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Montana oil and mining journal. [volume] (Great Falls, Mont.) 1931-1953, November 09, 1946, Image 5

Image and text provided by Montana Historical Society; Helena, MT

Persistent link: https://chroniclingamerica.loc.gov/lccn/sn86075103/1946-11-09/ed-1/seq-5/

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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
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
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
n, Havre, NK
33-32N-25E; EK
apa -
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
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
Its that
with nothing
ut the electric
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
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
"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
Reviewing the past and present
accomplishments of research and
development in the oil industry
which have given the public better
Producers, Refiners
and Marketers
of Quality Products
4 *
\o !
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.
Liât Tour Royxltler With Me
r. O. Box IIH — PkoM

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