the emblem, the in the public mind. Early deliveries -- its word of honor -- the kind of trade-mark takes on its full meaning. of shoes for Union troops included word he can depend on. In the case of the familiar "Ethvl" too many with paper soles, and so Trade-marks have therefore be trade-marks, motorists of course as the government began to require a come firmly associated in the public sociate them in their minds with label or symbol on every pair mind in two closely related ways -- high quality motor fuel containing ordered, clearly showing the manu for high standards in goods and ser "Ethyl" antiknock compound. facturer's name. After the war, re vices, and for the integrity of the Since the war, for example, groups turning soldiers naturally bought companies behind them. The con of investigators have completed five civilian shoes from those manufac sumer has learned by experience that surveys in cooperation with indi turers whose trade-marks had been he can accept without question the i vidual oil companies. Over 16,000 on the best military footgear. Pro integrity of the promise behind a 15 ETC 2 4150 1 TMDEMMS' OF IUTFOFW Illustrative of current advertising whic^^Jk bringing the "Ethyl" trade-mark before millions of people is the advertisement reproduced on these pages, which is the forty-fifth in Ethyl's "Trade-Marks" of Nature series. These ad vertisements, which have been running in national magazines for the past two years, have attracted . unusual interest and readership. A copy of the present advertisement, in its original form, is ^Available upon request to the Ethyl News. oeooooooooeooeeoeoo8eoooo6oeoo* Z r ~: " p- *** 2 i : MAINE OV kaahard 11 , o y Baltimore s>. O Ortoit ; Chickadee l *........ ..... ........ ** ooooooeooeo o o o o o o o o o o o oooocooe* NEBRASKA NEVADA o *^M- ountain , SBUtebwft Wetter* Meadow Lark C .....- - o -- --- o2 oouoioioMo--eoooMooi ogowoeoo?eooJgUoNokojaoMooaeBoaogeaoaepc.'soo2oooooooeoseiojohooiioiomee'. o2oeso--oooooooioi.--ooo-o-o- oocoooo--o>io>ooooiehoooi3poooo2 oooo c o o o e opooeeg oooooo ooooooooooooooooooooooooooooooooooooooooooooeooooooooooooooooooooooooooooooooooooooo ooooeoooeooooooo9eeeo SJ*HUH-TlTrV-f S fct jiikWIUBIUl.L-Lkg^L.tf|: I'i ? p" .......................... ' 0 o . -- r ^ ; O |yt __ _____ ^ g O '. _ n-n-% oooocoooooooocoooooooooooooooooooooooooooooooooooooooo 2oooooooooooooooooo0oooooooooooooooooo0ocooooooooooc>oooc^ L- K __ -mr-' T5 KANSAS Western Meadow Lark OOCOOOOOOCOOCUCoo&oooooooooooooooooooooooooooooooooonoooeoooooooooooooooooooooooooooooooocoeoooooooooooooco ETC 24151 0 0 0eeooeooooooo"oooAooeooooeoeoooooeoooooooooeeoooooooco ofco. oooooeooooooooooQoOOeoooooooeooeooooo eoooooooooooooooooo "trrr S -r.c.. I s; --- - jrsssswe g NEW YORK o E, NORTH CAROLINA 0 * NORTH DAKOTA RAID IAOLI--official bird of the When touring, watch for trademarks OF MATURE *n, are " bMs' *When you buy gasoline -TRADEMARK "ETHYL'@ Identifies gasoline stepped up with "Ethyl" antiknock fluid For top-flight performance... for better, smoother, more powerful driving in every State of the Union . .. ask for "Ethyl" gasolinehigh quality gasoline im proved with "Ethyl" anti knock fluid, the famous in gredient that steps up power and performance. * Baaed on information obtained from individual state governments, t Unofficial {BiU now in legislature. Bird drawings by Don Eckeiberry, illustra tor of The Audubon Bird Guide. Western Meadow Lark oooooooocooooo-oooooooo*oooocooo "Ethyl" antiknock fluid is made By ETHYl CORPORATION, Chrysler Building, New York 17, New York ETC 24152 trade-mark like General Electric's "GE" monogram or Johnson & Johnson's red cross. It's always a long haul, however, before a company can make a new trade-mark a familiar one, and be fore the public associates broad values with the symbol. The "Ethyl" trade-marks, like many others, were introduced to a limited public. Not long after the first gallon of gasoline containing "Ethyl" antiknock compound was sold in Dayton, Ohio, in 1923, the first "Ethyl" emblems began to ap pear on a few service station pumps in the Middle West. The trade marks gained a sales story to help them up the ladder of popular rec ognition when the first three cars to finish in the 1924 Memorial Day race in Indianapolis used gasoline containing "Ethyl" antiknock fluid. Gained in Popularity Soon, demonstrators toured the country, and banners and posters with the trade-mark flanked speak ers' platforms whenever Ethyl sales men spoke, and whenever county fair exhibits were set up. The public not only learned about what "Ethyl" antiknock compound could do for gasoline, but it associated these qualities with the "Ethyl" trade marks appearing on increasing num bers of service station pumps from coast to coast and from border to border. At the same time, Ethyl Corpora tion used a number of means to broaden public understanding and appreciation of its trade-marks. Modem sales promotion methods, national advertising, displays and the use of other media to focus at tention on "Ethyl" and the yellow and black emblem have been an es tablished policy of the company since the product was first marketed nationally by progressive refiners. All this takes time and money, as anyone who has ever tried to estab lish a familiar trade-mark knows very well. Ethyl Corporation and its cus tomer oil companies have invested at least $100 million since 1925 in advertising associated with the "Ethyl" trade-marks and in their widespread use on service station pumps. The current series of Ethyl Corporation advertisements on "Trade-marks of Nature" (see Page 16) is another step in this direction, with the result that these advertise ments -- as a series -- rank among the five best read in magazines of na tional circulation. The very fact that "Ethyl" and the black and yellow insignia are now the most generally known and most widely accepted trade-marks in the petroleum industry suggests the extent to which they can work for an oil company. Whenever there is an "Ethyl" trade-mark on a pump bearing a recognized refiner's identifying in signia, the retailer and the refiner have two trade-marks working for them instead of one, and the "Ethyl" value in the public mind supplements the merit of the indi vidual oil company's own good name and identification. A number of companies have discovered how this combination gives impetus to sales. Supplemental Value General Motors, to cite one of the best examples, uses the well-known Fisher Body trade-mark as an added inducement to its customers. Manu facturers and retailers of steel kit chenware have found that the U. S. Steel insignia helps move utensils faster, even when they are also clearly stamped with the manufac turer's own trade-mark. Goodyear's wingfoot on rubber heels has proved Jts usefulness in supplementing the trade-marks of reputable shoe firms. Once an emblem has reached the point when the consumer accepts it as a mark of quality, the owners usually exert every effort to main tain public confidence in the sym bol. Some firms have even modern ized their emblem to indicate progress the way the White Rock Mineral Springs Co. turned an 1893 Greek goddess into a much more winsome sprite leaning over a pool. Product Improvement By and large, however, a major ity of companies without any such pictorial problem have counted on steady improvement of the product itself to become associated with what the trade-mark stands for. Socony-Vacuum's "Flying Red Horse," for example, certainly rep resents a great deal more today than when the trade-mark was intro duced some 15 years ago. and the crest identifying the Cadillac auto mobile is obviously^ associated with a much different car than it was years ago. The gasoline consumer and the automobile purchaser natu rally expect 1949 standards from these respected trade-marks -- and get them. The same considerations hold true for the antiknock compound and the premium gasolines sold un der the "Ethyl" emblem. A trade-mark can be, therefore, a living and growing thing. It has value as a residual thought or es teem in the minds of people who may' purchase things so marked bv the maker. The public, ever chang ing, ever dying, ever being reborn, knows at any' one time which trade marks have led to satisfaction or dis satisfaction in the past -- and which it is going to look for in the future. Maybe that is one reason whv they are called trade-marks! 18 ETC 24153 CONSULTANT TO THE FARMER The farm equipment retailer plays a key role in American agriculture -- helping farmers to realize all of the benefits of modern farming methods IF HE DOES THE EXPECTED, the American farmer this year will invest more than $1.5 billion in new farm machinery and equipment to help him produce what promises to be a record crop. For that sum, he will receive something like 600,000 tractors plus sizable quantities of the planting, harvesting and other mechanical farmhands that modem ingenuity has placed at his disposal. But, following the credo of the stead, he will be buying relief from equipment first became a business dealers who will sell him this vast farm drudgery, lower farm operat about a century ago. In the early array of mechanization, the farmer ing costs and increased farm pro days, he was a hardware merchant will not be purchasing individual duction, more leisure time, and or blacksmith to whom the sale of pieces of equipment as such. In- greater opportunity to raise his farm machinery, which amounted Paul M. Mulliken, managing standard of living to a still higher to a few tools developed for animal director of the National Retail plane. power, was a sideline. Now, he is a Farm Equipment Association, More and more, the nation's farm specialist whose major interest is in I which represents the majority of the nation's retail dealers equipment retailers are leading the way in merchandising, not the prod uct but rather the results of using seeing that farmers have the ma chine tools of agriculture, and that this equipment remains in good re that product. They don't sell trac pair until it has lived out its use tors -- they sell farm work done fulness. easier and better at the right time and with individual independence Full-Fledged Service all the way from crop bed prepa But more than that, the farm ration through harvesting. They equipment retailer of 1949 is a "con don't sell gasoline engines --they sulting engineer" to the farmer. He sell more dependable labor-saving thoroughly understands the func power on the farm. They don't sell tion of every piece of equipment he combines -- thev sell speed and effi handles, and is able to interpret that ciency in harvesting, the facilities purpose in terms of its fullest eco for handling a wide variety of crops, nomical and efficient use. He also and less need for outside labor. knows the petroleum requirements This marketing precept is part of of the equipment. He is familiar, the transition the retailer has under too, with the soil and terrain of all gone since the manufacture of farm farms in his trading area, which 19 ETC 24154 t l i 1 11 1< 1[ 1 I1 i came on the scene during and after World War I. The tractor - a cum bersome forerunner of the modem high compression tractor - had been developed right after the turn of the century, but it wasn't until the American fanner was called upon to produce to the utmost for a nation at war that it came into general usage. Later, despite the agricultural depression of the times, power farm ing and mechanization came into its own in the early 1920's. Retailing Came of Age Today's modem farm equipment dealerships ere com pletely equipped to serve the farmer in every way means that he can consult intelli gently with individual farmers about their machinery and equipment needs for the crops most suited to their land. And chances are the dealer is well versed in soil conser vation and nutrition practices, and thus is able to give farmers practical advice about these vital matters. Respected by Farmers As with the county farm agent or extension director, the farm equipment dealer is a respected man in his community. Farmers consult freely with the former about crop conditions, soil matters and the like. Similarly, they turn to the farm equipment retailer for advice about the machinery, implements, and countless miscellaneous items they require. All this is a far cry from the situ ation that prevailed a century, even a generation, ago. The first farm equipment dealers--the hardware store men and the blacksmiths -- came into being with general ac ceptance of the steel plow, which had been invented in 1837. Their places were logical outlets for the new farm tools that were beginning to find their way to market. The average hardware store already had a large farm following through its sale of shovels, hoes, pitchforks, and other farming tools. The smithy was equally as well known among far mers. He had shod their horses and helped them build the crude instru ments then used on the farm. Service --now such an integral part of the dealers' responsibility to the farmer -- was not in the vo cabulary of the old-time hardware merchant and blacksmith, so far as tractors and power implements were concerned. The farmer bought his equipment over the counter, much as he did a keg of nails or a hammer, and drove away with it. No one bothered to explain how he should use his new purchase to the best ad vantage. Such remained the system gen erally until farm mechanization No longer could farm machinery and equipment be considered an in cidental phase of a hardware store's merchandising. It was now a busi ness in itself. Manufacturers began to contract with men who would specialize in selling those things that the farmer needed to complete his chores. As these dealerships grew and pros pered, they added more and more specialized equipment to their line. The result is that today, the farmer can buy virtually everything he needs for actual farming operation under one roof, and that includes such varied items as air compressors, insecticides, oils and greases, and tires. Much of the credit for the suc cess of the retailer in his new role as "consulting engineer to agricul ture" is due the National Retail Farm Equipment Association, to which all but 3,000 of the nation's 22,000 retailers belong. This na- TC 24155 20 L rional trade organization, which is the successor of a group formed in the Midwest in the days of horse- drawn farm equipment, will hold its Golden Jubilee national convention in Washington, D. C., from October 17 to 20. Acting in cooperation with all farm machinery manufacturers, the various governmental agencies con cerned with agriculture, and with 34 state dealers' organizations, the National Retail Farm Equipment Association has constantly encour In serving farm ers, the equip ment dealer is more than sim ply a merchant. He also gives them year-round repair, mainte nance and con sultation service aged retailers to increase their use fulness to the farmers they serve. One result of this effort has been to bring the farm dealer establish ment off the back streets and side alleys and onto the main street or highway of town. The typical farm shire Boulevard. But in the nation's lars, the retailer offers not only the machinery retail outlet today is a 9,000 agricultural trading centers -- world's best made and most modem cheery, spacious building of which villages, county seats, small towns -- farm machinery and equipment, but approximately 40% is usually de the farm equipment dealer is an im also year-round repair, maintenance voted to a repair shop, 30% to the portant and necessary member of and consulting services. display room, 20% to the stocking the community. of parts, and 10 % to office space. Service is the keystone of these Trained for Their Careers Its total floor space and working dealerships, and you can't serve the Alanv of the younger members of personnel, of course, depend upon farmer if you're not near him. Fig farm machinery retail establishments its location and volume of business. ures give some idea of the pan these are particularly well equipped to One dealer in California employs retailers play in a town's commercial discuss the farmer's problems with 78 mechanics alone to keep farm life. In a Texas town of 500, a farm him. As agricultural engineering machinery in good operating con equipment dealership does a $350,- graduates of our nation's agricul dition. Other dealers need only 000 annual business. That's also the tural colleges and universities, they three or four employes, all told. The volume of a dealer in a northern have made a special study of mat national average for farm machinery Indiana community,, which has a ters which vitally concern farmers. retail outlets is about 10 employes. population of only 200. In an Illinois Part of the course, too, has been You'll find none of these estab village with a population of 600, devoted to the selling and servicing lishments on Fifth Avenue, Market one dealer's yearly gross is $300,000. of farm machinery. Street, Woodward Avenue, or Wil- In exchange for the farmers' dol Currently, one of the most press ing problems confronting farmers -- and the nation as a whole -- is soil conservation. The 19,000 retailers who are members of the National Retail Farm Equipment Association Once upon a time, the village blacksmith or hardware man sold farming tools as a side line. Today, the farm equip ment dealership is an integral part of the farming community 21 ETC 24156 can furnish the educational material and financial support for this na tional soil conservation effort, but More and more of the younger mem bers of the farm equipment retail ing profession are being recruited from colleges and universities where they have special ized in agricultur al engineering and related subjects like selling tractors and plows -- the job of selling the nation's farmers can best be done bv farm equip ment retailers." Working hand-in-hand with the farmer on the solution of problems of mutual concern is no new assign ment for the farm equipment re tailer. He does it every day bv coun seling them on the proper use of farm machinery so that thev can increase the "mass production" of their land to feed not only America but much of the rest of the world, too. He did it during the war by are playing a leading role in helping easy to grasp the significance of keeping the farmers' then $6 billion to overcome the excessive waste of that fact when you remember that investment in farm equipment in our cropland by erosion. In cooper the 1948 wheat crop, largest on repair when parts and new machin ation with the Soil Conservation record, grew on less than 72 mil ery' were in short supply. He has Service, they are using every means lion acres. done it for the past quarter-century, of educating farmers to the need By taking home to the farmer ever since farm machinery' retailing, for better land management which such sobering facts as these, and by as today we know it, came into includes terracing, contour farming, showing him how he can prevent existence. grass planting, replacing deficient the needless disappearance of more By showing the farmer how to trace minerals, conserving water, acres through the proper use of select and use his mechanized farm - and rotating crops. equipment he already has, the na equipment wisely, and by consid Urge United Efforts Now tion's farm machinery retailers form ering the farmers' problems his prob the front-line troops in the war on lems as well, the farm equipment Both the farm machinery manu erosion. As one of the leading farm retailer has played no small pan in facturers and the retailers have been machinery dealer publications re making the American farm family actively engaged in trying to save cently stated, "Farm machinery the happiest and most prosperous our soil and our resources for manufacturers and other industries of any countin' in the world. several years, of course. But the NRFEA and the Farm Equipment Institute, the latter the manufac Equipment dealers are helping farmers in their task of soil con servation through the application of modern farming methods turers' organization, feel that the time has come for united efforts on the part of all. ETC 24157 Statistics tell the unhappy story'. Annually, wind and water erosion blow and wash awav the equivalent of j,ooo one-hundred acre farms. Or, as one manufacturer said it in an advertisement, "America Shrank 500,000 Acres Last Year." Thus far, some 100 million acres of once-pro- I , ductive farmland have been rendered immediately useless by erosion. It's 22 ANTIKNOCK REQUIREMENTS of COMMERCIAL VEHICLES editor's note: The following paper vas presented before the National West Coast Meeting of the Society of Automotive Engineers, held in Portland, Oregon, on August IS to 17. The paper is based upon a sur vey of the antiknock requirements of commercial vehicles which was conducted jointly by the Shell Oil Company, the Socony-Vacuum Oil Company, and Ethyl Corporation. Portions of the paper are reprinted as a matter of interest to our readers. WHILE MANY SURVEYS of the antiknock requirements of pas senger cars have been reported dur ing the last ij vears, verv little in formation has been available on the requirements of commercial vehi cles. The commercial-vehicle mar ket consumes approximately 2 5 % of the motor gasoline sold in the United States, with trucks in heawduty operation using about 11 % and buses about 2 %, and farm trucks and light trucks using the remain der. With the trend to more sensi tive* gasolines and to passenger-car * For the purposes of this paper, a sensi tive jtiel is defined as one having a Re search octane number considerably higher than its Motor rating. (Sensitivity equals Research O.N. minus Motor ON.). By J. A. Edgar, Senior Technologist, Martinez Laboratories, Shell Oil Co.; H. J. Gibson, Research Coordinator, Ethyl Corp.; R. J. Greenshields, Direc tor of Research, Wood River Research Laboratories, Shell Oil Co.; and G. W. Pusack, Senior Technologist, Socony-Vacuum Laboratories (a Divi sion of Socony-Vacuum Oil Co., Inc.). engines which tend to rate fuels at the Research octane number level, it becomes increasingly important to know whether truck and bus en gines use sensitive fuels to advan tage. Two factors which have tended to discourage accumulation of anti knock requirement data on com mercial vehicles have been the large amount of work involved and the difficulty in securing adequate cov erage of makes and sizes in any one locality. A study of the subject in dicated that a survey should include at least 100 vehicles, selected to cover the major producers and the manv sizes and types of engines used in the greatest volume. It also seemed desirable to select vehicles in use in various sections of the countrv in order that the cross-sec tion of vehicles and data should be as representative as possible. These considerations dictated that work should be carried out on a coopera tive basis; hence in late 1947 the companies which the authors repre sent agreed to conduct a coopera tive survey during 1948. This paper presents the results of the coopera tive test work, which involved de velopment of a test procedure and determination of the requirement of 102 commercial vehicles, using sev eral different types of reference fuels, and three commercial-type gasolines. Survey Objectives A number of objectives were out lined when the joint program was planned. The cooperating labora tories wished to know the require ment of commercial vehicles in terms of the usual blends of iso octane and n-heptane, and particu larly how these requirements com pared with antiknock requirements of passenger cars. They wished to determine how well commercialtype motor gasolines satisfied com mercial vehicles and how well blends of sensitive, pure hydrocar bon, reference materials reflected the performance of the commercialtype fuels used. In addition they wished to determine how well igni- 23 ETC 24158 FIG. 1 KNOCK INTENSITY AND OCTANE NUMBER REQUIREMENT Reference Fuels: Iso-Octane and N-Heptane. tion system characteristics con formed to factory specifications, and the effect on antiknock requirement caused by adjustment of ignition systems to standard. Development of Test Procedure Although the participants had ex perimented individually, there was no accepted procedure for obtain-, of the selected group should be as ing the fuel requirements of engines complete as possible. The 102 ve installed in commercial vehicles. hicles tested were obtained in the General noise level, high engine general regions of New York, Bos loading, engine location, and other ton. Albany. Philadelphia, Cincin factors introduce problems which nati, St. Louis, San Bernardino, and are quite different from those in pas San Francisco. The following makes senger cars. Late in 1947, therefore, and models of engines were tested: representatives of the cooperating Autocar, Chevrolet, Continental, companies assembled to develop test Dodge, Fageol, Ford 6, Ford V-8, techniques which would: General Motors, Hall-Scott, Inter A. Give a reliable indication of national, Mack, and White. the antiknock requirements of the Twenty-two of these engines working engine over the speed were in buses and the remainder range. were in trucks or trailer tractors. B. Be applicable to use in any The buses were from both citv and section of the country. intercity operation, while the trucks Test Procedure and trailer tractors were from tank, van, light panel, utility', dump, and The test procedure used for the pick-up operations. work was essentially similar to the CRC E-1-748 Research technique Test Program for determination of octane number Each of the cooperating labora requirements of vehicles on the tories carried out test work with road. Buses were tested in high gear their own test crews, using the joint (vehicles with torque conveners ly developed procedure. Evaluation were tested in direct drive). Trucks were tested with the gear ratio ! selected to give a full-throttle en gine acceleration from 500 to 2,000 --:-----i ;: ; rpm in 20 to 40 seconds. A trailer or other load was optional. Curves of knock intensity' versus engine speed were plotted with par ticular attention to the speeds at which knock came in and died out. A sample set of curves is shown in Fig. 1. The requirement at anv speed was determined from the curves, using knock-free operation as the criterion. Selection of Test Vehicles i 1: i 1 14 ii i i1 ; ! i^joi r nPlLn - ! 1 i lihriP i nP n_n-------------- )S rO ----RE TARO *Ci DEVIATION-DEGREES 0 AOvMKC -- FIG. 3 DEVIATION OF IGNITION TIMING FROM MANUFACTURER'S RECOMMENDED SETTING OF COMMERCIAL VEHICLES Reference Fuels: Iso-Octane and N-Heptane. Vehicles in "As-Found" condition. Since all makes and models of commercial-vehicle engines could not be tested within an approximate total of 100 vehicles, those engines used in greatest volume were listed for test work. Each participant then volunteered to obtain data on cer tain engines in order that coverage of the requirements of each engine involved observation of knock in tensity over the speed range for 20 to 25 fuel blends. Altogether this program involved an estimated 600 man-davs for completion, and re sulted in about 600 curves of re quirement versus engine speed. OCTANE NUMBER REQUIREMENT 24 24159 The mass of data accumulated was so large that no attempt has been made to present it in detail. Analysis has been made on three different bases, each of which is in dicative of antiknock requirements under a different set of conditions. A. Maximum Antiknock Require ment at 150 rpm or Above This analysis permits compari son with passenger car data ob tained on the same basis and represents the maximum re quirement under nearly any operating conditions. B. Maximum Antiknock Require ment in the Normal Working Range This is the maximum require ment of each vehicle within the estimated normal working speed range. The normal working range was selected after care ful observation of engine speeds in the fleets in which these ve hicles were used. C. Antiknock Requirement at Engine Speed of 2250 rpm All of these analyses are based on knock-free operation as determined by trained laboratory observers. It is recognized that a higher level of knock is tolerated sometimes in trucks having high noise levels com ing from road, transmission, and exhaust sources and in buses hav ing engines located remotely from the driver. This higher level of knock results in a lower effective requirement to the operator than xvas determined by the laboratory observers using a knock-free level. Data obtained at higher knock in tensities are presented to aid in esti mating the lower effective require ment. Primary Reference Fuel Requirements Fig. 2 summarizes the data ob tained on all vehicles in the asfound condition. The data are pre sented as distribution curves of oc tane number versus percentage of vehicles knock-free. Effect of Ignition Timing A matter of particular interest xvas the degree, and effect on re quirement, of deviations of ignition timing from recommended settings. As was indicated earlier in the paper, each vehicle was tested in the asfound condition, and again after the ignition system had been re stored to manufacturer's specifica tions either by adjustment of dis tributor components or by installa tion of new distributors purchased from local dealers. It should be em phasized that ignition-system ad justment on a distributor tester did not always mean that ignition tim ing in the engine was correct at all speeds, or in all cylinders. It has been demonstrated many times that wear, normal lash, torsional effects, etc., can cause severe variation in actual ignition timing even with a distrib utor which meets all specifications. Ignition Timing Deviations Fig. 3 shows the deviations of ig nition timing from recommended specifications for the 102 vehicles tested, measured from the static or idle setting recommended by the manufacturer. Of the group, 49 were within a 1 degree range of the recommended setting, while 37 were retarded and 16 -were advanced more than this amount. Maximum over-advance was 20 degrees, w'hile maximum retard was 14 degrees. In some instances this was not as bad as it appears, since deviations in dis tributor advance curves helped to compensate for deviations in initial settings; in others, however, the two effects were additive. Fig. 4 show's the effect of ignition st'stem adjustments on the require ment level and range among ve- MAKE FIG. 4 RANGE IN OCTANE NUMBER REQUIREMENT AMONG ENGINES OF SAME MAKE AND MODEL Maximum Requirement at 750 RPM and Above. Reference Fuels: Iso-Octane and N-Heptane. hides of the same make and model where four or more engines of a given model were tested. In three of the makes the spread w'as quite small before adjustment and showed FIG. 5 EFFECT OF IGNITION SYSTEM ADJUSTMENTS ON OCTANE NUMBER REQUIREMENT Reference Fuels: Iso-Octane and N-Heptane. 25 ETC 24160 OCTANE NUMBER REQUIREMENT little change while five makes show for test work. The engineers con 'and commercial-vehicle survey is improvement bv adjustment of ig ducting the survey noted in many larger, with the passenger cars show nition-system components. It will instances that the professional driv ing somewhat higher requirements be observed that only in Make C ers of the equipment considered the at all percentages of vehicles knock- was the range increased by ignition- engine knock-free even though free. svstem adjustment, while the reduc knock intensities as high as "light" tion was striking in Makes X and Y. (see Fig. 1) were audible to the ob When it is considered that this im server. The data were analyzed to provement was accomplished by the determine the effect of knock in single operation of distributor main tensity on the requirement level of tenance, the gain is striking. the vehicle. Fig. 6 shows the effect The over-all effect of ignition- of operation at levels of knock-free, svstem adjustment on the distribu verv light, and light knock on the tion of maximum requirements is apparent requirement level of the shown in Fig. 5. Although large 102 vehicles. The difference between benefits were obtained in some ve- knock-free and light-knock opera tion was approximately five octane units, while very light knock was midwav between the two, i.e., about 2 '/; units lower than knock-free. This observation should not be construed to mean that the authors recommend vehicle operation under detonating conditions to reduce the fuel requirement. This is a matter that the individual fleet operator must decide on the basis of his own operation and maintenance experi ence. OCTANE NUMBER REQUIREMENT DISTRIBUTION OF COMMERCIAL VEHICLES AND PASSENGER CARS Passenger car data from 1948 CRC survey and 1947-48 surveys conducted independently by Shell, SoconyVaeuum and Ethyl Corporation. PER CENT VEHICLES HAVING REQUIREMENT LESS THAN INDICATED VALUE FIG. 6 EFFECT OF KNOCK INTENSITY CRITERIA ON OCTANE NUMBER REQUIREMENT Maximum Requirement at 750 RPM and Above. Reference Fuels-. Iso-Octane and N-Heptone. Vehicles in "As-Found" condition. Comparison with Passenger Cars One of the principal reasons for this survey was to compare the re quirements of commercial vehicles and passenger cars. Fig. 7 presents distribution curves summarizing the results of the 1948 CRC survev of 265 passenger cars, independently conducted survevs totalling 359 cars, Reference Fuels: Iso-Octane and N-Heptane. Vehicles in "As Found" condition. Commercial Fuel Requirements The data so far reported have been based onlv on blends of the primarv fuels, iso-octane and n-heptane.While these data are useful, it is necessarv to have background data on com mercial-type fuels to interpret the hides bv distributor maintenance, and the data obtained in this com results. As was previouslv indicated, the general level of requirements for mercial-vehicle survey. Both sur three commercial-tvpe fuels were all vehicles was not changed greatly veys are presented on a knock-free tested in all vehicles. Each fuel was bv adjustment of the ignition svs- basis and with the vehicles in the run in the same manner as the ref tems to specification. as-found condition. It will be noted erence fuel blend, and its ability to Effect of Knock Intensity that the difference in maximum re provide knock-free operation was quirements of passenger cars and thus determined. The results are All of the data so far reported have commercial vehicles is small, being presented and related to the per been based on knock-free operation onlv about two octane units over formance of blends of iso-octane and as recorded bv trained observers. most of the requirement range. At n-heptane in Fig. 8. The curve of This level is the most reproducible 2 2 jo rpm the difference in the CRC maximum requirement is the same --,, ' * 26 ETc 24161 4 as that used in previous figures. Re search and Motor octane numbers are shown for each of the three commercial-type fuels, with the laborators' ratings for a given fuel con nected bv a vertical line. The rat ines are plotted, and the line drawn, at the percentage of vehicles knockfree on the commercial-type fuel. The intersection of the vertical line with the requirement curve gives the road octane number of the com mercial type fuel, since the same number of vehicles were knock-free on the commercial type fuels and the reference fuel blend corresponding to the point of intersection. The road octane number has been designated bv a third point on the vertical line. -1 It is possible then to relate the three ! vertical points for any fuel and to -Jj obtain the relative weighting of j Motor and Research ratings re] quired to indicate the Road octane j number of the fuel. Table I shows [ octane numbers for the three fuels i on the basis of ability to satisfy i maximum requirements of the ve1 hides. j No equation is given for RE-41 A RATINGS OF COMMERCIAL-TYPE FUELS ON MAXIMUM REQUIREMENT BASIS Commercial vehicles in "As Found" condition. TABLE I OCTANE NUMBER FUEL RESEARCH RE-41A RE-42A 7i-5 80.0 RE-43A 88.0 MOTOR 7.5 75-5 80.5 00 ROAD 69.0 78.5 CORRELATION EQUATION ( I ) 0.7 Research + 0.3 Motor 0.7 Research + 0.3 Motor because of the low percentage of vehicles in which it provided knockfree operation. Equations for the other two fuels compare well with that developed for passenger cars, i.e., Road Octane Number = 0.54 Research + 0.46 Motor (1). Engine Severity It is recognized that no wholly satisfactory method for expressing engine severity has been established. For the purposes of this discussion, an engine which rates fuels at or near the Motor octane number level is considered to be severe, while one which rates at the Research level is considered to be mild. The data on the 102 commercial vehicles, using diisobutvlene and n-heptane as sensi tive reference fuels, give the follow ing correlation equations: RPM CORRELATION EQUATION 750 0.8 Research + 0.2 Motor 1500 0.4 Research + 0.6 Motor 2250 0.0 Research 1.0 Motor At low engine speeds the com mercial vehicles rate fuels near to the Research level (0.8 Research -f0.2 Motor), and therefore are con sidered mild. In contrast, at 2250 rpm the engines are severe, rating the fuels at the Motor level (0.0 Re search -j- 1.0 Motor). An interesting comparison with passenger-car en gines is provided bv tests conducted in 28 cars, which had the same aver age maximum requirement as the <1 )"A Proposed Road Octane Num ber" by Messrs. Watson, Caudel, and Heldman. presented at the SAE National Fuels and Lubricants Meeting, Tulsa, November 1948. 102 commercial vehicles. Correla tion equations for these cars were: RPM 750 1500 CORRELATION EQUATION 0.8 Research + 0.2 Motor 0.7 Research + 0.3 Motor 2250 0.2 Research + 0.8 Motor At the low engine speeds the two types of engine are equally mild, while at the higher speeds the com mercial engines are more severe. It is apparent, however, that when the tendency to rate fuels lower is com bined with the lower requirements of the commercial engines at the higher speeds, it may be concluded that sensitive fuels which satisfy passenger cars will also satisfy com mercial vehicles. Conclusion This paper presents a road test procedure for use bv engine manu facturers and petroleum research laboratories for evaluating the re quirements of commercial vehicles. The procedure is reproducible, not unduly burdensome, and gives a re liable indication of the fuel require ments of the engines in service. The maximum antiknock require ments of commercial vehicles and passenger cars are nearly identical on the basis of knock-free operation with the wide variety of fuels tested. In general, fuels which satisfy pas senger cars will also satisfy commer cial vehicles. Attention to the ignition-system components will reduce the large variation of antiknock requirement among engines of the same make and model. 27 ETC 24162 ft at ctd Zebulon Pike may have been an explorer of note, but he does not rank as a prophet. Back in 1806, when he discovered the towering Colorado peak that now bears his name, Zebulon con fidently inscribed in his diary that no one would ever scale the heights of Pikes Peak. He himself had tried it, got lost, and was forced to labor on to what is now Colorado Springs. But where Lt. Pike failed, mil lions of vacationists, nature lovers, and thrill-seekers have succeeded. During the past 30-odd years, Pikes Peak has been climbed by people in automobiles, motorcycles, and the cog railroad that glides its way up the side of the incline. Some have even walked up it, and others have done it on burro. Not the most conventional, but certainly the fastest and most spec tacular, way to ascend the peak is by racing car. Next Labor Day, as on all Labor Days back to 1920 save for the recent war years, these ve hicles will have the right-of-way on the unique highway that leads to the summit of "America's most fa mous mountain." For, Labor Dav is Pikes Peak Hill Climb day --a dav when men and racing machines pit their respective skill and power against the treachery and decep tion of i2!/2 miles of the most rugged natural racing course to be found anywhere. Speed, stamina, skill, and sus- pense are the ingredients of a con test such as this, and the Colorado hill climb has them all. But more than that, it is a scientifically planned race. Streamlined racers with powerful engines in the n to 1 compression ratio range snake their wav up the serpentine gravel road in close to 13 minutes. For the 12/2-mile course, that figures out to an aver age of 50 mph. It's not very fast as racing times go. But on a highway that is practically devoid of anv straightaway -- and is upgrade 947c of the way --it borders on the ulti mate. Yet, the expectation of a new record each year draws out the nation's crack hill climb drivers. Presently, the record for the climb is 15 minutes 28.7 seconds. Lou Unser established that standard three years ago in a supercharged Italian Maserati. He will be among those Left, the record for the climb is close to 15 min utes, or obout 50 mph for 12'A miles of uphill curves that demand top-notch skill ETC 24161 This Labor Day racing cars will again zig-zag their way up the side of Pikes Peak in a dare-devil race against time trvinsj to better that mark this Sep tember 5. The 53-year-old Unser and existing records are as incom patible as fire and water. Behind the wheel of both American creations and the foreign Alaseratis he has won eight of the last ten races and on five of those occasions wrote a new record into the books. Until the stock cars vanished from the Labor Dav competition 15 years ago. the Pikes Peak hill climb was of considerable import to the auto motive industry as a critical test for engines and engine parts. Develop ing satisfactory carburetion, cool ing. ignition and spark plugs for the pull up a highway such as this is quite a problem. The course rises vertically 6,700 feet to a point more than 14,100 feet above sea level. The average grade is 7 but some grades are 10% or more and these comprise 38% of the total course. The maximum curve is 146 degrees. Several factors account for the absence of stock car competition from Pikes Peak. One reason is that the hill climb provided data on only one specialized -- and extreme -- driving condition, whereas passen ger cars today must be designed to operate over a wide variety of con ditions. Second, the effort by car makers to improve engine perform ance and durability is a continuous one. Consequently, all manufactur ers now have their own proving grounds, engineering laboratories, and other facilities for conducting vehicle research the year-round, in stead of on the once-a-year basis afforded bv the Pikes Peak and other great racing events. Some companies associated with the automotive industry do, how ever, maintain an active interest in the Labor Day doings. For exam ple, the Perfect Circle Corp., the Champion Spark Plug Co., the Fire From /eft to right in the strip above: Off to a flying start on one of the few straightaways, Al Rogers, former winner, starts his climb . . . The race is against time, and this driver (center! is skidding around a turn ... At the finish, an electric timer tells the split-second results stone Tire anji Rubber Co., and the Socony-Vacuum Oil Co., offer cash prizes as well as technical assistance. The prize money offered by these companies, plus the cash put up by the Pikes Peak Hill Climb Associa tion, make the race worth more than $7,000 to the winner. That is pretty' good pay for less than 20 minutes' work, but the win ner and all other contestants really earn their money. They would earn it even if they did nothing more than just drive the race. But for most drivers that is the grand climax. Behind them is a long period of personal training and of nursing their cars into shape. Almost every day for weeks be fore the race the drivers tour the Pikes Peak highway in passenger cars to memorize the scores of twists, turns, and switch-backs that will bedevil them on race day. Ten o'clock is the zero hour on Labor Day mom. This is the mo ment everyone has been waiting for. The drivers, even those wrho know Pikes Peak like a book, are tense and taut. So, too, are the 20,000 or so spectators. Many of them have been camped on the mountainside since the day before, fighting off rain and winds, to hold on to their choice viewing spots. Come what may, no Pikes Peak climb is ever postponed because of the weather. The pits hum with the usual lastminute excitement of the track. Cars are checked for proper lubrication and adequate fuel supply. Two or three gallons of gasoline are needed for the climb, and it must be prop erly balanced fuel from the volatil ity' standpoint. The gasoline must be volatile enough to afford rapid acceleration, and vet not so volatile that vapor lock occurs during the change in altitude as the cars climb more than 430 feet a minute. Each driver has his own special blend of 29 ETC 241 The last hill climbing event for stock cars was held in 1934 when fully equipped cars such as this one competed fuel, varying mostly in its tetra ethyl lead content. As a special ser vice, an Ethyl Corporation field representative is at the race to advise drivers on fuels and the utilization of "Ethyl" antiknock compound in their blends. The order in which the entrants take off up the hillside in their race against the clock already has been determined by a short qualifying run held a week before the race. There is advantage to being among the first to go up because the road bed is not so "mussed up" by the skidding, swerving cars. The cars -- a dozen or so in normal years -- are under no weight restriction, but must meet certain piston displace ment specifications. For super charged engines, the maximum pis ton displacement allowable is 183.060 cubic inches! For nonsupercharged power plants, it is 174.59 cubic inches. "Freak" cars and midget racers are banned. Two hundred feet in back of the 7-mile Post, starting point of the hill climb, the first car is ready to take off on its running start. The vehicle flashes by the official's stand, working up its full power. A green flag falls. The race is on. Once a driver is given the flag, he is in competition. There can be no sec ond start for him, no stopping on the hill to take on additional fuel or lubricants. The cars are dispatched at fiveminute intervals, which means that the racer just ahead is about onethird of the way to the top if all is going well. But everything doesn't always go well. The unsuspected in habits every inch of the highway. Ditches along the side of the 2050-foot boulevard-tvpe road have a habit of sucking in the wheels of a car. Motors, however perfectlv engineered, sometimes conk out in the sudden change of climate and altitude. Clouds so dense that often a driver can't see the front of his car blanket the course. Faces sting from the sharp wind that whirls through the mammoth canyon. Men are temporarily blinded -- first by the glaring sun and the next mo ment by drenching rain or swirling snow. For a quarter-hour or more, it is a constant battle against the neverending curves and turns. Timberline has faded from sight. Then sudden ly, the goal appears in view. Ahead lies the snow-capped summit of Pikes Peak, an almost level stretch of land covering some 60 acres. The weather-beaten driver and car roar across the finish line, straining to the last for those valuable sec onds that win this race. The thou sands assembled at the summit and on down the mountainside eagerly await the announcement of the car's time. But to the driver this is al most unnecessary. He instinctively knows whether he was "fast" ot "slow." The final accounting comes when the car has completed its climb up the Peak. Times are compared and the winner proclaimed. For him there is a tidy bundle of cash, news paper headlines, and AAA cham pionship recognition. Chances are that the victorious driver is a Rocky Mountain native, and that this is his only major race of the year. Few out-of-state drivers choose to tackle Pikes Peak. The Coloradoans who do seem to be content to rest on their laurels from one year to the next. As they do. they secretly enjoy a chuckle at the expense of Zebulon Pike and his prediction that this mighty mountain would never be conquered by humans. i * 1 :$ j \ OUR COVER: This breath - taking view of Pikes Peak iilustrates why it is one of the scenic wonders of the U. S. On Labor Day Pikes Peak is the scene of an annual hill climbing event described in the foregoing article. Kodachrome courtesy of the Pikes Peak Infomation Bureau. OUR PICTURES: Pages 8-11, Walter Hortens; Pages 12 (right center) and 13, Ralph Morgan, Denver, Colo.; Page i: (left center and bottom), courtesy Denver Post; Page 19 (bottom/, courtesy National Retail Farm Equipment Association; Page 20 (top), courtesv Farm Implement News; Page 2: (bottom), courtesy Farm Equipment Retailing, Pages 28-30, courtesv Pikes Peak Infor mation Bureau. Third cover by Rus Arnold. 1 30 ETC 24165 WHEN WATER AND OIL ARE GOOD MIXERS Along with huge rafts of lumber and various other commodities, petroleum products make use of the Pacific Northwest's greatest waterway, the Columbia river. On an average, almost 70% of the cargo pass ing through these locks at Bonneville Dam consists of petroleum products--about half of which is gasoline. Pictured above is a striking view of the navigation lock at Bonneville Dam as an oil barge happened to be passing through on its way downstream. The Bonne ville Dam--located at the town of Bonneville, Ore.-- is about 40 miles upstream from Vancouver, Wash., and only slightly more than that from Portland, Ore. Thus most river traffic going upstream must pass through these locks. Although the locks can accommodate ocean-going vessels up to 8,000 tons, much of the traffic consists of barges. The downstream gate shown in the left foreground is 102 feet high and the upstream gate at the rear of the lock is 45 feet high. The lock itself is 76 feet wide, 500 feet long, with a depth of 24 feet over the lower sill at normal low water. As a tug and its barges, in the downstream trip, enter the lock, the water level is at the point where the darkened area on the wall meets the light area. The rear (upstream) gate is then closed and the water in the lock emptied downstream. When the water level in the lock is equal to the downstream level, the down stream gate is opened and the tug and its barges are on their way again. This drop is usually between 50 and 70 feet, depending on river conditions, and it takes about 15 minutes. Vessels going upstream follow the same procedure in reverse. While the gates and valves are electrically operated, no power is used for the actual raising or lowering of vessels other than that of natural water power. Ever since the days of the pioneer, freight has moved up and down the Columbia river. And al though modes of river travel have changed, the river is always a source of pride to the crews of these craft. ETC 24166 IJ MIlllBH Mills OfFitffSfSffflCH MILEAGES ACCUMULATED BY VEHICLES IN ETHYL COMMERCIAL FLEET TESTS Cooperative tests, made possible by Ethyl's close relations with automotive companies and operators of commercial fleets, have provided information on more than 60,800,000 miles of road op eration. Commercial fleet testing is tbe final step in Ethyl's extensive research program aimed at developing the best antiknock fluids for tbe oil industry. Refiners benefit two ways In addition to contributing to continu ally improved antiknock fluids. Ethyl's carefully controlled fleet programs pro vide refiners two major benefits: 1. Basic information on the perform ance of different types of gasolines and oils operating under a wide range of service conditions... thus refiners often find it possible to reduce the amount of expensive fleet research necessary to obtain similar basic data. 2. A fund of information on improved maintenance practices which often point the way to more satisfactory use of petroleum products. Although the Laboratories each year conduct thousands of hours of research on single-cylinder engines, on full-Bcale engines connected to dynamometers, and on Ethyl-owned fleets of passenger cars and trucks at Detroit and San Bernardino, they have never been satis fied to accept the results of any one of these steps as the final answer in the de velopment of ''Ethyl" antiknock i pounds. How Ethyl flnnt rasaarch is conducted Ethyl commercial fleet tests ar* f to be representative of the typa aad makes of vehicles in production, the aw riety of loading and operating schsdrihi normally employed, and the aaalidr and topographical conditions letsw tered in service in different parts affi* country. Comprehensive control eft cooperative program is the I ity of an experienced Ethyl He works out the details of ths M with the management of the Beat sod makes certain that procedures and trols provide reliable data . . . witk^ introducing changes in the opsson which would destroy the usefulness the fleet as an index of operation. i ! Since 1923--continuous research to provide better antiknock setvier ETHYL CORPORATION RESEARCH LABORATORIES Detroit, Midiigm, HOC Wist Bgftf Milt loo* Son Sernoriioo, Cofifomh. U* DsS ETC 24167 IN THE gyyt j/SMS OCTOBER 1949 New secretory of the Ameri can Society for Testing Mate rials' Division on Combustion Characteristics is Hudson Kel logg, of Ethyl Corporation. This ASTM Division is respon sible for the standardization, promulgation, and improve ment of methods for deter mining the combustion char acteristics of engine fuels. The ASTM Research, Motor and other knock-testing meth ods come under the jurisdic tion of this Division. Mr. Kellogg joined Ethyl Corporation 20 years ago at the gasoline testing labora tory in Yonkers. The following year, 1930, he transferred to Detroit as manager of the gasoline testing laboratory, and served for eight years in that capacity. In 1938, Mr. Kellogg returned to Yonkers, where he has held several important positions since. He was manager of the Yonkers gasoline testing lab oratory for three years until 1941, at which time he was named director of the knock testing forums which Ethyl arranged for its customer oil companies throughout the United States and Canada, He later was appointed co ordinator of Ethyl's five gaso line testing laboratories, and recently was named assistant manager of the Gasoline Test ing Division. Mr. Kellogg is a native of Pennsylvania, and studied mechanical engineering at Brooklyn Polytechnic Institute. In addition to his new ASTM post, Mr. Kellogg also is active on many ASTM committees, and is a member of the So ciety of Automotive Engineers. PROGRESS REPORT 3 Oil Progress Week, which is being celebrated this month, has o deeper meaning than ever before. It marks not only the ninetieth consecutive year of oil progress. It also marks a year in which the industry has been of unmatched service and usefulness to the American public MAKING IT HOT FOR FIRES 7 When firemen "go to blazes" they have at their disposal the most utilitarian fire fighting equipment ever devised. Not only are today's fire trucks more maneuverable, but they can swing into action at a fire in less than two minutes THIS IS STILL NEW YORK 11 East side, west side, all around the town. . . . No matter where you go in Gotham, you'll find remnants of old-fashioned cus toms you'd never guess still existed in the nation's foremost city GRADE A SERVICE 14 In a day, America consumes a veritable river of milk -- mountain of other dairy products. It is the modern motor almost exclusively, that transports this vast volume of food every step of the way, from farm to doorstep and a truck, basic JET EDUCTORS FOR HANDLING GASOLINE DYES 18 Gasoline dyes are highly useful, but their handling sometimes creates a housekeeping problem at various refineries. One way in which that problem is being met is through the use of an enclosed system YOU CAN'T STAY LOST 20 Stockholders and other people of importance to business firms are among the million Americans who disappear every year. But once the experts go to work, few of these missing persons stay that way for long j I j j i i j j j j I In order to widen the fields of reeder Interest In Ethyl News, we frequently publish articles contributed by writers not associated with Ethyl Corporation. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles of timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N.Y. Manufacturer of "Ethyl" antiknock compounds, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L Shea, president; Stanley T. Crossiand, vies president and treasurer; Richard M. Page, secretory ETC 24169 Oil progress is not one all-encompas sing development -- it is millions of separate incidents, large and small On a lovely, sun-baked prairie miles from even a road much less a town, a sweat-stained drilling crew brings in a discovery well, laying the foun dation for an assembly line in an automobile factory 30 years from now. . . . Down the middle of a cornfield, a trench digger opens the ground for a "products" pipe-line -- and tractor sales quotas for that farming state go up. . . . * * At the edge of a typical American community, a new refinery goes on stream, and hundreds of new skilled jobs are created for years to come. . . . In a research laboratory, a chemist uncovers a compound for use in gasoline, which engineers will in corporate in their plans for recipro cating engines years from now. . . . Four vignettes of oil progress. Thev sketch some of the stimulus oil is giving to transportation, to agriculture, to social welfare, to national defense. It would take thou sands of such instances to show how oil touches nearly every industry and every activity. Alone, each vi gnette gives only a glimpse of some daily function of oil or oil people. But piece all these sketches together into an integrated whole, and now look at the picture. You'll have a momentary scene in the unending progress that is oil, in a panorama whose each succeeding episode adds new strength and substance to American civilization. Major Sources of Energy Indeed, oil's usefulness has reached such dimensions that petroleum and natural gas today account for virtu ally half the entire energy consumed in the United States. It is easy to paint the story of oil progress against the broad canvas of events. People can appreciate its sig nificance, too, when thev hear about some of the great moments in his tory--like the story of the 13 oc tane numbers that won the Battle of Britain. But progress isn't always spectacular and dramatic. It is often quiet and unobtrusive and even un noticed. People thrill to the an nouncements of new discoveries and inventions; little do they know of the months and years of patient research work that went on before. Sometimes, then, the full story of progress emerges only when you examine closely the millions of inci dents, humdrum as well as spec tacular, of which progress is com pounded. For example, the past year was one of oil progress, just as every year before it brought new gains through the widening applications of oil. There were few spectacular developments in the year. Never theless, the steady march of oil progress was felt bv 150 million people in 150 million ways. A motorist buys a new model car You could talk about oil's progress this past year in terms of production, refining, research. Or you could talk about it in terms of people, and what oil means to them today... To millions of families, oil progress means efficient heat Oil progress has enabled the introduction of advanced car models, and has brought modern fuels to even the remotest areas for himself and his family. His pur chase is only one of four or five million -- yet to that motorist his new car represents a tremendous improvement over the old, bringing him the matchless combination of modem fuels and modem engines. ... A farmer buys a new tractor. He is only one of several million tractor-owning farmers, but his new tractor will help him to do more work in less time, and do it more efficiently and economically than ever before. ... A railroad puts a big new Diesel engine into cross country' service. That engine is just another statistic in the record books -- just one of 6,000 other swift and powerful units like it. But that rail road knows that its modem Diesel, using the energy of oil efficiently, will haul passengers and freight at a big saving in cost over older coaland oil-burning locomotives. Oil progress, then, is not simplv one all-encompassing development. It is an unending series of big and little things, of isolated incidents, that bring new benefits and com forts and enjoyment to everyone they touch. Motorists as a whole benefited from oil's progress in the past vear. They enjoyed the best in gasoline quality' that the oil industry could offer -- and all the advantages that go along with it. Not only were they benefiting from the generally better road performance that has been built into postwar fuels; they were enjoying the cream of all the improvements that have been achieved through the years. As a result of the gains in fuel economy attained over the last three decades, they saved easily a billion dollars on their fuel bill last year than would otherwise have been the case. And they were meanwhile getting more efficient and dependable transpor tation than ever before. Automobile dealers, too, shared in oil's progress. Reflecting the bet ter quality fuels which are becom ing available -- and the ability of the automobile industry to utilize these fuels to best advantage -- the average dealer could offer his cus tomers new cars with the highest compression ratio engines on record. Not simply that, but these improved fuels enabled several car manufac turers to introduce advanced en gines that may point the way for engine design for years to come. Oil progress is visible in the growing number of Diesel engines in service, which are bringing new gains in efficiency to the nation's railroads One manufacturer, for instance, was past year has touched every person have greatly improved qualities and f able to produce an engine, 200 in every walk of life and every line usefulness. In. a year, that industry pounds lighter than its immediate of human activity. You could see it disburses directly some $5.6 billion predecessor, which offered an av in the giant airliners that have re in wages and salaries, and spends erage gain of 15% in fuel economy duced the world's proportions to a about $2 billion for the goods and' over the speed range. matter of hours. You could sense it sendees of other industries. Home owners profited from oil in the nation's highway transporta Yet even this is not an entirely progress in the past year. Against tion system, daily carrying its mam accurate picture of the industry. the situation of the previous winter moth load of goods and people. For the oil industry is more than --when skyrocketing demand threat You could hear it in the throbbing a vast assemblage of wells and re ened to run away with then-avail- engines of industry. You could see fineries, tank farms and trucks; it able production -- domestic users it, feel it, sense it in an infinite num is people -- two million of them. had all the fuel oil thev needed this ber of ways. To the motorist, the oil industry is past winter. And for its part, the If this is a measure of oil progress, the one or more attendants at his oil industry, at the start of this year, it is also a measure of how the use neighborhood service station -- and not only was supplying the needs fulness of oil has expanded through there are some 250,000 stations, or for close to four million homes, but the years. Once upon a time, kero one for every 165 motor vehicles. was gearing its operations to handle sene and lubricating oil were vir To the householder, the oil indus additional oil burner installations tually the only products of the try is the local fuel oil dealer who which are coming along by the industry. Today, there are 1,200 keeps his space heater or oil burner hundreds of thousands. The farmer's stake in oil progress is visible in the 3.1 million farm tractors now in use which are more separate products which stem, at least in part, from petroleum. 34,000 Competing Companies supplied. To offices and factories, to railroads and industries, the oil in dustry is scores of competing sup pliers of fuels and lubricants in than double the pre-war total. Pow Under the impetus of these wid every locality. And, by the same ered bv modem fuels, these tractors ening horizons, the oil industry has token, the oil industry7 adds up to have brought about an industrial grown to the point where today it revolution on the farm, helping the is composed of 34,000 competitive farmer to turn out the greatest vol companies--one-man firms, partner Air travel today and tomorrow is tied directly to oil progress ume of food, feed and fiber in history. ships, corporations -- whose stock And, heightening these gains, as the holders add up to a total of more tractor population has gone up, the than three million. horse and mule population has gone Each day, that industry produces, down -- freeing some 3 5 million refines, distributes, and sells about acres, once devoted to animal feed, three times the tonnage of America's for the production of human food great steel industry -- three times the stuffs. weight and volume Qf oil that it As can be seen from these scat handled only 25 years ago --and tered examples, oil progress in the the products it makes and delivers To farmers, oil progress has rev olutionised farming methods, and fostered soil conservation tens of thousands of different cus tomers for the products of other industries. Last year, to meet a fast-rising, 'unprecedented demand for its re fined products, the oil industry pro duced and processed more than 5.5 million barrels of oil a day -- or enough to supply some 14 barrels during the year to every man, wo man and child in the country. While doing that enormous job -- far big ger than even anything it tackled during the war -- the industry ex panded its refinery capacity, in creased its transportation facilities, laid thousands of miles of new pipe lines, and drilled some 40,000 wells. High Level of Operations Nor has demand materially les sened on balance this year. For while demand in all other categories has receded variously from last year's abnormal peaks, demand for the principal product, gasoline, has con tinued to increase. Through the first eight months, gasoline demand showed an increase of 5.7% over 1948, with the result that aggregate demand for petroleum products was only 2.8% below that of the same period in 1948. Moreover, a recent government forecast declared that total demand for all of 1949 will be about equal to record-breaking 1948. But more to the point, while the even better than before. The last U. S. economy at large was under decade provides as good an example going a period of "readjustment," as any. "disinflation," or the more widely advertised _ "recession," the oil in Reserves at All-time Peak dustry was taking steps of deep Despite severe shortages of ma significance for the future. terials during the war and postwar For one thing, it w7as spending an years, and in the face of continually average of $2 billion a year --for mounting costs, the industry suc the third successive year -- on new ceeded in increasing proved reserves equipment and facilities. As one re to the highest level on record: 26.8 sult, it had a potential refining ca billion barrels of liquid hydrocar pacity last month which could bons, as of December 31 last. In handle more than 6 barrels of oil crude oil, the industry increased its daily for every 5 barrels at the end reserves by more than 5.9 billion of 1945 -- or an increase of more barrels in the last decade --after than a million barrels a day in less supplying the nation and the world than four years. The actual new w7ith the unbelievable total of 15.9 construction was even larger than 'billion barrels of oil. In that single these figures would indicate, be decade it supplied more oil than in cause a good part of it went to the first 74 years of its existence put replace older equipment which was together. During that time, too, not subsequently dismantled. only have three new states joined Developments such as these point the ranks of oil producers, for a up an incontrovertible fact: how the total of 26, but older states have oil industry is continually alive to come into their own as modem its responsibilities and is constantly exploration and drilling techniques planning for the future. It is tradi have reached down and uncovered tional that the industry is a leader their hidden wealth. in modernization and in research -- This, in sum, is one measure of for which it spends over $100 mil the industry's worth as it marks the lion a year seeking new and better ninetieth year of its life. And men products for the public. who know this industry best con In the nine decades of its exis fidently predict that oil will be tence, there has never been a time playing an even greater role in the when the oil industry7 wasn't work American drama ninety years from ing -- and hard -- to serve the public now. TC 24173 Extending our known oil resources, and expanding and modernizing facili ties and equipment, are all part and parcel of oil's continuing progress MAK/NG /rHOTFOR F/RES Modern engineering and design make our postwar fire trucks the last word in speed and efficiency atching the neighborhood the innermost desire of many a kid Wpiece of fire apparatus come grown up. screaming down the street and thenAnyone who was to realize this hotfooting after it to the scene of ambition today would perch him the blaze long has been one of the self behind the wheel of the slickest, traditional thrills of boyhood. most compact, and most utilitarian For days after a fire, a boy's every fire fighting equipment the world dream is of the time when he can has ever known. The modem Amer be a "fire enjin" driver. Like most ican "fire enjin" is, as one would other youthful aspirations, this one expect, the last word in engineering moves to the background as we and efficiency. grow older and trade boyhood yearnings for the realities of life. But the aspiration is only put aside, not forgotten. To drive a fire engine, for the thrill involved, still remains These photos contrast the old and the new. The last horsedrawn apparatus was made just before World War I, and none is any longer in active use 7 !I IJ The versatile airport crash truck is a war development. With hose nozzles poised for immediate action, it is at the scene the moment the disabled plane touches ground Husky 6- and 12-cvlinder engines of as much as 295 horsepower are built for long life and heavy duty service, and pack an ample reserve of power for any emergency. Bet ter weight distribution makes steer ing almost as effortless as driving a passenger car. Shorter wheelbases have reduced the over-all length of the average "hook and ladder" and have greatly increased maneuver ability. Some of the big 1949 jobs can turn around in narrow streets and alleys that the smaller pumpers of prewar vintage could not easily negotiate. In addition to these major engi neering advances, the modem fire engine incorporates several other fea tures. Chief among these are greater driver visibility', more carrying space for hose and other equipment, in creased water capacity, improved control systems for operating aerial ladders, and an enclosed cab (ahead of the engine, in one make) which allows several firemen to ride in comfort instead of hanging pre cariously along the side rails. Sentimentalists may bemoan the passing of the colorful and romantic fire fighters of earlier days, but the rapid growth of our cities and the heavier concentration of population has demanded extra efficiency, many times at the expense of old-fashioned glamour. Prior to 1907, no mechanized fire trucks roared out of the station house when the alarm bell in the church steeple sounded. In-the-flesh horsepower, and not mechanical horses, was the motivating force. Apparatus must meet high stand ards to win Un derwriters' ap proval. These en gines are under going a test for pumping capacity Spotless white chargers pulled the old-time steamer, its funnel belching smoke, flame and cinders as it worked itself into a sweat to gen erate power to pump water through the hoses. At the reins was a redshirted, suspendered man who in variably sported a handlebar mus tache. A strong-legged Dalmatian named Spot or Smokey trotted along between the rear wheels, his nose almost riding the axle. Before the era of horse-drawn engines, of course, fire vehicles were towed bv the firemen themselves. As adequate as it was in its dav, the non-mechanized fire fighting equipment of yore cannot stand up against our modem apparatus in any respect. The emphasis in fire fighting always has been on speed, but today's arrangement of build- *r ings puts a higher premium on time than ever before. In our highly builtup areas, the undue loss of even seconds can mean the difference be small levers and 30 seconds is all these elongated vehicles need to have their 100 feet or less of ladders edging toward the top of a flaming feet of aerial ladders. Finally, there are the aerial ladder vehicles them selves, either the four-wheel truck type or the six-wheel tractor-drawn tween a small fire and an inferno. Another factor is that firemen and equipment are now called upon to combat fires of a new tvpe. Airplane fires, for instance. If the crash truck can't be at the scene and have hoses placing on a burning aircraft with in 90 seconds, the firemen might just as well not bother. After then, say the experts, there is little hope of rescuing anyone from the plane. All in 90 Seconds Consequently, modem ingenuity and engineering have come up with a new airport crash truck that can have its hose lines in full operation before the vehicle even rolls to a stop. The answer is that the truck has two engines -- one to drive it and the other to provide water pres sure. Also, it carries its own supply of water or fire-fighting chemicals. In the meager 90 seconds available for rescue work, the burning plane can be drenched with hundreds of structure. On prewar models, two or more men had to crank the lad ders into position. Now automatic controls do the job, even to the point of stopping the rise of the ladders once they touch the side of a building. The newer ladders are all-metal with electronically welded rungs. These permit firemen to earn," heavier hoses aloft than they can on wooden ladders. To most people, a fire engine is a fire engine. Few realize that there are five distinct tvpes of general service and specialized vehicles. The city7 service truck carries 200-240 feet of ladder as basic equipment, but also might be stocked with such auxiliary accessories as electric lanterns, crowbars, wall picks, wire cutters, and pitchforks. The triple combination pumper -- most common of all fire engines -- is made up of a pump of not less than 500 gallons per minute capac ity, a small water tank, and a hose style. Presently there are approximately 40,000 pieces of civilian fire ap paratus in the United States, spread among 1,200 paid and 13,800 volun teer fire departments. Each com munity or fire district is free to purchase whatever fire fighting equipment it thinks best, but vir tually all follow the recommenda tions of the National Board of Fire Underwriters. Gauges Local Needs The Underwriters, which is a public service organization main tained by the stack fire insurance companies, makes an extensive sur vey of local fire protection needs. On the basis of its survey, the Underwriters advises the local gov ernment how much of w'hat type equipment the citv requires to have a properly balanced fleet. All fig ures are primarily based on popu lation. A citv of 20,000 residents, gallons of water or chemicals. An body. Then, there is what firemen other big advantage of the two- call the "quad." This is a pumper engine arrangement is that the crash with some 240 feet of ladder added. truck can circle around the plane The quintuple is a quad plus 65-100 to meet wind shifts without having & to shut down hose lines. Even though they are not equipped Although they are capable of greater speed, fire engines with two engines, and must use the (like the "hook and ladder" same motor for water pressure as below) seldom exceed 35 mph powers the vehicle, pumper trucks are almost as speedy as the ultra in city traffic. Right, an aerial ladder truck with its 100-foot ladder fully extended fast airport crash trucks in swinging into action. Within two minutes *-1 after reaching the fire, the pumpers can have more than a third of a mile of hose in play, shooting 1,500 gallons a minute at 1 jo pounds pres sure. Aerial ladder trucks--which many still call "hook and ladders"--aren't slowpokes either. The flick of three ETC 24176 for instance, should own three pumpers. If this same city has five buildings of three or more stories, it should also provide at least one ladder truck. The bigger the city, of course, the more equipment it needs. Varying Requirements In buying a new piece of fire equipment, the community may take a standard assembly line ve hicle, or it may specify a thousand and one deviations from the standard model. Maybe it needs a narrow body with running boards and no equipment compartments. Or maybe it wants just the opposite -- a wide body without running boards but with equipment compartments. Per haps a body aisle on the side is pre ferred to one in the middle. One city asks that the ladders be mounted overhead, while another specifies the ladder inside the body. Often the deviation from standard does not concern construction or body arrangement matters. It has to do with fancy scroll-work and deco rations. Although the trend is away from excessive trim of this type, some communities are willing to pay as much as $300 extra to have the city seal, an eagle, or other dis tinguishing insignia applied to the doors or body of the vehicle they are buying. Such art work is all done by hand and genuine gold leaf is used. Thus the high cost. Red Not the Only Color Another way in which fire de partments can show individuality is in the color of their fire apparatus. By far, most fire engines are red. But not all of them. Upon request, fire engine manufacturers will paint the apparatus red, orange, canary yellow, white, blue or green. In this respect, the nation's most colorful fire department probably is that of a town in Maryland. It has appa ratus of five different colors. Next to red, white is the most popular color. A spic-and-span white engine is a thing of beauty and therefore a big favorite among firemen who like to compete for parade prizes. In America there are eight or ten established fire apparatus manufac turers. Some make a complete line of the different types of apparatus. Others specialize in a few of them, turning out maybe only pumpers and quads or quads and aerial lad der trucks. $13 Million Output Last year, these companies pro duced something like 1,200 pieces of fire equipment with a retail value of about $13 million. Perhaps an other 100 or so trucks were fabri cated by non-established assem blers, such as garagemen and truck distributors. By building a fire en gine around a commercial truck chassis on their own premises, local garagemen often can underbid the established manufacturers by several hundred dollars. As with everything else, the price of fire engines is up over prewar. A 500-gallon pumper mounted on a light commercial chassis, which cost about $4,500 in 1940, sells for $6,500. Tractor-drawn aerial ladder trucks which sold for $19,000 prewar now carry a $34,000 price tag. The postwar demand for new fire apparatus once was in the propor tion of a deluge, but supply is rap idly catching up with demand. One reason for this is the fact that vir tually all engines made in America stay right here. Exports total onlv about 5%, with Alaska, Hawaii, South America, Central America, and South Africa the chief recipi ents. American-made fire engines are not practical in Europe. The Continent has little need for aerial ladder trucks or for pumpers of more than 500-gallon capacity. In this country, the 500-gallon pumper is the smallest recognized unit. Always Ready to Roll Sturdiness and dependability are the hallmarks of the fire engine. No matter what the weather, climate, or terrain, it must be ready to roll at a moment's notice, get to its destination as quickly as possible, and then do yeoman work at the scene of action. The fire engine can do that only if it has a powerful, ever-ready motor and is well de signed and constructed throughout. Adequate testimony of the hardi ness of fire engines can be found in most any station house. There, chances are, you'll see a late model pumper or aerial ladder truck and next to it an older piece of equip ment. The normal life span of a mechanized unit is 25 years, but many yet in service are much older. That engines such as this remain on the job is a tribute to their depend able construction and to the paternal care given them by firemen and fire department mechanics. Aid in Many Emergencies Fire departments, operating with well-equipped apparatus, perform far greater public service than many realize. They are always on hand, of course, for anything from a grass fire to a blaze that threatens an en tire city block. But bevond that, they are constantly on the alert to assist in other emergencies, such as saving life through inhalator treat ment to victims of asphyxiation, heat exhaustion, and water accidents. In times of distress such as these, it's a comforting thought to know that highly efficient fire engines and the men w'ho man them are at our beck and call any time of day or night. THIS IS STILL NEW YORK By Harry Botsford New York is not all modern. Many customs and habits generations old still survive amid the hustle and bustle A couple take a leisurely ride through Central Park in a carriage ... as people did back in the Mauve Decade ew york is a city of sharp and mannerisms, there still endure, here N amazing contrasts. To the tour and there in New York, indelible ist, it is a town of towering skytraces of other years -- customs and scrapers and roaring subways, of habits generations old. glittering theatres and gaudy night Down in Greenwich Village, in clubs, and of all the other things a battle between progress and nos that stamp a city as modem. But to talgia, modernization has won many those who know it more intimately, skirmishes. But in MacDougal Al New York is in many wavs as old- iev7, there is still the soft glow of fashioned as peppermint candy. gas street lamps, and they're a nice Despite its modern facade and sight of a misty evening. Rivaling its modem stores and shops, New York's pushcarts do a business that is simply amazing. In Little Italy, for example, the side walk salesmen sell everything from corsets to carrots, and the trades are all punctuated by a shrill babel of voices. No one-horse town, New York's horse population is large enough to support a dozen and a half harness V Numerous pushcart markets dot the lower East Side, selling everything from food to clothes The sound of the blacksmith's an vil and the halt ing notes of a hurdy-gurdy can still be heard in certain sections of New York City shops, and on a few West Side streets can be heard the dank of hammer against hot steel, as black smiths plv their ancient trade. For all the swank restaurants and cocktail lounges, there are manv old-timers which have passed the half-centurv mark and more. Keen's Chop House, with its ceiling cov ered with blackened clav pipes and its walls plastered with nostalgic playbills, is as popular as it was when Diamond Jim Brady ate there. Luchow's robust German fare is as good as it was in the Gay '90s. At Columbus Circle and Union Square, the evening air is shat- A wooden Indian in a tobacco shop and a pot-bellied stove in a 3rd Avenue "L" station still observe the passing scene !1 11 \/ r & 1 --r ^ ^ V' ETC 241 T9 i tered by men and women on soap boxes, spouting many curious and esoteric doctrines. In 50 years, the themes -- religion, politics, econom ics -- haven't changed greatly, and the listeners are just as tolerant, and just as cynical, as ever. And so it goes. In an age of airconditioning, television, fluorescent lighting and bebop music, not all of the things, nor all of the customs, that belonged to our yesteryears have vanished. Many of them have survived and, indeed, thrive as vig orously as they did in days gone by. You'll still find them in cities like New York. For people who eat "el fresco," New York's side walk merchants offer a selection of snacks rang ing from hot dogs end pretzels to corn on the cob, clams, end pizzas Not many miles from historic St. Paul's in lower Broadway is this old grist mill. Both landmarks date back to the 1700's ilton Hendricks shook the What has happened during Milt M sleep out of his eyes as he Hendricks' years as a Wisconsin focused his attention on the milkidnagiry farmer etches out a fabulous try, most dairy farmers owned both a truck and a passenger car. Hendricks knew that without the machine that was efficiently draw epoch of the American way of do motor truck his dairy' farm would ing milk from Darla, his cow. ing things. It spotlights an industry be far less successful. He thought Then, for an instant, he thought which all too often is taken for about this as he watched the hired about the days when they milked granted --yet it's a $10 billion in man pour rich milk from the milk bv hand -- how on cold days he dustry that in some way concerns ing machine into 40-quart cans. In had to soak his hands in warm water one out of every i j workers in this a few minutes the cans were lifted to get them pliable enough for milk country. Too, it is an industry that onto a cart and Milt followed the ing. He thought about the poor depends heavily upon the automo cart into a cooling room. There, he roads to town and the milk which tive and petroleum industries. Milt helped pour the contents of the cans was spoiled in transit during warm Hendricks had never been one for into a cooling machine which quick I weather. "A lot of things have statistics, but he knew that almost ly chilled the milk to 35 degrees. happened since then," he reflected, 90% of the nation's dairy farmers The milk then was poured back "and I'm glad I've been around to own and operate at least one motor into the 40-quart containers, and see them happen." vehicle. In his own part of the coun these were loaded onto a pick-up Improved breeding has doubled the milk output of cows during the past century Once his cows have been milked, the farmer speeds the milk on its way to the market truck. Milt climbed into the driver's seat, waved good-bye, and guided the truck on its way. Twenty minutes later he backed his truck up to the receiving station platform and gave the men a hand unloading the milk cans. Less than an hour ago the milk had not yet been taken from the cow. Now here it was at the receiving station, being tested for bacteria and butterfat content. The Chicago Board of Health, which controls milk quality in his area, has rigid bacteria and acidity regulations. But then Milt Hendricks learned long ago that clean cows and spotless equipment help make good milk. Also he was aware that cream and butter made from his milk were being shipped to Philadelphia and New York, and that these products must meet high standards in those cities. To Market in High Gear He watched a trucker jockey a stainless steel 2,800-gallon milk tank truck into position near a spout. The big vehicle was filled in a few minutes and immediately was dis patched on its way to Chicago, two hours distant. By tomorrow morn ing the milk would be on someone's breakfast table. Milt turned and walked into the receiving station office. A young than any other single industry. It lady gave him a receipt for his milk uses trucks of every conceivable and smiled as she said, "Good high weight and size, from the light butterfat as usual, Mr. Hendricks, pick-up to massive heavy-weights you got another bonus." which tow tank trailers in tandem "Milk's about the only product over the highway. They move mil I know of that gives me more for lions of gallons of milk every day -- less -- it weighs more when it's wa in every kind of weather. The aver tery and I get less for each gallon. age quart of milk travels 200 miles It weighs less per gallon when it's , by truck before it reaches the con rich in butterfat and I get more for sumer's table. it," Milt observed wryly. He put the receipt in his pocket, got back Industry Workhorse into his truck and headed for a The workhorse of this vast trans restaurant for a cup of coffee. His portation network is the tank truck part of the job was done -- for the such as Milt Hendricks saw leaving moment at least. the receiving station. The high Milton Hendricks is typical of the balling of dairy products over our nation's dairy farmers -- a group highways is a dramatic story of which provides every fourth "bite" achievement in itself. Consider the of food we eat. fact that milk entering New York Some 60 million quarts of milk City comes from as far away as 500 are distributed in the United States miles and yet is delivered on door every day. On a yearly basis, that steps not more than 36 hours later. averages more than 150 quarts per The tank truck into which milk person and, in all, is enough to circle is loaded at the receiving station for the earth 140 times when placed in shipment to a city is a scientifically quart bottles side by side. designed vehicle. It can carry its The rapid delivery of this milk health-giving cargo for 72 hours depends almost entirely on some through all kinds of weather with 190,000 trucks, which transport out any noticeable increase in the milk and dairy products from farms 35-degree temperature to which the to city plants and from plants to milk was originally chilled. Strange consumers. The dairy industry, as a as it may seem, this is done without whole, employs more motor trucks the aid of refrigeration. The tank is At the receiving station, milk is tested before being piped into waiting tank trucks ' Tank trucks transport milk to dealer plants, some of which are hundreds of miles distant of welded stainless steel or alumi num and is insulated. A powered agitator stirs the milk to keep it from settling out. Weather Sets the Course Regularly scheduled runs for these milk tank trucks may extend to a town only 2 5 miles away. Or it inav mean an 850-mile trip from. Indianapolis to Jacksonville, Flor ida. In either instance, short trip or long haul, weather is an all-impor tant matter to the driver as he pilots his mammoth vehicle over the highwav7. A sudden rise in atmospheric temperature may mean that he will be re-routed to meet a given area's expected increased demand for milk occasioned by warmer weather. The New York Dairymen's League Cooperative Association, for one, keeps constant tab on the exact whereabouts of its trucks. The League knows from experience that a change in temperature means a change in demand. If the tempera ture goes up, New Yorkers will con sume more dairv products. So, out go messages to terminals and diners where tank truck drivers are known to stop. In a matter of minutes, more milk will be on its way to the city. Once milk reaches the city plant a series of rapid-fire operations takes place. Here it is filtered, homoge nized, treated with vitamins, pas teurized, cooled, and bottled. It is then ready for delivery. At this point, again, men and machines team up to form a remarkable dis tribution svstem. Take, for instance, Abbott Dairies, Inc., a leading Philadelphia milk distribution firm. In serving a 123mile radius of that city, Abbott re quires a fleet of 632 motor vehicles. This fleet alone covers 4,700,000 miles a year, consuming 82 5,048 gal lons of gasoline and 52,000 quarts of motor oil. Constant Stops and Starts The stress and strain on a retail milk delivery truck are great. In Philadelphia, a city of many homes, it is not unusual to find 70 houses in one cit\T block. These residences may be served by as many as eight different dairies, for the milk busi ness is highly competitive. Abbott's share of the business in this instance calls for the milkman to make 24 vehicle starts and stops in that sin gle block. On his complete route, the average Abbott milkman makes 384 such starts and stops. The long est Abbott route is 60 miles; the shortest, 16 miles. A milkman's working day, inci- defitally, is made up of far more than leaving dairy products and col lecting empty bottles from a door step. Traveling about as he does in the early morning hours, he often is the only person around to give aid to injured people, to sound alarms for fires that otherwise would eo undetected immediatelv. and even to thwart hold-up attempts. All in the Day's Work Few workers enjov the writ ings of their customers as much as the milkman does. Typical samples of his "bottled" messages go like this: "Dear Milkman -- Please lav a dozen 'eggs on mv front porch"; "we don't want milk every day we want milk today tomorrow we don't and next day will just like the day be fore." And "when you come will you please give cat his milk. His bowl is on the refrigerator. Put some coal on fire. Take in clothes on line. Oh, yes, and no milk today, thank you." Also, "we've gone to the city overnight. Will you look at the children and make sure they're all right?" Just as the man who brings milk to your house has the added speed and efficiency of a motor truck, so has mechanization played a major role in getting milk from the farmer This is a typical dealer plant. Here, milk is processed and treated prior to bottling Bottles are filled and capped by this spark ling machine, after which they are crated ETC 24183 Delicious sodas and sundaes have made the "milk bar" an American institution. It is always wellstocked with ice cream delivered regularly by truck to the dealer without delay. The forerunner of the modem milk tank truck was devised in 1911, when someone thought to mount a 1,000-gallon tank of two-inch cy press, lined with tinned copper, on a wagon. The list of troubles that beset these first tank trucks was long and varied. The roads were bad, and tanks only partly filled with milk were not too secure on their mountings. Following a ninemile run into Ashtabula, Ohio, an early dairy operator reported nine pounds of butter on the side of the tank, one pound for each mile. Someone jokingly suggested this might be a roundabout wav of man ufacturing butter. However, further experiment proved that the milk rode safely when the tank was full. Also it was agreed that insulation was a necessity. Detroit Is Example The trend toward the tank truck was well established during the years that followed. In Detroit in 1915, for instance, less than 16% of the city's milk ar rived by motor truck. By 1924, trucks, many of them tankers, were handling almost 90% of Detroit's milk needs, which, incidentally, had tripled in those nine years. Today, Detroit relies totally on motor ve hicles to bring in its milk supply. Although the tank truck symbol izes the ever-growing dairy indus try, the cow has not escaped modi fications imposed by the scientific age. In 1850 the average annual pro duction per cow was 2,360 pounds of milk. Now, it's 5,000 pounds. Im proved breeds average over 8,800 pounds annually. To move the tremendous volume of milk resulting from this in creased production, the nation de pends almost entirely upon the mo tor truck. Without the truck, our modem system of milk distribution could not have achieved its present speed and efficiency. Bottled milk usually reaches the home within 36 hours after it has been taken from the cow Our modern distribution system keeps the Americon table well supplied with dairy products I I Jet Eductors for Handling he ceaseless efforts to im Standard Oil of California's sys Tprove refinery operations take tem makes use of a jet eductor to in little things as well as big. Notrtansfer the dye, with the gasoline only do refiners continually seek blend serving as the driving fluid. improvements in their basic refinery Containers of differently colored processes; they are also always look dyes are mounted on a battery of ing for greater efficiency in blend scales, and their dyes are removed, ing various fuel components, in mix in each case, by a separate eductor. ing antiknock compounds and dyes, A stream of gasoline, piped over and in the general handling and from its storage tank, picks up the storage of finished products. dye in the eductor and carries it As part of this, one subject to back to the storage tank, where it which a number of refiners have mixes with the rest of the gasoline. been giving some thought and study In more detail, the finished mo is the handling of gasoline dyes. tor and aviation gasolines are mani These dyes -- soluble, penetrating folded to separate six-inch circulat and stable -- perform a highly useful ing loops. A portion of the gasoline function in the oil industry, serving flowing in these lines is diverted to as a convenient means of identify a two-inch line, in each case, where ing different products. Added to a booster pump provides the neces gasoline at a refinery, the red, yel sary pressure differential to operate low, orange, blue and other colors the eductors in the dye house. The act as a permanent calling card for discharge from each eductor is re a fuel -- whether it be regular or turned to the six-inch line running premium motor fuel or the various back to the storage tank. grades of aviation gasoline. But the same qualities which make How the System Works these dyes so useful for their pur In actual operation, a container of pose also present a housekeeping dye is placed on a scale and weighed problem. Because they are light, at the start of the process. If 300,000 easilv scattered, and extremely pen gallons of motor fuel are to be'dyed etrating, these dyes will deeply stain -- and the dye requirements are 1.5 everything they touch. Under con grams per 100 gallons -- then 4,500 ventional methods of handling them, grams, or about 10 pounds, of dye the dyes are transferred from are necessary. With the proper opened shipping containers to a dye color dye on the scale, the operator pot. It is the use of open containers notes its weight and the reading at which creates something of a nui which he should stop the addition sance. of dye. He inserts a flexible hose To overcome this problem, a into the dye container, opens the number of refiners have developed eductor valve, and draws the proper enclosed systems for handling the amount of dve from the container. dyes. One system which has at Only a small fraction of those tracted interest is that installed by 300,000 gallons of motor fuel, of the Standard Oil Co. of California course, goes through the eductor. at its El Segundo refinery. After the required amount of dve Gasoline has passed through the eductor, "wash" gasoline is flushed through the eductor and its connecting lines, to clean them out. From then on, the balance of the mixing operation is completed in the storage tank. The jet eductor is, of course, the principal part of the dye handling system. A Schutte-Koerting Figure 222 jet eductor, of 1 ki-inch pipe size, is used. While this is the pri mary element of the system, the other parts were chosen with care in order to handle the very finely powdered dyes without clogging. Both the pressure and the return lines form risers at each eductor lo cation. Each riser is fitted with a valve, and above these the jet is mounted. On the suction side of the jet there is fitted a short nipple con taining a bleeder and vacuum gauge connection. Above these, the suc tion line is equipped with a blinding device, a quick-closing valve, a counterbalance swivel joint and, fi nally, a flexible hose of synthetic rubber to actually pick up the dves. Separate eductors are employed for each color of dve used for both motor and aviation gasolines, in or der to avoid improper mixing of dyes. Another feature of the system is the use of individual scales for each color of dye. This not only avoids multiple handling of dye bar rels but also permits more sensitive scales to be used on colors required only in small quantities. The entire dve plant, complete with storage space for dye inven- , 18 ETC 24185 refinery housekeeping problem is being Ktwith an enclosed dye handling system 9 Dues tories, is housed in a corrugated asbestos and steel building especially designed for the purpose. The floor of the building is at truck-bed height, to facilitate the handling of This building, above, af Standard Oil of California's El Segundo refinery, was especially designed for handling and storing dyes ef ficiently. ... At the left are three of the dye eductor manifolds, with their adjoining scales___ Below, a closeup of one of the jet eductors war dye containers. The larger scales are set in pits to make their platforms flush with the surrounding floor, thereby permitting the handling of barrels with a warehouse truck. The windows in the building are per manently sealed, to avoid drafts. And the concrete floor is sloped to a drain, in order to facilitate wash ing down. Standard of California has found a number of advantages in its dye eductor system. Dves can be weighed accurately and added to the gasoline without spilling. Much time is saved by avoiding the inter mediate step of making dye solu tions, prior to their being added to the gasoline; turbulence in the educ tor and the loop lines, the company declares, provides sufficient mixing to put the dyes into solution. And, finally, it provides ease of operating and cleaning, adequate facilities for storing and handling bulk dyes, and economical operation. ETC 24186 19 f you think you can get lost -- I and stay lost -- try it some time. fyon It isn't easy, not if anybody wants Stcfy to find you badly enough. Even if you do not leave a fairly obvious trail, there are inevitably those un By Robert H. Joseph suspected and unusual traces which tie you to your past. These clues Many respectable people simply drop out of sight --and are vour personality makeup and need to be located for business reasons. Finding them is a vour patterns of habit -- and they seldom fail. fine art that even uses their personality habits as clues Everyone knows about the type for the purpose of verifying her sig to running a steam shovel at the first of scoundrel who skips town after nature. A long search proved in opportunity. These varied idiosyn making off with the widow's mite. vain. Finally, a smart investigator, crasies were typical habit-clues that But for everv criminal fleeing the poring over the records of the case, enabled pursuing sleuths to make police, there are plenty of perfectly noted that one of her friends re the catch. respectable and honest citizens who called the woman's idolization of simply up and disappear. Finding the late movie star Rudolph Valen these non-criminal missing persons tino. Figuring that she might not has become a business in itself. have lost her infatuation for the Many such people need to be lo great screen lover, he waited in cated for business purposes. They front of a theatre playing a revival include missing inventors, witnesses of "The Son of the Sheik." She was to wills, copyright holders, heirs, spotted emerging from the show, a dreamy look in her eyes. The miss ing witness was identified by her crippled left hand, but it was her nostalgic infatuation that made the search successful. The problem of finding a missing Hundreds of other instances are inventor is sometimes a headache for to be found in the confidential files manufacturing concerns. An inter of detective agencies where a per esting example of this occurred just sonal idiosyncrasy has indicated the a few years ago. final step in locating a missing per Two companies, competitors in son. Like the adolescent girl who their field, came up almost simul dreamed of being a movie star -- taneously with similar ideas for a she started out ostensibly to visit a new device. A patent was already relative in Chicago. When she did enacted on the idea, it soon became and stockholders. In many cases not show up there, police were evident, and the two concerns then these people, although not inten waiting as she stepped off the bus engaged in separate manhunts to tionally missing, have dropped out in Los Angeles. The fellow who find its holder. They learned that of sight years before. But experts thought himself another Hitler and the inventor, an elderly man, had claim that anyone can be found. was found on a soap-box in New decamped for pans unknown after Take the case, for instance, of a York City's Columbus Circle. The becoming thoroughly dejected over young Eastern woman who wit man who hated all animals except his lack of success in selling his cre nessed the will of a friend and then squirrels, and who invariably visited ation. left for the West Coast. As time parks to feed them. The ex-sailor One of the firms gave the case went on, she dropped her Eastern who was never without his free to a private-eve organization named contacts. Twenty years later it be hand sketching pad. And the roman Tracers Company of America. Their came necessary for the lawyer han tic who had been a truck driver for agent was not able to learn too dling the estate to find this woman years but vowed he would go back much about the inventor, except 20 t ETC 24187 Cf,l<X4t m ! 9 i A I: 4 9 that he was of foreign, probably Polish, origin and that he hated his name, which, strangely enough, was Anglo-Saxon. The detective rea soned that the man might have re turned to his native land, but a check with the State Department revealed no passport application un der his known name. Completely stymied, the private detective sat down and reviewed the slim evidence. If the inventor had such an abiding dislike for his name, he analyzed, perhaps he changed it back to the original in his exit papers. But what could the old name have been? The name finally turned up dur ing an exhaustive search of old courthouse records. A second check with the Passport Division showed that the man had indeed returned to the country of his birth under his Polish name. He was eventually found, a tired old man of 75, sitting in the square of his native village, declaiming to cronies the glories of his invention and how no one in America appreciated it. The old fel low, it was reported, never quite recovered from the shock -- not the shock of selling his gadget at last, but of realizing he would not have anybody to leave all that money to. Estimates of the yearly number of the non-criminal missing in this country run as high as a million, although no government agency has complete figures on the subject. Of this million, perhaps 700,000 or 800,000 come home quickly when "all is forgiven." There are definite patterns that are familiar to experts in the field of the missing. Police officers say that when a tired desk sergeant in forms a frantic wife, "Ladv, vour husband will be back within three days," he is not being a prophet. He is merely using his experience in thousands of similar cases of dis gruntled husbands. Similarly, pri vate detectives usually advise a pros pective client to wait 30 davs before authorizing a search. They know that, in many cases, bv the time they had collected all the information needed for the hunt, they would receive a pleading call: "Please return my monev. Willie has come home!" Another pattern is the apparent reluctance of husbands to report their missing spouses. One agency head reports that in his 23 years' experience he has hunted 65,000 missing husbands. Over the same period he has been asked to locate only 15 wives. It's not that so many more men run away, he hastens to point out. It's just that wives appar ently are more eager to find their spouses than men are. When detectives are convinced that a person has played the dis appearing act in earnest, thev swing ^AMBITIONS into action with a routine that is patiently exhaustive and arduous, with a top laver of quick and im aginative thinking. Step number one is to gather from all possible sources a total descrip tion of the missing one -- his physi cal appearance, habits, hobbies, prej udices, business background, friends, faults and petty vanities, special in terests, and his tastes in such things as food and movies. A recent photo graph is an important part of this 21 ETC 24188 data. Only too often a family seek ing a middle-aged person will come forward with a childhood picture. It may be a "cute" picture, but it's not of much help to investigators. The perspiring detective's next step, if there are no immediate leads, is to interview everyone connected with the missing person, even chance acquaintances. A man who is planning to disappear will some times tell more to someone he barely knows than to his best friend. Was there trouble in the family or in business- Did Mr. Doe ever say any thing about starting afresh in an other part of the country? What are the addresses of out-of-town relatives and friends? Detectives lend an especially at tentive ear to any suggestion that the fugitive was interested in Flor ida or California. It seems that a great number of runaways respond to the lure of a warm climate. As the mass of information is gathered and evaluated, clues are always turning up. Meanwhile, as in the case of the New York City Adissing Persons Bureau, the data is sent out on teletype to neighboring states. Communities more distant also are contacted when advisable. If all this fails, there are the num berless public records. A good de tective is judged partly by his abil ity to check them accurately. Thev include more than telephone books from years back and hospital, morgue and police records. Is the missing person a food handler, a barber, real estate dealer, doctor or lawyer? To do business he must have a license. Trace him to a gen eral locality and then check all rec ords exhaustively. Contact the mo tor vehicle bureaus of all states. Detectives point out that the noncriminal missing, since thev are not hiding from the law, rarely change their names. Everyone is listed somewhere in a public record; even a dog owner must have a license. Since financial difficulties are the cause of most disappearances, the quarry will usually be found in an other community making strenuous efforts to recoup his fortune in a line similar to the one in which he lost it. Other reasons for disappear ing are friction at home, romantic imagination (this hits teen-agers hard) and boredom, combined with an extramarital love interest. Most of the gallant lovers return home when both excitement and montv wear thin. Of all the problems facing a busi ness organization, the missing stock holder is probably the most incom prehensible. This is the fellow who does not know his stocks have value, or who neglects to leave a forward ing address for his dividend checks. Daniel M. Eisenberg, president of Tracers Company of America, which has developed the finding of this type of missing person into a big business, believes there are a million such stockholders in the United States. He has been buss- lo cating them for a growing number of corporations, and thinks the sur face has hardlv been scratched. "Companies didn't agree with me," he says, "when I first sug gested finding people who didn't even know they had money in the business. A lot of them agree now. Getting dividend checks back be cause they were sent to incorrect addresses is a waste of time and money. Conversely, it creates much good will when a corporation seeb out a missing stockholder and says, `Your company is interested inyoc, it wants vou to have this money which is rightfully vours.' " Eisenberg's sleuthing organization has located stockholders as unre lated as an Indian on a Western reservation and a missionary darkest Africa. Which proves yon just can't stay lost. OUR COVER: Moat Mountain, Passaconaway, N. H,, by Leo Lirwin. Arling ton. Mass. OUR PICTURES: Bottom pages 4 and 5, Philip Gendrcau. Pago 4 (top and top left) and 6, courtesy Standard Oil Co. (N. J.); Page 4 (left cmai. courtesy General Motors Corp., (bottom left), courtesy World PctrulemPage 5 (right center) courtesy Shell Oil Co.; Page 7 (top) courtesy Pete Pirsch & Sons, (center), courtesy of Fire Engineering, (bottom), Cul'er Ser vice; Page 8 (top) and Page 9 (right), courtesy American-LaFrancc-f Corp.; Page 8 (bottom) courtesy Mack Manufacturing Cerp.; Page 9 nert' courtesy Dorn's Photo Shop; Pages n (bottom). 12, and 13 (bonom and w right), O. Winston Link; Pages 11 (top) and 13 (top and center right '. rre Association; Pages 14-16, 17 (bottom right), courtesy Milk Industry f ty, tion; Page 17 (top) courtesy Fountain Service; Pages 18, 19. courtesy S< Oil Co. of California; Pages 20-22, art work by Harold Newman. 22 ETC 24189 -V 'I- 10 I e, 1s. f a, >f a a ie ;r K t c A Novel Button Is Helping Oil Companies Dramatize c OIL PROGRESS WEEK To Their Customers During the week of October 16th of Oil Progress"-- which is the slo success of Oil Progress Week, Ethyl to 22nd, service station men will gan adopted by the American Pe has undertaken the distribution of be wearing big yellow buttons let troleum Industry for this year's Oil these buttons, and for the past tered with the cryptic phrase "90 Progress Week. month Ethyl representatives have YOOP." If human nature is as curi The "90 YOOP" button was de been working with oil company i ous as ever, car owners all over veloped by Ethyl as a novel means people in order that as many ser the country will be asking, "What -- a "conversation starter"-- of tell vice station men as possible may in tarnation does `90 YOOP' mean?" ing the public the story of oil prog have this special Oil Progress Week \ The answer, of course, is "90 Years ress. As a contribution toward the insignia. Many companies have indicated their interest in the plan to distrib ute "90 YOOP" buttons to their sta tions and dealers. The cost of these buttons is being shared by Ethyl and the companies using them. In addition, a special advertisement was published by Ethyl in the Na tional Petroleum News, Gasoline Retailer, and Super Service Station last month, which offered a button free to any service station man who sent in the coupon. Service station men are re ceiving a free "90 YOOP" but ton for themselves under the terms of the offer contained in this recent advertisement ETC 24190 "So Stupid- those Americans" A WONDERFUL COUNTRY, Comrade, yes. A I was glad to have seen it. But such crazy ideas have the people." "So? They are not so far advanced?" "Such nonsense in their heads! Business competi tion they call it -- freedom -- individual enterprise 1 Bah! Foolishness -- waste. So many different peo ple -- all in the same business. I tell you, Comrade, in the petroleum business alone are 34,000 separate, independent firms, more than a million workers." "And so many people are needed? What is this busi ness competition they work at?" "Some strange idea they have that it is good when each one tries to make things more better and get more customers than each one else because in that way he and his firm will prosper." "And so they try?" "Always they try. Research in petroleum they are doing always. Money they spend like water. For what? To find more uses ... to make products for less cost ... to make advancements in engineering, chemistry, medicine. All that, when any sensible man knows such things should be the business of the State -- that private competition is wasteful and expensive." "Of course. Of course. Poor people -- their mis fortune is very great in deed. And yet automo biles everybody there drives. Sometimes I won der. . . "Careful, Comrade! Don't talk like that. Somebody might be lis tening." OIL BUILDS FOR AMERIC A' S FUTURE ETC 24191 IN THE gwyL/VSWS NOVEMBER 1! AMPLE SUPPLIES OF ANTIKNOCK COMPOUNDS NOW ASSURED WITH COMPLETION OF ETHYL'S EXPANSION PROGRAM 4 LONG RANGE OUTLOOK FOR RAW MATERIALS IS SOUND 6 ETHYL'S NEW FACILITIES MARK A MAJOR MILESTONE IN GROWTH 9 ALL PLANT AREAS AFFECTED BY EXTENSIVE ADDITIONS 11 IT TAKES "THREE PLANTS" TO MANUFACTURE "ETHYL" ANTIKNOCK FLUID 13 COORDINATED ENGINEERING AND CONSTRUCTION PLAN FACILITATES GENERAL PROGRAM 15 THE BATON ROUGE PLANT--A PORTRAIT 18 ADDED TETRAETHYL LEAD CAPACITY FORMS THE CORE OF ETHYL'S PLANT EXPANSION 20 NEW SODIUM INSTALLATIONS INCREASE CAPACITY 50% 24 NEW AND MORE EFFICIENT FACILITIES IN ETHYL CHLORIDE CONTRIBUTE TO INCREASED PRODUCTION 28 DELIVERY SERVICES NOW READY TO HANDLE PEAK PRODUCTION 32 Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N Manufacturer of "Ethyl" antiknock compounds, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward l_ Shea, president; Stanley T. Crassland, vice president and treasurer; Richard M. Page, si ETC 2419 thyI Corporation this month marks the completion of an expansion program at its manufacturing plant in Baton Rouge, Louisiana. The program, which was initiated in 1947, will provide a broad increase in the Corporation's capacity for making antiknock com pounds. It is, moreover, a comprehensive undertaking that has involved not only the construction of new facilities and equipment, but also the enlargement of all the diverse operations that are involved in the production of "Ethyl" antiknock compounds. Ethyl's program, of course, represents but a small part in the expansion which the oil industry at large has undertaken, in preparation for the future. Yet, it is hoped that Ethyl's enlarged plant will enable it to serve the oil industry even better than before, as the indicated demands for high quality gasoline are real ized in the years ahead. We take pride in being able to participate in the industry's stirring march of progress, with all that it holds for the future of motor ized transportation. / 3 ETC 24194 At the top is a view of the tetraethyl lead area of the Baton Rouge plant, taken from the rear*. The smaller build/rigs in the foreground are lead recovery units . . . Inset, a wash house that ad/oins a tetraethyl lead building. Here the product is purified before it is finally blended into fin ished "Ethyl" antiknock fluid There is a twofold significance in the completion of Ethyl's expansion program, I believe. For the present, it means a substantial increase in the nation s manufacturing capacity of antiknock com pounds. After a period of shortages and restrictions, refiners can now be assured of all the antiknock com pound they desire. Over the long term, Ethyl's enlarged facilities have been planned not only to anticipate the expanding demands for high-quality gasoline which have been forecast; they are also a tangible demonstration of faith in the further potentialities of gasoline -- and of the new peaks of automotive efficiency and fuel econ omy which will be realized in the course of events. The construction program has involved the invest- ETC 24195 ockompounds now assured with >ionrogram by John H. Schaefer, vice President and General Manager of Manufacturing and Traffic \ ment of approximately $40 million in additions and extensions to Ethyl's manufacturing capacity. We now ; have six separate buildings producing finished tetra ethyl lead. At the same time, the new construction has j brought important additions to intermediate manufaci turing operations and subsidiary installations. | The successful completion of our expansion pro gram in less than the scheduled time has been due to the efforts of many people. Today, however, as we embark on a new and higher level of manufacturing operations, we take pride in the fact that Ethyl's Baton Rouge plant, already the largest plant of its kind in the world, will now have a greater ability than ever before in meeting the requirem>` ments of oil refiners. Above, a salt evaporator in the sodium area ... Below, the new ethyl chloride plant ETC 24196 Long range outlook f* A satisfactory forecast for adequate supplies of all raw materials was, of course, required in order to justify our expansion program. Our past problems of short supply for raw materials centered principally around metallic lead. The outlook for this important raw material is now such that we anticipate no serious difficulty in the future. The situation for other raw- materials is also such that there is no reason to believe that the supply of any material will set a limit to The Baton Rouge plant requires enor the maximum production now available from Ethyl's ;i mous amounts of electricity--more, in fact, than is needed by an ordinary enlarged capacity'. city of a quarter-million population Most of the raw materials used in the Baton Rouge plant are obtainable in whole or in part within a 300- mile radius of Baton Rouge. Most of the other mate rials are secured from sources almost immediately ETC 24197 (foaw materials is sound by Joseph A. Costello, Assittant General Manager of Manufacturing and Traffic iw fy >rt ud iw , ,us |t !\V l ve to 1's ' <Tg * o:e- i adjacent to the Baton Rouge plant. Surprisingly enough, one of the most important things purchased for delivery into the plant from out side sources is electricity. To assure Ethyl of adequate supplies of low-cost power, the Gulf States Utilities Company has enlarged the capacity of its generating facilities. Large quantities of salt and salt brine, more over, are secured from nearby mines and wells. Ample supplies of hydrocarbons are piped across the street from one of the largest' refineries in the United States. Metallic lead supplies are secured from three sources: domestic and foreign producers, and recovery of lead scrap. In each of these three fields, Ethyl has commit ments for continuing supplies which promise to be adequate and satisfactory. While the manufacture of antiknock compounds for gasoline is now listed as the fourth largest industry in the consumption of metallic lead, the total capacity of the Baton Rouge plant will represent less than 10% of U. S. lead consumption. Ethyl Corporation is in a fortunate position with respect to raw materials also by virtue of the nature of its manufacturing plant. Because of its integrated operations, the Baton Rouge plant is able to supply its own needs, in whole or in part, of sodium, hydro gen chloride, ethyl chloride and ethylene dichloride. The new and expanded facilities are responsible for making these intermediate chemicals available to us in greater volume than ever before. Together with the progress achieved in other directions, thev will help translate our new production goals into a reality. c 24198 <i rv A rsjk ! 'rtfS* .< The group of buildings, top left, that comprised the Baton Rouge plant in 1938, occupied but a cor ner of the present 200acre tract . . . Directly be neath them is the No. I ethyl chloride plant, which went on stream in 1939 ... At the bottom left is the i/' original sodium building 7 Sir L**-Jr !f.: - ;:-'i1-j ~H [p^ Among important wartime addhion$ wore water purification system (top) and the hydro chloric acid plant (center) . . . Bottom, e rime of the plant just before the present espoesiee 8 ETC 24199 a major milestone in growth by Clinton W. Bond, Resident Manager The thirteen years in which Ethyl's manufac turing plant has been located at Baton Rouge have been a period of continual growth. In that time we have seen Ethyl's plant take root and de velop into, the world's major source for gasoline antiknock compounds. We first broke ground in October of 1936, and the first tetraethyl lead building was completed eleven months later. In 1938, we placed the second tetraethyl lead building into operation, and during the same year our first ethyl chloride unit went on stream. That early group of buildings occupied only a small comer of our present 200-acre site, but it was the nucleus of vigorous growth. Within another year we had added the third and fourth tetraethyl lead build ings, began producing sodium for our manufacturing needs, and finished another ethvl chloride building. Later, the scene changed again, with a fifth tetraethyl lead unit and a third ethyl chloride plant built. That fifth tetraethyl lead building, by the wav, has an interesting history. It was completed in 1941, as part of Ethyl's established policy of anticipating future requirements as far into the foreseeable future as pos sible. The building, however, was kept in stand-by condition until August of 1943, when it was first needed to help meet the ascending wartime require ments for antiknock compounds. Since the war, of course, there have been important additions to our plant, which have helped increase our operating efficiency and total production. In fact, looking back over a period of years, the increased operating efficiency achieved with our existing facili ties has enabled us to greatly increase our unit produc tive capacity. At the same time, the number of employees has grown to more than 3,200 people, with several hun dred additional jobs expected to be created ultimately by the enlarged facilities. The present expansion program represents the accomplishment of a long-desired goal, and marks a major milestone in our growth and progress. ETC 24200 Above, the jet refrigeration unit, a recent plant addition, which cools water through the use of steam . . , Among the Ethyl men who helped carry out phases of the plant expansion were James B. Rhorer, field force coordi nator; J. Norman Fogg, power superin tendent; A. Clark Burdick, Jr., en gineering superintendent, and Dr. George F. Kirby, manager of the Proc ess Engineering Section at the plant All three major operating areas -- sodium (above), ethyl chloride (above right), and tetraethyl lead (right) --have been enlarged as a result of Ethyl's expansion program All plant areas affected by extensive additions by B. Bynum Turner, Assistant Resident Manager 7 The size, scope and com plexity of expanding the y company's manufactur- j ing operations in Baton Rouge have brought about the most comprehensive building program to be carried out since the plant first went on stream. Some idea of the size of the undertaking is indi cated bv the S40 million invested in the program as a whole, including a subsfantial amount for the improve ment of existing facilities and equipment. The largest expenditures were for a third wing to the sodium plant, a sixth tetraethvl lead building, and a fourth ethyl chloride manufacturing plant, as well as extensive auxiliary installations, service requirements, and accom modations for employees. It is perhaps more significant to point out that we are the world's largest producers of sodium and ethvl chloride, as well as tetraethvl lead, and that we manu facture most of the nation's supply of each of these chemicals. Such diversified and complex operations re quire a number of installations unusual in size and variety. Tetraethvl lead operations require custom-built auto claves, stills and other equipment, and unique types of buildings. The manufacture of metallic sodium bv the electrolysis of salt calls for some of the most interesting installations in the field of industrial chem istry. In the manufacture of ethyl chloride by the hydrochlorination of ethylene, the plant operates not only the first refinery-type structures of their kind, but the largest and most modern ones. Technological aspects of the project were necessarily in keeping with the size and intricate nature of the undertaking at large. This work involved extensive and coordinated efforts on the part of our research and development laboratories, our process engineers, our engineering and maintenance section, operations 11 ETC 24202 Above are turbines and pumps for the new brine evaporators in the new sodium wing section representatives and other plant groups. The successful conclusion of the expansion program owes a great deal to the 3,500 Ethyl personnel and employees of our contractors who put in at least 5 million man-hours on the job. At least another 5 million man-hours were spent bv material and equip ment manufacturers and suppliers. i;: Ethyl Corporation's ability to contribute to the prog ress of motorized transportation has been strengthened by the millions of man-hours w'orked bv those who helped plan, design, build, and equip our enlarged plant. The added experience gained by our personnel through their work on the expansion program will be one of our more important assets in the future. Below, the newly-completed laboratory for man ufacturing development . . . Center, Dr. George W. Beste, manager of the Development Sec tion . . . Right, among the Development Section's equipment is this mass spectrometer Top, additional hydrogen chlo ride burners like this have been installed . . . Above, testing a still in the new tetraethyl lead unit 1 j h* j* The ethyl chloride area makes this interesting pattern of lights during its night-time operations One of the interesting fluid, but its production requires a number of interme characteristics of the diate chemicals and chemical processes. Virtually all of Ethyl plant is that it is these intermediates are made at our Baton Rouge plant. actually three plants in New installations and equipment therefore have had one. These "three plants" to include additions and improvements not only to the are operated separately, tetraethyl lead area but to the sodium and ethyl chlo each bv its own individual processes and methods, and ride areas as well, where the necessary- materials are vet collectively they are all concerned with some im manufactured. It also follows that closely coordinated portant phases of the manufacture of "Ethyl" anti efforts were necessary7 in the planning, designing and knock compounds. Consequently, in considering our ex pansion program from any point of view, it was axiomatic that we provide for close Operating superintendents of the Ethyl plant are: Harold W. Wheeler, tetraethyl lead; Glenn O. Hayes, sodium; and Wallace F. Armstrong, ethyl chloride coordination between operations in each of the three plant areas. The integrated nature of the plant as a whole requires production schedules for these areas in direct relationship to projected increases in the amount of "Ethyl" antiknock com pounds we expect to manufacture. Tetraethyl lead, of course, is the prin cipal ingredient of "Ethyl" antiknock 13 ETC 24204 Each set of salt evaporators. In the so dium area, makes ISO tons of salt daily building of all production units within each individual area. During the past two years, while the expansion pro gram was under way, we have managed to continue all area operations without major interruptions or delays. Actually we were able to increase the amount of "Ethyl" antiknock compounds produced by 3%. Part of this increase has been due to improved processes and equipment introduced as a result of normal growth Close coordination by Ethyl's operations supervisors expedited the expansion program. Above are Jasper F. Kobler, Jr., sodium; Dr. Arthur J. Haas, Jr., ethyl chloride; Leonard H. Tomlin, sodium; Harry F. Royal, tetraethyl lead; Grant A. Brummett, ethyl chloride; end Frank McCoy, tetraethyl lead in our knowledge and experience, and partly by improved methods of operation. Our installations are now so complete and so mod em that we anticipate greater simplicity and smooth ness on all operational levels in the yean ahead. ---------------------------- ------------------------------------------Adjusting the compression ratio of an ethylene compressor in the compressor house 14 A hopper of lead-sodium alloy is carried from the new wing of the alloy building j j- ETC 24205 vff Coordinated engineering and construction plan facilitates general program by William J. Henry, Manager, Engineering and Maintenance One of the first steps in the expansion program was the allocation of various designing, engineering and con struction projects among our own groups at the plant, and among the various contractors employed on the over-all job. This dual arrangement, although present ing some problems, proved to be an efficient and eco nomical way to push ahead simultaneously on a num ber of fronts. Left, William J. Henry . . . Above, Melvin Hudgins, maintenance superintendent; Leslie Price, assis tant maintenance superintendent; Norman Weaver, principal plant construction foreman; and Stanley D'Armond, plant expansion construction supervisor 15 ETC 24206 The Process Engineering Section first prepared engi neering and production studies. It designed new process equipment and drew up new or revised specifications and flow diagrams as required, in cooperation with the Operations Section. Then subsequent engineering assignments were turned over either to our own Engi neering Group or to outside engineering firms. Among the principal projects undertaken bv our own engineering and construction forces were design ing and building new cells for the sodium building, and converting existing cells to higher capacity. New maintenance and repair shops and some general new facilities were also designed and built bv our own men. The Stone and Webster Engineering Corporation was in charge of constructing the principal new build ings and other operating units, as well as the installa tion of process equipment, the jet refrigeration-plant, utility lines, substations and other general services. Ethyl representatives worked closely with Stone and Webster and other engineering and contracting firms 11 l! I in the coordination of their work with ours. The first major units of the expansion program to be finished were the ethyl chloride and ethylene dichloride plants, which were ready for operation early in October. Final installations were completed in the new tetraethyl lead building shortly afterward. Work in the sodium building will be completed before the end of this month. Top, a heat exchanger is hoisted into place in an ethyl chloride unit . . . Above, process engineers Henry H. Wall, Jr., frank V. Canfield, Arthur H. Middleton, Thomas M. Smylie, and Dr. Harry E. O'Connell, who prepared process designs and specifications Right, this new water cool ing tower in the tetraethyl lead area can cool as many as 32,000 gallons per minute These Engineering and Maintenance Section men -- W. Gerald Whitley, Claude E. Daviet, and E. W. Klein- peter--supervised installation of the elaborate electrical i; equipment of the new sodium wing 16 .1- ss Right, entrance to the IS new medical and person -h nel building, a modern air-conditioned structure which provides the latest medical equipment and fa cilities for employees. The building also houses other employee service groups and some of the plant's administrative offices Stretching out and around the new lead recovery build ing are these huge exhaust ducts. The ducts ventilate the lead recovery furnace and the sludge pit inside Above center, a new salt con veyor system leading to the sodium cell room ... Above, two workmen line up a motor and reduction gear used in connec tion with a tetraethyl lead still 17 ETc 24208 I ^1 T TO GET THIS PICTURE of the Ethyl plant, a group of artists and engineers assembled over 100 photographs, and from them prepared this "industrial portrait." It minimizes surrounding properties but faithfully rep resents, in proper perspective, virtually every detail of the world's largest center for the manufacture of antiknock compounds- A whole community of chemical manufacturing units is required to take raw materials through the numerous ANTIKNOCK CITY: ETHYL'S MANUFACTU chemical reactions leading to the final blending of "Ethyl" antiknock compounds* These operations are conducted in three principal areas, where ethyl chloride, sodium and tetraethyl lead are made* The row of five-story buildings on the lower left of the portrait are for tetraethyl lead manufacture. The new one is at the right. Blending, storage and shipping operations for finished "Ethyl" antiknock compounds adjoin the rail* road sidings- ETC 24209 hyP d in and the one lions rail* Dominating the left center of the portrait is a large unit *ith three wings and rows of ventilators on the roofs -- the .'odium building. Here common table salt is turned into ' metallic sodium and chlorine gas. The wing on the left is lit new addition. On the right, the refinery-type units with open structural tteelwork make ethyl chloride, used in the manufacture of tetraethyl lead, and ethylene dichloride, which is blended *ith tetraethyl lead to make "Ethyl" fluid. The newest ethyl chloride plant is on the far right. In back of the area is a three-unit cooling tower. In the left background, a hydrochloric acid plant is identified by its four stacks. Facing the parking lot in the foreground, from left to right, are an employee change house, administration build ing, main gate, engineering office and change house, cafe teria, and the new medical and personnel building. At the extreme right is the new development laboratory and pilot plant area. ETC 24210 1u v m m Added tetraethyl lead capacity forms the core I of Ethyl's plant expansion j Top, an over-all view of j the tetraethyl lead area | with its six separate manuI ] factoring units. The newi est plant can be seen in | profile in the foreground. I ... Above, a closeup of the | new unit, showing a part I of its ventilating system \ 2200 The new tetraethyl lead facilities are of especial sig nificance at this time. Going into operation shortly after the plant produced its 1,250,000,000th pound of tetra ethyl lead, the new facilities will play a major role in enabling Ethyl to reach its new production goals. Besides the new tetraethyl lead unit, a number of other major additions have been made in the area. These include a new lead recovery operation, a new wing to the lead-sodium alloy building, additional electric power and water-cooling installations, and a new facil ity for recovering ethyl chloride left over from its initial reaction with the lead-sodium alloy. In the TEL area, whose operations of course are closely integrated with those of the ethyl chloride and sodium areas, tetraethyl lead is produced by the reaction of ethyl chloride with a lead-sodium alloy. ETC 24211 This is a 36-foot long section of one of the three new cooler trains in the alloy building. Here the alloy is vi brated uphill in the enclosed train r Seemingly suspended in mid-air, this | huge manufacturing pot in the alloy | building combines lead and sodium in exact proportions to make the alloy. The pot has a 110,000 pound capacity Hoppers filled with the alloy are carried to each of the tetraethyl lead buildings and fed into the auto claves. Measured amounts of ethyl chloride are added, and the reaction takes place under controlled tem peratures and pressures. After the reaction has been completed, the product is distilled with steam to sepa rate the tetraethyl lead from the mixture. Raw tetra ethyl lead is next transferred to the wash house, a smaller auxiliary building, where it is purified by treat ment with water and air, and then filtered. Thereafter the antiknock agent is passed on to the blending plant, where it is mixed with ethylene dibromide, ethylene dichloride, and dye, to form finished "Ethyl" anti knock compounds. The new additions in the tetra ethyl lead area will mean not only increased productive capacity but also heightened operating efficiency. 21 ETC 24212 The scale tanks in a TEL building, where ethyl chloride is fed into the autoclaves for the reaction with the lead-sodium alloy *sr 22 ETC 24233 Above are interior and exterior views of the new lead recovery building. At the left is the furnace where recov ered lead is re-melted and re-cast into bars . . . The tall vessel, right, is a scrubber for recovering lead particles Left, assembling a new unit for the purification of recovered ethyl chlo ride . . . Below, this storage tank for "Ethyl" antiknock compounds is a re cent addition to the plant's reserve storage area. It has a storage ca pacity of more than 7 million pounds Process engineers Gerald L. Rice and Arthur B. Wintringham handled phases of the sodium and chlorine expansion New sodium installations increase capacity 50% ; ii if T Depicting phases of salt preparation, prior to its decomposition into sodium and chlorine, these pictures show, in order, pumps feeding brine to the evaporators, a control panel in the evap orator area, a salt filter, and finally a salt dryer. The salt must be thoroughly dried before it can be charged to the sodium cells 24 ETC 24215 orage hold gone Iding Strange as it may seem to the layman, the wo basic elements in common salt -- sodium and chlorine -- are essential for the manufacture of "Ethyl" antiknock compounds. The Ethyl plant produces the wo ele ments by the electrolysis of molten salt heated to high temperatures in an improved type of sodium cell, of which it has an unusually large number. They are in continuous operation. The plant's requirements for additional quantities of sodium and chlorine are being met by a third bat ten- of cells in the sodium building, and by re designed and rebuilt cells in the other wo wings. Ethyl's anticipated production represents an increase of approximately 50% over the amounts of sodium and chlorine we formerly manufactured. Some of our sodium will now be available to other industries, over and above our own requirements. As the world's largest sodium manufacturer, and as one of the principal producers and consumers of chlorine. Ethyl's manufacturing processes require nearly three times as much electricity a day as the rest of Baton Rouge combined. A new electrical sub station has been built at a cost of more than $ 1 million. Changes and additions to mercury arc rectifiers, trans formers, and other electrical equipment have been completed in other parts of the area. Salt used in the manufacture of sodium and chlorine enters the plant in the form of salt brine. Salt han dling facilities have been enlarged by increasing brine storage capacity by 425,000 gallons; the installation of new filters, evaporators and dryers; and by new conveyor systems feeding the sodium cells with hun dreds of tons of highly purified and extremely dry salt per day. In the chlorine area, there are four new drying towers and an enlarged scrubbing and purification system, as well as additional chlorine storage tanks. Sodium handling and. processing improvements include two new filters of 60,000 pounds daily capacity, and wo scale tanks of 70,000 pounds each. The sodium storage area, of more than 5 million pounds capacity, has been relocated. Extensive shops with complete facilities for serving the sodium and chlorine opera tions will simplify and expedite maintenance problems. Ethyl personnel participated in the actual construction of many of the new facilities during the expansion program. In this pic ture, five Ethyl men check the progress of construction in the sodium area. They are: Joseph A. Brown, supervisor (center), and, left to right, Foremen Amos L. Black, Elmer Jones, Byron G. Gouner, and William F. Hansen ETC 24 A new substation, below, was erected at the Ethyl plant to handle the greatly increased electrical requirements in sodium operations . . . Left, four Ethyl men -- Rosemond P. Triche and Maxwell A. Lea (crouthing) and Edward H. Coxe and John D. Daigre (standing) check the installation of a mercury arc rectifier . . . At the right, below, an electrician is at work installing a new control switchboard Below, Feltus H. Wade, assistant construc tion supervisor for Ethyl (right), discusses a construction step on a new sodium fil ter with a contractor's representative Above, the new maintenance and service shops for the sodium area . . . Left, o row of exhaust ducts on top a sodium wing ETC 24217 Baan Newly-produced sodium is token by a receiver and weighed on scales before being filtered and purified . . . Below, a section of the new chlorine drying towers in the area I I , i i: |h i| 1 i New and more efficient facilities in ethyl chloride contribute to increased production The most significant feature of the new facilities and improvements in the ethyl chloride area is their con tribution toward increased production through effi ciency of operation. Ethyl is now able to produce substantially more ethyl chloride than it could manu facture prior to the construction of the fourth plant, both on the basis of new construction and changes and improvements in existing facilities. A continuation of Ethyl's position as the world's largest producer of ethyl chloride seems assured, largely through the completion of the new $3 million manufacturing unit. Another principal addition to the area is the new ethylene dichloride plant, whose product is among the chemical additives blended with tetraethyl lead in the final stages of production of "Ethyl" antiknock com pounds. A number of auxiliary installations have been built or added throughout the area. The plant has con structed, for example, three more hydrogen chloride burners, new ethylene and HC1 driers, a large water cooling tower, and two additional hortonspheres of 10,000-barrel capacity for ethyl chloride storage. New hydrogen chloride, propane and chlorine compressors have been installed, as well as facilities for unloading raw materials, and tanks for storing ethylene dichloride and sulfuric acid. The expansion of water, power, steam and other utility lines has been extensive. 28 ETC 24219 i Personnel who aided in the ethyl chloride expansion work included Floyd L. Smith, Harry L. Butler, Clinton A. Causey, and Jasper lines u Top, this new ethylene dryer will aid in ethyl chloride operations . . . Above, John S. Bridges, Jr., Eric P. Breidenbach, and Paul N. Major, all of whom handled phases of design and construction in the ethyl chloride area Lett, a new hydrogen chloride dryer for ethyl chloride operations 29 ETC 24220 . !i Ethylene dichloride stor age facilities have been enlarged as part of the over-all plant expansion Left, a view of the new ethylene dichloride plant, which will meet all the plant's needs for this ingredient of "Ethyl" fluid --H ^Bt --- A A typical control panel in the ethyl chloride area records pertinent data Among the necessary auxili ary installations which form part of the plant expansion is this 3-unit cooling tower V-' -- I The plant's ethyl chloride storage capacity has been in creased by the addition of several new hortonspheres 30 ETC 24221 Above, the third end fourth ethyl chloride units. The new unit, at the right, together with impor tant improvements in the No. 3 unit and other installations in the area, wilt result in a sub stantial increase in ethyl chloride capacity i i. \v\ jvjfch r'W w ^vJ X -\ Delivery servit peak productii In the blender building, all ingredients of "Ethyl" antiknock fluid are precisely weighed, and proportions are carefully checked, before the product is shipped 32 Completion of our manufacturing expansion program brings to frui tion a two-year ambi tion. We now have pro ductive capacity and distribution facilities which will enable us to serve the oil industry more efficiently than ever before. Looking forward we can set our sights on new7 peaks of automotive performance and octane number efficiency. In addition to increased manufacturing capacity. Ethyl Corporation has completed a number of other steps which give us greater flexibility of operations. Among these are the two new storage and distribution terminals which have been constructed at Edge Moor, Delaware, and at Wilmington, California. These new ETC 24223 i \ \ Nr' '` vi . Delivery servic peak productic In the blender building, all ingredients of "Ethyl" antiknock fluid are precisely weighed, and proportions are carefully checked, before the product is shipped 32 Completion of our man ufacturing expansion program brings to frui tion a two-year ambi tion. We now' have pro ductive capacity and distribution facilities which will enable us to serve the oil industry more efficiently than ever before. Looking forward we can set our sights on new peaks of automotive performance and octane number efficiency. In addition to increased manufacturing capacity. Ethyl Corporation has completed a number of other steps which give us greater flexibility of operations. Among these are the two new storage and distribution terminals which have been constructed at Edge Moor, Delaware, and at Wilmington, California. These new etc 24224 m From the blender building, shown at the far left on the opposite page, a train load of "Ethyl" antiknock compounds can be filled in a day. . . Left center, the new drumming plant. . . Left, a test car daily checks the accuracy of the track scales used to weigh tank car shipments icestw ready to handle Kill by Harry W. Kaley, ,| UII Vice President in charge of Sales and Advertising Ethyl's field terminals in Delaware (above) and California (below) serve refiners in their areas i- terminals are in effect second sources of supply of n "Ethyl" antiknock compounds, supplementing the dej. liveries made directly from Baton Rouge. A new drumi- ming plant has improved our ability to expedite drum .. ' shipments of "Ethyl" fluid. Our fleet of railroad tank J cars has been increased sufficiently to handle the ens larged production of the plant. .) With the somewhat remote, though ever-present, , possibility of sudden fluctuation in demand for antir knock compounds, an adequate margin of manufac1 turing capacity is in one sense another advantage which i Ethyl offers its customer oil companies. It is a service of preparedness, which we rank in value with our expanding field sen-ice programs. Through the years we have developed such services as our comprehen sive research activities, our gasoline testing sen-ice, our safety program, and our technical sen-ices with i manufacturers of automobiles, trucks, buses and trac tors. For the future, we intend to intensify our pro grams of sen-ice and education. 33 etc 24225 Helping to promote the most effective utiliza tion of "Ethyl" antiknock compounds in gasoline is one of the major goals of Ethyl's research labora tories in San Bernardino, California (above) and in Detroit (right). The De troit laboratories are the principal research head quarters, while the San I . ' Bernardino labs are de voted to road research programs the year round Left, gasoline testing is one of the continu ing services Ethyl makes available to the oil industry. Ethyl maintains five gasoline test ing laboratories throughout the United States Below left, helping farmers to realize the maxi mum benefits of power farming is another Ethyl service activity. To this end, Ethyl tractor engi neers work with manufacturers and users alike Below, Ethyl's safety department insures the safe handling of "Ethyl" fluid at every step. Field safety engineers regularly inspect "Ethyl" fluid blending plants and attend tank cleanings 1929 PIERCE-ARROW ENGINE NUMBER OF CYLINDERS: B WEIGHT: 825 POUNDS RATED HORSEPOWER: 125 COMPRESSION RATIO: 5.07:1 1949 OLDSMOBILE "ROCKET" ENGINE NUMBER OF CYLINDERS: B WEIGHT: 675 POUNDS RATED HORSEPOWER: 135 COMPRESSION RATIO: 7.25:1 A "before-and-after" testimonial to "Ethyl" antiknock fluid, and the better gaso lines it has helped oil refiners to make and sell, is the 1949 engine, shown at the right, and the 1929 engine, at top. The new engine weighs less, is more powerful, and goes farther on a gallon of gasoline. This is one capsule of oil progress. No camera can snap a picture of . . . but it is an important added ingredient in "Ethyl" antiknock compounds E 26 is the knowledge that Ethyl has acquired through twenty-six years of service to the petroleum industry . . . E 26 stands for the twenty-six years of antiknock experience of Ethyl personnel. E 26 stands for twenty-six years of varied and comprehensive anti knock services designed to help refiners get the greatest value from each pound of antiknock compound. E 26 stands for twenty-six years of continuing product develop ment to improve "Ethyl" antiknock compounds. We believe E 26 is a most important added ingredient in ``Ethyl" antiknock compounds--used by more than 225 refiners to step up the antiknock quality of their gasoline. ETC 24228 ETHYL CORPORATION Chrysler Building, New York 17, N. Y. Manufacturing Plant.. . Baton Rouge, Louisiana Product* sold undor th* "ETHYL" trade-mark: Antiknock Compound* . . . Salt Cak* . . . Ethylene OicWorid* . . . Sodium Metallic . . . Cklorin* (liquid) ... Oil Soluble Dy* . . . fronton* Hexochloride' (tochnkJ) pnoqM*4*1 tfwe+ity - ninth Annual Meelina AMERICAN PETROLEUM INSTITUTE DECEMBER 1949 Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compounds, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L. Shea, president; Stanley T. Crosslond, vice president and treasurer; Richard M. Pope, secretary ETC 24230 AS FOR THE past several years, the December issue of the Ethyl News is devoted to a pictorial report of the annual meeting of the American Petroleum Institute. By means of the candid camera technique, an effort has been made to obtain an informal, pictorial record of the conven tion from beginning to end. The API's twenty-ninth annual meeting, which was held in Chicago from November 7 to 10, was one of the most stimulating on record. Attended by a total of 5,100 members and visitors, the meeting heard reports on various technological developments in oil, listened to important discussions of contemporary problems, and weighed the outlook on many issues as analyzed by various spokesmen. Through these informal pictures it is hoped that some of the mood and spirit of the fruitful meeting may have been captured. The Editors k -* I\ I 1 Left, aboard the 20th Century were Michael Halpern, vice president, and W. S. S. Rodgers, chairman, The Texas Co. r v> -f V' Destination: Chicago Above, chatting aboard the Cen tury are F. H. Meeder, vice presi dent, Richfield Oil of New York; Harvey Carter, of Oil Trading; and A. E. Watts, vice president of Sin clair Oil. From au. points of the compass, previous week, to participate in the j a near-record total of j,ioo men preliminary work of various and women converged on .Chicagom, ittees. Committee meeting' begj early last month, to attend the 29th as early as Saturday, November f j annual meeting of the American* and continued through the foOmr-j Petroleum Institute. Representing ing Thursday, the close of the 1 all branches of the oil industry, they vention. came from every section of the As was to be expected the wimj country and also included a number of the API "delegates" meJ of overseas visitors in their ranks. facilities of Chicago's heerk Most of them arrived in time for most of them were able to fJ 1 the formal opening of the conven commodations without drfSn^rr.J tion on Monday, November 7. Handv reference lists of Many, however, were on hand the those in attendance and thr'j ETC 24232 Left, a delegation of oil men from New York, as they left a special section of the 20th Century Limited . . . Below, left, alighting from their company plane are,N. T. Stover, M. S. Houser, C. L. Fleming, N. G. Dumbros, and A. G. Mc Kee (rear), all of Ohio Oil. Above, George H. Shaw, counsel, and B. S. Watson, vice president. Cities Service Co., share a dinner table. Harry A. Hassan, vice president, Sin clair Refining, and Henry L. Schwartz, president of Paragon, at dinner on the train. G. R. Bryant, of The Texas Co., and P. C. Spencer, president of Sinclair Oil, chat with Harry B. Hilts, of ESPA. in the combegan ber 5 llowcon- influx J the . but id acculty. les of hotel Among the several hundred oil men aboard the Twentieth Cen tury's API special section were C. F. McGoughran, of Sinclair Refining; Rud J. Babor, vice president of Frontier Oil Refining; Marc F. Braeckel, president of Richfield Oil of New York; and Wiley Butler, president of Coastal Oil. rooms, published daily by several oil periodicals, enabled everyone to reach his friends and associates readily. As in 1948, the API's annual meeting was so large that the facili ties of the Palmer House, as well as of The Stevens, were used to handle the many sessions and committee meetings. The four days of the API meeting were especially busy ones, but they were also highly fruitful in knowledge gamed and decisions made- David A. Shepard, F. Warren Butler, company( formed ,hji dinner ^ threesome. Casting their eyes over the Century's dinner menu are R. A. Hunter and R. O. Jennings, both of Gulf Oil. ETC 24233 Whiling away the time in a game of cards are John 0. Brandli and Harold L. Val entine, president. Metropolitan Petroleum. Below, W. C. Burns, president of Hartol Petroleum, and George M. Fuller, of Addison Outwater.' John M. McMillin, vice president. Cities Service, and H. E. Brandli, vice president. Cities Service Oil (Pa.), at a dinner table aboard the Century. , ETC 24234 Below, among the visitors from overseas was Rene J. Perrin, president of Compagnie Francaise de Raffinage, shown with J. F. Thornton, vice president of Lummus. Chatting together in the club car of the 20th Century Limited are Robert H. Miller, vice president of Creole Petroleum; Joseph H. McCabe, of E. W. Saybolt; and J. Milton Rice, of Esso Export. Harry H. Fuller, of Sinclair Refining, stops to say hello to Jesse Shekel, vice president of Crown Central Petroleum, and Jack L. Minner, of Shell, in the dining car of the 20th Century Limited. 7 ETC 24235 =5 v 'r % /' < Arriving in Chicago ahead of the conven tion's formal opening, many oil men took time ' out to see a professional football game on Sun day. At the left are Floyd L. Miller, of Stand ard Oil Development; G. A. Olsen, president of Sunland Refining; and Clay Thompson and Malcolm McDuffie, both of Mohawk Petroleum . . . Center, left, other spectators at the game included Howard Cuyler. Standard Oil of California; San Wagner, of Ethyl; David E. Day vice president, Richfield Oil; and S. B. Sargent, president, Sargent En gineering. A, Getting ready for the API meetings, three workmen put a banner into place. The API registration room presented this crowded scene on Mondoy morning, as the annual meeting got under way... Left, arriving at the convention, H. LeGros, of the LeGros Oil Co., and his wife check in at the hotel. ETC 24236 ings, ace. Robert L. Parsons, of Parkersburg Rig & Reel, fills out a registration card against a mirror. Above, adding their names to the convention roster are J. M. Hanley, of Northern Natural Gas, and R. J. Whitley, of Socony-Vacuum. C. W. Dyniewicz, of Deep Rock, discusses room res ervations with W. G. Bow man, of The Stevens. Roland E. Smith, of Champion & Smith, lends a willing shoul der as Jack Ballagh, chairman of Key Contractors, signs in. ay Two Detroiters -- Errol Gay, a private consultant, and John * Campbell, of General Motors Research -- check over the lte program of meetings, after registering at the convention. ETC 24237 Salute to Service The capacity audience at the open ing general session included many standees. Others lined the balcony overlooking the grand ballroom. resentation of the API Gold American people," which past lead PMedal for Distinguished ers of our industry bequeathed us. Achievement was made to J. How"If it is true," Mr. Pew said, "that to Mr. Pew and the scroll to Mr. Boyd was made by W Alton Jones, newly named chairman of the ard Pew at the Wednesday after market demand has influenced some API board. noon general session, first of two decisions" on maximum allowables, Mr. Boyd's address marked his held during the convention. The "I am opposed to it." final official appearance as active session also heard a farewell speech On the rostrum to deliver the head of the API. bv William R. Boyd, Jr., retiring annual President's Address, Mr. Following the talk, Mr. Boyd's in president of the API, and a feature Boyd also- accepted a testimonial terim successor, Baird H. Markham, address bv Dr. Robert E. Wilson, scroll signed by members of the In was introduced. He is serving in an board chairman of Standard of In stitute's board of directors. Presen acting capacity until the new API diana. tation of both the API Gold Medal president is selected. Mr. Pew, a director and former president of Sun Oil Company, is the fourth recipient of the API Gold Medal, which was instituted at the 1Q46 annual meeting. Those Names of those who will serve as API directors during the coming year were read by Lacey Walker, Institute secretary. Delivery of his annual messoge was the last official act of retiring Presided Boyd after an eight-year tenure. previously honored were William M. Burton, the late Henry Ford, ! i and Charles F. Kettering. Mr. Pew's acceptance speech was a call to men of the industry to "guard well" the heritage of com petition "for the benefit of the 10 ETC 24238 1 aenany ony iom. Mr. Dr. Wilson, in a speech entitled nes, "API Wildcatting in Some Interest the ing Areas," outlined the social, eco nomic, and industrial benefits that his have accrued from the oil industry's rive cooperative program in its basic pe troleum research. He estimated that in- three projects each had saved the im, industry more than the entire cost an of the fundamental research pro iPl gram, which now runs more than $400,000 yearly. je was the President enure, j Dr. Robert E. Wilson related the benefits of the oil industry's cooperative program in basic petroleum research. In this picture, which in some ways seems to reflect his staunch character, J. Howard Pew is shown delivering his API Gold Medal acceptance speech. In the address, Mr. Pew declared that advocates of high taxes and higher wages are supporting their claims with totally unrealistic estimates of post war corporate profits .. . The Distinguished Achievement scroll and medal, which W. Alton Jones presented to Mr. Pew (below), cited the former Sun Oil president as "a conscientious servant, a wise counselor, and a coura geous leader of the American petroleum industry" for almost 50 years. 11 ETC 24239 One of the many tributes paid to William R. Boyd, Jr., on the occasion of his retirement as the president of the American Petroleum Insti tute, was a beautiful scroll, bound in leather, and personally signed by the members of the Institute's board of directors. Here, Mr. Boyd and W. Alton Jones pose with the scroll, follow ing its presentation before the full assemblage of API members at the Wednesday afternoon general session. IIIIIIIIIIIIIH The API meeting marked the beginning of new roles for these well-known industry figures. General Baird H. Markham, who has been director of the American Petroleum Industries Committee, accepted the post of acting presi dent of the API. W. Alton Jones became the Institute's chairman. And William R. Boyd, Jr., after 29 years of service to the API, prepared to take a well-earned vacation . . . Below, Mr. Boyd is shown accepting a silver service pre sented to him by the API board, at a farewell dinner held in his honor. ETC 24240 Senator Robert S. Kerr addressing the Wednesday evening general session. ew -es. f sen -ies esithe Jr., -ed 'Ar. reell I Facing the Future hree important speakers, each with fense team," he paid warm tribute to the Ta vital message for the oil industry, industry's tremendous wartime accom addressed the closing general session opflishment. "The abundance with which the API annual meeting. you men of oil supplied this great essen Speaking on the subject, "America tial," he said, "was a major factor in turn Unlimited," Senator Robert S. Kerr, of ing the tide in our favor." Oklahoma, declared that "the golden age Discussing the international situation, of America is in the future." Admiral Denfeld said, "The Navy has Outlining the heightened role of the always been a firm believer in the fact oil industry in the future growth of that the surest guarantee of ample petro America, Senator Kerr declared, "I know leum products in peace or war is a you will be diligent in the development healthy, vigorous and progressive pe and expansion of your great industry. I troleum industry7." In conclusion he said urge upon you equal diligence in the that "if the Navy is not your best single matter of public relations with your fel customer, it is your most appreciative." low Americans and with your govern Speaking on "Integration in American ment. Give both of them the benefit of Industry," Edmund E Learned, professor full knowledge of your amazing contri of business administration. Harvard Grad bution to victory in war and prosperity uate School of Business Administration, in peace." said that vertical integration "contributes Admiral Louis E. Denfeld, former directly to the economic objectives of Chief of Naval Operations, was the sec greater efficiency and lower prices." ond speaker of the evening. Addressing Professor Learned called for a better the men of the oil industry as "the un public understanding of the economics uniformed members of our national de of integration. Admiral Denfeld spoke on oil's impor tance to the Navy at ail times. Professor Learned de livered an address on integration in Ameri can industry. 13 2424] G. W. Hofmayer, Indiana In dependent Petroleum Assn, secretary; Al Basye, of Ethyl; and T. R. Turner, president of Turner Oil. With the American flag as a backdrop. Jack Cashed, of Preston Oil, and Prof. Edward O'Rourke, of Ohio State Uni versity, chat between sessions outside the registration room. Among those who journeyed from Canada were M. S. Beringer and Ole Berg, Jr., both of whom are vice presidents of British- American Oil. Camera Candids r Hiiiiiiiiiiiiiiiiiiiii!iiiitiiHiiiiitiiiitiiiiiiiiiittiiiitiiiiiiiiiniitiiiiiitii]iitHiiimiiniitiiiim)iiiittiinniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiifiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiHiiiiiiiiiiiiiiiiiiii]| Right, a portion of the Wednesday morning meeting of the Ameri can Petroleum In dustries Committee. Chairman of the committee is Oscar John Dorwin, of The Texas Co. 14 Left, the Committee on Highways, as it met Monday morning. L. S. Wescoat, president of Pure Oil and chairman of the committee, was the presiding officer. ETC 24242 -iiimmiiiiium Above, Julian J. Frey, Ethyl's sales manager, chats with E. H. Weaver (center), of Union Oil. At the right is M. F. Weill, also of Ethyl . . . Above right are R. L. Wagner and C. A. L. Walker, vice presidents of Great Lakes Pipe Line, and Marshall McArthur, president of Paraland Oil. Right, Stanley C. Hope, president of Esso Standard; R. M. Bartlett, Gulf Oil vice president; and L. E. Ulrope, vice president of Esso Standard. Members of the Board of Councillors enjoy a light moment while nominating API board of director candidates. Inset, J. H. Russell, Gulf Oil vice president, presiding at the Councillors meeting as D. V. Stroop, of the API staff, recorded the proceedings. at its several work sessions, the rector of the American Petroleum Wheelock, for Production; Chester A API board of directors, besides Industries Committee. Mr. Bovd F. Smith, for Refining; J. Howard making a number of important pol was named a director of the API, Marshall, for Marketing; and T. E. icy decisions, also created the of and will be available for advice and Swigart, for Transportation. B. fice of Chairman of the Board and consultation. Brewster Jennings was elected trea II elected a temporary successor to Other API officers named by the surer. Lacey Walker was reelected outgoing President Boyd. board were Vice Presidents R. L. secretary and assistant treasurer. Named to the board chairman- ship was W Alton Jones, president of Cities Service Company. For the past two years, Mr. Jones has served the API as vice president for Trans portation. In choosing Baird H. Markham to serve as acting API president, the board named a man who has been associated with the oil industry for 22 years, the last 17 of them as di- The Institute's new officials presided for the first time at a meeting of the board's executive committee on the final day of the conven tion. They are W. Alton Jones, board chairman; and Baird Markham, act ing API president. At the far left is Lacey Walker, who was reelected secre tary of the API. H. S. M. Burns, president of Shell Oil, talks with Elliott Evans, president of the Institute of Petroleum, England's counterpart to the API. Among the newly elected members of the API board are P. C. Spencer and T. E. Swigart, presidents of Sinclair Oil and Shell Pipe Line. Robert H. Colley and Henderson Supplee, Jr., president and execu tive vice president of Atlantic Refin ing, just before a board meeting. Two company presidents, Hines H. Baker, of Humble Oil, and L. S. Wescoat, of Pure Oil, compare notes. Mr. Wescoat is retiring API treasurer. Both headquartered in Chicago, the conven tion city, are Henry M. Dawes, chairman of Pure Oil's executive committee, and A. W. Peake, president of Standard of Indiana. API directors R. B. Anderson, of Waggoner Estate, and John G. Pew, vice president of Sun er Oil, flank David G. Gray, of rd Humble. > Colonel T. H. Barton, board chairman of Lion Oil, and John M. Crawford, chairman of Parkersburg Rig & Reel, greet D. E. Buchanan, of Hiwan Oil. Enjoying a chat while waiting for o board meeting to begin are J. S. Bridwell, of Bridwell Oil, and Eugene Holman, president of Jersey Standard. I A general view of the luncheon meeting of the board of directors on Wednesday. i L. F. McCollum and W. H. Garbade, presidents of Continental Oil and Deep Rock. A. Jacobsen, Amerada president, looks over some reading matter. A newspaper holds the attention of R. L. Kent, of Kent Oil. M W % % William R. Boyd and W. Alton Jones pause at the beauti fully decorated buffet table at the testimonial receptiondinner tendered Mr. Boyd by the API board of directors. Upper left, the dinner guests included C. M. Gile, Gulf vice president, and John Harper, president of Harper Oil . . . Left, Luther Cleveland, board chairman of Guaranty Trust Co., and B. Brewster Jennings, president of Socony-Vacuum. ntion Below, other dinner guests included Hines Baker, president of Humble Oil; M. H. Robineau, president of Frontier Refining; C. R. Williams, vice president of Chicago Corp.; and W. K. Warren, president of Warren Petroleum. Far left. Merle Thorpe, of Cities Service, and Charles Jones, president of Richfield Oil... Left, R. G. Follis, Standard of Californio board vice chairman; Bruce K. Brown, president of PanAm Southern; and A. P. Frame, vice president of Petroleum Advisers. ETC 24247 A hearty pre-dinner laugh is enjoyed by Amon Carter, Fort Worth publisher; Ralph B. Lloyd, president of Lloyd Corp.; Reese H. Taylor, president of Union Oil; T. E. Swigart, president of Shell Pipe Line; and O. D. Donnell, former president of Ohio Oil. Most of the API directors and many invited guests attended the testimonial dinner. Marketing Two group sessions, attended by natural gas on the fuel-oil market, I overflow audiences, were spon calling it "real competition" that sored by the API Division of Mar "will grow instead of diminish." keting during the convention. William Simon, of the law firm of Speaking at the opening session, Miller, Gorham, Wescott and Vice President Alben W Barkley Adams, spoke on "The Legality cited figures on oil consumption Under the Patman Act of the and known reserves, and said, "It is Good Faith Competition Which easy to see that we could be out of Is Required by the Sherman Act." oil in 12 years." He added, how The second Marketing session ever, "I did not say it would hap heard John Dressier, executive sec pen," observing that new discov retary of the New Jersey Gasoline eries could be expected to continue. Retailers Assn., defend the fair E. Holley Poe, formerly Director trade laws as necessary for small of Natural Gas in the PAW, out business. The meeting also heard lined the forthcoming impact of Conger Reynolds, OIIC chairman. t i i It Striking an informa pose, Vice President Barkley chats with re porters during an im promptu press confer ence prior to his con vention address. ETC 24248 Below, E. Holley Poe on the rostrum, as he discussed the impact of natural gas. Vice President Barkley, as he addressed the opening session of the Marketing Division.  Snapped outside the Marketing session were Douglas J. Fletcher, executive secretary, Ontario Gasoline Retailers Assn,; Ralph F. Markey, executive secretary, Gasoline Retailers of Indiana; Harry K. Franklin, secretary, National Congress of Petroleum Retailers; Charles A. Hutson, director, Gasoline Retailers of Indiana; George D. Runyan, president, Gasoline Retailers Assn, of Fort Wayne; and H. E. Sauerteig, Fort Wayne service station operator. Above, John Crawford, of Great Lakes Refining, and Joseph J. King, of Tennessee Gas Transmission. Another Marketing audience group included Richard C. Murphy, of Ethyl; R. R. Potts, Socony-Vacuum; Willard Wright, Sun; Herbert Wil letts, Socony-Vacuum; Dwight Colley, vice president, Atlantic; George McDaniel, Socony-Vacuum; and F. M. Neall, Atlantic. Having an informal get-together are John W. Nerlinger, Jr., corresponding secre tary, and Rankin Peck, president, the National Congress of Petroleum Retailers; Alan Feinman, president, Gasoline Retailers Assn, of New York State; Harry J. Doyle, assistant to the president, and John Dressier, executive secretary, the New Jersey Gasoline Retailers Assn.; and Louis M. Faber, executive secretary, the Retail Gasoline Dealers Assn, of Milwaukee . . . Below, right, John R. Nelson, vice president, and A. L. Bailey, president, Canfield Oil, chat with D. E. Hoffman, of Tidewater. Above, G. L. Gano, of Cities Service Refining; O. B. Bingham, of Henry H. Cross; and H. L. Williford, of Hunt Oil... Below, W. R. Schaefer, presi dent of Schaefer Oil, chats with O. J. Shaw, president of Lincoln Oil. Mr. Schaefer is president of the Nebraska Petroleum Marketing Assn. v/i A view of the speakers' table during the second Marketing session. Seated are Hugh Thatcher, John Dressier, and John W. Frey. Chairman J. Howard Marshall is at the microphone. A. L. Nickerson, of Socony-Vacuum, pro gram chairman of the Marketing Divi sion, makes a statement from the floor. iNtiiiiiiiiiiiiiiuiiitiiiiiiniiiiiiiiinHiiiiHiiiuiiiiiitiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiitiiuiiiiiiiuiitiuiiiiiiiiuiiiiumuHiiiiiiuiiimiiuuuuiiiuiiinHuuuiuuiuu ETC 24250 Left, R. W. McDowell, president of Mid-Continent Petroleum, speaking for the resolutions committee, of which he is the chairman. Above, B. L. Majewski, vice president of Deep Rock Oil, reporting for committee on jobber ser vice. Below, the nominating committee of the Division of Marketing, as it met Monday morning to nominate members to serve on the Division's general committee for the year 1950 . . . Lower left, Rex S. Blazer, president of Allied Oil and chairman of the nominating committee, as he delivered the committee's report to the full Division. < Conger Reynolds, chairman of the OIIC, makes a point during the OIIC presentation (top of page) before the second Marketing group session. highlight of the second Mar. keting session was a presenta tion of a report on "The Oil In dustry Information Committee in Action" before the assembled mar keters. Conger Reynolds, OIIC chairman for 1949, reviewed the work and results of the oil industry's informa tion program to date, and empha sized the importance of employees, dealers and their helpers as channels of communication with the public. Urging marketers to support the program fully, Mr. Reynolds said, "It is particularly important that marketers know the industry pro gram better. They are the salesmen. They are in the branch of the in dustry that must cam' the lion's share of the selling job we have to do with the American public." Admiral H. B. Miller, George Frevermuth, and Ralph Champlin dis cussed individual phases of the OIIC program. i Admiral H. B. Miller, of the API; George Freyermuth, of Standard Oil (N. J.); and Ralph C. Champlin, of Ethyl, participated in the OIIC presen tation. The skit at the right, presented before the Marketing audience, illustrated how employee group discussions, based on material provided by the OIIC, are of great assistance . in carrying forward the industry's program of education. 23 *\ P; I STEYt William M. Holaday address ing the Refining session on "Fuels --Their Present and Future Utilization." Walter G. Whitman was the sec ond speaker on the Refining program, devoted to "Fuels of the Future." Courtney C. Brown, describing the changed pattern of seasonal demands, told how the industry's peak load has shifted from the summer to the winter. Refining liiiitiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiuiiiiiiiiiimiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiil n a comprehensive survey on the said, citing the higher efficiencies I utilization of fuels, W M. Hola that can be achieved through fur day, of Socony-Vacuum, told thether improvements in fuels and en Refining group session that trans gines. portation offered the greatest op Speaking on "Liquid Fuel Sup portunity for more efficient util plies and National Security," Wal ization. Of all forms of transporta ter G. Whitman, of the Massa tion, the automotive field is the chusetts Institute of Technology, most fertile for future gains, he said that joint industry-government .'it planning is essential in the event of a national emergency. "If national security demands that actions be taken which are not sound invest ments for private enterprise," he added, "the people as a whole, through their government, must ac cept the responsibility and pay the cost." Discussing the effects of shifting seasonal demands on refinery opera tions, Coumiey C. Brown, of Standard Oil (N. J.), said that greater storage capacity is needed as a result. "Very large capital sav ings could be made," he said, "if refiners should gradually adopt the operating practice of letting the changing seasonal requirements fall more on storage, and less on chang ing volumes of currently produced supplies." ETC 24252 Left, a part of the Refining group audi ence, at which Chester F. Smith (be low), of Standard Oil (N.J.), presided. . * -ft ' v h; %. -ir . r- \ w is Above, a meeting of the Refining Division's nominating com mittee, at which it designated members to the Division's general committee . . . Right, H. F. Glair of Standard of Indiana, chairman of the nominating committee, delivering his committee's report at the Refining session. Having a pre-session get-together are W. H. Fowler, of Pure Oil; Andy Lenz, of Sinclair Refining; and Martin Alspaugh, of Ethyl. S. H. McAllister, of Shell Development; C. E. Davis, vice president of Shell Oil; and L C. Burroughs, also of Shell Oil, look over some convention literature. Chatting together, below right, are L. L. O'Dell, of Ohio Oil; Jack D. Fuller, of Ethyl; and Frank W. McCurry, vice president, Derby Oil. Below, Dr. A. Leslie Horton, of the University of Cincinnati; H. G. M. Fischer and R. M. Shepardson, of Standard Oil Development; and Dr. Charles A. Swan, of Standard Oil of Ohio. "\ A special exhibit in connection with the convention attracts the attention of George J. Peterschmidt, vice president of El Dorado Refining, and R. J. Oosdyke, of Mid-West Refineries. In the threesome at the left are R. J. Brown, president of R. J. Brown Co.; Howard E. Felt, vice president of Warren Petroleum; and J. M. Reidy, also of Warren ... Lower left, discussing a piece of convention litera ture, are Paul Endacott, executive vice president of Phillips Petroleum; Henry D. Moyle; and Stanley Learned, vice president of Phillips. Telephoning a convention friend is Merrill Utley, a director of Standard of Kentucky. Two Louisville Refining rep resentatives -- J. J. Loudermill and James J. Gaskell. ETC 24254 Up from Beaumont was W. B. Johnson, of Magnolia Pe troleum. A Stoll Oil representative pre sent was John J. Kirchner. A get-together of three Californians -- S. M. Wagner, Ethyl's Western regional manager; E. J. McClanahan, vice president of Standard of Cali fornia; and Meredith Littlefield, of Ethyl's San Francisco office. D. P. Barnard, of Standard of Indi ana, chairman of the Automotive Research Commit tee, which met in advance of the convention's for mal opening. 27 ETC 24255 IlllllllltllllllllilUlllllIlllllllllllllllllltlllllllllllllllllllIIIIIIIIIIIIIIIIIlllllllllllllltlllllltllllIIIIIIIIIIlltlllIIIlllllllllllllll API directors all are B. I. Graves, vice president of Tide Water Associated Oil; Sidney A. Swensrud, president of Gulf Oil; J. N. Pew, Jr., board chairman of Sun Oil; W. G. Skelly, president of Skelly Oil; R. L Wheelock, president of Wheelock and Collins; and E. H. Salrin, vice president of Tide Water Associated Oil. The Committee on Refinery Equipment, as it met in session on Tuesday afternoon. Bonner H. Barnes, of Gulf Oil, is chairman of the committee. A round-table discussion among C. W. Hoffer, of Wash ington, D. C.; Charles W. Rippie, of Lukens Steel; and 1 H. E. Zoller, president of Derby Oil. Two Wood River Oil men -- H. C. Allen and N. W. Kreit -- hold a Stevens lobby conversation with Grover Kilgore, of Halliburton Oil Well Cementing Co. ETC 24256 Part of the audience which attended the Tuesday evening Public Relations group session. Right, J. B. Thomas, president of The Texas Electric Co., as he gave the "Case History of Federal En croachment Upon the Electric In dustry." The group session also heard Dr. Claude Robinson, president of Opinion Research. Title of his talk was "The Public Looks at the Oil Industry." I. i .^Tl ..V PETROLEUM PROGRE OCTOBER 16-22 Public Relations firm warning that the petro must be addressed," he said. A leum industry must take steps A third speaker was Dr. Claude to avoid "the progress made towardRsobinson, who analyzed the latest socialization" of his own industry public opinion survey taken on be was voiced by the head of a Fort half of the oil industry. Worth electric power company in Continuance of the industry's the opening speech of the Public public relations program was voted Relations group session. unanimously by the API board of J. B. Thomas, president of The directors, and a budget of $1,811,- Texas Electric Co., termed Federal encroachment on the electric in dustry "the first step in the social ization of the whole industry of the United States." Commenting upon Mr. Thomas's address, John M. Lovejoy said that the oil industry7, through its indus try-wide public relations program, had already begun to fight the "threat of creeping socialistic con trol." "This is the menace to which all our public relations programs John M. Lovejoy, Seaboard Oil president, as he addressed the ses sion on 'The Oil Industry Looks at the Public." Seat ed is Conger Reynolds, who presided. ooo approved. The board also authorized a consolidation of the working staff. Under the plan, the Fred Eldean Organization is retained as public relations counsel, and administrative responsibility for the program is transferred to the office of H. B. Miller, API director of information. s= 1 g HI s gf = ETC 24257 Above ond upper right are views of the Monday afternoon meeting of the Oil Industry Information Committee and OIIC district chair men. The first day of the conven tion was an especially busy one for OIIC members. In addition to the afternoon meeting, the OIIC held a Monday morning session and then met again at lunch. OIIC dis trict chairmen also met Monday morning. The photos below and on the opposite page are of the Monday luncheon of the OIIC. Below, clockwise, are Philip C. Humphrey, of The Texas Co.; Daniel C. Mc Carthy, of Socony-Vacuum; W. B. Curtis, of General Petroleum; J. A. Lentz, of Continental Oil; Lars Carlson and James S. Haskins, field representatives for OIIC; and Jack Dupree, representative for Socony-Vacuum. Conger Reynolds and George Freyermuth confer, during a session, on the oil industry's public relations program. Mr. Freyermuth succeeds Mr. Reynolds as chairman of the OIIC. ETC 24258 OIIC luncheon diners at this table are L. L. Niedrach and Donald R. Waugh, field representatives for OIIC; Joseph W. Butler, president of Butler Oil; Joseph H. Mader, of the OIIC field staff; W. E. Black, vice presi dent of Esso Standard of Pa.; Keeton Arnett, of the Fred Eldean Organization; Samuel B. Pettingill, of Pure Oil; and Fred Eldean, president, Eldean Organization. rWrtjliMriTIIWMIW, -JOBS* At right are Jack Cohane, OIIC advertising agency representative; Richard Rollins, of Atlantic Re fining; H. L. Curtis, of Shell Oil; J. H. Sembower, of Shell Oil; Frank Rehm, vice president of Shell Oil; C. Haines Finnell, of Union Oil; and John Dryer, of Foote, Cone and Delding agency. orge ig a stry's . Mr. Mr. f the In the center right photo, clockwise from the left foreground, are Paul Cain, of the Southwest OIIC district; William N. Finnegan, Jr., of Humble Oil; Stanton K. Smith, president of Smith Oil; Wiley Moore, board chairman of Moore, Inc.; R. E. Featherston, of the OIIC field staff; Harry Trower, vice president of Phillips Petroleum; J. B. Hutchinson, vice presi dent of Aetna Oil; L. C. Pfaff, of Socony-Vacuum; and Frederick Grinned, of the OIIC field staff. ch In the luncheon group below are J. M. Halliwell and War ren Drew, of Gulf Oil; Jack Clarke, of Lion Oil; Douglas Campbell, of Pure Oil; M. S. Hauser, of Ohio Oil; and C. E. Simons, of Texas Mid-Continent Oil and Gas Assn. . . . ie Below, right, Clarel B. Mapes, of Mid-Continent Oil and re Gas Assn.; Ben Ames and Melvin J. Rupp, field representa n. tives for the OIIC; and Upshur Evans, of Standard of Ohio. U X ; Ti 1 1^ jUrlf -"9 t^/ '.;fe :y i>. t >o A luncheon meeting of the public relations committee of the API board of directors. John M. Lovejoy is chairman of the group. f One of the new OIIC vice chairmen is William J. Gerwe, of SoconyVacuum (below). The others are Philip Humphrey, of The Texas Co., and Stanton Smith, of Smith Oil. W. S. Hallanan and K. S. Adams, presidents of Plymouth Oil and Phillips. Both are on the board's public relations committee. Discussing the industry's public rela tions program for the coming year are James S. Haskins, of OIIC field staff, and Admiral H. B. Miller, the API director of information. :7 Avidly studying one company's report on Oil Progress Week activities is this group of OIIC members. They are Paul Hodges, of Cities Service; Jack Clarke, of Lion Oil; Ben Ames, field representative of the OIIC; M. S. Hauser, of Ohio Oil; and J. B. Hutchinson, of Aetna Oil. ETC 24260 Two group sessions were spon sored by the Division of Pro duction during the API conven tion. The first session heard four speakers present papers on such subjects as rotary percussion drill ing; the equipment and techniques necessary for commercial drilling at 20,000 feet; a discussion of fac tors affecting the design of oil-well sucker-rod strings; and a report on the value of a higher voltage sys tem for electrically pumping oil wells. R. O. Garrett, of Arkansas Fuel Oil, and George E. Cannon, of Humble, presided. At the second session, presided over by H. H. Kaveler, of Phillips Petroleum, and Paul Andrews, of Signal Oil and Gas, the audience heard G. B. Corless, of Standard Oil (N. J.), urge the same system atic approach in selecting and train ing company executives as is used in developing oil reserves. N. E. Tanner, Minister of Mines and Minerals of the Province of Al berta, reviewed various aspects of Canada's present oil development. J. V. Pennington, of Drilling Re search, gave a history of drilling technology and its prospects. API Certificates of Appreciation were presented to seven men. Above, John M. Payne, of Shell, speaking, and co-chairmen R. O. Gar rett and G. E. Cannon. Two other speakers at the opening session were B. L. Moore, of Mumble, and S. B. Sargent, of Sargent Engi neering. ETC 24261 |j. V. Pennington spoke on drilling technology. N. E. Tonner traced Canada's oil and gas development. G. B. Corless gave a paper on executive development. ETC 24262 34 Above, Robert Siegel, of SoconyVacuum, ond R. V. Whetsel, of Cities Service, chat between sessions. Above, right, R. L. Wheelock (far right), API vice president for Produc tion, presents Certificates of Apprecia tion to five men for their contribu tions and services. They are E. J. Nicklos, president of Nicklos Drilling,W. G. Corey, of Lacy Oil Tool; H. W. Ladd, of Stanolind; H. N. Marsh, of General Petroleum; and John R. Suman on, vice president. Standard Oil an (N. J.). Other recipients of the awards iis were A. H. Riney, of Phillips Petro leum, and F. H. Schnoor, of Standard Oil of California. J. C. Donnell, II (center), president of Ohio Oil, checks a convention pro gram as G. F. Bish and H. H. Healy, also of Ohio Oil, look on. Below, a business meeting of the nom inating committee of the Production Division. George P. Bunn (center right) delivered the report of the committee. ETC. 24 2 63 A A moment's relaxation is enjoyed by Max M. Fisher, vice president of Aurora Gasoline, and Julian Frey, of Ethyl. . . Right, F. H. Moore, executive secretary. Re tail Gasoline Dealers Assn, of Massachusetts, ' and Rankin Peck, presi dent of the National Congress of Petroleum Retailers. iiiiiiitmiiiimiiiiiiiiiiitiiiiiiiiiiiimiiiitiiitiiiiiiiitiitiiiiiiiiiiiiiiiiniiiiiiiiiitiitiiiiiiiiiimiiiiiiiiHiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiinitiiiiiitiiitimt m The Joint Automotive meet ing. Presiding chairmen were J. J. Powelson, of Esso Stand ard and M. E. Nuttilo, of Cities Service Oil. Getting his shoes polished is Felix Simmons, of an Oklahoma City bank. Top, Carl A. Young, API director of production, visits with E. G. Gaylord, vice president of Califor nia Research . . . Above, A. L. Quackenboss, of Union Oil, and S. I. Hulse, vice president of Warren Petroleum. 36 ETC 24264 J. L. Ashworth and R. T. Scott, both of Standard of Indiana, stop at an information desk in the API registration room. Below, photographed while waiting for an elevator are Dent Hand, of Bay Petroleum; Leo L. Leabo and x C. O. Garbrecht, vice presidents of Bay Petroleum, and Robert A. Douglass, of Ethyl. Lesh, vice president of Kanotex . . . Center, E. E. Thompson, of Mid-West Refineries; W. H. Polachek, of Ethyl; and C. W. Rice, of El Dorado Refin ing . . . Above, John Dalson, of Old Dutch Refining. 37 ETC 24265 Division of Transportation sessions, held at the Palmer House, were wellattended. This is the audience at the morning portion of the Pipe Line Symposium. Transportation AT ITS HEADQUARTERS in the Pall \ mer House, the API's Division of Transportation held three group sessions, honored five of its mem bers for services rendered through the years, and saw its director, James E. Moss, receive the Navy's highest civilian award for his out standing wartime accomplishments as a port and tanker consultant to the Navy and the Coast Guard. The first two group sessions, on Tuesday, were in the form of an all-day Pipe Line Symposium. Speakers represented six different oil and pipe line companies and a private consulting engineering firm. Talks delivered during the Sym posium covered a wide range of interest to those responsible for the movement of petroleum products. In addition to papers on technical matters, there was a discussion on the value of vocational training within the pipe line industry. The program also included the showing of a new Shell Pipe Line Company motion picture. From top to bottom are Loren F. Kahle, executive vice president of Interprovincial Pipe Line, who pre sided at the Tuesday morning ses sion; and speakers J. W. deGroot, president of Tuscarora Oil, and Gordon N. Scott, consulting en gineer from Los Angeles. ETC 24266 E. M. Henderson, of Interstate Oil Pipe Line, subbed as a speaker for Francis Coryell, also Interstate. The importance of vocational training was discussed by J. R. Mills,Jr.,of Standard of Indiana. Certificates of Appreciation were presented to five men, two in absentia, by W. Alton Jones, retiring API vice president for Trans portation (left). Those shown receiving their awards are T. E. Swigart, president of Shell Pipe Line and new API vice president for Transpor tation; James C. Bennett, now retired, formerly of Tide Water Asso ciated Oil; and Porter L. Howard, of Sun Oil. Other recipients, not present, were Douglas S. Bushnell, now retired, formerly of Northern Group of Pipe Lines, and Harry G. Schad, of Atlantic Refining. M. H. Shanahan, of Continental Oil, ;ng and R. Charles Nicholson, of Shell Pipe Line, co-authored a paper en he titled "The Producer and the Pipeing liner Discuss Lease-Tank Practices." nv Opposite page, discussing the new pipe line construction movie issued by their company, and shown at the Pipe Line Symposium, are H. H. Anderson, vice president, and D. H. Lewis, of Shell Pipe Line. 39 ETC 24267 he third, and final, Transporta 'ster, a member of the Federal Com T tion group session was held on munications Commission; Charles Wednesday morning, with W ALl. Dearing, of the Brookings Insti ton Jones presiding. tution in Washington, D. C.; and In addition to presentation of the Thomas Pennington, of Humble five Certificates of Appreciation to Oil, who gave an illustrated talk members and the Navy award to on "Marine Transportation in Off Mr. Moss, the session heard three shore Drilling and Production Op talks and the report of the Divi erations." The paper was prepared sion's nominating committee. jointly by Mr. Pennington and The speakers were E. M. Web- James C. Posgate, also of Humble. .............................................................................. ............................................ Pictured at the Transportation session are (top) E. J. Nopper, of Sun Oil; J. B. Land, of General Electric; and J. B. Glasby, of Atlantic Refining . . Above, Robert Roberts, of Chicago; and Stanley Kleinheksel, L. R. Dickinson, and G. F. Brigance, of Socony- Vacuum. ETC 24268 :ilinitllllllliliniliil * The Transportation Division's nominating com mittee in session. F. R. Pratt, of Socony-Vacuum, committee chairman, presides. Two company vice presidents who attended the sessions were C. R. Musgrave, of Phillips Petro leum, and F. A. Stivers, of Texas Pipe Line. Right, W. W. Baker, vice president of Sinclair Refining, and G. F. Brigance, of Socony-Vacuum, as they left a Transportation meeting. The new president of the Pipe Liners Club, W. C. Kinsolving, of Sun Pipe Line, is con gratulated by his predecessor, D. D. Irwin, of Pure Oil... Right, the annual banquet of the Pipe Liners Club. ETC 24269 Above, a meeting of the Aviation Advisory Committee. R. C. Oertel, of Esso Standard, is presiding . . . Right, T. J. Sullivan (seated, right), vice president of Gulf Oil, chats with J. B. Macauley and Richard C. AAurphy, of Ethyl. Ill Above, F. M. Moffitt, of Ashland Oil . . . Right, L. C. Stevens and W. R. Finney, both of Standard Oil (N. J.) . . . Below, J. E. Powers, of U. S. Rub ber, stops at a Stevens counter to purchase a magazine. t Four Texans talk things over -- E. O. Buck, of the National Bank of Commerce; John W. Mecom, independent producer; E. P. Hayes, of Texaco; and C. W. Alcorn, vice president, Falcon Seaboard Drilling. At Random ;innunit!i]itiiiitiiitiiiiiiiiniiiiiiiiiitti]iiiiiiiiiiiiiiiiiiiiiiitiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiitiiiimiiiiiiiiiiiiiiiiinii F. Baird-Smith, president. Refiners Transport and Terminal, checks over 42 o paper, as J. J. Powelson, of Esso Standard Oil, and Leo Huff, of Pure Oil, look on. ETC 24270 4, > Charles Wheatley, president, Charles Wheatley Co., and C. S. Mitchell, of Cities Service Oil, talk things over as J. G. Norton, of Magnolia Pipe Line, pauses to light a cigarette. h t Left, S. H. Reynolds, and P. F. Houserman, both of National Tube, stop for a chat with H. W. Ladd, of Stanolind . . . Below, W. M. Maddox, of Mag nolia; S. F. Niness, president of Leaman Trans portation; Porter L Howard, of Sun; and R. H. Lamberton, of Union Tank Car. i i Below, Earl Bartholomew, general manager of Ethyl's Research Laboratories, chats with John T. Cochrane, president of Coastal Petroleum. Below, a meeting of the Defense Services Commit tee. Shown at the head table are J. C. Clarke, of Socony-Vacuum; Carl E. Cummings (standing), of The Texas Co.; and E. W. Berlin, of Standard- Vacuum. of *V. of nt. !\ I Two Continental Oil men -- G. W. Evans and F. B. Haverfield -- compare notes while waiting for a Transportation meeting to begin. Among those in attendance were J. B. O'Connor, executive vice president of Dresser Indus tries; Jack Walton, vice presi dent of Ideco; Willard John son, president of Mageobar; William E. Dobbins, of Clark Brothers; and R. M. Chan, vice president of Magnolia Petro leum. At the Lummus party were C. A. Stover, president of Stover and Rust; S. A. Johnson, of Magnolia Pe troleum; H. B. Cooke, of Gulf Oil; and C. S. Reed, president of Lummus. Right, S. J. Veenstra, of Asiatic Petroleum . . . Below, left, A. L. Conn, of Standard of Indiana; F. D. Rossini, of the Bureau of Standards; and E. C. Hughes, of Standard of Ohio . . . Below right, four Richfield Oil men from California. They are C. R. McKay, T. C. Cook, C. T. Brown, and C. A. Day, Jr. A. B. Anglin discusses 5W motor oil. Seated is Dayton P. Clark, chair man of the API Lubrica tion Committee. Left, Mr. Clark as he delivered his address He said there is little economic justificatior for salvaging used lu bricating oils. Lubrication aiiuiiBniiuiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiinitiiiiiiiiiititiiiitiiiiiiiiiiiiiiiiiiiiiiniiitiuiiiiiuiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiuiiiiiimiiiimiiiiiiiiiraiinitiiiiuiiioiiiiiiiiiiiiiiii AWashington agency s assertion - that oil drain changes can be extended to 4,000 miles was chal lenged by a Lubrication group ses sion speaker as "false and mislead ing." J. M. Koch, vice president of Quaker State Oil Refining Corp., said that this recommendation ema nating from the Treasury Depart ment's Bureau of Supply was based on vehicle performance not typi cal of the performance conditions encountered by average motorists. Dayton E Clark, of Gulf Oil, told the meeting that the economies gained by salvaging used lubricat ing oils are so small that they hardly justify the accompanying risk of shutdowns or increased maintenance costs. Other Lubrication speakers were Ray Shaw, of Chek-Chart Corp.; A. T Colwell, of Thompson Prod ucts; and A. B. Anglin, of BridshAmerican Oil. Mr. Anglin's paper on "Field Experiences with 5W Motor Oil" was discussed by H. C. Mougey, of General Motors Re search, and Carl Georgi, of Quaker State Oil Refining. Other speakers at the Lubrica tion session were A. T. Colwell, top, and J. M. Koch. Wi MJ Above, a meeting of the Lubrication Commit tee . . . Below, Charles Hardwick (center), vice president of Ohio Oil, and two Ethyl regional managers--James E. Boudreau (left) and Harold Berg. siniiiniiiiiiiiiiiuiiiiiiiriiiitiiiiiiiiiiiiiiiiiiiiiiniiiiiiinitniiiMiiiiiiiiiiii iiiiitiiiiiiniiiiiinm] Above, William M. Murray, of Deep Rock, the new chairman of the Lubri cation Committee, is shown talking with his vice chairman, Paul V. Keyser, (left), of Socony-Vacuum. Below, a presentation holds the interest of the audience at a meeting of the Central Committee on Automotive Transportation. Roundup Left, having an informal huddle are H. I. Moul, president. Coastal Tank Lines; Frank Grimm, president, O'Boyle Tank Lines; and W. W. Shannon, of Pure. W. O. Cook and Al Pranger, both of International Derrick and Equip ment, chatting before the start of a session. W. S. Morris, vice president. East Texas Salt Water Disposal, enjoys a laugh with Sam S. Taylor, U. S. Bureau of Mines. At a dinner table are A. J. Galloway and F. S. Clulow, Shell Oil vice presidents. C. O. Willson and George Weber, of the Oil and Gas Journal, visit with Dr. C. W. Rippie, of Lukens Steel, and Neil Buckley, vice president of Taylor Refining. James E. Boudreau and Julian J. Frey, of Ethyl, chat with Joseph Adams, retired, and Dr. Clive M. Alexander, vice president, Aetna Oil. 49 ETC 24275 l /*% & <8. k! Mm S' % V f. Aiv -^- ' Above, making up this Gulf foursome are T. R. Bibee, J. C. Phillips, B. B. Wescott, and J. L. Irvin . . . Above, right, are M. C. Hoffman, vice president, and Ralph Brandon, of Pan-Am South ern; D. F. Benton, of Standard of Indiana; and R. L. Aycock, George Moore, and H. S. Read, vice president of Pan-Am Southern. V- * ? *' t |: ; Above, a meeting of the API's Research Project 45 Advisory Committee. i sj Above, this meeting of the (Main) Advisory Committee on Funda mental Research on Oc currence and Recovery of Petroleum was held in the Upper Tower. Below, a portion of the Committee on Analytical Research, as it met on Tues day morning. J. B. Rather, Jr., of Socony- Vacuum, presided. 50 ETC 24276 Fire Protection panel discussion on Mechani- sion, at which J. . Hill, of Union Al cal Foam featured the Fire Oil, presided. ^. Protection session, held WednesdaTyhe speakers were C. H. Bunn, morning in the Upper Tower. Four Jr., of Standard Oil Development, speakers participated in the discus who led the discussion; R. T. Hen derson, of Standard Oil of Ohio; O. W Johnson, of Standard Oil of California; and R. L. Tuve, of the Naval Research Laboratory, Wash ington, D. C. Above, a view of the speakers' table during the Fire Protection panel discussion on Mechanical Foam. Seated, left to right, are J. E. Hill, O. W. Johnson, C. H. Bunn, Jr., R. L Tuve, and R. T. Henderson. Mr. Bunn led the panel discussion. Below, a joint meeting was held by the Central Committee on Fire Protection and the Central Committee on Accident Pre vention. = Shown at the head of the table, at the joint meeting of the Accident Prevention and Fire Protection committees, are Frank Wilson, of the API; J. E. Hill, of Union Oil; and F. R. McLean, of Soeony-Vacuum. Mr. Hill is chair man of the Central Committee on Fire Protection and Mr. McLean is chairman of the Central Committee on ' Accident Prevention. ETC 24277 Top, members of the Commit tee on Tank Cleaning discuss a new tank cleaning manual dur ing a business meeting. They are O. W. Johnson, of Standard Oil of California; W. O. Wilson and R. D. Eberly, both of Standard Oil of Indiana; and Ellis locher, of Ethyl ... Above, E. O. Jones, of Ethyl, who is chairman of the Committee on Tank Cleaning. PETROLE One of the exhibits at the API meeting was this presentation of the API Department of Safety film project. J. W. Small (left), who de veloped the film projector used, is discussing the project with H. T. Markee, of Phillips Petroleum, and F. R. McLean, of Socony-Vacuum. '*.. ;-* " -- : - jf'-J Many APIers visited the Army Quartermaster mobile petroleum test ing laboratory (above), which was stationed across the street from the Stevens. Standing beside the laboratory-on-wheels are Capt. Darwin Kiteh and R. S. Crockett, of Neches Butane Products, together with Richard L. Allbritain, who designed the mobile unit . . . Left, L. L. Davis, of Continental Oil, inspects some of the laboratory's equipment. ETC 242' Offstage ewspaper men and special N writers from all parts of the country were on hand to report the proceedings of the API meeting. There were few quiet moments for the press. Besides covering the eleven major meetings of the con vention, they were kept busy writ ing up press conferences granted by various API speakers and interviews with other key figures. The API meeting also served as a vehicle for informal reunions among many journalists. Among them was a meeting of the Asso ciation of Petroleum Writers, at which new officers were elected. Retiring API President William R. Boyd, Jr. (right), enjoys a friendly give-and-take with reporters (above) during a convention press conference. 5>c<v/ fe L3 test;rom apt. ther Left, jr/s The press room, below, served as headquarters for reporters and writers during the four-day meeting. 3Hiiii unnramniiiiiuii niiiu iiiiinntttiniiniiiiiiitiiiuiiiiiiiimuiniiiu Left, J. A. McNally, and Ernest Collenberg, of the API staff, check on the number of API registrants. The Association of Petroleum Writers held a business meeting during the API conven tion, and elected new officers, below, for the coming year. They are Paul Wollstadt, of NPN, secretary-treasurer; Warren Baker, of World Oil, president; and Milburn Petty, Petty's Oil Letter, vice president. ETC 24279 53 In this hotel check-out line are Robert Withered, of Walworth Co.; W. H. Potter, of Guaranty Trust Co.; George B. Cushing, of Notional Supply Co.; M. M. Wilson, of Baldwin-Hill Co.; N. W. Kre'rt, of Wood River Oil; H. B. Dunn, a consulting engineer; and R. Cubicciotti, of L. Sonneborn Sons. Checking train schedules back to Michigan is James P. Dunningan, president of Producers Refining. Getting travel information are (I. to r.) R. L. Engstrom, of Hydril Corp.; and F. C. Schulze and L. L. Bower, of Waukesha Motors. Participants in this sidewalk con 54 ETC 24 2 80 versation, while awaiting a taxicob, are Don Carr, of Oil and Gas News, and Mourie Walters, of Lakeside Refining. ETC 24282