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COFIFU FROM THE COLLECTIONS IN THE CENTER FOR AMERICAN iTHF. UNJVFW UTV nCTCTVA c a t h i c t i u ' 4 Injured In February Ships Targeted To Save 170,000 Barrels Of Fuel Two employees in the ocean fleet received in juries in February. One fractured a wrist when he fell on ice. The other struck piping, fracturing a foot. Two inland waterways em ployees suffered toe inju ries during the month. One sprained his toe when he slipped and the other re ceived a fractured toe when a loaded barrel cart backed onto his foot. Total DIs since January: 5 in the ocean fleet, 3 in inland waterways. t Most of us who have cars know that we can save fuel if we avoid jackrabbit starts and drive at slower speeds. It's not likely that any of our ships can ever take off like a jack- rabbit, even in a swift tide, but like cars, ships can save significant amounts of fuel by traveling at reduced speeds. With this in mind, personnel in the ocean fleet are aiming at a challenging new. target in 1975--that of saving some 17,000 barrels of fuel, mainly via the ship slowdown method. The 17,771 barrels saved in January (see chart) are a the same opportunity each month to save fuel: some are out of service for short peri ods, some are affected by the general slowdown and some are not, others have greater opportunity to slowdown to make docking tides, and so forth. good start toward meeting the 1975 goal. Not all ships have Slowdowns Save Fuel Of the 132,000 barrels saved in the ocean fleet last year, 105,000 barrels (about 80%) oe Same Describes Major Repair were saved by ships travel Problems Facing Fleet In 1975 ing at reduced speeds, either under general slowdown or ders or on an individual basis What is the repair situa tion? Why can't a ship's order be filled without delay? To learn the ans wers to these and other questions concerning problems being en countered in maintaining and extending the life of our fleet of ships, Fleet News interviewed Re pair Superintendent Joe Same, right. when the master slowed down to make a docking tide or avoid other delays in port. Further slowdown orders have already been sent to nine ships for the early part of this year. The Exxon Hous ton and Exxon Philadelphia have reduced their normal op erating speeds by 30% and a 15% reduction has been ordered for the Exxon Baton Rouge, Exxon Gettysburg, Q. We hear a lot of ques Exxon Jamestown, Exxon New tions about repairs and Orleans, Exxon San Francisco, part orders. Is there a Exxon Seattle, and Exxon repair communications Washington. problem? Higher Fuel Costs A. Yes. We are trying to . The reason for the in improve this by closer contact between repair and shipboard personnel. I am voyage repairs so that we can benefit from their experience creased slowdowns is fuel costs. Bunker C is selling at about $11 per barrel, up $1 iting each ship to talk over and suggestions. procedures, problems, and Q. What are the significant ways to improve them. We maintenance or repair prob need to more fully involve veslems facing us in 1975? sel personnel in developing A. I think the major challenge better maintenance programs facing us is extending the life over 1974. There is a proba bility that fuel costs will go even higher. As a result, the savings in fuel costs through slowing down these ships is greater than revenue lost by and also in both shipyard and (See INTERVIEW, page 4) making fewer trips per year. Fuel Saved In January Vessel (Bbls.) Exxon Baltimore....... . 44 Exxon Baton Rouge .. . 585 Exxon Bangor ........... . 346 Exxon Boston ........... . 3,381 Exxon Chester ......... . 567 Exxon Gettysburg .... . 461 Exxon Florence ....... . 45 Exxon Houston ......... . 715 Exxon Huntington .... . . 237 Exxon Newark ......... . 187 Exxon Jamestown ... . 1,736 Exxon Seattle ........... . 1,353 Exxon Lexington .... . 591 Exxon New Orleans .. . 664 Exxon Philadelphia . . . 4,689 Exxon Washington . .. . 1,302 Exxon San Francisco . . 868 Total. .17,771 Port Engineer T. J. McTaggart said: "Although the largest savings in fuel last year came from reducing ves sel speeds, we're really proud of the 27,000 barrels saved through the efforts of ship board personnel who kept these vessels running as effi ciently as possible. We're counting on that continued help again this year. Steps To Take He said that careful at tention must be given to such things as the condition of various control systems, burners, soot blowers, air ejectors, steam traps, and in sulation. Steam and water leaks should be dealt with promptly and machinery and equipment should be shut down without delay when they are not needed. "All of these steps are necessary to meet the 170,000-barrel fuel sav ings goal in 1975," he said. EXX-MOR-007911 c o m i ) FROM THE CCJUHTIO NS IN THE CENTER FOR AMERiCANHtSTOK T. J. McTaggart, left, and Edward A. Madsen discuss changes that have occurred in the ocean fleet since the old T-2 days when Mr. Madsen sailed as an Engine Department employee. Government Controls Aggravate Rather Than Cure Economic Problems, Says M. L Wright M. A. Wright, chairman and chief executive of Exxon USA, called upon oilmen recently "to build awareness that, more often than not, government controls aggravate economic problems rather than cure them." Speaking to the Oklahoma Independent Petroleum Asso ciation in Tulsa, Mr. Wright said the oil industry is subject to the most stringent controls ever applied to a U.S. industry in peacetime history. "Against this backdrop," Mr. Wright said, "it is encourag ing that the energy proposals outlined by the President re cently call for greater reliance on market forces rather than rationing or the return of lines at service stations." said proposed energy conser vation taxes should stimulate voluntary conservation efforts by both individual consumers and industry. Mr. Wright expressed con cern, however, that the pro posed "windfall" profits tax would place additional finan cial burdens on oil and gas producers already having difficulties financing the cap ital expenditures essential to meet national energy needs. The President has estimated that the tax would absorb the profit flowing from decontrol of oil prices, plus an ad ditional $3 billion. t-H 7 Needed To Get Busy, So / Bought A Trailer Court " Says Edward Madsen "I retired in 1963 and didn't do much of anything for a couple of years. It was kind of boring. I laid around mostly, gained weight, and didn't feel very well. I visited the doctor who told me to get busy doing something. I was never much of a fisherman or hunter, so I tried working at various jobs, but I wasn't particularly happy. Then in 1967 I learned that a trailer park was for sale. My wife and I investigated it and the deal looked good. We sold our house at Indian Pass Beach, Florida, bought the trailer park and a mobile home to live in, and we've been happy ever since. That was seven years ago." Events Recounted These events were re counted recently by Edward A. Madsen, retired 1st assis tant engineer with more than 28 years' service in the ocean fleet. Mr. Madsen was in Hous ton recently and took the oc casion to visit Port Engineer T. J. McTaggart and others in the Marine Department. Mr. Madsen's trailer park is located at Mexico Beach, Florida, about 25 miles south east of Panama City on High way 98. "It is used mostly by tourists who take the West Coast route into the state," he said. Retire "To" Something Although Mr. Madsen doesn't recommend that every retired person buy a trailer park, he is convinced that everyone should retire "to" something. "This laying around gets old quick," he said. "I like to talk to people, and the trailer park provides me with ample op portunity to do that. And the park is not too large--just big enough so that I can maintain it at a leisurely pace. My wife and I can still take trips, like this one to Houston, and the park will run itself until we get back. The main thing is, I'm doing something that I like, I'm happy, and 1 feel great." January Equity $8.42 The value of each unit in the equity portfolio as of the last business day in January 1975 was $8.42. JiSSr y 4:-. Plate Steel For New Barges About 1,650 tons of plate steel were delivered to Bludworth Shipyard in Houston recently for use in the construction of six heavy fuel oil barges for the Marine Department inland fleet. The shipment, which represents about 45 per cent of the amount of steel required for building the barges, is being checked by William H. Taylor, left, and Robert E. Gordon, both in the Marine Controllers Office, and Arne Olsen, kneel ing, construction inspector in the Engineering & Planning group. Other steel shipments will follow soon. An additional 12 heavy fuel oil barges are planned for inland fleet. They will be built at two U.S. shipyards--lng| Iron Works in Decatur, Alabama, and Dravo Corporation Pittsburgh, Pennsylvania. The 18 barges, ranging in capacity from 10,000 to 20,000 barrels, are scheduled for delivery over a two-year period beginning in September. Rob A. Godfrey, Engineering & Planning, is project engineer for these vessels. Page 2 Exxon Fleet News EXX-MOR-007912 CllFIFIJ FROM THE COLLECTIONS IN THE CENTER FOR AMERICAN T H F \ IN ! VPJJ C1TV n c T C V a r A t - m n ' m i 'Kids Are Curious About Ships, Says aptain Brelsford As reported in the last Fleet News, masters in the Exxon Baltimore and Exxon Chester are participating in the Pro peller Club's Adopt-A-Ship program. For several months, they have been corresponding with 5th and 6th graders in two schools describing their ships, cargoes carried, ports of call, and so forth--all to help these "citizens of to morrow" learn in an interest ing and exciting way about the Merchant Marine, history, and sea transportation. But even more thrilling to the youngsters is when the cap tain they have been writing to pays them a personal visit. Such was the case recently when Captain Walter S. Brels ford took time during paid leave to talk to 6th graders at Mascotte (Florida) Elementary y^chool. ^ Kids Are Fun ``Kids are a lot of fun to talk to and they are really curious about ships, the life seamen lead, and the jobs they per form," Captain Brelsford said. "They ask very meaningful questions about such things as time zones, oceanography, and navigation because they study these subjects in school. And sometimes, the teacher and the kids surprise you by calling in a local newspaper reporter to write an article about your visit and take your picture for publication. (The photo above was run in the South Lake Press published at Clermont, Florida.) In a letter to Captain Brels ford, thanking him for coming to the school, Mrs. Shirley Presley, 6th grade teacher, said: "Your visit was really a treat for all of us, students and teachers alike. I am sure t at your appearance here will ake future correspondence much more meaningful for the students." She sent along notes from the 6th graders Captain Walter S. Brelsford is shown in this newspaper photo taken during his recent visit to Mascotte Elementary School. Posing with him are two 6th grade teachers and three students. who apparently "adopted" Captain Brelsford right along with the Baltimore. Every stu dent commented favorably upon his talk and one little girl even went so far as to write: "I liked the way you looked." Another wrote: "I never did know how old you are, but you look pretty." Come Back To See Us Other quotes from letters were: "We were very happy when you came to our room. Now we have moved to an other room." "I just might join the Mer- chant Marines because I like girls. I hope your tanker never sinks." "I like the charts you brought and would love to see you again." "If anyone was rude during your visit, I am sorry. We really want you to come back." In a lengthy newspaper article featuring Captain Brelsford's visit, the reporter for the South Lake Press wrote: "He became so popular with the students that before he left he was asked many times for his autograph." Benefit Plan Statement Contains Valuable Financial Information The annual Benefit Plan Statement entitled: "A State ment of Your Financial Secu rity Under the Benefit Plan of Exxon Company, U.S.A." was mailed during the week of February 24 to the homes of all regular employees. This statement contains valuable information about your financial security under the following parts of the Plan: Savings and Investment Program, Family Income Pro tection Program, Disability In come Protection Program, Disability Annuity Plan, and Retirement Income Program. This statement does not re flect other retirement benefits negotiated by associations representing seagoing em ployees. Consequently, you should also familiarize your self with those benefits your particular association has ne gotiated with Exxon. It is also pointed out that the total monthly retirement income figure on your state ment is based on present nor mal earnings and does not consider future increases in pay through higher wage rates or promotions. Figures in the statement under "Vacations" are calcu lated for shore employees and do not apply to seagoing per sonnel. If you have any questions, feel free to discuss them with any branch office representstive or by calling the Compen sation & Benefits Office in Houston on Extension 6511. Report any figures that do not appear correct. Good Loading, Discharge Times Reported By Ships Two ships calling at Bay town in February had better than normal loading times. On February 13, the Exxon Wash ington loaded approximately 300,000 barrels of mixed grade products in 10.3 hours, about two hours less than normal. On February 3, the Exxon Houston loaded 459,172 barrels of heating oil in 14.8 hours. On February 20, the vessel loaded 460,141 barrels in the same time period, give or take a few minutes. "The loading times were a coin cidence-- something that I have never known to happen before," said Don Delozier, loading coordinator at Bay town. A third vessel, the Exxon Jamestown, set a good dis charge record on February 20 when she offloaded some 300,000 barrels of J crude in 12.8 hours, about 2Vz hours better than normal for the vessel. The records were made possible because all equipment was in good op erating condition and through close cooperation between ship and shore personnel who "had everything ready to go" when each vessel arrived. Obituary Herman A. Dahlke, 67, died on December 18. He lived in Port Charlotte, Florida. Mr. Dahlke retired as radio officer in Jan uary, 1963, with 32V2 years of service. He joined the W. H. Libby in 1930 and served through World War II in the Esso Baytown, Dartmouth, and Esso Nashville. His last ship was the Esso Tampa. He is survived by a brother and two sisters. . j ^ * i March 10, 1975 Page 3 EXX-MOR-007913 RETIREMENTS Whitson Given Money, Luggage "This Samsonite luggage and sack of currency is presented to you upon your retirement from the fleet. The officers and crew wish the best of luck and health to you and your family in the happy years to come." This mes sage was in the form of a letter from the officers and crew which Captain Jean S. Brower presented to Millard C. Whitson during his last voyage in the Exxon San Francisco before retiring. In the photo, Chief Engineer Bobby M. Pouncey, left, and Captain Brower, right, are shown presenting the lug gage to Mr. Whitson on be half of the crew. Mr. Whitson joined the Pine Ridge as AB in August, 1948, and filled his first assignment as 3rd mate in the Birch Coulie in Decem ber, 1950. He first sailed as 2nd mate in the Esso New York in December, 1958. Crowder Plans To Buy Ham Radio Equipment "The retirement dinner, the wonderful cake, and the sur prise gift of money from you and the entire crew are things I'll never forget," said Ben S. Crowder, right, in a letter to Captain John B. Sappington during his last voyage as radio officer in the Exxon Hunting ton. "The bad part about re tiring is not being able to con tinue seeing all the many friends that I have in the fleet," he said. "I plan to use the cash donation to buy a good ham radio antenna and then, who knows, one of these days I may even contact the good ship Exxon Huntington," he wrote. "I'll be home with my wife in Paris, Texas, where there's lots of good hunting, fishing, and golfing. If any of my shipmates come this way, please look me up," he said. Mr. Crowder joined the fleet in February, 1966, as radio officer in the Exxon Baltimore. He served as "sparks" in var ious vessels throughout his career. INTERVIEW............................................continued from page 1 of our vessels. With the high cost of replacement ships, our economic studies indicate that there is a substantial incentive to continue to operate our ex isting vessels. In order to do this, we all neea to work to gether to improve our preven tive maintenance so that these vessels can continue to run safely and economically. Im proved preventive mainte nance is especially important since replacement parts are becoming increasingly diffi cult to obtain, particularly on our older vessels. We also need to develop ideas for equipment replacements or other modifications which can be justified and which will im prove our operating efficiency. Other problems facing us are rapid cost escalation, ma terial, and spare-part short ages and long delivery times. Q. How are material short ages likely to affect us in the future? A. Shortages and long deliv ery times became major prob lems in 1974. Parts that once were off the shelf, such as cargo system gate valves, now require up to six months to obtain. We are trying to over come this by increasing our inventory of parts, but some items can only be ordered as needed. This means we have to increase our planning and allow sufficient lead time to obtain materials prior to put ting a vessel into the shipyard for repairs. One example is boiler air-heater tubes which once took two months to ob tain, but now require at least six months. Q. You also mentioned esca lation. How has this affected our maintenance or repair cost? A. Escalation in wages for shipyard workers, voyage re pair contractors, and our own personnel is increasing our cost. For example, the escala tion in shipyard labor cost was over 10 per cent in 1974 and is expected to be about the same in 1975. This escalation has been compounded by a scarcity of skilled shipyard labor and notable decreases in productivity. One of the most significant factors that is driving our maintenance and repair costs up is rapid esca lation in material costs aver aging over 30 per cent in 1974. For example, a six-inch globe valve that cost $300 in 1973, now costs over $700. Six-inch pipe that cost $3 per foot in 1973 now costs over $7 a foot. Q. What can be done about the problems that we are facing? -Y " C . -K. . : HrY - U< Ui m oU_ zx 2uj: * < CJ > xWfH; I? t/:: >H -uJi : Psj X A. One of the main things that ^ . we can do is to make sure that we all work together on solv ing our maintenance problems and in developing plans for extending our vessel's lives. The problems of rising costs, material shortages, and low shipyard productivity need to be understood. Increased at tention to preventive main^^k nance both by shipboard pe^^ sonnei and, where necessary, shore contractors is required. We have to improve our pro gram for preserving the more expensive equipment--cargo pipelines, mooring winches, etc., on all of our vessels. Hopefully, increased use of vibration analysis techniques will improve machinery relia bility and will reduce major repairs. We have been making changes in the way we handle voyage repairs and shipyard repair scheduling. We hope these changes will help over come some of the problems we face. Fleet News will run articles in the near future dealing with different aspects of preventive maintenance and life exten sion. First will be an article on shipboard preventive mainte nance, followed bv one some recent changes in repair section and future ones on the "betterment program and life extension plans. Page 4 Exxon Fleet News EXX-MOR-007914