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Numerous Applications Filed
In Great Falls Land Office Numerous applications for federal oil and gas leases were filed during the week at the Great Falls land office, much of the acreage involved being in the vicinity of Bowdoin dome, in northeastern Montana, on which the Texas Company is now drilling a deep test. Included in the filing were the following: C. L. Thom NWVi 22 and NE14 9 -and WK NWK. NEK and NWK SEK 10-31N-25E, 760 acres. Same. EH Eu, NWK NEK and SWK SEK 17; NWK NWK 17. and NEK NEK 18-32N-25E, 320 acres. Genevieve Miller. 1243 So. Ash. Sasper, Wyo., EH 20, NEK. SWK SEK, SWK. NH NWK and SWK NWK 21; NK, WH SEK. NH SWK 22, NH 28. EH 29 and EK 32-30N 33E, and EH 5 29N-33E, 2561 N. K. Harris, 842 So, Durbin, Cas per, Wyo., lots 1, 2, 3. 4 and 7 and SK NÉK and NEK 6-30N-31E: SK SWK and NWK SWK 13-31N-30E. Algo in the same townships and range. NH SEK and SEK SEK 14. K EH and WH 23, NH NK 24, WH 25, EH NEK and SEK 26, and SWK NWK 35, a total of 1909 acres. An attempted 1120-acre filing by Anne E. Shaw of 417 So. Ogden, Denver, Colo., involving acreage in 37N-18E was for the most part re jected because it covered acreage on which mineral rights had not bee reserved by the government. Edna F. Guise, 1820 E. Colfax, Denver, filed on 200 acres in 32N 30E, including SEK SEK 12, EK NEK. NEK SEK and NWK NWK n, Havre, NK 33-32N-25E; EK apa - WH acres. W n 13 . Many.New Cars Are "Lemons, View of Authoritative Paper The oil industry and the automobile industry are inextricably linked. Because of that fact, there is reprinted the following from the authoritative and well-edited "Deal«''News" of Los Angeles— a searching look at some of the glaring faults being found in the new cars rolling so haltingly off the assembly lines: Enough of the 1946 model auto mobiles have rolled up enough miles in the hands of private owners to give the nation a pretty fair preview of the postwar "hossless kerrige" —and the verdict is a bit on the a recent gloomy side, according to survey conducted in 16 large cities. Back in the dark days of the war people spoke with bated breath of the mechanical marvels which would materialize on the drafting boards and roll off the assembly lines when once the automobile in dustry could turn from its task of supplying a large portion of the "arsenal for democracy." Not only would the new cars be glittering, glamorous and gay ... of a war-weary public .. in the mind I JR . they were also imagined as far better mechan ically and structurally than any thing produced in prewar years. Comes now the rude awakening. Not only have the 1946 models hewed close to the line of conserva tism in design and refinements . . . they have been proven through to be so full of "bugs" that their cousins of the vintage of 1941-42 ... and even before . .. are reported to be eyeing the new generation with suspicion and distrust. Some thought even exists that the new generation Is not worthy of flaunt ing the good old family names that stood for so much before the war. It is, however, worthy of note and a very favorable comment on the American ideal of sportsmanship, that very few of the owners of 1946 cars inclined to place all the blame on the factories. Most of the com ments gleaned in the survey were to the contrary. In Youngsto O., for example, the owner of a new quickly discovered that the car was "eating its head off' through excessive oil consumption. Examination revealed the startling fact that a loose piston had already scored the cylinder block. Through the Youngstown dealer the Ford Motor Company promptly replaced the block, without charge. "I guess I can't blame anybody but the guy on the production line," said the owner. "Certainly It wasn't Henry Ford's fault ... or my deal er's fault." Pretty much the same sort of opinions have been voiced by own ers of all makes and models, despite the weird epidemics of peeling paint, cracking chrome, ousting bolts, sagging springs and mischiev ous motors. The owners of the new cars «in sider themselves pretty lucky after u se wn, Ford Crude Output Drops, August The daily average production of crude petroleum declined 86,000 bar rels from the July record to 4,836,000 barrels, reports the Bureau of Mines of the United States Department of the Interior. Except the decline of 88,000 barrels daily changes In production of leading states were small. Louisiana output reached 400,000 barrels daily for the first time. Oil well completions gained 184 to 1,425 in August and were 267 above the August, 1945, total. Active rotary drilling rigs numbered 3,815 at the end of August, 28 more than on July 31. The dally average demand for domestic crude petroleum again in creased to 4,886,000 barrels (22,000 barrels above the July rate) and caused the withdrawal from stocks of 50,000 barrels daily during the month. Total crude stocks, domestic and foreign, were 229,223,000 barrels on August 31, compared with 229, 319,000 barrels on July 31. in Texas, all. If they start each trip with a prayer . . . still they're starting it in a new car! And they know th the manufacturers have had a lot to put up with—strikes, low effi ciency, indifferences, parts short ages and a lot of general cussedness. No make of car is entirely ex empt from the 1946 crop of "bugs," the survey found. And the "bugs" come in amazing variety, although the commonest ailments are defec tive paint jobs, glass that cracks or leaks water mysteriously, loosening around doors, bo are loose and often missing alto gether, clutches that bind and wear rapidly, and noises that spring the haunts of scores of wicked gremlins. But you can also pretty well have your choice, like a Min neapolis man whose new car cracked a window, broke a speed ometer cable, burnt out a distrib utor, leaked water under the dash, and finally turned up dependable about it b clock. The clock was always depend ably wrong. His choice was to sell the car . . . after months of use . . . at the same price he paid for it Less obnoxious to the owners, ap parently, than the many defects, are the frills they are sometimes re quired to pay for. The survey un covered numerous cases in which the new cars had been loaded to the guards with "extras" that often ran to nearly half the cost of a good new car in the old days. Sets of seat covers at $80, windshield washing gadgets that don't work, fog lights in country where fog ik unknown . . . these were some of the things about which people complained the survey field men. It would at rubber Its that from little with nothing ut the electric in be distinctly unfair to leave the impression that the sur vey found nothing but "bugs." Many owners reported that their 1946 cars had served them well on trips to Florida and back ... or on other long journeys. But there was a sad lack of enthusiasm, even among these lucky ones. And they were far too few In number. The nation's auto makers, ques tioned about this sort of a thing, get pretty cagey. They are in a tough spot. But they are cautiously admitting, through factory bulle tins and other sources, that some of the 1946 output has been tem peramental to say the least In the words of one Detroit manufacturer. "We'll plug along . . . doing the best we can . . , and pinning our hopes on the future." Gas May Soon Rival Crude Oil As Prime Source of Gasoline In case you've been wondering about the sudden interest in building up major gas reserves along the Alberta-Montana border, you might consider the remarks of a scientist who recently asserted that conversion of natural gas into gasoline is now economically competitive with production of gasoline from petroleum. E. V. Murphree, executive vice president of Standard Oil Develop ment Co., central technical and re search organization of Jersey Stan dard, declared that production of f asollne from coal is also practical ut not yet competitive generally with production from crude oil. He said, however, that the development of coal conversion processes was continuing. Murphree stressed that emphasis on conversion of natural gas and ultimately of coal to liquid fuels is "not basically due to fear of future shortage of oil," but rather that the "cost of finding oil and its produc tion is increasing and will probably increase in the future." "The urge for development of improved processes for conversion of natural gas and coai to gasoline, therefore, springs from economic considerations," ne stated. urphree estimated the present of producing gasoline from coal at roughly 7K cents per gallon. This is not much higher than the cost of producing similar grade gasoline from crude oil at present crude prices, he commented, but added that the investment in the coal plant is much higher. He gave no estimate of the cost of converting natural gas into gaso line. M cost "Recent work on conversion .of natural gas and coal into liquid products, Murphree said, "has to a large extent been centered in the >f the fluidized solids technique use o which evolved out of the fluid cata lytic cracking process developed the Jersey Standard group. This of the catalyst in powdered has been one of the outstanding ad vances in making the conversion of gas and coal economically at tractive." Reviewing the past and present accomplishments of research and development in the oil industry which have given the public better by use form Producers, Refiners and Marketers of Quality Products 4 * \o ! ,V*° >\ HOME OIL & REFINING CO. lUflnsry and Gso«ral Ottos* - Grsat Falls. Mont products at lower prices, Murphree recalled that in 1925 gasoline In hulk having an octane number of 60 sold at the refinery for about 14 cents a gallon, while in 1945 gasoline of 76 octane number was selling at the refinery for 5K cents a gallon. More Miles Per Gallon Forecast An Increase of 20 percent in gaso line mileage per car within the next few years as automotive engines are designed to take advantage of the superior gasolines which will be available, was predicted here by Julian J. Frey, general sales man ager of Ethyl Corp. Addressing a local marketers' convention, Frey said a "conserva tive" estimate of the antiknock quality of average fuels that will be available by 1950 is a "motor rating of 86 octane for Ethyl gaso line and 80 for regular grades." "Premium grade fuels, moreover, will show a road performance of about 90 octane number bearing out our earlier estimates that postwar gasolines will show a better per formance on the road than indicated by their laboratory octane number," . he stated. CHARLES R. BRONSON LEASES LANDS ROYALTIES Liât Tour Royxltler With Me BONDED and LICENSED 11M r. O. Box IIH — PkoM HAVRE, MONT.