S/S Texaco Oklahoma Among Lessons Learned In Maritime Safety

Tragedy struck the S/S Texaco Oklahoma at 3:00 AM on March 7, 1971, when the US flag vessel fully loaded with a cargo of black oil split in two and sank about 120 miles NE of Cape Hatteras, North Carolina, in heavy seas.

The ship was en route from Port Arthur, Texas, to Boston with 44 officers and crewmen on board, many from Oklahoma and southeast Texas. After an exhaustive search, only 13 survivors were found – 31 had perished.

The tragedy would have a lasting impact on Port Arthur and the nation as a whole. In 1976, a Memorial Sundial was erected in Port Arthur dedicated to the Texaco/Oklahoma crew. This also is the site of an annual memorial service for all seamen lost at sea.

Father Sinclair Oubre of the Apostleship of the Sea honored all seamen lost at sea at the recent memorial service in Port Arthur, Texas. (Photo courtesy of Robbie de Vries)

In March 2011, on the 40^th anniversary of the tragedy, a service was held in Port Arthur to remember those who passed away, those who survived, and changes in the US Merchant Marine as a result of the tragedy. Father Sinclair Oubre of the Apostleship of the Sea and Board President Doreen Badeaux orchestrated the day-long event.

Oklahoma Governor Mary Fallin, who was invited to participate in the service, sent a letter that was read by Captain Tom Stapleton, President of the Council of American Master Mariners southern coastal region. The Governor’s letter explained that Oklahoma has long been known for oil and gas production and that Texaco was part of that history.

On two occasions, Texaco had named tankers in honor of Oklahoma. In 1940, the first Oklahoma was built in Sun Shipyards in Chester, Pa. The vessel served during World War II and on April 8, 1942, it was attacked off St. Simon’s Island, Georgia. The attack cost the lives of 19 crew members. The vessel refused to sink, however, and was salvaged and returned to service.

On March 28, 1945, the re-commissioned vessel was torpedoed in the middle Atlantic. The attack set the ship ablaze, sinking the vessel. Of the 36 crewmembers, only 10 survived.

In l958, the second vessel named in honor of Oklahoma was constructed at Bethlehem Shipyards in Sparrow Point, Md., and was christened S/S Texaco Oklahoma. On March 22, 1971, she set sail from Port Arthur, Texas, en route to Boston with a full load of fuel oil. On March 27, the vessel suffered a catastrophic hull failure that caused it to split astern of the midship. The forward section broke away with the navigation watch and all the deck officers. Later that day, the forward section sank with loss of all hands. The stern section remained afloat for almost 24 hours.

Following an investigation by the US Coast Guard Marine Board of Investigation, the National Transportation Safety Board issued a report concluding the probable cause of the Texaco/Oklahoma hull fracture was high stresses produced by heavy seas and other forces on the relatively lightly constructed, fully loaded ship. Moreover, the design, maintenance, and operating standards inherently contained risk levels that were excessive for vessels of this type.

Three survivors were in attendance at the memorial event. This first panel of speakers included Willie Jacquet, who had been on the dead list for 40 years; Clyde Michael Bandy; Rick Koenig, representing his father Joseph Koenig; and Roland Respess, Chief Mate on the S/S Texaco Oklahoma who was on vacation at the time of the sinking.

A second panel of speakers included US Coast Guard Captain J. J. Plunket, Billy Greet and Captain Gary Hunsberger, both of the US Maritime Administration, along with Texaco Marine James Gaffney and Lt. Jg. Kyle M. Carter, US Coast Guard.

John Cullather, retired Staff Director of the subcommittee on Coast Guard and Maritime Transportation, US House of Representatives, was the principle speaker. Before retiring in 2010, Cullather helped develop and draft most of the modern US maritime laws, including the Coast Guard Authorization Acts of 1981, 1991, 1996, 1998, 2004, 2006, and 2010, the Oil Pollution Act of 1990, and the Maritime Pollution Prevention Act of 2008, and planned congressional hearings for numerous maritime casualties, including the Poet, the Marine Electric, the Ocean Ranger and the Exxon Valdez.

Lessons learned

Cullather spoke about what was learned from these incidents.

It has been observed by sea captains over the years that the failure of the Federal Government and ship owners to implement safety measures in a timely manner after the loss of life with the first sinking has resulted in the loss of life on the other ships, he said.

For example, if exposure suits had been required, the crew members of the Texaco/Oklahoma might have survived the cold water. Lack of safety inspections on vessels 25 to 35 years old by the American Bureau of Shipping and by shippers also previously had allowed weakened ships to sail. Requirements have improved significantly since that time, and much more stringent inspection guidelines are now in place.

Ultimately, the sinking of the Texaco/Oklahoma and other similar incidents in the early 1970s necessitated the decommissioning of 200 WW II-era vessels. Greater maritime safety measures since that time have continued to improve design criteria and inspection and emergency guidelines for the industry.

Estes Toson (Survivor), Willie Jacquet (Survivor), Rick Koenig (son of Joseph Koenig who drowned), Clyde Michael Bandy (Survivor), and Captain Roland Respess (on vacation at the time of sinking) (Photo courtesy of Robbie de Vries)

Lt. j.g. Kyle M. Carter, US Coast Guard (left), Lt. j.g. Tichner, Robbie de Vries (Honorary Lt. Governor of Oklahoma, and Captain Tom Stapleton (right). (Photo courtesy of Robbie de Vries)