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The significant cutting parameters in turning EN 24 steel with carbide tools using MoS2 as a cutting fluid have been evaluated and an equation connecting the significant parameters with surface roughness of the job material has been determined. A typical nomogram has been constructed to determine easily the surface roughness produced on the job when the independent variables are known within the range of experimentation. A comparative study between ordinary cutting fluid and MoS2 as a cutting fluid has been shown. Optimum cutting combinations have been ascertained statistically by the steepest descent method.

Two papers were presented at a meeting of the Automobile Division in conjunction with the Lubrication Group of the Institution of Mechanical Engineers in London on 10th February, dealing with the lubrication of small 2‐stroke petrol engines. These were as follows:— “Problems Encountered in the Lubrication of small 2‐Stroke Engines,” by A. Towle, M.Sc., M.I.Mech.E., (Lubrizol International Laboratories), and “Influence of the Lubricating Oil on Some Operating Problems of the 2‐Stroke Gasoline Engine.” by D. W. Golothan, A.M.I.Mech.E. (“Shell” Research Ltd.). We give shortened versions of these papers. The Institution of Mechanical Engineers welcome written communications on these papers, which should reach them at 1 Birdcage Walk, Westminster, London, S.W.1., before 30th April. Those wishing to do this can obtain copies of the complete papers from the Secretary of the Institution. The meetings were held at short notice, but in spite of this about 150 members were present and the ensuing discussion showed the importance and interest in this subject.

IT is not without interest in Britain to observe the trend to over 15 million passenger cars fitted with an automatic transmission in service in the United States of America. Without doubt, the rapid increase in numbers from around 2 millions in 1949 has been due to the growing demand from motorists for the easier and less tiring method of car driving. The conventional system of clutch and gearbox operation is fast dying out in American car production.

WHEN WE turn from oil‐based to aqueous cutting fluids, we meet additional problems and require many more tests. Before dealing with these it should be remarked that they often apply to fluids used in other operations, notably rolling and drawing, so that the following section is not restricted to cutting fluids only.

The illustration shows scaffolding erected for the inspection of the Catalytic Cracking Plant at the Fawley Refinery of the Esso Petroleum Company Ltd. This plant is shut down annually for a period of four to six weeks and the scaffolding is erected about six weeks beforehand. It is a good example of the importance and work involved in this type of maintenance. On this unit alone, the complete scaffold absorbs 180,000 feet of tube, 55,000 steel fittings and 12,000 scaffold boards. Most of the tube has to be hoisted to heights of 250 feet and this incorporates the use of jib scaffolds of from 100 to 200 ft. above ground level. A hoist tower is also erected to bring up the maintenance teams and tools, this rises to 180 ft. and serves six of the nine floor levels of the plant. Each floor is connected to the tower landing stages by tubular steel scaffolding constructed to form extensions of the floors. The tower incorporates two diesel powered hoists and an indicator system of telephones and flashing lights connects the landing stages to the main hoist control room at ground level. Located on the first floor are heavy components which during shutdown are taken to machine shops for strip down. These weigh up to 10 tons and their removal is facilitated by erecting up to floor level, a 30 ft. flat topped tower, flush boarded on top. This is connected to the floor by timber beams and a narrow gauge railway.

A comprehensive series of articles covering the duties and properties required of oil engine lubricants and circulating systems.

The aim of this chapter is to delineate a product framework concerning managed visitor attractions (MVA), which highlights the supply-chain aspects of destinations. It first touches on the rationales for developing such a framework and then constructs a framework composed of a set of product components deriving from the extant literature. Consequently, an version of a product component framework, fastening on an accumulated sample of attraction cases, is presented through three illustrative cases. In the conclusion section, this study elaborates on the study limitation while connoting how the resultant data could shed light on the role of the components of the MVA product in the creation of visitor experiences.