Document YjGZLvnyBe6p6ZazdRYg5o7BD

PUBLISHED BY THE MARINE DEPARTMENT, HUMBLE OIL & REFINING COMPANY Vol. 11, No. 10May 15, 1969 On-the-Job Training Program to Qualify Men as Oilers Esso seamen with mechanical ability now have an opportunity to learn while they earn in a new engine department on - the - job training program set up to qual ify them as oilers. The program, which may also include class room instruction ashore, is being sponsored by the Marine Dept, at the request of the Esso Sea man's Association. Candidates recommended by ships' masters and chief engineers will be given a mechanical com prehension test. Those accepted in to the program may undergo up to six months of practical training and instruction in the engine depart ment. They will sail as oiler train ees with wages based on individ ual department seniority ratings. So that trainees can focus full attention on learning their jobs, they will not be expected to do housekeeping and maintenance du ties such as soogeeing or painting. They will be rated by masters, chief engineers and first assistant Esso Fleet Sails 123 Days Without Accident, Sets Record Under lew Safety Program Most seamen in the Esso fleet will receive individual safety awards for sailing a full 80 days without a single lost-time injury reportable to the National Safety Council, Marine Dept. General Manager T. J. Fuson announced in a recent letter to Humble's seagoing employees. In fact, the 80-day period re quired to qualify for the awards was surpassed and the record fin ally broken after 123 consecutive days of no reportable accidents. It marks the first time the awards have been made since the new safe ty incentive program went into ef fect more than a year ago. "From December 5, 1968, to Feb ruary 23, 1969, inclusive, the per sonnel in the ocean fleet reached 80 consecutive days without a lost time injury reportable to the Na tional Safety Council which in turn qualifies each of you to receive an individual safety award," Mr. Fuson said in his letter to employees eligible for the awards. Ail em ployees who sailed in the fleet dur ing the 80-day period are eligible. They will select individual safety awards from a brochure offering an assortment of 24 prizes such as Dortable electric jig saws, camera kits, radios and other valuables. The catalog brochure and selection cards are being mailed to their homes along with the letter from Mr. Fuson. Selection cards should be filled out completely before be ing mailed. (Continued, Page 2) REFUGEES RESCUED BY JAMESTOWN IN ATLANTIC An oil rig being towed off the Coast of Florida caused the Esso Jamestown to change to a course that led to the rescue of three Cuban refugees enroute to Florida in a powerless 30-foot cabin cruiser. Capt. E. W. Scott reported the men had been at sea for seven days when he took them aboard the Jamestown April 26. The Humble tanker was enroute from Baton Rouge, La., to New York when the drifting boat was sighted at 6:50 a.m. 51 miles east of Cape Canaveral, Fla. "When the Jamestown came within hailing distance, Messman Domingo Estra da and Ordinary Seaman Staban Ocana talked with the men in Spanish, learning they were with out fuel or food and had only a small supply of water aboard their boat, the Ventura" Capt. Scott said.. The refugees were taken aboard because unfavorable weather con ditions prevented the tanker from taking the boat in tow. "They were tired and hungry but happy to be (Continued, Page 2) engineers on aptitude, demonstrated ability and willingness to learn dur ing the course of training. Completing the training and meeting Coast Guard requirements for the oiler rating would bring a promotion as well as a hefty pay increase. Coast Guard requirements (Continued, Page 2} Rerouting of Products Saves About $80,000 The rerouting of certain petro leum products shipped in Marine Dept, tankers is expected to save $60,000 a year in transportation costs between the refinery at Baytown, Tex., and Humble's marketing terminal at Charles ton. S.C. Previously, these base stock products were shipped to Charles ton via New York in a specially equipped vessel, the Esso Bangor. The Bangor loaded cargo for Charleston along with a shipment for New York. At New York she discharged all but the Charlestonbound cargo, turned around and sailed for the South Carolina port. Hauling these products in other vessels had not been previously at tempted. But a test shipment earlier this month in the Esso Lima indi cates that the stocks can be trans ported in vessels with special equip ment originally installed to move other petroleum products. The equipment, no longer used to haul those products, is suitable for the shiDment of the base stocks. The experimental shipment ar rived in Charleston "on spec"-- tanker jargon for "uncontami nated"--and plans are being made to go ahead with the new routing on a regular basis. It will elimi nate the inefficiency of transport ing the base stocks between New York and Charleston and lop off the cost of "two-porting" the Ban gor. "Two-porting" is the routing of a ship to two different ports to deliver cargo. (Continued, Page 2) Rerouting (Cont'd from Page 1) "In the past, we've had to twoport the Bangor whenever we had these base stocks destined for Charleston," said Luddy Bade, chief of the Marine Dept.'s ship dispatching section. "The Bangor delivered cargo to Charleston via New York six times last year at a cost of $10,000 per call at the South Carolina marketing termi nal." The calls the Bangor made at Charleston last year added an extra $60,000 to the transportation bill--a cost which will be elimi nated by the new routing plan. Much of the cost has been in curred in the extra time it has taken the Bangor to call at Charles ton and unload before returning to a Texas or Louisiana port to load another cargo. "It added up to about one to 2xk days' extra time for the ship to dock and discharge cargo at Charleston," Mr. Bade explained. Under the new plan, ships sail ing from Baytown to Charleston with other cargoes will also take the base stock previously routed through New York, which is what the Esso Lima did this month. "Not every ship can haul these base stocks but the ones that can will keep Charleston adequately sup plied," Mr. Bade pointed out. 11 ijiirtiiss* A GOOD YEAR. The officers and crew of the Esso New York chalked up a perfect safety record in 1968--with no injuries resulting in time lost from work during the entire year. In recognition of that enviable record, a Marine Dept. Certificate of Safety was recently presented by A. B. Randall, fleet safety officer, to Capt. Howard McCartney, ship's master, at ceremonies aboard the New York when she was loading cargo recently at Baytown, Tex. On hand for the presentation were (left to right, front to back) Albert Fellows, assistant port engineer, Arthur Baldwin, assistant port steward, AB Charles Fires, Baytown Transportation Allocator Byard Sooy, Chief Cook Demetrios Georgiou, Messman Gavino Trevino, 2nd Asst. E. B. Chapman, Capt. McCartney, Messman Robert L. Mahoney, Messman David Anders, Mr. Randall, 2nd Cook Lindsay Fant, Chief Engr. Nello Leavins, 1st Asst. Fred Farrell and Oiler Marshall J. Dedon. New Oiler Training Program Underway [Cont'd from Page 1) include a physical examination cov ing hearing and vision standards, six months' service in a rating at least equal to that of wiper in the engine department and satisfactory completion of a test to demonstrate ability to perform oiler duties. The Marine Dept's oiler train ing program is designed to prepare interested Esso seamen to satisfy those requirements. A trainee's workday will consist of four hours on watch learning oiler and fire- ESSO FLEET NEWS is published every other Thursday for the sea going employees of the Marine De partment, Humble Oil & Refining Co.; T. J. Fuson, General Manager; Sydney Wire, Assistant General Manager. Jim Pitts, Editor Contributions and suggestions are invited and should be addressed to The Editor, Esso Fleet News, Humble Oil & Refining Co., P. O. Box 1512, Houston, Texas 77001. man duties and four hours assist ing the first assistant engineer with repairs and machinery mainte nance. After a trainee has learned the duties of one watch, he will be rotated to another one. When he has learned all three watches aboard a vessel, he will be trans ferred to a different class ship to continue his training. Trainees will be eligible and qualified for Coast Guard firemanwatertender and oiler endorsements at the end of the training period. A recommendation for the en dorsements must be made to the Coast Guard by a chief engineer. Marine Dept, officials emphasized that a sufficient number of oiler vacancies in the fleet will make it possible for seamen who obtain Coast Guard endorsement to sail in their new ratings. "Humble is pleased to offer this opportunity to qualified seamen in the fleet and to continue its policy of pro moting from within," said Paul J. McEwan, head of Seagoing Per sonnel. Safety Awards (Cont'd from Page 1) "We feel that this achievement by every man in the fleet proves that safety is not only a benefit to the company in increased operat ing efficiency but also to the sea men who enjoy a safer, healthier life aboard ship," said A. B. Ran dall. fleet safety officer. Jamestown Rescues (Cont'd from Page 1) aboard," the master said. "We gave them a good hot meal which they seemed to enjoy a great deal." The Jamestown had previously advised the Coast Guard of the rescue op eration and made arrangements to rendezvous with a 40-foot cutter six miles east of Port Canaveral's No. 2 sea buoy. The Coast Guard also dispatched a ship to pick up the disabled Ventura. "We transferred the three men to a Coast Guard vessel at 11:45 a.m.." Capt. Scott reported. "We would have missed the Ventura if we hadn't been forced to change course to avoid passing near an oil rig being towed across the At lantic." Iu EXX-MOR-007720 COPIED FROM THE COLLECTIONS IN THE CENTER FOR AM ERICAN HISTOIC THE UNI VERS1TY OF TEXAS AT AUSTIN ~ JVaniUujLe&t Pad&Gtfe- Ancient ^b*ieam By Jay Rose First of two parts For more than four centuries, an ocean maze known as the Northwest Passage has exerted a pull upon seafaring men al most as magnetic as the one that swings a compass. Explorers and mariners from the time of Columhus to the pres ent day have dreamed of using the passage as a trade route across the top of North America -- a short cut from the Atlantic to the Pacific. The ancient dream has never died and at long last, with an assist from the petroleum in dustry, it may he on the point of coming true. Sometime this summer, if all goes well, a hard-nosed tanker named the S.S. Manhattan will crunch its way through the pack ice of the Arctic Ocean and finally drop an chor off Alaska's Prudhoe Bay. Its assignment: to test the economic feasibility of a sea route to the frozen frontier where nature has cached one of the world's largest deposits of oil. Planning for the venture has been under way ever since August of 1968 when Humble and its partners organized a Marine Arctic Task Force. This group, headed by Stan ley Haas of Humble's Marine Dept., made exhaustive inquiries into scores of environmental, naviga tional and logistical problems. In the absence of actual operating data, they resorted to a variety of math and model studies. They also consulted Arctic experts from both Canada and Alaska. Despite the most meticulous of planning, the voyage of the Man hattan remains a chancy venture, an expensive and carefully calcu lated risk. If successful, however, it could herald a new era for trans portation in the Far North. It could also mark a dramatic ending to a saga of exploration that dates back to 1497, the year a hardy band of mariners first began sailing their wooden ships toward the roof of the world in quest of a trade route to China. IN THE VANGUARD of those seeking the Northwest Passage was a Genoese navigator named Gio- Jay Rose, staff writer for Hum ble Way, explores the history of men's dreams and ventures to open a commercial sea route through the top of the North American conti nent as a short cut from the At lantic to the Pacific. This con densed version of the article is the first of two parts to appear in Esso Fleet News. The full length article will be printed in Humble Way, a quarterly magazine pub lished by the Public Relations Dept,. Huynble Oil & Refining Co. vanni Cabato, now better known to history as John Cabot. After set tling in England, Cabot sallied forth with high hopes of unlock ing a gateway to the Orient and of succeeding where Columbus had failed. His first voyage, made with a single ship in 1497, carried him only as far as Nova Scotia and Newfoundland. The following year, he was able to reach both Greenland and the eastern shore of Baffin Island. But just above the Arctic Circle, he encountered intense cold and mon strous bergs, and his grumbling, mutinous crews forced him to turn back. These lackluster results caused an ebbing of interest in the North west Passage for decades to come. During the reign of Elizabeth, how ever, the growth of Spanish seapower in the South Atlantic re minded the English once again of the strategic and commercial ad vantages of an east-west route across the top of the globe. So in 1576 royal permission was granted to Martin Frobisher, a Yorkshire captain and one-time privateer, to renew the search. The 40-year-old Frobisher was a man with little formal education, but he was a bold and resolute sea man. On his first expedition, one of the three small ships in his squadron went down with all hands in a storm off Greeland. A second "privily made its way home." By then, the crew in Frobisher's own ship, the 25-ton bark Gabriel, was sounding some mournful plaints. But despite their urgings. Frobisher pressed on and finally made a landfall. It was Baffin Island, which the queen later named Meta Incognita (or Destination Un known). At Baffin. Frobisher entered and explored the elongated bay which still bears his name. Returning to England he presented some inter esting rock samples which led to the Arctic's first gold rush. An as say office with more enthusiasm than competence mistook iron py rites in the rocks for gold. Frobi sher was ordered to sail again for Baffin, but "only for the search ing of the ore, and to defer the further discovery of the passage until another time." Not until he had carried out two ore-gathering expeditions, the final one with a flotilla of 15 ships, did the bubble burst. JOHN DAVIS, one of the most skilled of Elizabethian navigators, took up where Frobisher left off. Davis was a staunch believer in the Northwest Passage, and he made three attempts to prove he was right. His first voyage, in 1585, took him across the southern tip of Greenland, which he named Cape Farewell, into the ice-infested wa ters known today as Davis Strait. A second effort led him to Baffin Island and southward to Labrador. His third voyage, in 1587, was the most successful of all. Skirting the west coast of Greenland, he beat his way far beyond the Arctic Circle into Baffin Bay to reach 73 degrees north. At this point he was almost directly opposite Lancaster Sound, which was later to become the entrance to the Northwest Pas sage. The redoubtable Davis re turned to England in a confident mood. "I have been in 73 degrees," he wrote one of his backers, "find ing the sea all open, and forty leagues between land and land. The passage is most probable, the execution easy." But once again the tide of events turned against the search. The war with Spain took Davis and other leading mariners into the Royal Navy, and the defeat of Spain opened up new opportunities in less remote areas of the world. In 1610, however, the quest was re newed--with tragic consequences --bv the veteran navigator, Henry Hudson. For Hudson's voyage northwest, the English gave him a 55-ton ship (the Discovery), pro visions for six months, and a crew not all of whom were sober men and true. Hudson had no more than entered the strait that now bears his name when his men. fearful of the drifting ice, began showing {Continued, Page 4) f I? \ i i'. EXX-MOR-007721 {Continued) signs of mutiny. To mollify them, he steered southward and sailed into the open waters of Hudson Bay. He was confident that he had at last found the key to the North west Passage. HUDSON'S GREAT BAY, how ever, turned out to be a cul-desac from which he was never to emerge. His ship was frozen in for the winter. Food ran short de spite all efforts to restock the lar der through hunting and fishing. Scurvy and other diseases took their toll. When summer came, the Discovery set sail for home but got only a short way before dis cord escalated to mutiny. Hudson and eight others, including his small son, were cast adrift in a shallop, and were never seen again. Ironically, it was one of the muti neers, Robert Bylot, who helped get the search for the passage back on course, and he did it in Hud son's old ship. Bylot, who had been more of a bystander than a par ticipant in the mutiny, was placed in command of the Discovery, and in 1616 he headed the stout little ship northward through Davis Strait. With him as pilot was Wil liam Baffin, a great navigator whose name is now attached to the world's fifth largest island. BYLOT AND BAFFIN sailed all the way to 78 degrees north where they discovered Smith Sound, an accomplishment that stood as a "highwater mark of polar explora tion" for the next 237 years. (A new mark was set in 1853 when Dr. Elisha Kane of the U. S. Navy took a small brig through Smith Sound into Kane Basin.) Turning southward, Bylot and Baffin next discovered Jones Sound and, fin ally, Lancaster Sound, which they named after one of the patrons of their voyage. Neither man knew' it, but they had at last found the long-sought entrance to the North west Passage. (In the next issue of Fleet News, Mr. Rose recounts the adventures of other seamen who sailed into the Northwest Passage. Part II be gins until the expedition of William. Parry in 1819, details the ill-fated journey of Sir John Franklin and the more than 30 expeditions launched in. search of his lost par ty, describes the hardships of Rob ert McClure, the first man to tran sit the Northwest Passage, tells of Ronald Amundsen's three - year voyage in the passage, and of the first transit ever made in a single season, in 1944.) HUMBLE ISLANDS. As if there weren't enough ice in the frozen Arctic, Humble has been making even more by spraying water atop its two ice islands in an effort to weigh them down so they won't drift away when sum mer temperatures begin to defrost the Far North. The 200 by 300 foot chunks of ice are grounded in about 90 feet of wafer some 25 mi'es north of Prudhoe Bay, Alaska--destination of the S.S. Manhattan on her maiden voyage through the Northwest Passage. The islands serve as observation posts to study the movement of ice against a stable structure. Luck of the Irish Comes to Life of Riley It was just a faint light in the distance but the Life of Riley-- adrift in the Gulf of Mexico--was banking on her namesake that the luck of the Irish was with her. Apparently it was. The alert eye of Second Mate M. Whitson in the Esso Gettysburg. enroute from Houston to New York, spotted the Life of Riley's dim SOS signal at 8 p.m. April 14. "We altered course, reduced speed and finally in the rays of our searchlight made out a sail ing craft." said Capt. Harold L. Sholes, master of the Humble tanker. The boat was without power and had one day's supply of food and water aboard when the Gettysburg sighted her. "We were about 100 miles '.vest of Dry Tortugas and knew it would be many hours be fore a Coast Guard cutter could reach the little boat." Capt. Sholes reported. Lines were thrown to the vessel "and we soon had her safely tucked under our stern." The tank er radioed the Cape Current, a Coast Guard cutter, and arranged a rendezvous. Next morning at 7:50 the Coast Guard vessel pulled alongside the Gettysburg and took the Life of Riley in tow. Aboard the Gettys burg during the voyage was C. Leo Whyte, a silver-haired, silver-ton gued gentleman from County Cork, Ireland. What role he played in bringing the luck of the Irish to the Life of Riley isn't known. But there couldn't have been a more Irish Irishman in the Gulf of Mex ico at the time. Texas Academy Grad Joins Esso Florence William F. Ferguson has been welcomed board the Esso Florence as the company's newest third as sistant engineer. He was hired April 21. Mr. Ferguson graduated last year from the Texas Maritime Academy at Galveston. Tex. He sailed for the Lykes Brothers Company in the Howell Lykes and the Kenneth McKay until last October when he joined the Farrell Lines. Mr. Fer guson was in Farrell's African Star as third assistant until early this year. He is now aboard the Esso Flor ence. Mr. Ferguson lives in Hous ton. where he graduated from Jesse H.. Jones High School. ui is cn Z. O" U. < ah < uj * CJ ?< t U_ cy. h~ 2 1 a. I EIGHT FLEET OFFICERS PROMOTED TO NEW RANKS Eight officers in the Esso fleet have been promoted and a third mate has been added to the sen iority list. Promotions include two to master, three to chief mate and three to second mate. Most of the officers have pre viously sailed in their new ranks. Howard G. McCartney and Ed mund Mahoney were promoted to permanent master. Permanent chief mate promotions went to Keith Frutiger, Bertram Christensen and Torrance Inman. Roy O. Berg, John Griffith and Marshall Price were upgraded to permanent second mate. Hugh Newman, a graduate of New York State Maritime College, is a newly hired third mate. INSTRUCTOR Michael Sharik III (center) shows Coast Guard CWO Kenneth C. Riggs (left) and Harvey Borgen, Marine Dept. Employee Relations Sec tion representative, an album of photographs and newspaper articles about Humble's first able seaman training program which he organized and taught this spring. Sydney Wire, assistant general manager of the Marine Dept., presented the album to Mike "with congratulations for a job well done" at a luncheon in the instructor's honor. fc !_ UJ z t3 al -a E u h;_t w*.**^, .Vjr;.*-!. > **** ** ' THE GRADUATES. The third and final class of the Marine Dept.'s "spring semester" of able seaman training courses held at Galveston, Tex., aboard the Texas Clipper training ship chalked up a 92.) grade aver age on the Coast Guard Able Sea man's and Lifeboat Examination. There were no failures. Shown here after graduation ceremonies aboard the Texas Maritime Academy vessel are (from left, front) Harry H. Toney, Artur M. Castro, Thomas J. Niemiera, James G. Maude, Edward C. Nutter and 3rd Mate Michael Sha rik III, course instructor; (back row) Sydney Wire, assistant general man ager of the Marine Dept., John J. Brennan, Antonio P. Ferreira, Antone M. Gomes, Juan C. Razo and Claude H. Loyd. Able seaman train ing classes are expected to resume in the fall. EXX-MOR-007723 COHIFIJ FROM THE COLLECTIONS IN THE CENTER FOR AM ERICAN HISTOK' THE UNIVERSITY OF TEXAS a t Au s t in mmmrr... i TAFFRA1L TALK esots Messman Edward M. Payne wrote a note of farewell to his friends in the Esso fleet on the day of his retirement. May 1. He said: "I have experienced some interesting and unusual things in my years at sea. Prob ably the most unusual thing happened when I was crossing the Atlantic in World War II Edward Payne and our vessel was hit by a floating mine at the bow. Miraculously, the mine bounced off the ship without exploading. My greatest experience was working for Humble, meeting and working with the seagoing men of the fleet. Because of a medical disability I am leaving the company, with regret, and becoming a landlubber. I wish to say so long to the many seamen friends I have known and sailed with. Good luck and clear sailing to all of you." Mr. Payne is living in Bayonne, N.J. Third Mate Irvy H. Ebanks is beaming with pride these days in the wake of his son's appoint ment to the U.S. Naval Acad emy in Annapolis- Md. His son. Gary, earlier qualified for and received a Teagle Foundation -iis. Gary Ebanks scholarship to Tulane Univer sity. In a letter to Humble de clining the Teagle award. Gary said "thank you for all the help you gave me in getting the Teagle scholarship" and added that he'd decided to go Navy when he received the appointment to Annapolis. The Ebanks live in Tampa, Fla. mmm RECENT RETIREMENTS Capt. Clarence Lee retired May 1 with more than 35 years' service. . v : y..^ He began his seagoing career with ; the company in the H. M. Flagler !, . ; as able seaman. Capt. Lee sailed = '* " for the first time in an officer rat ing in 1934 as third mate in the , . Princeton. He moved up to second mate seven years later and was chief mate in the Beacon in early .. j * 1943. Capt. Lee skippered the Esso New Orleans on his first master's assignment in Sept., 1948. From late 1964 until his retirement, he was master of the Esso Flor- For many years when Capt. Lee's name came up. the question was, "Which one?" Brothers Capt. Victor G. Lee and Capt. Clarence Lee both skippered Esso ships until Victor retired in 1963 with more than 33 years' service. They were born in China and came to the United States with their parents at an early age. Clarence, his wife, Rea, and their daughter. Barbara Ann, live in Staten Island, N.Y., also the home of his brother, Victor. Third Asst. Engr. Matt Brodie had more than 30 years' in Esso ships ' when he retired May 1. He first tr sj sailed for the company in the ' ' Frederic Ewing as wiper in March, 1930, later shipping out as fireman . and oiler until he became third as- _. sistant in the W. S. Farish in June, y 1938. Mr. Brodie went to sea as second assistant in 1942 aboard the Chester O. Swain and was first assistant in the R. G. Stewart in 1943. He sailed as chief engineer starting Nov., 1945, in the Esso Aruba. After World War IT, Mr. Brodie went to Maracaibo, Venezuela, as a construction engineer and returned to the fleet in 1952. In 1960, he accepted an assignment in Venezuela for Esso as ad visory chief engineer in the Esso Maracaibo. Since then he sailed in various engine department ranks until his retirement. His last ship was the Esso Gloucester. Mr. Brodie is spendng his new-found leisure time watching the horses at the tracks. He and his wife, Sylvia, live at Monticello, N.Y. His son, Joel, 19, is in the Navy. Fireman-Watertender Howard A. Heales began his seagoing career with the company more than 29 years ago in the E. M. Clark as a messman and quickly advanced to wiper in the same vessel. He sailed in the E. M. Clark for more than a year and later served- in the old Esso New Orleans as or dinary seaman, wiper and store keeper. Mr.. Heales became a fireman in 1942 aboard the R. G. Stewart. He sailed as fireman-watertender in 194.3 in the old Fsso Baltimore and continued in that rating throughout World War II and until his retire ment May 1. His last ship was the Esso Scranton. Mr. Heales was born in Maryland and is living in Baltimore. DEATHS "- Claud J. Lawson, 64, died of a heart attack on April 26 at his home in St. Petersburg, Fla. He retired in July. 1963. as chief engineer after almost 32 years' service in com pany ships. Mr. Lawson went to sea as ordinary seaman in the Walter Jennings in Feb., 1929. He sailed in unlicensed ratings until April. 1932, when he joined the Chester O. Swain as third assistant. He first sailed as chief engineer in the W. S. Farish in June. 1943. Mr. Lawson was second and first assistant in six vessels during the war, including the Esso Nashville when she was torpedoed on March 21. 1942, off the U. S. At lantic coast with no loss of life. He is survived by his widow. Arlene. Albert Mucci, who retired July 1. 1965. died May 2 at the Baltimore Medical Center. Baltimore, Md. He was 68. Mr. Mucci had more than 16 years' service in steward department ratings of messman and utilityman going back to Dec.. 1929. when he sailed in the J. A. Moffett. Jr. He sailed in company vessels intermittently until July. 1950, and had continuous service thereafter until his retirement. He is survived by his widow, Helene Mucci. i i I I EXX-MOR-007724