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ESSO STANDARD, DIVISION OF HUMBLE OIL & REFINING COMPANY EXX-MOR-002229 The ESSO BOSTON is shown in the Shipyard at Newport News, ready for launching on September 28, 1960. She was christened by Mrs. George M. Parker, wife of the President of Esso Export Company. EXX-MOR-002230 The Esso Boston Table of Contents Page General Description of the ESSO BOSTON................... . 4 Cutaway View of the Ship........... ................ ............. 6 and 7 Propulsion.............. ...................................... ............ .............. 11 Accommodations--Galley--Messrooms.................. .. 14 Artist's View of the Ship ............. .......................... 16 and 17 Safety Features....................'............................ .................. 19 Navigation and Ship Handling. . . ......... ...................... . 22 Cargo Handling......................... . . ....................... ................ 25 The Esso Fleet Today. ................................................ .......... 27 EXX-MOR-002231 General Description of the Esso Boston The ESSO BOSTON is the second of two supertankers of this class to be constructed for the Esso Standard, Division of Humble Oil & Re fining Company by the Newport News Shipbuild ing and Dry Dock Company. This tanker is as modern and efficient in operation as any tanker afloat. Her accommodations and facilities for the officers and crew include many features found only in passenger accommodations on today's ocean liners. The ESSO BOSTON is 740 feet in length and has a beam of 102 feet. Her size, however, will On May 6, 1960, less than four months later, the ESS( of the ship, such as the bulkhead in the foreground, we The first sub-assembly for the beginning of construction of the ESSO BOSTON was placed in position at the New port News Shipyard on January 11, 1960. Other bottom assemblies shown in the background were positioned shortly thereafter. still permit passage through the Panama Canal. The ESSO BOSTON'S teardrop-shaped stack and modern streamlined deck structure and masts present a new look in the Esso Fleet. Her unusual cutaway stern below the propeller is designed to reduce vibration. Her hull is of welded and riveted steel construetion with 35 main cargo oil tanks. Each of these oil tanks is taller than a five-story building, and their total capacity is 417,842 barrels. Modern engineering improvements include the location of cargo piping beneath the main deck and the addition of water-jet eductors to facilitate tank cleaning. Added safety features include foam nozzle fire-fighting equipment and a stern anchor. The steam turbine reduction-geared propulsion DSTON had started to resemble a tanker. Large sections re-assembled in a flat position and erected in one piece. A construction view of the ESSO BOSTON taken from the stern, looking forward, on June 1, 1960. Sequence of construction starts amidship and works forward and aft. The shipway has a declivity of % of an inch for each foot. EXX-MOR-002233 ENGINE ROOM SKYLIGHT Facts About Tl Keel Laid January 11, I960 Launched September 28, I960 Sea Trials November 9, I960 Delivery November 22, I960 Length Over-all 740 Feet Length Between Perpendiculars 705 Feet Depth Moulded Deadweight Capacity Cargo Tanks Number of Cargo Tanks Designed Trial Speed Propulsion--Newport News Beam Moulded 50 Feet 48,800 Tons 417,840 Barrels 35 17.5 Knots Turbines 102 Feet 6 EXX-MOR-002234 RADIO ROOM RADAR ANTENNA RADIO OFFICER'S STATEROOM CHART ROOM CAPTAIN'S SEA CABIN - WHEELHOUSE CAPTAIN'S OFFICE CAPTAIN'S STATEROOM - HOSPITAL OFFICERS' STATEROOMS sso Bosto Shaft Horsepower 19,000 Number of Shafts One Number of Boilers Two Pounds of Weld Metal Used 265,000 Number of Rivets Used 25.000 Pieces of Steel in Construction 40.000 Material Received From 100 Gties--22 States Long Tons of Steel Diameter of Propeller Number of Anchors Weight of Each Anchor Weight of Rudder Height--Keel to Mast Top 9,900 23 Feet 3 22,470 Pounds 89,688 Pounds 128 Feet 7 Inches EXX-MOR-002235 plant of the ESSO BOSTON, when operating at 19,000 rated shaft horsepower, will give her a designed trial speed of 17.5 knots. The design and construction of a tanker more than three city blocks in length, such as the ESSO BOSTON, is a very complex operation. She View showing installation of the giant 31-foot toll ri toller than o 3-story building, 23 feet wide and weig it in operating position weighs 4,050 pounds, ond tl One of the last items to be installed on the ESSO BOSTON was her teardrop-shaped stack. It is 29 feet in height and 27'6" in length. The distance from the keel to the top of the stock is equal to the height of an eleven-story building. EXX-MOR-002236 must be designed to transport the maximum amount of cargo at the lowest possible cost per ton. Careful consideration was given to shaping her hull for maximum efficiency in the water. Her turbines and machinery were designed to give the greatest amount of speed for the least con fer on the ESSO BOSTON. This huge steel assembly is 19,688 pounds. The huge bolt or pintle which will hold lut attached to the end weighs 475 pounds. The ESSO BOSTON is shown above ready for launching. Painters are putting the finishing touches on the bow and launching preparations are in progress. EXX-MOR-002237 Champagne flew in all directions as the bow of the ESSO BOSTON was hit with a perfect blow by Mrs. George M. Parker at the Newport News Shipyard on September 28, 1 960. Matron of Honor for the christening was the spon sor's daughter-in-law, Mrs. Treadway C. Parker. sumption of fuel. Because of the millions of dollars invested in her and the additional cost of operation, her loading and unloading times must be as short as possible. But--equally important-- she must be constructed to withstand one of the greatest forces of nature--the sea. When the design has been completed, the shipbuilder must fit together approximately 40,000 individual pieces of steel, weighing about 9,900 long tons. More than 265,000 pounds of welding metal and 25,000 rivets were used by hundreds of welders and riveters to fasten these pieces together to form the ESSO BOSTON. Dozens of shipbuilding trades were represented in the construction of the ship, but workers in various plants in over 100 cities in 22 states helped build machinery, furniture and other equipment used on the tanker. It might be said that the super tanker ESSO BOSTON is a product of the inge nuity of American industry. EXX-MOR-002238 Propulsion The ESSO BOSTON is driven by a 23-foot four-bladed, manganese, bronze propeller weigh ing 70,750 pounds, which is turned by a cross compound, double reduction geared turbine. A simplified explanation of the operation of the ESSO BOSTON'S power plant starts with the boilers where water is converted to steam. The steam travels from the boilers to the high pressure turbine through piping and control valves, then through a crossover pipe into the low pressure unit. En route the force of the steam against the turbine blades turns the rotors. These are connected to gears which rotate the shaft View in the engine room of the turbines on the ESSO BOSTON. The high pressure turbine is on the right, and the low pressure turbine on the left. The gears are in the foreground. View in the engine room show ing the turbines in the fore ground with the air ejector on the right, the distilling plant on the left and the engineer's elevator in the center back ground. 11 EXX-MOR-002239 The Boiler Room of the ESSO BOSTON, showing the two boilers which furnish the steam to propel the ship through the water at a designed trial speed of 17.5 knots. attached to the ship's propeller. The steam re turns through the low pressure exhaust to a con denser where it is converted back to water for re use in the boilers. Steam enters the high pressure turbine at 835 pounds per square inch, drops to 450 pounds at the first stage of this unit, with a further drop to 40 pounds at the exhaust into the low pressure unit. Because of this drop in pressure and increase in volume of the steam, the low pressure turbine is of much greater diameter than the high pressure unit. Each of the turbines has corrosion resistant, heat-treated steel blades, ranging in length from .81 of an inch in the first stage of the high pressure unit to 2.19 inches in the ninth stage of that unit. In the low pressure unit they range in length from 1.68 inches in the first stage to 13 inches in The main control panel in the engine room of the ESSO BOS TON. The two wheels shown are used to control the entry of steam into the turbines. . EXX-MOR-002240 Installation of the 23-foot-di ameter propeller on the ESSO BOSTON. It is one of the largest ever installed on a vessel built in this country and weighs 70,750 pounds. the tenth stage. The high pressure unit includes 1,155 impulse blades and the low pressure unit 714 impulse and 651 reaction blades. The rotors are turned by the steam passing through 629 impulse nozzles in the high pressure unit and 444 impulse nozzles and 486 reaction nozzles in the low pressure unit. Nozzles and blades are so placed in relation to each other as to give a continuous pressure of steam against the blades. All steam requirements for the ESSO BOSTON are furnished by two 2-drum water tube boilers located astern and above the propelling equip ment. They are air-encased, have single furnaces and are capable of supplying actual total steam of 150,000 pounds per hour under normal conditions and 210,000 pounds per hour (over load) at 860 pounds per square inch at the superheater outlet. The machine shop on the ESSO BOSTON used for making re pairs at sea. On the right is a lathe and on the left a drill press. EXX-MOR-002241 AccommodationsGalley-Messrooms The Officers' Lounge is paneled in a Prima Vera shade paneling. The deck is covered in tan rubber tile, and the fabriccovered chairs are in colors of fern, bamboo and cledon. The room is divided into two sections, one for watching tele vision and the other for reading and writing. In the old sailing ships, most of the crew lived, ate and slept in a cramped area in the forward part of the ship, known as the "fo'c's'le." The seamen slept in short, narrow bunks and enjoyed little or no privacy. - The changes in modern ships are nowhere more marked than in the living accommodations. The ESSO BOSTON was designed to achieve the maximum of comfort and convenience for the men who live and work aboard her. All living spaces for officers and crew are fully insulated and air conditioned. The paneled walls and the rubber-tiled or composition decks are cheerful in color and easy to maintain. A self service elevator runs from the living quarters to the engineroom operating level. The quarters for the deck officers, radio officer and chief steward are located in the midships house, as are the ship's office, hospital and dis pensary. The Master has a sea cabin on the navi gation bridge in addition to his regular office and cabin on the deck below. Engineering officers are quartered on the upper deck of the after house. The crew's quarters are also located in the after house. Each man has his own room with a built-in metal bed with four drawers and a locker under neath. Each room has a wardrobe, desk, book rack, reclining lounge chair, armchair, and wash basin with hot and cold water. All quarters are provided with a radio shelf and an outlet connected to a master radio antenna. All officers and petty officers have private baths and the crew's rooms have a connecting bath for every two rooms. 14 EXX-MOR-002242 The attractive room used for recreation by the crew of the ESSO BOSTON. The outboard bulkhead is covered in ivory paneling, and all of the other bulkheads are a green-blue shade of the same material. The deck is covered in tan and brown tile, and the chairs are in shades of mocha and per simmon. The windows are cov ered with Harlequin-patterned draperies of crimson and white. A partial view of the crew's messroom on upper deck aft. All of the bulkheads are of Marinite paneling and will not require re-finishing. The after bulkhead is a pleasing gray shade and the others are a cheerful yellow. The deck is covered in marbleized gray tile, and the chairs are covered in mocha-colored fabric. Because tanker men spend so much of their time confined to the vessel, particular attention has been paid to the recreation and lounge areas of the ship. These are spacious, comfortably furnished, and provided with television sets. Adjoining pantries with refrigerators provide offhours meal snacks. Facilities for convenient living, such as automatic washing machines, electric dryers, and suspension ironing boards, add to the comfort of the men. The galley is a chef's delight. The new and efficient arrangement of the centrally located electric ranges and work tables keeps the effort used in the preparation of food to the minimum. Food service windows to the messrooms allow speedy service. A reach-through refrigerator be tween the galley and the serving pantry keeps salads and similar foods crisp and fresh for serving. An ice cube making machine assures cold bever ages even in the hottest climates. The garbage disposal unit and dishwashing machine assure the highest order of hygiene. 15 EXX-MOR-002243 Each member of the crew on the ESSO BOSTON has an in dividual room, air conditioned and attractively decorated, in cluding a desk and ample stor age space for clothing and other personal belongings. The galley on the ESSO BOS TON located on the upper deck in the after house. It is equip ped with the latest stainless steel electric stoves and ovens and other facilities. 16 EXX-MOR-002244 Room of the 2nd Assistant Engineer locoted on boat deck in the after house. The bulk heads are tan and ivory. The deck is tan rubber tile, and the furniture is finished in brown with green-painted leaves in the colorful draperies. The officers' messroom is lo cated on the upper deck aft with the outboard bulkhead covered in yellow paneling and the others in this same ma terial in the shade of green. The rubber-tiled floor is gray in color, and the choirs are in contrasting black and antique white. 17 EXX-MOR-002245 The stateroom of the second mate has bulk heads of ivory-colored paneling with tan deck covering and chairs in parchment and citron. The Master's office is paneled in wood green with hand-finished trim to match. The furniture is a walnut finish. The chairs are upholstered in crim son, and the sofa is Mohave Umber in color. The attractive state room of the Chief En gineer is located in the after house. The bulkheads are covered in simulated wood grain panels with tan rubber deck covering and furniture finished in walnut. The sofa is Mohave Umber and the chairs are crim son. The draperies are crimson and white. Two storerooms are provided for perishable foods. One is a refrigerator room maintained at a temperature of about zero, and the other is a chill box with a temperature of 35 degrees. The ship can carry dry stores and frozen food for one year and fresh fruits and vegetables for thirty days. The officers' messroom is equipped with fourplace dining tables and the crew's messroom has eight-place tables. Windows with curtains replace portholes in these areas and other areas where practical. 18 EXX-MOR-002246 SAFETY FEATURE Safety has been the number one consideration in just about everything that has gone into the ESSO BOSTON. The hull has been designed and built for excellent seaworthiness and "sea keeping" qualities. Machinery and equipment have been selected for reliability and efficiency and all essential items are installed in duplicate. Either of the two boilers, for example, can gen erate enough steam to drive the vessel at near normal speed. All sorts of instruments, gauges and electric and electronic devices provide deck and engine personnel with modern aids to safe navigation, communication and efficient power plant opera tion. Many of these have already been mentioned. Although extensive precautions have been taken to prevent the outbreak of fire, elaborate fire-fighting equipment is provided. Outstanding is the newest type foam fire-extinguishing system. This consists of two 500-gallon compartments of concentrated foam which is automatically mixed with water by a proportioning pump. One gallon of concentrate makes about 300 gallons of foam and water. The mixture is sufficient to blanket The ESSO BOSTON is equipped with four lifeboats, two of which will accommodate all of the members of the crew on each side of the ship. Two of the boats are powered by diesel engines. the entire deck area over the cargo spaces with almost 10 inches of fire-smothering foam. The foam can be discharged by five monitors and eight nozzles which are attached to 60 ft. of 2Vi in. hose. The most powerful monitor is located amidships over the catwalk. It can throw a stream of foam over a 250-ft. diameter circle and is remotely controlled. Two other monitors are on the forward side of the bridge, one is on the after side and one forward of the after deck house. To combat fire in other areas of the ship there is a carbon dioxide system serving the machinery The radio room af the ESSO BOSTON includes the latest electronic equip ment for commu nication between sea and land. EXX-MOR-002247 and pumproom spaces and numerous portable hand extinguishers and water hydrants for hose connections. A full range of life saving apparatus is aboard the ship. Included are four 37 to;' 40-person life boats, two of which are motor driven; a portable buoyant lifeboat radio transmitter-receiver; and life jackets. Fresh air masks, a rescue breathing apparatus and a resuscitator are provided for emergency operations. There are many features of the ESSO BOSTON designed to minimize the chances of personal injury accidents. Interior and exterior stair ways, for instance, have an easier slope than on most ships, some as much as 45 degrees, and many ladders have steps instead of rungs. The upper deck is remarkably clear of tripping hazards and spaciousness is striking both in the engineroom and on deck. Mechanical ventilation changes the atmosphere in the lower pumproom every 75 seconds. The self-service elevator in stalled in the engineroom is designed principally to lift or lower stores and equipment. Other improvements include a solid bulwark, instead of a pipe railing, forward and alongside the after deckhouse for greater protection against breaking seas. For the same purpose, a shelter has been built amidships over the walkway be tween the two houses. An unusual feature of the ESSO BOSTON is the partially covered portion of the catwalk which is used for the dual purpose of protecting seamen in passage along the catwalk and protection of the operator of the fixed foam nozzle shown on top of the structure. The angle of all of the ladders on the ESSO BOSTON has been reduced to facilitate sofer ascent and descent of crewmen. EXX-MOR-002248 Many small details have been planned with an pawls are counterweighted so that one man can emphasis on safety. For example, refrigerated move them without strain. Non-skid paint storerooms have lightweight plastic doors. Anchor covers exposed outer decks. Mast of the ESSO BOSTON showing her dual radar system, another added safety feature on the vessel. EXX-MOR-002249 Partial view of the navigation bridge on the ESSO BOSTON. Radar viewing screens can be seen behind the engine room telegraph. Navigation and Ship Handling The ESSO BOSTON is equipped with the most modem aids to navigation and safe ship handling. The navigation bridge is provided with two radar sets. A 3-2 centimeter wave length set is for general use at sea and in restricted waters. The other, a 10 centimeter wave length set, is used as a standby when sea return and rain squalls clutter the radarscope. The 3.2 radar set is fitted to present a true-motion picture to help in visual izing what is actually taking place. A direct-reading loran receiver-indicator pro vides the Master with continuous information on the position of his ship when it is within range of loran stations. The customary echo depth sounding device has been improved with the addition of a continuous dry chart recorder which shows the contour of the ocean bottom or 22 EXX-MOR-002250 the depth of water under the ship's keel. The gyroscope compass and automatic steer ing equipment also contribute to safe navigation. The equipment consists of a master gyro compass, one steering repeater, two bearing repeaters on the wings of the bridge, a course recorder, and a gyro pilot control unit arranged for electric steering, by hand or automatically, both on the bridge and in the after steering station. The three-story high, 89,688-pound rudder is operated by two electric units. The rudder can be turned through an arc of 70 degrees in 25 seconds. It can be turned an addditional 5 degrees on each side for additional maneuverability. Radio equipment includes main, emergency and high frequency transmitters, main and emer gency intermediate frequency receivers, a high frequency receiver, a crystal receiver and a radio direction finder. A special device activates an alarm in the radio officer's quarters to indi cate when an emergency radio message is One of the bridge wings of the ESSO BOSTON showing the ample space and equipment used for navigation of the tanker. The chart room of the ESSO BOSTON. The echo-depth sounding device has been improved with the addition of a continuous dry chart recorder which shows the contour of the ocean bottom or the depth of water under the ship's keel. EXX-MOR-002251 coming through. In addition there is a radio telephone for voice communication from ship to ship and from ship to shore. A twelve-station public address talk-back sys tem provides for intra-ship communications. Orders and information can be passed over this system swiftly and accurately. It is particularly useful during mooring and unmooring operations. The engine order telegraphs have a new feature. In addition to showing general speed orders, such as "half-speed", the ESSO BOSTON'S tele graphs indicate the exact number of revolutions per minute desired. This allows the ship handler better control of the actual speed of the pro peller and the ship. Because of the tremendous size and weight of the ship, twelve selfstowing mooring winches equipped with lVS-inch plow-steel mooring wires and fitted with hydraulic brakes have been in stalled for safe ship handling. For standby purposes and in case of emergency, the ship has been furnished with a supply of 10-inch Escon polypropylene mooring hawsers, which have a guaranteed minimum breaking strength of 138,000 pounds, compared to 77,000 pounds for manila of equivalent size. The tanker has two bow anchors and a stern anchor, each weighing 21,350 pounds. The use of the stern anchor for maneuvering in crowded waterways or in treacherous currents is another means of insuring safe ship handling and mooring. One of the unusual fea tures of the ESSO BOSTON is a stern anchor which often saves many hours in progress of the ship to loading and unloading ter minals. It also prevents the ship from turning in congested harbor anchor ages in foul weather. The view above shows a typical scale test made by the shipbuilder to assure proper housing of the anchor. EXX-MOR-002252 View looking down on the deck of the ESSO BOSTON. Much of the piping previously installed above main deck has been placed beneath the deck. The cargo manifolds are shown in the fore ground. CARGO HANDLING In 1861, the 224-ton American brig, ELIZA BETH WATTS, was probably the first ocean going ship to carry oil, but her cargo was literally in barrels. By 1886, the first true tanker, the GLuCKAUF, appeared. It incorporated the principle that the ship was one huge tank with bulkheads dividing the space for stability. The ESSO BOSTON'S cargo space is longer than two city blocks. The 35 tanks hold 417,842 barrels--enough to supply all the motorists in the City of Boston with gasoline for almost a month. The cargo pumping equipment consists of five 6,000 gallons per minute main cargo pumps plus two 1,400 gallons per minute stripping pumps. A completely separate ballast system permits ballasting and deballasting while discharging and loading with no risk of product contamination or oil pollution of harbor waters. A number of different grades of cargo can be carried without risk of their being mixed. With adequate shore receiving facilities, the ship will be able to discharge a full cargo of 17,200,000 gallons, equivalent to 1,720 railroad tank cars, in less than eleven hours. The decks of the ESSO BOSTON present an uncluttered appearance because the discharge lines are located under the main deck in the cargo tanks. In addition to cutting down on deterioration which exposed pipes suffer from the sea, this arrangement adds a further element of safety to the ship's personnel. As cargo is loaded, gases are dispelled through a series of vent pipes exhausting to the atmos phere about fifty feet above the deck level. Similarly when cargo is discharged, air is admitted through the vent pipes to take the place of the liquid. Flame arresters are installed at the top most point of the vent lines. Each tank is fitted with a modern float gauge to provide oil level measurements while the tanks are closed. With this equipment, all loading and unloading operations can be carried on without opening the tanks and allowing dangerous vapors to accumulate on deck. 25 EXX-MOR-002253 An artist's drawing of the ESSO BOSTON which shows that the giant cargo tanks of the ship have room for more than two city blocks of 5-story buildings 104 feet deep. Since cargo is pumped at such a rapid rate, an emergency stopping system is very important. Three remote control stations are provided which can shut off the steam to the cargo pump turbines and stop all pumping in less than a minute. With these modern facilities, the ESSO BOS TON is able to arrive at a port, load or dis charge 48,800 tons of petroleum cargo in a safe and efficient manner, and leave--in less than one day. View of the modern pump room on the ESSO BOSTON, which enables her to discharge her full cargo of 17,200,000 gallons in less thon eleven hours. Close-up view of the cargo manifolds located amidships on the ESSO BOS TON. Supporting saddles hove been added ta withstond the strain of heavy hose-handling equipment dur ing loading and unloading. EXX-MOR-002254 The ESSO GETTYSBURG on the shipway shortly before her launching on October 11, 1956. The Esso Fleet Today The entry into service of the ESSO BOSTON on July 15 brings to 25 the number of ocean going tankers operated by Esso Standard, Divi sion of Humble Oil & Refining Company. This fleet, the largest privately owned tanker fleet operated under the U. S. flag, has a total cargo-carrying capacity of over 5,700,000 barrels-- more than a quarter-billion gallons. The vessels transport crude and refined petroleum products principally from Texas and Louisiana to ports along the U. S. Atlantic seaboard from Florida to Maine. In addition to the ESSO BALTIMORE, sister ship of the ESSO BOSTON, four of the vessels-- the ESSO GETTYSBURG, ESSO WASHING TON, ESSO JAMESTOWN and ESSO LEXING TON--are fast, modern supertankers built in 1957 and 1958. These 37,800 deadweight ton ships are among the highest powered bulk oil carriers in the world. Their design includes national defense features which make them especially suitable for government service in time of emergency. They usually carry crude or heavy fuel oil and can make a trip from Baytown, Texas, or Baton Rouge, La., to New York in about 4 days. Normal cruising speed is 18.3 knots. 27 EXX-MOR-002255 The bulk of the Esso fleet is made up of an even dozen vessels of the 27,300-ton class. These were among the first oil carriers to be called super tankers. When they entered service in the late 1940's and early 1950's they set new standards of economy in operation and crew comfort. Most of the 27's operate in what is known as "clean service"--that is, they carry refined products such as gasoline, kerosene, home heating oil, jet fuel, alcohol and solvents. Two of the vessels, the ESSO BANGOR and ESSO HUNT INGTON, are especially equipped to carry lubricating oils and petrochemicals and have large dehumidifying systems to keep moisture out of their cargo compartments. The ESSO HUNTINGTON has loaded and discharged as many as 31 grades of lube oils and waxes on a single voyage. The remainder of the fleet is composed of four of the famous "T-2" type tankers and three others of similar size but different design. All were built during World War II and transported vital cargoes for the nation's military forces overseas during the conflict. The 37,800 dwt. ESSO GETTYS BURG at full speed. One of a class of four, she is among the fast est tankers in the American mer chant marine. ESSO BANGOR, one of the Com pany's twelve 27,300-ton class, is specially equip ped to carry lubri cating oils in com partments that are dehumidified t o eliminate moisture. She and a sister lube oil carrier, the ESSO HUNTING TON, also trans port waxes, petro chemical solvents and numerous grades of alcohol. 28 EXX-MOR-002256 The ESSO SCRAN TON is a "T2" tanker, the type made famous by their great contri bution to victory in World War II. The vessel is shown here discharging cargo at Tiverton, R. I. One of three 1 6,000 dwt. geared turbine ships, the ESSO CHATTANOOGA usually loads three grades of Esso gas oline, as well as kerosene and home heating oil. The ESSO BALTI MORE is the first of two supertankers of this class. She is 74 0 feet in length with a beam of 102 feet and 47,400 deadweight tons. 29 EXX-MOR-002257 Principal Characteristics of Esso Tankers Year Built NAME Length Overall Beam Draft on Deadweight Cargo Molded Summer Freeb'd Tons Capacity Speed CD 00 I960 ESSO BOSTON I960 ESSO BALTIMORE 1957 ESSO GETTYSBURG 1957 ESSO JAMESTOWN 1958 ESSO LEXINGTON 1957 ESSO WASHINGTON 1953 ESSO BANGOR 1950 ESSO BERMUDA 1952 ESSO CHESTER 1954 ESSO FLORENCE 1953 ESSO GLOUCESTER 1950 ESSO HAVANA 1953 ESSO HUNTINGTON 1949 ESSO LIMA 1952 ESSO NEWARK 1950 ESSO NEW YORK 1949 ESSO SUEZ 1949 ESSO ZURICH 1945 ESSO BRIDGEPORT 1944 ESSO GREENVILLE 1942 ESSO PATERSON 1944 ESSO SCRANTON 1941 ESSO CHATTANOOGA 1942 ESSO NEW ORLEANS 1942 ESSO RALEIGH 740' 740' 715' 715' 715' 715' 628' 628' 628' 628' 628' 628' 628' 628' 628' 628' 628' 628' 523'6" 523'6'' 523'6" 523'6" 520' 520' 520' 102' 102' 'il'SVi" 93' 36'9W" 93' 36 W' 93' 36'9U" 93' 82'6" 36'9Va" 32 '5 " 82'6'' 32'5" 82'6" 32 '5 " 82'6" 32 '5 " 82'6" 32 '5 " 82'6" 32 '5 " 82'6" 32 '5 " 82'6" 32 '5 " 82'6" 32 '5 " 82'6" 32'5" 82'6" 32'5" 82'6" 32'51/4" 68' 30'2" 68' 30'2" 68' 30'2" 68' 30'2" 68' 30'1" 68' 30'1" 68' 30'1" 48,800 48,800 37,689 37,688 37,726 37,749 26,780 27,340 27,200 27,135 27,240 27,320 26,729 27,335 27,170 27,335 27,305 27,105 16,625 16,530 16,635 16,535 16,640 16,585 16,569 409,485 17-5 409,485 17.5 311,364 18.3 311,364 18.3 311,364 18.3 311,364 18.3 225,023 16 225,023 16 225,023 16 229,615 16 225,023 16 225,023 16 225,023 16 225,022 16 225,023 16 229,615 225,022 16 16 226,377 16 138,335 14.6 138,335 138,335 14.6 14.6 138,335 14.6 135,750 15,5 135,750 16 135,750 15.5 30 EXX-MOR-002258 Bow-on view of the ESSO BOSTON taken during her sea trials. EXX-MOR-002259 ESSO STANDARD, DIVISION OF HUMBLE OIL & REFINI NG COMPANY EXX-MOR-002260 EXX-MOR-002261 EXX-MOR-002262 EXX-MOR-002263 i VOLUME 6 4 AUGUST 1960 LOUISE SULLIVAN, Acting Editor TABLE OF CONTENTS PAGE Editorial ................... 1 Oilheating in the Sixties ................................ ........................ ..... . Some predictions of things to come 5 Industry Ideas--Mobile Billboards .............. .............. ...................... 7 Sensible Accounting ...... ................................................. ................. 11 Robert Patten concludes series Flash Points ................................................... ...................................... 15 Index to Advertisers .............................................................. 16 Classified Ads........................................................ ......... ..... ..... ......... . 16 ON THE COVER The Esso "Boston", new ocean-going tanker shown under construction at Newport News, Va. will carry 35 main cargo oil tanks, each taller than a five-story building, with a total capacity of 417,842 barrels. The "Boston" will be launched in the fall. I. O. M. A. EXECUTIVES OFFICERS PRESIDENT VICE PRESIDENTS TREASURER SECRETARY William J. Bursaw, Jr.* Arthur J. DeBlois, Jr. Richard L. Gardner John J. Gill A. R. Sandri James W. Scanlan* Thomas J. Scott* Dudley F. Blanchard Alvin 0. Bicknell DIRECTORS Douglas C. Cairns Edward P. Hacker Robert W. Carney Joseph P. Hernon Robert L. Crawford Kenneth T. Howe Philip D. Dalrymple George D. Kaneb Wesley E. Downing John A. Kaneb Augustus L. Dwelley George Kangisser Robert W. Fawcett* Jahn L. Motthewmon* Joseph L. Fullam Herrick Randall Edward W. Gould, Jr. Ellis Robertson Henry Gibbs Minot M. Shaw * EXECUTIVE COMMITTEE EXX-MOR-002264 EXX-MQR-002265 EXX-MOR-002266 EXX-MOR-002267 EXX-MOR-002268 EXX-MOR-002269 % X '2SX. 1 N\ EXX-MOR-002270