USA Banner

Official US Government Icon

Official websites use .gov
A .gov website belongs to an official government organization in the United States.

Secure Site Icon

Secure .gov websites use HTTPS
A lock ( ) or https:// means you’ve safely connected to the .gov website. Share sensitive information only on official, secure websites.

Site Notification

Site Notification

U.S. Department of Transportation U.S. Department of Transportation Icon United States Department of Transportation United States Department of Transportation

MV ENTERPRISE

For actions taken on February 27, 1984

The Maritime Administration does not have the original Gallant Ship Award citation for this vessel

McDermott Shipbuilding in Amelia, Louisiana, built the offshore supply vessel (OSV), M/V Enterprise in 1973 for Offshore Logistics Inc. Enterprise featured a bridge on its bow and large flat aft deck for carrying heavy cargo. The ship serviced offshore drilling platforms in the Gulf of Mexico. On February 27, 1984, Enterprise was supporting the mobile offshore drilling unit, or MODU, Sedco 702 when the crew observed a vessel drifting nearby.  The vessel, the petroleum tanker American Eagle, appeared damaged and was within eight miles of the exploratory oil platform in heavy seas. Fearing a catastrophic collision, Sedco 702 directed Enterprise to investigate.

American Eagle was built in 1959, was 630 feet long, 33,000 deadweight tons, and could carry 280,455 barrels of liquid petroleum products. It featured both an aft and midship house with crew quarters in both. In 1984, it was owned and operated by the American Foreign Steamship Corporation of New York. On February 23, 1984, the company instructed the captain to proceed from Savannah, Georgia to Orange, Texas, for the ship to be laid up. The vessel departed Savannah on February 23, 1984. By February 26, American Eagle was underway 110 miles south-southwest of Grand Isle, Louisiana.

The company instructed the crew to clean the tanks and free residual petroleum vapors  while en route to Texas. The cleaning process involved pumping steam through a portable air mover to push out gas and scour heating coils in each tank. A plastic nozzle attached to the air mover was lowered through openings into the tanks. Steam travelled through the mover and flushed the petroleum vapor and residue. At 1054, on February 26, three crewmen lowered the plastic nozzle into center cargo tank number three to begin the process. Steam rushed out of the plastic nozzle causing a static electric charge and a spark, igniting the highly flammable vapor in the tank. The subsequent explosion instantly killed all three crewmen, destroyed the midship house, and tore massive holes in the deck and hull.

After the explosion, the captain headed to the bridge and found it in shambles with an injured crewman, barely standing, at the helm. The explosion propelled the crewman backwards into the overhead panels of the pilothouse. The captain ordered a full stop. After determining the ship was not on fire, the captain then went to the radio room to order an SOS. He discovered that the explosion dislodged the radio equipment and severely injured the radio operator. It took hours to reestablish communications. American Eagle eventually used a multichannel VHF radio to issue a mayday. A Coast Guard helicopter arrived at 1648 and hoisted three injured crewmembers and flew them to Belle Chasse Naval Air Station in Louisiana. After learning of the explosion, the tanker’s owner directed the salvage tug Smit New York to aid American Eagle and tow it to Galveston. Smit New York estimated their arrival time at noon the following day.

American Eagle continued drifting with no control. By 0100, on February 27, the disabled tanker passed within a mile of the MODU Zapata Lexington, a near miss. The weather deteriorated soon after. Seas grew from 3 feet to 18 feet, and finally 30 feet, in a matter of hours. Near tropical storm winds bore down on the crew. American Eagle was soon trapped in a deep trough between the waves. At 1000, it became apparent that on its current course American Eagle would collide with the MODU Sedco 702. Sedco 702 dispatched M/V Enterprise to prevent a collision. Soon after reaching American Eagle, Enterprise towed the tanker out of the trough by the stern, and avoided a catastrophic collision. However, the tow’s force and turbulent seas caused the bow to shake violently. Everything forward of the midship house bent and rolled as if it were on a hinge and crashed into the stern. A large wave struck the damaged stern and water gushed into the empty petroleum tanks and the stern began to sink at midship. The captain and crew abandoned the ship via the starboard lifeboat, but high winds and waves rolled the lifeboat and dumped the crewmen into the heavy seas. The crew now clung to debris and the two capsized lifeboats, while fuel oil leaked out of the sinking vessel, covering the waters.

By then, two additional OSVs were on scene. M/V Starlight and M/V Liberator were supporting the MODU Penrod 76, when they learned of American Eagle’s condition. Pernod 76 dispatched both vessels to assist. The three OSVs positioned themselves 100 feet upwind to rescue the survivors as they drifted away from American Eagle. The three supply vessels remained in position despite the harrowing conditions. OSV crewmembers threw lifelines and life rings and pulled survivors from the water. Starlight’s chief engineer dove from the deck of his vessel onto a lifeboat and rescued the men clutching to the sides.

Of the 24 crewmembers who went into the water, Starlight rescued eight, Enterprise rescued five, and Liberator rescued six. The first Coast Guard helicopter on scene rescued another three. Two crewmen died during the rescue and another two were never recovered and presumed dead following an extensive search,. The OSVs continued to search for the two missing men for hours while survivors onboard received food, comfort, and clothing.

American Eagle’s stern succumbed to the waves and sank at 1735, in 1,800 feet of water, one day and six hours after the explosion. The bow remained afloat for a short period before also sinking. The US Coast Guard Marine Board of Investigation found that:

“The commendable assistance and lifesaving efforts of the crews of the M/V LIBERATOR, M/V ENTERPRISE and M/V STARLIGHT was heroic and accounted for the saving of most of the lives of those in the water.”

M/V Enterprise, along with the M/V Liberator, and M/V Starlight received Gallant Ship Awards for actions on February 27, 1984. All three played major roles in the rescue of survivors at great peril. The respective masters received Merchant Marine Meritorious Service Medals, and the crews received Letters of Commendation.

The Maritime Administration (MARAD) acquired Enterprise, in 1986. MARAD sold Enterprise to North Star Ocean Service of New Orleans, which then sold it to Birting Seafood LTD. Birting Seafood had the ship converted to a fish processing vessel at Langsten Slip Batbyggeri in Norway. Langsten retrofitted Enterprise, lengthening the ship, and added long-range fishing and fish processing equipment for surimi - a crab substitute made from minced fish. Birting renamed Enterprise, Ocean Rover. In 1997, American Seafoods purchased Ocean Rover, and as of 2021 it is used to catch wild Pacific hake and wild Pacific yellowfin sole in the Pacific Northwest.

Last updated: Friday, February 11, 2022