Document npVMYKv1O0v1YLEpgNKGD7156

7 Officers Take Shiphandling Oops! You Can Break Your Neck On Icy Deck > w2 rus x Course This Year TIS THE SEASON for I2 Since January of this year, seven deck officers in the ocean fleet have attended a one-week shiphandling course ice and snow--and frozen decks and lad ders. All seagoing per sonnel, inland water a. I at Port Revel, France. A total of 30 officers have trained at the facility since 1967 when the Marine Department began participating in the program as part of its policy to pro vide navigation officers with the best, up-to-date training available. ways employees, and others should be extra alert to icy conditions in order to avoid slips and spills that could cause serious bodily in juries. One of the best ways to keep from k. The course includes class- being thrown is to be bra instruction and maneuE6 Jn scale model ships on an 8-acre man-made lake equipped with wave and cur rent generators, scale model piers, single point moorings, multibuoy seaberths, and typ ical navigation channels with buoys and beacons. on the lookout for a frozen area and then take time to scatter sand over it before at tempting to perform your duties. This not only makes the area safe for you, but for All Have Bow Thrusters your shipmates as well. The vessels are 1/25 scale models of 17,000, 38,000, 120, 000, 190,000, 250,000 and 400,000 dwt tankers. They are Running Aground Wasn't All Bad News In This Case all equipped with bow thrust ers and one has both bow and stern thrusters. Instruments on each scaled ship show pro peller revolutions, rudder position, heading, ship speed, and wind speed as they would appear on an actual vessel. Sometimes running aground isn't all bad news. Such was the case recently when Fred Murphy's 48-foot schooner, the Ishmael, sailing from Connecticut to Virginia, drifted off course in a fog and lost its 9,000-pound keel. While the loss of the keel did not seem lucky at the time, Mr. Murphy says-it was "prov idential." ' Bolts Severely Weakened "We discovered that be out injury to any of the four persons aboard. The long metal keel, valued at $10,000; was later located by park rangers and a large' crane was used to haul the keel from the sandy beach The trainee's eyes are at ran aground at Island Beach cause of electrolysis, the onto a trailer which took it to bridge level, creating an ex State Park about four miles bolts holding the keel onto a boat works where it was to act simulation of the relative north of Barnegat Inlet, New the bottom of the hull had be joined to the hull, this position of his eyes, the ship structure, water, and the hori zon. His orders are carried At by a helmsman. About 40 Wurs are devoted to scale model practice. This is the equivalent of 200 hours of performing the same maneu- Jersey. Mr. Murphy was asleep at the time and his crew failed to recognize the danger and awaken him. That was the bad news. Now for the good news. When the boat was towed off been severely weakened, "Mr. Murphy said. "The boat prob ably would have lost its keel somewhere at sea and we could have capsized. That would have been dangerous," he explained. As it happened, time with shiney new bolts. NOVEMBER EQUITY $10.16 The Thrift Fund trustee has advised that the value of each unit in the equity.portfolio as of the last business day in (See TRAINING COURSE, page 4) shore by the Coast Guard, it the boat floated aground with November 1975 is $10.16. EXX-MOR-007931 COFIFU FROM THE COl-LECTIONS IN THE CENTER FOR AMERICAN H He's A Straight Shooter & Has 30 Trophies To Prove It in 1942, returning to the fleet later that year with his 3rd assistant engineer's license and sailed for the first time in that capacity in the Ess^ PMontpelier. He sailed as 2i assistant in the Esso Norfo. in the latter part of 1942 and as 1st assistant in the Esso Paterson late in 1943. In No vember, 1947, Mr. McDonough served for the first time as chief engineer in a fleet ves sel in the Esso Roanoke. As to his retirement plans, Mr. McDonough, who lives in Jacksonville, said: "I intend to donate time to charitable organizations and to enjoy the recreational facilities avail able in Florida." John Rickour Bids Goodbye To Fleet HE'S A GOOD FISHERMAN and he catches some big ones, but mainly he's a pistol shooter with some 30 championship trophies to prove his expert marksmanship. We're talking about A. Levan, Jr., operations supervisor at Baltimore. At the right, Bernard J. Feehley, transpor- ------------------------------------------- tation allocator, looks on ad military personnel from Ft. miringly. Benning, Georgia. As men Mr. Levan, who prefers to shoot 22, 38, and 45 caliber pistols, entered his first na tional championship event in 1946. He competes in national contests annually and nearly tioned, he usually wins one of the top three awards, in com petitive events, but not long ago he came back with a 6th place award. "I blame it on a strong wind that day and always comes home with one creeping old age," he said. of the top three trophies. He Although Mr. Feehley him became a good marksman in self is, in his words, "fairly the armed services and to good with guns," he has no keep his eye sharp he spends trophies yet, but he has won an average of two hours a several turkeys and hams in week practicing on the local some pretty stiff trap shooting firing range. He has a number over the past three years that of guns, all especially made he has been competing. "Tur for target shooting. His favor keys and hams are always ite one is a Colt 45 that is not nice because you can eat only extremely well balanced them," he said modestly. and a beauty to look at, but also has a precision mecha nism that requires only a feather touch to fire. The fish? It's a 7-foot, 10inch White Marlin that Mr. Levan caught 23 years ago off Ocean City, Maryland. The In national competition, he fisherman-marksman has also goes up against other expert been an avid coin collector marksmen, including crack for many years. W. McDonough Retires Dec. 1 Walter McDonough, above, retired on December 1 as chief engineer in the ocean fleet. His last ship was the Exxon Chester. Mr. Mc Donough joined the fleet in 1937 as wiper in the S. M. Spalding. He sailed as fire man in the W. S. Farish in 1938 and as oiler in the Esso New Orleans (1) in 1939. He took a leave of absence early John Rickour, OS, retired November 1. His last ship was the Exxon Lexington. Mr. Rickour joined the ocean fleet on August 15, 1955, as OS in the Esso Shreveport. Hj served in this capacity various ships throughout h? career. He was one of the crewt, in the S.S. Manhattan when she made her voyage through the Northwest Pas sage in 1969. Mr. Rickour and his wife live in Baltimore. We've Come A Long Way Since Middle Ages In the Middle Ages, many maritime laws or codes were developed setting forth the duties, mutual rights, and obligations of masters and sailors in settling disputes at sea. One of the codes, called the "Laws of Oleron," pub lished in England in the year 1152, formed the basis of many of our modern maritime laws. Several Articles to tt^ Laws of Oleron are quot^J here, both for interesting reading and to highlight the tremendous changes that have Page Exxon Fleet News EXX-MOR-007932 been made in an industry rich in history and adventure. Article XII: "A master, hav ing hired his mariners, ought jo keep the peace betwixt Hbm, and to be as their judge at sea; so that if there be any of them that gives another the lie, he ought to pay eight deniers; and if any of the mar iners impudently contradict the master, he also ought to pay eight deniers; and if the master strike any of the mar iners, he ought to bear with the first stroke, be it with fist or open hand; but if the mas ter strikes him more than one blow, the mariner may defend himself; but if the said mar iner doth first assault the mas ter, he ought to pay five sols, or lose his hand." Checking To Make Sure It's Working Properly Keep Out Of Sight As to how far the mariner is bound to suffer his master's assaulting him, another law was passed in the 1150s stat ing: "The mariner is obliged to obey his master, though he ^hould call him ill names, and gB enraged against him, he might to keep out of sight, or hide himself in the prow of the ship; if the master follows him he ought to fly to some other place from him; and if he still follows him, then the mariner may stand upon his defense, demanding witnesses how he was pursued by the master; for the master ought not to pass into the prow after him." Article XIII to the Laws of Oleron states: "If a difference happens between the master of a ship, and one of his mar iners, the master ought to deny him his mess thrice, ere he turn him out of the ship, or discharge him thereof; but if the said mariner offer, in the presence of the rest of the mariners, to make the master satisfied, and the master be ; resolved not to be satisfied, but to put him out of ship; in such case the said mariner joay follow the said vessel to '^Pr Port of discharge, and ought to have as good hire or wages, as if he had come in the ship." NEARLY EVERY piece of equipment aboard a ship needs maintenance and a periodic checking to insure that it is work ing properly. It's even more important that equipment designed for use in an emer gency be checked frequently to make sure that it will function as it should when needed. Making such a checkup on a piece of emergency equipment is Keith V. Wintenburg, chief engineer in the Exxon San Francisco. He is shown here checking the ship's back-up or emergency steering equipment located in the steering engineroom to make sure that rudder position readings (arrow) match those on the bridge. Mr. Wintenburg and 3rd Assistant Engineer John S. Downey combined their efforts recently to write and illustrate a set of instructions pertaining to operating and change-over procedures for steering equip ment in Exxon San Francisco class vessels. All Needed To Solve Problems "The problems this country faces can be resolved only through the combined and effective action of all its in stitutions, working with the full support of the public," M. A. Wright, chairman and chief executive of Exxon USA, said in a speech to the Chicago Rotary Club recently. He said he was concerned with the growing polarization of the business community and the American public. "The problem is of such proportions that it now threatens the long-term via bility of the American private enterprise system," he said. "The situation surely must concern not just businessmen but all community leaders, whatever their profession. The nation's institutions are all closely interrelated, and a major threat to any one of them must inevitably diminish the effectiveness of all the others." In the past, businessmen have often been too preoc cupied with managing their companies to see the neces sity of explaining and re affirming to the public the benefits of the private enter prise system, Mr. Wright said. In the mistaken belief that it is aiding the consumer, Con gress has responded to public sentiment with an extensive body of ill-considered legisla tion, he continued. He cited the recent attempts in Congress to dismember the larger oil companies and alter their competitive structure. Disabling Injury Box Score Total Total For Since November Jan. 1 Oceangoing 3 Inland Waterways 0 14 13 December 22, 1975 Page 3 THF. UN1VFHSITY n r T H Y A C A T a i i c v i m TRAINING COURSE continued from page 1 vers in a full-size ship. By practicing typical maneuvers and moorings under the var ious conditions of winds, waves, and currents, in day light and at night, trainees familiarize themselves with situations requiring sound judgment and fast decisions. Captain W. L. Straley, who took the course in May, wrote in part: "My knowledge of shiphandling was considera bly broadened. The main thrust of the course was that you see things happen and come across situations that I hope to never encounter aboard ship, but should these situations arise, I feel very confident that I will be able to deal more effectively with them." Officers who have attended the course this year are Louis H. Staar, Patrick J. O'Con nell, Mr. Straley, Dale M. Silcox, Marshall G. Price, Michael C. Hickey, and Asa H. Humble. Officers train on 8-acre lake in scale-mode! vessels under nearly all kinds of weather and water conditions. HE - "7vy- -r *-: - ,* i Obituary Charles L. Harrington died at age 72, in Salisbury, Maryland. Mr. Harrington was Bos'n aboard the Esso Chesapeake when he retired on August 1, 1962. He is survived by his widow. James M. Hughes, who retired in 1968 as AB, died on October 13 at Baltimore, Maryland. He was 64 and had nearly 24 years of company service. Mr. Hughes be gan his career at sea as messman and served in various ships of the fleet. He later served as OS and as AB until his retire ment. He is survived by his widow. His home was in Wilming ton, Delaware. Jose D. Pires, 73, died on October 30 at Revere, Massachusetts. Mr. Pires retired as 2nd cook in 1967. He began his sea service in 1924 and shipped with various com panies until November, 1951, when he joined the Esso Aruba as utilityman. His 15 years of service in the fleet were continu ous and all as messman, utilityman, and 2nd cook. He is sur vived by four sons. Control panel on one of the small vessels contains, upper part from left: loudspeaker, rudder indicator, microphone, rpm indicator, speed indicator, wind and velocity indicator. Lower part, from left: main switch, ship lights, whistle, dimmer, steering wheel, and telegraph. Building Permit For Seadock To Be Filed Soon Seadock, the consortium of nine major oil and petrochem ical companies of which Exxon is a member, planning to build a $900 million super port in the Gulf of Mexico near Freeport, Texas, filed a permit application on December 17 for construction of the project. It will take about a year for the application to be pro cessed through the various state agencies before actual construction can begin. Target date for completion of the first phase of the proj ect is late in 1979, with the second phase not scheduled for operation until several years later. The facility will include a docking and unloading facility about 25 miles south of Free port, a pumping platform ca pable of accommodating maintenance crews for long periods of time, and a pipeline which will run from the un loading facilities to under ground storage tanks. From there, the crude will be piped to Exxon's Baytown Refinery and other refineries along the upper Texas coast. Completion of the first phase will enable the facility to unload about two million barrels of crude a day, with the final phase being designed to almost double its unloading capacity. EXXON FLEET NEWS is publish;^^ every other Monday for active retired employees of the Marine partment, Exxon Company, U.S.A. (a division of Exxon Corporation); Q. R. Menton. General Manager. GENE LEGLER Editor Page 4 Exxon Fleet News EXX-MOR-007934