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COPIP.IJ FROM THE COLLECTIONS IN THE CENTER FOR AMERICANH'iSTOK THE U N IVPIiSITY IlC T S V it a t a iic t im Marine Ships, larges To Deliver 'Big Plus' Marine personnel aboard tankers operating in Gulf and East Coast trade and employees in the Inland Waterways Fleet are either delivering or soon will be delivering a new gaso line to 22 states and the District of Columbia. This is a 96-octane, low-lead gasoline called "Big Plus." It is designed to reduce emissions from most of the more than 80 million cars already on the road --not just from 1971 models. "Big Plus represents the latest step that Humble has taken to make its operations and its products compatible with the environment," said Chas. F. Jones, Humble president. Initially, tankers will load Big Plus at Bayway, Baytown, and Baton Rouge refineries. Ship and barge deliveries of See `Big Plus', page 5 `Esse Dallas' Chartered The Esso Dallas early in July began a two year contract to Phillips Petroleum Company for transporting products from Puerto Rico and the U.S. Gulf to various terminals on the East Coast. The Dallas and her crew were in U.S. Gulf-East Coast service. With the three new 75,600 dwt tankers operating in this area, the Dallas became available for outward charter. Marine Traffic was able to place her with Phillips. `Esso Scranton' To Retire From Fleet The Esso Scranton will be re tired from the Humble fleet. She is Marine's oldest ship and the last U.S. Flag T-2 in company service. The ship, 26 years old, is on her last voyage for Humble. She loaded lubri cating oil at Paulsboro and is scheduled to dischai'ge it at Bombay and Calcutta in early September. She may then pick up a cargo in the Persian Gulf for the Far East. The tanker's age and needed repairs that would be extra ordinarily costly are two main reasons why the company finds it desirable to dispose of her. The Scranton has a total com plement of 33 officers and men, all of whom will be reassigned to other company ships. The 16,536 ton ship was built in 1944 by the Sun Shipbuild ing and Dry Dock Company in Chester, Pennsylvania. She has an overall length of 523 feet, 6 inches, and a cargo capacity of 138,335 barrels. Her turbo-elec tric engine, supplied with steam by two water-tube boilers, de velops 7,240 shaft horsepower, giving the Scranton a speed of 14.6 knots. The vessel came under gov ernment control the day she was delivered and assigned to United Kingdom service. On her maiden voyage, she lifted gasoline and clean diesel oil at Trinidad terminals and re turned to New York to load deck cargo before proceeding to Avonmouth in the Bristol Channel. The deck cargo for this voyage consisted of eight P-47 (Thunderbolt) Aimy pur suit plane fuselages and eight boxes of wing assemblies. The Scranton completed the return leg of her maiden voyage at New York on August 5, 1944. Subsequently, the ship carried three other United Kingdom cargoes, including 22 disas sembled planes, 15 boxed units of Army technical devices, and 122 belly tanks in crates. Between July 22, when the See `Scranton', page 6 The Scranton was the first Esso American flag tanker to arrive at Tunis after WW il with petroleum products financed by U.S. aid to Tunisia. i EXX-MOR-008103 COPIED FROM THE COLLECTIONS IN THE CENTER FOR AMERICAN HI.SK THE UNIVERSITY OF TEXAS A T A U S TIN Hurricane Is Heading for Alabama, Florida | BecW yflnfe f SST*?WPH 1sWe The Post 0. OKFK\<r . i&*wi.n*e, Beclcj threatet^ Florida coast Florida, Alabama In Path Man:. F.'a iAPi - Trcp: -il rara Beckv grew ir.la a Beck\ meaner Miracle Stri 2 Winds Mow 75MPHAs i Becky Grows ^ While newspaper headlines like these were keeping people ashore advised on Hurricane Becky, Marine personnel and others in the Houston Office maintained close radio contact with the Esso Baton Rouge to plot her maneuvers at sea as she slowed down to avoid winds of hurricane force. Hurricane At Sea Means Action Ashore Although there is never an appropriate time for a hurri cane, Becky's arrival in the Gulf of Mexico probably had less effect on Humble tankers and shipping schedules than most hurricanes in the past. Only one company ship, the Esso Baton Rouge, was delayed. She was enroute from Balti more to Baytown Refinery when she had to reduce speed near Dry Tortugas on July 21. causing a seven hour delay in reaching Baytown. This is in sharp contrast with a hurricane just a little less than a year ago when eight Esso Fleet ships played cat and mouse with Hurricane Camille as she danced a deadly twist across the Gulf. The tankers outmaneuvered the storm and reached safe harbors without injury to personnel and only minor damage to two ships. Even though Becky turned out to be a rather mild lady, several groups of Marine em ployees and others in the Hous ton Office watched her prog ress as closely as they would a hurricane af major proportions. "We were lucky this time because most of our ships were either in port or in other loca tions when Becky came swoop ing through the Gulf," ex plained Luddy Bade, chief of allocations and dispatching in the Traffic office. He and his group George Saunders and Hank Goedeke, are responsible for scheduling tanker arrival, loading, and departure times. Hurricanes at this time of year are as much a part of the United States' Gulf Coast as hot weather. As many of you know, hurricanes can form pretty quickly and ships already at sea usually avoid them by tak ing evasive action, such as slowing down, circling, or may be stopping completely. These delaying tactics can become rather boresome at times, espe cially if you have to wait out a storm six, eight or more hours. But there's action ashore, espe cially at Marine headquarters in the Houston Office. Here, Mr. Bade's group and others are deeply concerned with what's happening. Even though a ship may not be in danger, delays caused by a hurricane tear carefully planned loading and delivery schedules all to pieces. "We keep close radio contact with each ship delayed by the storm to record changes in position and speed so that we can notify the Supply Depart ment of revised times," Mr. Bade said. "We use Marine's revisions to notify Baton Rouge or Bay town refineries as far in ad vance as possible so that they can adjust their operations to meet new schedules during the critical period," explained Herb Aumann, staff supply scheduler in Headquarters Supply. "The scheduling becomes even more important if several ships arrive in port within a short time of each other." Mr. Au mann and his co-worker, Gene Peters, also check primary terminals along the Gulf and East Coast to see if a delay will cause a critical shortage in products needed by them to meet requirement schedules. "If a shortage is discovered at some location, we work with the Marketing regions and Poge 2 ESSO FLEET NEWS COPinn FROM THE COLLECTIONS IN THE CENTER FOR AMERICAN HISTOR THE UNIVERSITY OF TP Y a c a t a m c t im t. m --4 r^kf^- i| ses3*m3 PFr^srs. A * '->1 ' ' ;. 4y -v `;A ;. ;~ Deck officers who attended the Marine conference in Houston are, seated from the left: John D. McShane, Robert Cleveland, Andrew Kirkland, Millard Whitson, and Oliver Holmes, Jr. Standing, from left: James L. Burke, Ernest Seddon, Jr., Stephen F. Ford, Richard M. Knoop, John Mazza, Bruce Reehl, and Everett Marshall. Deck, Engine Officers Attend Houstoi Conference, Review Responsibilities Twenty-four deck and en gine officers from the fleet at tended a two-day marine offi cers conference in Houston on July 23 and 24. This was the second in a series of conferences held this year designed to clarify the authorities and re sponsibilities of officers and to bring them up to date on the latest in labor relations, bene fit plans, and contract adminis tration. Other subjects dis cussed included the Marine De partment organization and its role in Humble, principles of communications, maritime la bor background, job concepts and analysis of authority, and pollution. The officers also heard talks on the status of Humble's Alaskan oil discovery and its potential on Marine, and a presentation on the value of tanker time and the tanker charter market. Also discussed were new and different tech niques for use in performing duties more effectively. A free wheeling question and answer period was held at the end of the conference. Meetings will be held at ap proximately two-week inter vals until all of the nearly 250 officers holding or sailing as second and third mates and sec ond and third assistant engi neers have attended. The next conference is scheduled for August 3 and 4. Engineroom officers who attended the two-day meeting are, seated from the left: Mitchell Steller, Glen S. Haaaett. Victor Buch, Steven J. Mulak, and Stephen G. Lyons. Standing, from the left: John Bajor, Ronald Sanacore, Clifton Scoville, Joseph Luchetta, Thomas Royal, Jr., Joseph V. Minervini, and Jack Erfl. ..A. as? I - .f j \je. ,, .w- ,f ,,*:>* 1 jlxl a ** . VK- \'\ . uV: w ' f Page 4 mmy -O'. .' . ^ 1, 5 ESSO FLEET NEWS EXX-MOR-008105 Marine branch offices to sup plement supplies by barge de liveries from other terminals or Bayway Refinery," Mr. Aumann said. Another group that takes special action when a hurricane strikes is Marine Personnel. "We're responsible for crew changes and if a ship is going to be delayed we want to notify replacements before they leave home so that they won't have to spend an undue length of time waiting for the ship to come in," explains Paul McEwan, head of Personnel. "We also perform other more personal services during hurri cane periods. Wives call us wanting to know if their hus band's ships are involved in the storms. We do all that we can to provide the answers and pass along information. We have even arranged for husbands to be flown home in cases of emergencies," Mr. McEwan says. Those in his group who become directly involved in these services include Ed Maher, Ed Cole, George Banks, Stewart Edmonds, and Jim Scott. So, if you are aboard a ship caught in a hurricane -- or de layed by one -- remember that personnel ashore are keeping in close contact, not only for the company's interest, but for your interest as well. Eight Union Members Indicted In Plot The Seafarers International Union and eight of its officers and employees were indicted by a Federal grand jury recent ly on charges of conspiring to contribute S750,000 to Republi can and Democratic political campaigns in 1968. A New York Times article on July 1 said that United States Attorney Edward R. Neaher pointed out that the 17-count indictment resulted from a Department of Justice investigation begun two years ago into a special fund created in 1962 called Seafarers Politi cal Activity Donation (SPAD). Federal law prohibits direct political contributions by cor porations and labor unions. Named in the conspiracy count were the S.I.U. president, Paul Hall, the union's vice president, Earl Shepard, and other union employees. Mr. Hall is also vice president of the American Fed eration of Labor and the Con gress of Industrial Organiza tions and head of the Maritime Trades Department, a group of international unions in the maritime and allied fields with a total membership of 6.5 mil lion. He was at one time men tioned as a possible successor to George Meany as president of the A.F.L.-C.I.O. Union collectors for SPAD included port agents and port patrolmen who deducted politi cal contributions when they collected dues and assessments, the New York Times article said. Probationary members who lacked voting privileges and seniority contributed out of fear that they would lose their jobs, according to the indict ment. Individuals, if found guilty, face two years in prison on each count and/or a 10,000 fine. The maximum penalty for the con spiracy count is five years in prison and a $10,000 fine. Captain Lawton Recuperating James D. Lawton, master of the Esso Jamestown, became ill on July 11 and had to enter the hospital at Durban, South Africa. After a short stay there, he was flown to the U.S. and is now recuperating at his home in Ridgeland, South Carolina. Captain William N. Sims (who was on leave at his home in Trenton, New Jersey) was flown to Durban to relieve Captain Lawton as master of the Jamestown. August 3, 1970 FOUR INLAND WATERWAYS EMPLOYEES, representing 120 years of combined service, who received watches and gifts at their retirement party in Baltimore recently are, from the left, Lou Crites, bargeman, 22 years service; John Grinath, cook, 20 years service; E. P. Parker (dark glasses), deckhand. 32 years; and C. A. McLean (far right), chief engineer, 46 years service. E. E. Claypoole, Baltimore branch manager, and Miss A. C. Mosier, steno clerk, made the presentations. In addition to com pany gifts, the four honorees received transistor radios from their co-workers and gifts from the Marine Officers and Un licensed Personnel unions. Page 3 COPIED FROM THE COLLECTIONS IN THE CENTER FOR AMERICAN HLSTOK' THE UNIVERSITY O F T P Y as a t A u s t in Deck officers who attended the Marine conference in Houston are, seated from the left: John D. McShane, Robert Cleveland, Andrew Kirkland, Millard Whitson, and Oliver Holmes, Jr. Standing, from left: James L. Burke, Ernest Seddon, Jr., Stephen F. Ford, Richard M. Knoop, John Mazza, Bruce Reehl, and Everett Marshall. 1 I I Deck, Engine Officers Attend Houston Conference, Review Responsibilities Twenty-four deck and en gine officers from the fleet at tended a two-dav marine offi cers conference in Houston on July 23 and 24. This was the second in a series of conferences held this year designed to clarify the authorities and re sponsibilities of officers and to bring them up to date on the latest in labor relations, bene fit plans, and contract adminis tration. Other subjects dis cussed included the Marine De partment organization and its role in Humble, principles of communications, maritime la bor background, job concepts and analysis of authority, and pollution. The officers also heard talks on the status of Humble's Alaskan oil discovery and its potential on Marine, and a presentation on the value of tanker time and the tanker charter market. Also discussed were new and different tech niques for use in performing duties more effectively. A free wheeling question and answer period was held at the end of the conference. Meetings will be held at ap proximately two-week inter vals until all of the nearly 250 officers holding or sailing as second and third mates and sec ond and third assistant engi neers have attended. The next conference is scheduled for August 3 and 4. Engineroom officers who attended the two-day meeting are, seated from the left: Mitchell Steller, Glen S. Haaaett, Victor Buch, Steven J. Mulak, and Stephen G. Lyons. Standing, from the left: John Bajor, Ronald Sanacore, Clifton Scoville, Joseph Luchetta, Thomas Royal, Jr., Joseph V. Minervini, and Jack Ertl. Page 4 ESSO FLEET NEWS EXX-MOR-008107 COPIED FROM THE COLLECTIONS IN THE CENTER FOR AMERICAN HISTOK THE UNIVERSITY OF T E X A S A T A U S TIN ! ESSO SEATTLE CREW MEMBERS were recently presented two awards in recognition of the ship's safety record. The Jones F. Devlin Award was given to the ship for two consecutive years, 1968 and '69, without a single lost-time injury reportable to the National Safety Council. The last such injury occurred on July 14, 1967. The Marine Department Certificate of Safety was also presented to the Seattle as an award denoting a full year, 1969, without a lost-time injury on board or having a man put on sick leave as a result of a non-lost-time injury. The two awards were presented aboard the Seattle on June 26 when she was loading product at a terminal in Beaumont, Texas. From the left, standing, are: E. L. Marble, C. B. Banks, E. J. Sabowski, R. F. Stap (asst, port capt.), W. B. Kluttz, R. Reid, R. G. Dahilig, V. M. Casfaing, R. S. Sawyer, A. G. Mir, R. I. Pergerson, C. Cicero, G. W. Jensen, and M. E. Stanford. Kneeling, from left, are Al Gregaitis (master), A. B. Randall (Marine safety officer who presented the awards), J. M. Lerma, J. B. Hedgepeth, and C. E. Ormiston. Every so often someone aboard a Humble tanker sights a dot on the horizon. Upon closer inspection, the dot some times turns out to be a make shift raft loaded with people. Such was the case recently when crewmembers aboard the Esso Scranton sighted a raft low in the water off the star board bow with six men aboard. "After maneuvering the Scranton alongside the raft, about 16 miles due east of North Miami Beach, we took the six men aboard. They were refu gees who had left Cuba about six days before we picked them up," explained Captain Bjorn Gunnlaugsson. "They reported that their food was ruined by salt water the first day out, and they ran out of drinking water on the fourth day." The raft was made of four truck or tractor innertubes lashed together with 2x4's. They had four homemade oars. The raft was partly submerged and even though seas were calm, the men were soaking wet. They were given light nourishment and the crew donated clothing. "I contacted the Coast Guard in Miami as soon as the men were on board and asked to have the survivors taken off at Port Everglades sea buoy," Captain Gunnlaugsson said, Big Plus Continued from page 1 Big Plus go to the following states: Arkansas, Delaware, Kentucky, Louisiana, Mary land, Massachusetts, Mississip pi, New Hampshire. New York, North Carolina, Pennsylvania, Ohio, Rhode Island, Connecti cut, South Carolina, Tennessee, Vermont, Virginia, West Vir ginia, northern Alabama, south ern Maine, and some portions of Georgia. Also, deliveries will be made to Washington, D.C. Nine out of ten motorists can use Big Plus without worrying about harmful engine knock. It contains 70 per cent less lead and twice as much detergent additive which is designed to reduce automotive emissions. and added: "When the men left the Scranton a little over an hour after they came aboard, they were a lot more present able than when they were res cued. Their condition seemed to be remarkably good consider ing the hardship they had gone through. They were all young, from 20 to 26 years of age. Sev eral had tried to leave Cuba be fore. but failed." August 3, 1970 Page 5 EXX-MOR-008108 `Scranton' To Retire Continued from page 1 Scranton first arrived at Avonmouth, and November 6, 1944, when she left Liverpool for the last time during the war, she was very busy delivering a grand total of 490,000 barrels of product, mostly high octane gasoline. In 1943, the Scranton de livered diesel and fuel oils from Aruba to Navy ships and barges at Eniwetok and Saipan. She later loaded Colombian crude oil at Cartagena for delivery to New York. In June, 1945, she was allocated by sailing orders to continuous service with the Navy and she called on ports in the Admiralty Islands; Abadan on the Persian Gulf; Darwin, Australia; and Leyte in the Philippine Islands. She was derequisioned by the government in 1945 and returned to com pany service where she sailed almost continuously in Carib bean-East Coast and U.S. GulfEast Coast service until about five years ago. She was then assigned to India-Pakistan lube trade. At present, it is anticipated that the Scranton will be sold in the Far East. Turning On Humble Grease A shipbuilding yard on the Gulf Coast builds ship hulls upside down to facilitate weld ing and reduce construction time. Upon completion, giant 1,000-ton "turning rings" ro tate the hulls upright for addi tion of the superstructures. The rings, which turn in wood en troughs, are lubricated by Humble's 4320 Launching Grease. ESSO FLEET NEWS is published every Ollier Monday for active and retired employees of the Marine Department. Humble Oil & Refining Co., Russell C Curtis. General Manager Sydney Wire. Assistant General Manager GENE LEGLER. Editor Contributions and suggestions are invited and should be addressed to the Editor. ESSO FLEET NEWS Humble Oil & Re'ming Co . P O Box 2180. Room 4193 Houston. Texas 77CC1. 'SS Manhattan' Returned to Seatrain The SS Manhattan was re turned on July 29 to the owner, Seatrain Lines, Inc. by Humble. Humble originally chartered the ship a year and a half ago for two years and converted the vessel into an icebreaking tanker to test the feasibility of transporting ci'ude oil through the Northwest Passage. Under the terms of the char ter, Humble agreed to remove the icebreaking bow and other special equipment before re turning the Manhattan to Sea train. The agreement provides for a cash settlement with Sea train which satisfies all of Humble's contractural obliga tions concerning the Manhat tan, including the earlier termi nation of the charter and re sponsibility for the demodifi cation work. Humble is evaluating techni cal data collected during two Arctic voyages of the Manhat tan. A decision on the economic feasibility of building icebreak ing tankers for Arctic service will not be announced for sev eral months. Seatrain Chairman Joseph Kahn said the Manhattan has been chartered for eight months and will be quickly put into service carrying oil from the Persian Gulf to Europe, in order to take advantage of cur rent high world charter rates. The company plans to preserve the ship's icebreaking capabil ity and to demonstrate her com mercial usefulness as a normal tanker, he said. The 115,000 ton Manhattan is the largest tanker in the U.S. merchant fleet and the only ice breaker tanker in the world. "She is potentially a major future asset to the U.S. mer chant marine," Kahn said. Editor's note: George W. Wright, A.B., wrote the -following poem which he sent to Fleet News. We are running it as a fitting good bye-- a parting toast --to the mighty Manhattan. "IIP SO IT CUE TO PISS . . /' "From the North Slope of Alaska to Eastern U.S.A. The tankers bring the oil from far off Prudhoe Bay . . . They never fear the icebergs, the snow, or wind, or sea The hazards of the Arctic have passed beyond their lee . . . Proud ships are these that sail the Pass and bring the black gold fore The roster tells of places that live in northern lore . . . Esso Resolute ... Esso Anchorage . . . Esso Nome ... Esso Thule ... Esso Sachs Harbor ... Esso Pt. Barrow ... Esso Fairbanks . . . Esso Juneau ... Esso Pond Inlet..." Now lads I'll tell a story, a tale about a ship Without her brave endeavors they'd never make a trip ... The ship that plied the Arctic ice to make this dream come true Began in '69 my friend, and the spring of '70, too ... Her hull spread one thousand feet from her stem to ponderous stern Her forty thousand horses could really make her churn ... She wore a belt around her waist to shed the heavy ice And charge she did thru floes and packs and left an awesome slice .. . They named her for an island and alas she stood alone "Manhattan" spread across her bow like letters hewed in stone ... Her name will live forever no matter what her fate She was the FIRST, remember, that crashed the Northwest Gate.. . The polar packs may melt away and icebergs meet their doom And other ships will sail the Pass and endure the northern gloom. .. But somewhere in the Arctic ... a ghost ship sails in fame Arid across her slanted bow my friend, "Manhattan" is the name. Page 6 ESSO FLEET NEWS I i i I ik COPIF/J FKOM THE COLLECTIONS IN THE CENTER FOR AMERICAN HIST! THE UNIVERSITY OF TEXAS A T AU STIN )