Document 7RmYa9DnQy6g21OGE59g0j55V

z:' uUJ ; Volume 17, Number 6 April 14, 1975 Ship Maneuvering Trials Set sonard H. Earle, left, and A. D. Mookhoek hold job-briefing session. Parle, Mookhoek Exchange Positions Leonard H. Earle and A. D. Mookhoek, Marine Department Operations, have switched positions, effective April 1. Mr. Earle is now Port Opera tions Manager and Mr. Mook hoek is the new Ocean Oper- Pierce Comes Ashore ations Manager. "The changes are in line with our original intent when these positions were estab lished that individuals in either position would be prepared to assume the responsibilities of the other," said General Man ager 0. R. Menton. In addition to his ocean operations duties, Mr. Mook hoek will continue to serve as chairman of the Alyeska Marine Advisory Committee which is formulating plans for marine operations in the Alaska area. dispatch activities. Mr. Pierce, a 1971 Maine Maritime Academy graduate, sailed for two other shipping companies before joining Exxon in January, 1973, as 3rd mate in the Exxon Wash ington. He raised his license to 2nd mate in December that rk R. Pierce, above, has same year and served for the :epted a six-month shore first time in that capacity in training assignment in the MaJuly, 1974, in the Exxon rine Department Houston OfNewark. He was on the Exxon fice where he is assisting inHouston prior to his new Operation's allocation and shore assignment. A series of "maneuvering verification trials" is sched uled to get underway soon for ships in the ocean fleet. The trials will be conducted in response to a U.S. Coast Guard requirement that oper ating characteristics of all vessels (not just Exxon) of 1,600 gross tons or over be verified. The purpose is to determine if the ship's ma neuvering capabilities still match data obtained from sea trials when the ship was built or when last checked by a previous master. As Time Permits The sea trials will be held at opportune times by Exxon vessels, such as when a ship is directed to slow down to make a tide or berth. How ever, they must be completed by July 1 so that needed changes in diagrams and fact sheets can be made for post ing in the ship's wheelhouse. The maneuvering verifica tion trials, most of which will be conducted under both bal last and load conditions, in clude checking the vessel's turning circle at sea speed, full speed, and half speed; de termining the ship's stopping distance at these speeds; re cording the vessel's speed at various RPM settings; and pin pointing the speed at which bow thrusters lose effective ness. It is recognized that wind, sea currents, depth of water, and other conditions affect ships differently at different times and the posted informa tion can serve only as a guideline. But the master can use it as an aid in determin ing the best kind of evasive action to take at a critical moment, based on his ship's particular capabilities. Ac curate data will help reduce chances of error. Reference Points A number of reference points, such as buoys, light towers, and other suitable navigation points will be used in conducting the verification tests. The ship may even "tailor-make" her own sea buoys for use as radar detec tors as per the accompanying drawing. The buoy is designed to sink within a short time so as not to be a menace to other vessels or small boats. Water flows through holes to sink tailor-made sea buoy after use. t/: i .t i ii 'si ~j : 5t EXX-MOR-007943 X -7L < Maintenance Program On 'New Orleans' Keeps Repair Problems, Costs To Minimum The March 10 issue of Fleet News featured an ar ticle which discussed major 1975 maintenance and re pair problems. Mooring winches, deck cargo lines, lifeboats--all require regu lar maintenance if costly equipment renewals and time out of service are to be minimized. An example of how a good ship's preventive maintenance program, car ried out by an enthusiastic crew, has been set by the Exxon New Orleans. Card File Established The program, under the di rection of Captain Robert F. Stap, started in the first quar ter of 1973. The carefully thought out plans included the establishment of an index file containing a job descrip tion card for each area of the ship and its related equip ment. There is space on the card to note the nature of the work to be performed, when it was started, completion date, manhours required, and materials used. "Most of the painting, over haul, and repair work has been completed and the ship brought up to standard. This was Phase I of our program," said Chief Mate William R. Tyrrell. Phase 2 will involve maintaining the vessel to Phase I standards and keep ing the index file up-to-date. "It takes time, effort, and co operation of all hands to set up a program like this and make it work, but once estab lished, it can be easily main tained," Mr. Tyrrell said. "The cards give us a running his tory of work performed and when they are filed in quar terly sequence, they tell us at a glance when the next maintenance period is due for each area and piece of equip ment." Advantages Listed Captain Stap and Chief Mate Tyrrell see a number of other advantages that the card system provides: It enables the ship to Chief Mate William R. Tyrrell shows card index file used in systematic, orderly scheduling of work on vessel. Other chief mates involved in the initial stages of the program aboard the ship were Jack T. Still man, Walter A. Johnson, and Richard A. Nicholas. Most of the maintenance work in the Exxon New Orleans is performed when vessel is at sea. Here, Axton G. Excell, OS, prepares steam winch for Rust-Ban protective coating while ship was on voyage from Baltimore to Baytown recently. carry a minimum of inventory and gives ample time for or dering needed supplies. e It allows systematic and orderly scheduling of the work program. It helps in setting up a preventive maintenance schedule for each area. New officers coming aboard can easily carry on the program by referring to the cards when laying out work. "Our men are proud of their ship," said Captain Stap, "and we can depend on them to do a consistently good job. I cannot commend our licensed and unlicensed personnel too highly for their efforts and the outstanding job they are doing, not only in bringing the ship up to standard, but keeping it that way." Priorities Set One of the first priorities on the Exxon New Orleans was the complete overhaul of all mooring winches and an chor windlasses. All winch and windlass cylinders and other parts were scaled araT then covered with Rust-Ban 373 protective coating. All nuts and bolts on the cylin ders were also renewed. Under the new procedures, all steam parts on winches are examined routinely and re coated, where needed, to pre vent corrosion. This has elimi nated the need for expensive part renewals on winches and other associated repair work during the vessel's current major two-year shipyard over haul. Shipyard Work Reduced Joe Same, repair superin tendent, says, "The outstand ing maintenance on the Exxon New Orleans has reduced the shipyard repair specification from the usual two hundred items or so to less than one hundred. Corrosion control alone has afforded a notable reduction in renewal or repair work on deck plating, carnet piping, winches, and misc^^ laneous other on-deck equip ment. This work is a large part (See MAINTENANCE, next page) Page 2 Exxon Fleet News EXX-MOR-007944 COPIED FliOM THE CGLLEfTION.S IN THE CENTER FOR AMERICAN HiSTOK MAINTENANCE of many other shipyard jobs. "Now only major repairs that obviously Squire shipyard facilities must gB made to the vessel in the yard. These include work to meet Coast Guard and American Bu reau of Shipping requirements, and such things as drydocking for hull painting, tailshaft work, and so forth," Mr. Same said. The port staff suggests that other vessels in the fleet consider continued from page 2 adopting a similar program, if they have not already done so. The staff is preparing a number of guidelines, giving top priority to mooring winches, cargo pipe, vent lines, and lifeboats. A following article in Fleet News will explain how the Repair Section arranges for necessary turnaround repairs at loading or discharge ports. > i i L'- All bearing and turbine casings have been put into like-new condition by Engine ^partment personnel. Guards over belts and other moving parts are freshly Minted in India Orange. Deck of Exxon New Orleans is kept in top condition, thanks to the cooperation and effort of Deck Department employees who maintain it on a regularly scheduled basis. Baytown Branch Has No Disabling Injuries Congratulations are extended to employees in the Baytown inland waterways branch who completed one year of operation with no disabling injuries on April 5. The group worked more than 97,000 manhours dur ing this period. Obituary Captain Christian W. Tolfsby, 68, died on March 19. He lived in Deerfield Beach, Florida. He be gan his seagoing career as a youngster of 16 when he sailed from his native Norway as an apprentice. He joined the Exxon Fleet in 1929 as AB in the T. J. Williams and filled his first licensed assignment in 1931 as 3rd mate in the Princeton. He sailed as chief mate in the Esso Baton Rouge (1) and the Esso Gettysburg (the first T-2 tanker) in 1941-42. Later in 1942, he joined the shore staff at Bay onne and returned to sea in Feb , ruary, 1947, in his first command master in the Esso ParkersIMrg. His last four years of ser vice were as master in the Exxon Newark and finally in the Exxon Lexington. He is survived by his widow. Victor Erice, 79, died on March 1 at Brooklyn, New York. He had nearly 28 years of service when he retired in 1960. A native of Chile, Mr. Erice saw short service as a wiper in 1925 and rejoined the company as AB in February, 1932. He sailed 11 years as AB and then 17 years as Bos'n, the rating he held at retirement. He had no survivors. Charles Garber, who retired in 1956 with 26 years of company service, died in a Long Island hospital on March 25. He was 81. Mr. Garber served 18 years with Mobil Oil before coming to Exxon when the New York tug fleet was acquired in 1946. His entire career was as fireman on various tugs in New York. He is survived by his widow. Murphy Happy In Florida While on paid leave recently, AB Ian G. Harrison visited George F. Murphy, above, who retired from the fleet as 3rd mate in 1972. Mr. Murphy lives on Treasure Island in the St. Petersburg area of Florida. "George is very happy in retire ment and spends a lot of time running his boat and fishing," Mr. Harrison said. "He also has a large garden to help keep him busy ashore, and as a member of the Retired Persons Club of Washington, D. C., George is now planning a six-week trip to Spain." April 14, 1975 Page 3 EXX-MOR-007945 CUPIF.U FIIOM THE COLLECTIONS IN THE CENTER FOR AMERICAN HISTOK Retirements 'Working Was Pleasure,' Says Cowarf in addition to receiving best wishes for a happy retirement from his shipmates aboard the Exxon San Francisco, Colon W. Cowart was given a fond farewell recently by Herman Teller, left; W. A. Scott, who is presenting a company retirement watch to Mr. Cowart; and Don DeLozier, all Baytown Branch personnel and long-time friends of his. "I shall always re member my fellow seamen and friends ashore with great re spect," Mr. Cowart said. "It was a real pleasure working with them and I am sorry to have to retire now because of a health problem. I plan to go fishing and camping as much as I can." Mr. Cowart joined the fleet in August, 1956, as OS in the Esso New Haven. He became AB in the Exxon Lexington in 1969 and sailed continuously in this rating in various ships until his retirement on January 1. He lives in Cleveland, Texas. Inland, Seagoing Employees Honored Two inland waterways employees in the New York Branch and two seagoing employees who live in the New York area were honored recently by New York Branch employees at a retire ment luncheon and awards presentation ceremony. The retirees are, from the left, George W. Simpson and Mrs. Simpson, Gustaff Vanthillo, Hans Torgersen and Mrs. Torgersen, and William Uftikowich. Mr. Simpson retired as chief engineer in the inland fleet with 37 years' service; Mr. Vanthillo, AB, retired from the ocean fleet with 15 years service; Mr. Torgersen had 22 years' service as deckhand on various inland tugs, and Mr. Uftikowich had 27 years service in the ocean fleet where he was a regular relieving 1st assistant engineer. I i j Hedgepeth Served In Various Vessels Durwood J. Hedgepeth retired on January 1. He joined the fleet in May, 1956, as wiper in the Exxon Chester and be came oiler in this vessel a month later. He served in var ious ships during his career as wiper, oiler, and fireman prior to transferring to the Stewards Department in 1967. His last vessel was the Exxon New Orleans. Mr. Hedgepeth's home address is Henderson, North Carolina. Juan Aureiio To Raise Chickens In Pensacola Although he lives in a mobile home, Juan J. Aureiio plans to remain "immobile" in Pensa cola, Florida--at least for the time being. He and his wife will enlarge their garden and raise a few chickens. "Other wise, we have no other plans at present," he said. Mr. Aure iio joined the ocean fleet as oiler in the Exxon Bangor on March 28, 1966. He sailed in various vessels in the fleet as oiler and later as A/Oiler, re tiring in this latter rating on February 1 from the Exxon New Orleans. He was oiler in the S.S. Manhattan during her maiden voyage through the Northwest Passage in 1969, and again during her second Arctic voyage in 1970. Charles Fearon Was AB In Ocean Fleet Charles Fearon retired Jan uary 1 as AB. His last vessel was the Exxon Baton Rouge. Mr. Fearon joined the fleet as AB in the Esso Montpelier in June, 1945. He continued to sail in this capacity in various vessels until retirement. 7 Might Cut My Grass,' Says LaMotte "I'm tired of working and it's possible that I just might get around to cutting my grass some day--if I feel like it," said Bertrand L. LaMotte who retired with 37 years of com pany service on March 1. Mr. LaMotte was employed in 1937 at Baton Rouge Refinery. He later transferred to the refinery's Lighterage Department as a cook and cabin boy in various inland vessels. He advanced to 2nd cook in 1941 and be came chief cook in 1945. He worked as chief cook and 2nd cook on Western Rivers tow boats for the remainder of his company service. He also served part of his career aboard the steamboat Spra gue, the early-day stern wheeler, largest in the world, used by the then Standard Oil Company (N.J.) to tow barges carrying products from Baton Rouge to Memphis and points in between. John Barrett Retires From Huntington John D. Barrett, who lives in Mobile, Alabama, retire^ on December 1. He began his" career in the ocean fleet in June, 1956, as messman in the Esso Reading. He served as messman/utilityman in various vessels until his re tirement. His last ship was the Exxon Huntington. Fluift Retires, Was Member Of ESA Board Clyde C. Fluitt, Jr., who lives in Beaumont, Texas, retired on March 1. He first joined the fleet in March, 1957, as OS in the Esso Binghamton. He later resigned, returning to the fleet in June, 1959, as AB in the Exxon Lexington. He served in this capacity in various ships since then and was a member of the ESA Board of Gover nors when he retired. EXXON FLEET NEWS is published every other Monday for active and retired employees of the Marine De partment, Exxon Company, U.S.A. (a division of Exxon Corporation); 0. Menton, General Manager. S GENE LEGLER...................................EditS Contributions and suggestions are in vited and should be addressed to the Editor, EXXON FLEET NEWS, Exxon Company, U.S.A., P. 0. Box 2180, Room 4193, Houston, Texas 77001. Page 4 Exxon Fleet News EXX-MOR-007946