INTERNATIONAL SALVAGE UNION
July 2019
ISU publishes industry statistics for 2018 Key numbers from the ISU 2018 statistics show:
keeping goods moving and seaways and ports open.
• Gross revenue for ISU members - US$ 409 million (2017, US$ 456 million)
“There is fierce competition but professional salvors with their own people, equipment and experience bring an expertise to the most difficult jobs giving confidence that the operation will be expertly managed, lives saved, the environment protected and the value of property preserved.”
• Activity levels – 234 services (2017, 243 services) • LOF cases up – 55 (2017, 46) and LOF revenue rises to US$ 104 million (2017, US$ 53 million) • Wreck removal income – US$ 208 million from 71 services (2017 - US$ 264 million from 116 services) • The industry continues to be active, continues to invest and continues to provide essential services for ship owners and insurers. Commenting of the statistics, ISU President, Ms Charo Coll, said: “The 2018 ISU statistics again show the economic pressures on our industry. In response, ISU and its members, must continue to promote the value that the industry provides to ship owners, insurers and the wider shipping industry and society. “ISU committed in 2018 to be forward looking and to recognise that its members contract in different ways and deliver many vital services. Their operations help to prevent and mitigate loss; protect the environment and support world trade by
The total number of “dry” salvage services (emergency response as opposed to wreck removal) in 2018 was 234. Additionally there were 71 “wet” (wreck removal) cases. The statistics show that the industry’s revenues have dipped from the performance in 2017 and are up on the low point of 2016 but the numbers are still well below the levels of several years ago when annual income was typically more than US$ 700 million. The statistics show that Lloyd’s Open Form (LOF) continues to be an important contract and in 2018 there were 55 cases for ISU members generating income of US$ 104 million. It compares with 46 cases worth US$ 53 million in 2017. Average income from each LOF case was US$ 1.9 million representing 7.45% of the average LOF salved value. Revenue from LOF cases represented
Gross revenue all sources
58% of all “dry” salvage revenue and LOF cases accounted for 24% of all “dry” salvage cases in 2018. Total revenues from SCOPIC continue at very low levels at US$ 21.3 million, marginally up on the all-time low of US$ 20 million in 2017. Revenue in 2018 from operations conducted under contracts other than LOF was US$ 75 million – down from US$ 115 million the previous year. Average revenue from non-LOF contracts was therefore US$ 419,000 per case. Wreck removal income has grown during the past decade and remains an important source of income for members of the ISU. In 2018, 71 operations produced income of US$ 208 million – 51% of total income. The ISU statistics are collected confidentially from all ISU members, aggregated and analysed by a third party. The statistics provide the only published measure of the state of the marine salvage industry. They do not include the revenues of non-ISU members. The statistics are for income received in the relevant year but that can include revenue from services provided in previous years which introduces an element of “lag”. The statistics are for gross revenues from which all of the salvors’ costs must be met.
"Dry" salvage revenue sources
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Continued overleaf
ISU statistics continued
LOF and SCOPIC revenue
Wreck removal
ISU visual identity refresh
AFFILIATE MEMBER
As part of its “re-positioning” of the slavage industry, ISU has created a new “Core Purpose”, and along with it a refreshed visual identity. The new core purpose is: To be the credible, trusted and unified global voice of its members who facilitate world trade by providing marine services which save life, protect the environment, mitigate risk and reduce loss. And ISU committed to: • Encourage high standards of operation and conduct.
• Promote the value and benefit of its members’ services including protection of the marine environment. • Engage with shipowners, insurers and others to represent its members’ interests. • Work with inter-governmental, governmental and non-governmental organisations to improve delivery of marine services and safety at sea. • To be a source of information and expertise about marine salvage and promote best practice and cooperation through networking opportunities. 2
ASSOCIATE MEMBER
The ISU's refreshed visual identity is for use by the ISU and its full members and there are new logos specific to its associate and affiliate members. A new look for PowerPoint and the “Masthead” of Salvage World have also be created by graphic designer and artist Ed Newson of Wantedd Ltd. The roll out of the new look is expected to take the rest of 2019 as members change over their documents, websites, business cards and so on.
ISU NEWS Asian Marine Casualty Forum ISU members and Executives were well represented at the third edition of the Asian Marine casualty Forum in Singapore in April, organised by LOC.
ISU President, Charo Coll, and Secretary General, Roger Evans, gave a joint presentation about the re-positioning of the salvage industry and past President, Leendert Muller, was a panellist in a session addressing contractual and commercial developments. Delegates were shown the new ISU logo for the first time and reacted positively. Annual General Meeting
Renos, SCOPIC and CTL calculation The UK Supreme Court has overturned the previous decisions of both the first instance Court and the Court of Appeal and has held that SCOPIC costs cannot be part of the calculation of a constructive total loss (CTL) under the Institute Clauses - Hulls policy and Marine Insurance Act. The Judgement is clear and an edited version of the relevant extracts from the abbreviated judgement are reproduced here: “The common feature of all the cases where the cost of steps preliminary to repairs have been included in the comparison is that their objective purpose was to enable the ship to be repaired. That will generally be true of salvage charges. The same goes for the cost of temporary repairs, towage, and other steps which are plainly preliminaries to carrying out permanent repairs. "The objective purpose of SCOPIC charges was different. It was not to enable the ship to be repaired, but to protect an entirely distinct interest of the shipowner, namely his potential liability for environmental pollution. That purpose has nothing to do with the subject-matter insured, namely the hull. It was no part of the measure of the damage to the ship, and had nothing to do with the possibility of repairing her. “It is necessary to identify the purpose of the expenditure which it is proposed to take into account, and to apply the prudent uninsured owner test only to
dinner after the AGM. Further details will be circulated in the near future. ISU research project ISU would like to thank all those who took part in the recent survey of perceptions about ISU and the salvage industry. The ISU Executive Committee is considering the results and these will be shared in due course.
This ISU will hold its Annual General Meeting on Thursday 19 September in central London at the recently renamed Leonardo Royal Hotel London St Paul’s (formerly the Grange St Paul’s Hotel). There will be an Executive Committee meeting and opening reception on Wednesday 18 September and a gala
Annual Review
expenditure for the purpose of repairing the ship in the larger sense. The fact that a prudent uninsured owner might have contracted with the same contractors for both the protection of the property and the prevention of environmental pollution does not show that both are part of the cost of repairing the damage.
of determining whether the vessel was a CTL included all the reasonable costs of salving and safeguarding the RENOS from the time of the casualty onwards, together with the prospective cost of repairing her. The cost of repairing the damage was in no way “adeemed” because part of it had already been incurred at the time when notice of abandonment was given and action brought on the policy. These costs are therefore to be taken into account for the purposes of section 60(2)(ii) of the Act.
“Neither does the fact that the charges under both heads are secured on the ship. The two heads of expenditure have quite different purposes, only one of which is related to the reinstatement of the vessel. If they were truly indivisible, this might not matter. But the whole scheme of the SCOPIC clause depends on their being separately identifiable, and the very fact that one is for the hull underwriter’s account and the other for the P&I insurers shows that they cannot be indivisible. “SCOPIC charges are not part of the “cost of repairing the damage” or the “cost of recovery and/or repair” because their purpose is unconnected with the damage to the hull or its hypothetical reinstatement.” Regarding Pre-Notice Of Abandonment expenses, the other important finding of the Supreme Court was that reasonable expenses incurred by an owner prior to giving NOA are recoverable under the Hull Policy. “It is part of the measure of loss against which an owner is entitled to be indemnified, if not as part of the sum insured, then as sue and labour charges. “In the present case, the “cost of repairing the damage” for the purpose 3
The ISU has published its Annual Review for 2018. The document is not a statutory requirement but aims to offer transparency about the association, its activities, finances and governance for the benefit of all categories of ISU members and other industry stakeholders.
ISU’s legal adviser, Rob Wallis noted that: “While not directly affecting salvors, these two decisions are helpful in, first, dismissing any concerns that hull underwriters may have that by agreeing LOF where SCOPIC is incorporated, this will increase their liability to pay CTL claims. “And, second, clarifying the position that all reasonable costs of salving and safeguarding a vessel prior to giving Notice of Abandonment are recoverable under the Marine Insurance Act 60(2)(ii) or the “cost of recovery and/or repair” for the purpose of clause 19.2 of the Institute Clauses Hulls from the time of the casualty onwards.” The case will now go back to the High Court for the original judge to decide all issues of quantum, including repair costs, which he chose not to do at the first trial, having decided that SCOPIC costs should be included and so the vessel was already a CTL. It is expected that the owners will be able to show that cost of repairs alone will result in a CTL.
Global Diving and Salvage operational round up Global and its parent company, Moran Environmental Recovery, have completed a string of projects.
through the pick points. During the lift, the maximum pull was 97,000 pounds of force to break the vessel free of the bottom. Once surfaced, the derrick crane’s chains were rigged around the wreck to transfer the load from the ROV’s sling to the crane, the ROV’s rigging was removed and the tug was lifted onto the barge after de-watering. 1,436 gallons of oil and 8,617 gallons of oily water were collected and the Coast Guard authorized the vessel’s return to the owner.
In March, the fishing vessel ALL FOR JOY capsized during heavy weather in Long Island Sound and grounded. The crew was taken off by the US Coast Guard which ordered the vessel’s removal as she posed a significant navigation hazard and environmental threat. The vessel was boomed to contain any leaking fuel and a salvage plan developed for an unusual end-over-end parbuckling of the vessel so she could be towed to shore for the fuel to be removed. Outrigger anchors were deployed to provide side-to-side stabilization and a bridle wire was run around the vessel’s bow and connected to a tug which winched in the wire to parbuckle the vessel. Trapped air was released from the bow and the vessel settled to the bottom in a more stable upright position. Divers rigged the vessel and she was lifted by derrick barge crane. When all water was pumped out the vessel was carefully lowered back into the water where she floated on her own and was towed to a nearby shipyard. 1777 gallons of mixed fuel and water was removed and the fishing boat was returned to her owner for restoration. The 35 foot steel-hull tug SAMANTHA J sank in 230 feet of water in the Northumberland Channel near Nanaimo, British Columbia in 2014. There were hundreds of gallons of fuel oil, engine oil and hydraulic oil on board and recurring
Wreck removal in the Galapagos Islands
slicks were seen at the site, which is a a working anchorage and the Canadian Coast Guard ordered its removal. The vessel’s owner also wanted the tug salvaged as the hull is unique and it would be a substantial cost to re-certify a new vessel for the work she performs. The operation used Global’s light workclass ROV, the Saab Seaeye Cougar, deployed from the 600-ton derrick crane barge ARCTIC TUK. Following ROV inspection the team made adjustments to the preliminary rigging plan which used one section of chain rigged to the bow and a two-point sling positioned just forward of the rudders. The team used the ROV’s manipulators to thread a messenger line connected to the chain
In the Galapagos Islands, Global removed the MY SAN JOSE, a 33 metre long passenger vessel, that was used for cruise expeditions for up to 16 passengers. The vessel had run aground on a reef near Bartolome Island in 2018. Initial efforts to refloat the vessel were unsuccessful and she rolled over and partially capsized. Global was then contracted to remove the capsized vessel and subcontracted Multimpex of Peru to provide the crane barge and crews to perform the work under its supervision and with its planning and operational support. The team successfully parbuckled the vessel but determined it had sustained too much damage to be refloated and she was cut into three sections which were removed along with all remaining debris from the sea floor and the beach. The project was under close scrutiny by officials because of the great sensitivity of the Galapagos Islands.
Tsavliris responds to explosion In May, the bunkering tanker A MICHEL, laden with more than 1000 tonnes of fuel, oil was anchored at Fujairah B anchorage, UAE, and suffered an underwater explosion - which was reported as sabotage - by way of the engine room, causing an external hole on her starboard side.
the A MICHEL and a salvage team was mobilised from Greece and boarded the casualty on 15 May. Messrs. Fairdeal Group Management & Atlantis Marine Services were appointed as the salvors’ subcontractors and the tugs ATLANTIS I and FAIR BEE were engaged to assist the casualty.
As a result, flooding led to a list and total black out. A further three tankers were affected by similar explosions according to officials in the UAE. Tsavliris Salvage was engaged to provide salvage assistance to
Underwater inspections were carried out, along with skimming of the engine room. Electricity was provided with portable generators and the FiFi system was activated. Calculations for cargo 4
discharging and for temporary repairs were prepared and submitted by Tsavliris to all parties concerned and the operation was successfully completed.
Smit bulker refloat In April, the bulk carrier ULTRA TRUST ran aground about 75 nautical miles offshore Pontianak, Indonesia shortly after departure from the loading port. She had taken on 59,600 tonnes of coal in West Kalimantan, Indonesia destined for China. Due to the origin of the vessel’s owners and the casualty location, a special ‘co-salvors’ team was formed between the Singapore-based Smit Salvage, Japan's Nippon Salvage and Indonesia’s Samudera Salvage. Having been contracted on salvage terms, the team was mobilised to the casualty site at very short notice. In addition to the mobilization of a specialised inspection salvage team, a large anchor handling tug was loaded with various salvage equipment from Smit’s warehouse in Singapore in order to be fully self-sufficient once at the remote location. In the meantime, the shore team in Indonesia prepared logistical matters and approvals from the competent local authorities. The inspection team found that the vessel was hard aground midships, but no significant hull breaches, damages or leakages were observed. In coordination with the casualty owners, it was decided to make an initial refloating attempt by
pulling with the tug only, but this turned out to be unsuccessful due to the substantial grounding force. The next step was to unload part of the cargo in order to create further buoyancy of the vessel under the careful supervision and calculations of the naval architect on site. The team had already been preparing the hire of local logistical services and various resources and within a few days two large cargo barges with tugs and stevedores were alongside the casualty. With the vessel’s own cranes, and supervised by the team, about 7,000 tonnes of coal was offloaded onto the barges.
Finally, with careful planning of the deballasting sequence and waiting for the high tide and favourable weather, the vessel was safely refloated in early May. At a nearby anchorage the team performed a post-refloating dive survey which revealed that the vessel was only slightly damaged and that it was safe to reload the cargo. This was carried out smoothly by the team the next day after which the vessel was redelivered to her owners. The vessel subsequently continued the voyage to the discharge port in China after dealing with some final formalities with the local authorities.
Intercargo's annual bulker loss report published Intercargo’s Bulk Carrier Casualty Report 2018 offers an analysis of reported bulk carrier losses during the period from 2009 to 2018, when 188 lives were lost and 48 bulk carriers over 10,000 dwt were identified as total losses. Although there has been no reported loss of a bulk carrier in 2018 and the ten-year trends in annual average numbers of lives and dry cargo ships lost show positive signs of safety improvement, Intercargo says there is no room for complacency. Cargo failure and liquefaction continue to be a major concern. Nine casualties with the loss of 101 seafarers’ lives between 2009 and 2018 were believed to be from cargo related failures - six bulk carriers carrying nickel ore from Indonesia, two with laterite (clay) iron ore from India and one with bauxite from Malaysia.
23 investigation reports on these 48 losses were still not submitted to IMO by their flag states, according to information on the IMO’s GISIS database at end January 2019. Examples of pending investigation reports for submission include two reports which have not been submitted to IMO out of the nine casualties relating to cargo failure. The most common reported cause of ship losses has been grounding, totalling 19 losses among the 48 cases. Six investigation reports of those 19 cases have not been submitted to IMO. Six ships were lost with unknown causes and which claimed 61 lives. Five investigation reports of those six cases have not been submitted to IMO. Reported flooding led to the loss of six ships. None of those cases has had an 5
investigation report submitted to IMO. The recent publication of the Stellar Daisy Casualty Investigation Report by the Marshall Islands Maritime Administrator was much anticipated by the industry and Intercargo said it had repeatedly urged for its timely submission to IMO, as more than two years had passed since the sinking of STELLAR DAISY in the South Atlantic in March 2017 with the loss of 22 lives. Welcoming the report, Intercargo reiterated the importance of flag states’ timely submission of casualty investigation reports to IMO as a means for identifying the cause of incidents and enabling preventive actions to be taken. Intercargo’s Bulk Carrier Casualty Report can be accessed at: https://www.intercargo.org/bulk-carriercasualty-report-2018
Ardent operational news In March the con/ro GRANDE AMERICA caught fire while approximately 140 nautical miles off Finistere, France. The crew were rescued by a passing British Royal Navy ship, HMS ARGYLL. Ardent mobilised a team including fire-fighting experts and equipment via charter plane aas well as tug response. However the casualty sank as the team was in transit. Ardent continued to render assistance to owners and insurers, initially with an area search for abandoned life rafts, boats, floating containers and monitoring any oil pollution sighted. Several floating containers were recovered to shore for safe disposal using the mobilised assents and a dedicated AHTS/construction vessel outfitted with a container recovery spread developed by Ardent. Subsequently, Ardent was tasked with the inspection of the sunk GRANDE AMERICA, a survey of the surrounding sea bed for debris and with the development of an intervention plan to prevent further oil pollution. This was conducted at the extreme depth of 4,700m and the ground breaking plan was successfully completed with the leaks patched and sealed by mid-April. Earlier in the year, the container vessel MSC ZOE lost some 340 containers during heavy weather while passing the Dutch and German coastline. Ardent was engaged to undertake the search and recovery of the lost containers. An area of 3500 km2 was surveyed with multibeam and Sidescan along with echo scope and ROV visual survey.
HMS ARGYLL
Rescue operations underway after a major fire on con/ro GRANDE AMERICA
The team, working in close cooperation with SASEMAR and the Spanish ETV, boarded the vessel which was towed to Las Palmas, Majorca, while fire fighting operations were undertaken. The fire was confirmed out and vessel made safe for onwards towage to Valencia and cargo discharge. Further north, Ardent responded under a LOF to the coastal dry cargo vessel BONITA, grounded on lake Vanern, Sweden’s largest lake. A salvage team and equipment was sent from the Netherlands and support craft were
The lost containers were removed with the use of a hydraulic grab. 11 floating assets were involved for the survey and recovery including a guard ship and pollution control vessels. Ashore there was a substantial operation including survey registration systems, vessel management, waste removal and control facilities and overall management for the Ardent salvage personnel. In May, a combined salvage and fire fighting team and equipment was mobilised from the Ardent regional base in IJmuiden, Netherlands, with its regional partners Ardentia to tackle a fire on the Con/Ro vessel GRANDE EUROPA off Majorca. 6
contracted locally. Following a cargo lightering operation, the vessel was successfully re-floated. Activities in Argentina continued with Ardent’s partner Servicios Maritimos. Escourt duties were provided to the bulk carrier NAVIOS HOPE and the grounded NORD COPPER was refloated using the Svitzer tug ZEUS. In the UK, the ETV IEVOLI BLACK (below) operated by Ardent, towed the disabled survey vessel OCEAN OBSERVER to safety in Lerwick, Shetland Isles.
Members’ News Resolve Marine Group
Tsavliris
Multraship
Resolve has received the prestigious AMVER (Automated Mutual Assistance Vessel Rescue System) AWARD, for its privately funded emergency response salvage tug the RESOLVE PIONEER.
In March, George Tsavliris received the 2019 GREEN4SEA Leadership Award at an award ceremony held at the Yacht Club of Greece in Piraeus.
Multraship held christening ceremonies at its home port of Terneuzen in the Netherlands (picture below) for its two new Damen-built tugs – one of which is the first IMO Tier III-compliant tug in Europe.
Mr Tsavliris, Chairman of CYMEPA for over two decades, received the award for his leadership role within CYMEPA and other national and international associations. The award was presented by Captain Dimitris Mattheou, CEO of Arcadia Shipmanagement, who praised Mr Tsavliris' leadership.
The award was presented to Resolve by the US Coast Guard Commandant, Admiral Karl Schultz, and received by Client Services Manager, Lindsay MalenHabib in May at the close of National Maritime Day and the NAMEPA Safety at Sea Conference in Washington DC (picture above). The award was presented for the work done by the RESOLVE PIONEER under the AMVER system which is an international programme that works with commercial shipping representatives around the world. AMVER’s computer network receives locations of the vessels registered in the programme and sends the vessel alerts when others are in distress based on who is in the best position to make a rescue. The RESOLVE PIONEER received this award for work done in 2017 and 2018.
The GREEN4SEA Leadership Award is a distinction awarded to an individual who has provided industry leadership or contributed towards greener and sustainable shipping. Separately, the Tsavliris Cultural Foundation organised an art exhibition themed "Sea and Shipping" at the Morfi Gallery in Limassol, Cyprus. The Deputy Minister of Shipping, Ms Natasa Pilides, opened the ceremony and said she was pleased that the proceeds of the exhibition will be used to fund a scholarship for a Masters Degree (MSc) in "Shipping and Finance", at the Cyprus University of Technology, in Limassol.
The US Flagged RESOLVE PIONEER is stationed in Dutch Harbor, Alaska. She has been a core asset for Resolve’s OPA 90 Alaska Alternative Planning Criteria (APC) Oil Spill Response Organization, 1-Call Alaska. Lindsay Malen-Habib said: “Resolve is proud to be part of the AMVER programme for which the RESOLVE PIONEER has been engaged for eight consecutive years. Owning and operating this vessel in Alaska allows us to demonstrate dedication to our clients’ needs. We are stewards of the environment and protecting life at sea. This programme demonstrates that exactly.” 7
The vessels are a Reversed Stern Drive (RSD) 2513 and an Azimuth Stern Drive (ASD) 3212, which were officially named MULTRATUG 6 and MULTRATUG 29 respectively. The naming ceremonies took place in June during the Terneuzen Harbour Days, a three-day maritime festival. Multraship managing director Leendert Muller said: “The purchase of MULTRATUG 6 was a combined response to the need for additional tonnage and a desire to reduce our exhaust emissions. We take responsibility for the environment and this is the reason that we have chosen an IMO Tier IIIcompliant vessel, the first of its kind in Europe. “This is also in tune with the increasing demand from local port authorities for clean operations. The reduced noise and vibration levels exhibited by the RSD 2513 was another deciding factor, because we really care about the comfort of our crews.” Damen has built experience of minimising on board vibrations from its work in the superyacht and naval sectors. The RSD 2513 is a new vessel type for Multraship and the ASD 3212 design is well-known to the company’s personnel. Multraship says versatility of vessel design is a vital factor, with Mr Muller commenting: “We believe most of our port tugs should be able to work at sea, and that our seagoing tugs should also be able to perform port operations.”
Associates’ and Affiliates' News TugAdvise / Tatham & Co The specialist TugAdvise has a new home at Tatham & Co and the 17 person team of both Tatham & Co and TugAdvise have moved to new, larger premises at 150 Minories, London, EC3 1LS. Additionally, Ian Perrott FICS, has joined TugAdvise. Simon Tatham, senior partner said: “We are thrilled that Ian is joining the TugAdvise team. Ian has an illustrious OSV chartering background and today he chairs BIMCO’s drafting committee for SUPPLYTIME. This experience complements our existing expertise around salvage and wreck removal, TOWHIRE, TOWCON and other offshore contracts. It also fits perfectly with our legal service philosophy - clients wish to deal with lawyers who understand the commercial factors that underlie agreements and which are at play in contractual negotiations and dispute resolution alike.” Brand Marine Consultants bMC says it “feels very lucky to have secured the highly regarded and experienced Mark Hoddinott (below) onto its ever growing team”. Mr Hoddinott, former ISU General Manager, has joined bMC as a Senior Advisor with bMC UK. The firm noted Mr Hoddinott’s knowledge of salvage and wreck removal and his high profile in the industry.
working in enclosed spaces onboard vessels because there is not enough understanding throughout the shipping industry of the risks. The association also pointed to dangerous timeframes being imposed for hazardous tasks and suggested that safety improvements “do not happen because shipping industry investigations encourage a ‘blame culture’”.
IUMI’s has launched its second e-learning programme with a new online hull insurance tutorial specifically designed for intermediate level hull underwriters who wish to imporve their knowledge and expertise in hull insurance. The course is also suitable for maritime professionals with an interest in marine insurance such as surveyors and maritime lawyers.
A large range of vessel operators, managers and crew took part in the three month industry-wide survey, with crew from almost 250 ships providing feedback – representing more than 5,000 seafarers.
The hull tutorial, developed in collaboration with London-based technical insurance training specialists Sarnia Training, consists of 13 modules. IUMI says the course is “designed to be engaging and interactive”.
Key concerns included a perceived lack of improvement in the design of vessels with not enough consideration being given to access areas and the people working in them. As well as being hard to reach, enclosed spaces are frequently impossible to properly ventilate or to measure the atmosphere in, the respondents said. Cashman Equipment Corp Cashman has expanded its sales team with two new Business Development Managers, Nick Crow and Richard Hastings. Both men are based in Houston, Texas, and will help Cashman in sales and business development focused on the Gulf of Mexico. Cashman said the recruitment of the two men is in line with company’s “efforts to build a strong nationwide team”. Over the past two years it has also taken on two East Coast sales team members, Ms Jan Andrusky and Andrew Korney based in New York City and Washington, DC, respectively.
Captain Dennis Brand commented: “I’ve always had a huge respect for Mark Hoddinott. When the opportunity arose to get him on board we all knew what a big deal that would be for the development of bMC in the marine and salvage consultancy business." InterManager An InterManager survey has revealed widespread concern at enclosed space deaths and noted that seafarers and dock workers are still dying while
IUMI
Nick Crow comes to Cashman with ten years industry experience. Richard Hastings has over seventeen years of oil and gas industry experience.
Separately, IUMI has appointed Agnes Choi (above) as its new Asia Ambassador. She is Chair of Promotion and External Relations for the Hong Kong Maritime and Port Board and former IUMI Executive Committee member. The role includes close liaison with the Asian markets, advising insurance professionals on IUMI and IUMI policy; providing information about Asian marine insurance to the IUMI Executive Committee; working with and building IUMI’s membership across the region and acting as an IUMI education ambassador. Thomas Cooper Law firm Thomas Cooper LLP has announced that it merged with Penningtons Manches LLP on 01 July.
Jan Andrusky has over 25 years’ experience in the tug and barge industry.
The merged firm will trade under the name Penningtons Manches Cooper LLP. The firm said the merger “will provide significant additional benefits to our clients, offering an even broader range of service expertise and an increased depth of knowledge, experience and resources in sectors we have not previously practised in.”
All US sales team members report to Dan Schwall, Senior Vice President.
Together the firms have over 400 years of heritage and complementary practices.
Andrew Korney sailed on both US and foreign flagged vessels before coming ashore to work as a technical superintendent and technical manager for various shipping companies.
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Resolve removes cement carrier from Omani beach Resolve Marine Group recently completed the complicated wreck removal of the bulk cement carrier MV RAYSUT II which had grounded off the pristine Al-Fazayah Beach, Salalah, Oman. Resolve's plan to refloat the vessel in one piece was selected due to its limited environmental damage. Al-Fazayah Beach, Salalah, is a holiday location also known for the nesting of endangered sea turtles. The partially loaded vessel had departed the Port of Salalah in May of last year, when the port was evacuated due to adverse weather conditions. The vessel lost headway and steerage and subsequently grounded on Fazayah Beach. The grounding was devastating to the tourist community and locals as the five kilometre beach is home to five of the world’s seven species of sea turtle, four of which nest there. All of Oman’s turtles have been classified as endangered. Resolve said its goal was to protect the environment and avoid disturbance of the beaches during turtle nesting season. At the time of the grounding the vessel was laden with approximately 6,750 tonnes of dry powdered cement. After the initial failed attempt to refloat during the monsoon season, she was defueled and declared as a Constructive Total Loss. In November 2018, Resolve Marine Group was awarded the contract for removal and disposal of the vessel and cargo. After being awarded the contract, Resolve mobilized its crane barge RMG 1000 and the RESOLVE MONARCH from Singapore.
The assets arrived in Salalah in early January, and the vessel was successfully patched up and refloated with cargo on board in early February 2019 by the Resolve team. Other removal methods proposed - such as cutting up in situ - could have caused delay and the government did not want operations to run into the next monsoon season when weather conditions would have made operations more challenging and threatening to the environment. The vessel was towed by the RESOLVE MONARCH to the port of Salalah, Oman, where the bulk of the cargo was discharged by Resolve which required the vessel’s cement pumping system to be reactivated and modified so that the cement cargo could be directly discharged into closed road tankers to avoid dust pollution. Special airlifts were designed by
Resolve to discharge the holds where the cargo was partially solidified and could not be pumped directly. For the voyage, seven submersible pumps were set up in the engine room and cargo void spaces with automatic start-up activated by a high-level sensor. The feed was sent to the towing vessel RESOLVE MONARCH by wi-fi so that salvors could monitor the status of the vessel remotely. The system was conceptualised and fabricated in-house and onsite. The vessel was successfully delivered in April and subsequently recycled. The government of Oman said it was extremely pleased with Resolve and the lack of any damage to the beaches and endangered species.
Middle East tanker attacks "deeply worrying" Increased tension in the middle east, in particular between the United States and Iran has caused alarm in the international shipping community following attacks on two tankers in the Gulf of Oman.
The International Chamber of Shipping described the attacks as “a deeply worrying and intolerable situation and the shipping industry, and most importantly the crews, must not be exposed to such risks.”
Both vessels, FRONT ALTAIR and KOKUKA COURAGEOUS, were damaged and required salvage services. There was no loss of life and the US blamed Iran for the attacks.
The Straits of Hormuz are crucial for the world economy with huge amounts of oil and LNG passing through on a daily basis. The geopolitical situation is complicated 99
by a rift between the US and European states regarding the Iranian nuclear containment deal. In different circumstances, the Persian Gulf was the scene of frequent attacks on tankers in the 1980s during the Iran-Iraq war and it was a time when many salvage operations were conducted in very dangerous circumstances.
International Monitor UK drones A year-long drone trial has started on the east coast of the UK to support search and rescue action in a partnership between Essex Police, the Maritime & Coastguard Agency (MCA) and the Royal National Lifeboat Institution (RNLI).
Director of the UK Ship Register Richard Parkes said: “This change will now allow the UK flag to attract first class ships and owners who have their company based outside of the UK. They too will be able to benefit from exceptional service and a global reputation”. The UKSR has also introduced a system for bareboat charter-out, so that ships can temporarily re-flag for the period of a charter-party before returning to the UK flag when that agreement ends. Corruption
Searching for casualties in hazardous locations and directing HM Coastguard and RNLI lifeboat crews as well as enabling risk assessment before deploying rescue personnel to the scene, Essex Police’s Drone Unit will provide a range of operational benefits to the search and rescue teams. At the end of the year-long pilot the impact that drones have had on coastal search and rescue activity in the region will be assessed and that information will help inform the MCA and RNLI’s ongoing work to explore the role that unmanned aerial vehicles (UAVs) can play in future search and rescue activity. UK Ship Register A wider range of shipowners from around the world now have access to the UK Ship Register (UKSR), one of the best performing flag registries. The UKSR has expanded its ownership eligibility, allowing more shipping companies to flag to the UK and take advantage of its 24/7 customer services and no annual flag tax. The criteria have been widened beyond the current areas of the UK and Europe (annex A) to include Commonwealth countries and bring the UK in line with its Red Ensign Group partners (annex B). The UK Flag is an International Register (not limited to nationally based companies).
The International Maritime Organization (IMO) has agreed to address maritime corruption by including this important issue in its work programme for the Facilitation Committee. The decision to include an anti-corruption agenda came at the latest meeting of the IMO’s Facilitation Committee (FAL) in response to a submission from Liberia, Marshall Islands, Norway, United Kingdom, United States and Vanuatu. The International Chamber of Shipping (ICS) co-sponsored the submission along with a number of other non-governmental organisations (NGOs).
seafarers. New in the Third Edition: • Mandatory arrangements for the provision of financial security to address cases of seafarer abandonment. • Changes to employment agreements to address piracy. • Measures to prevent harassment and bullying. • New ICS/ International Transport Workers’ Federation (ITF) welfare guidelines. • Implementation of health and safety provisions. The new Guidelines are available from maritime booksellers or via the ICS website.
According to the Maritime Anti-Corruption Network's anonymous reporting mechanism, which was set up in 2011, there have been over 28,000 incidents already reported, confirming that this is a widespread issue. In addition to the potential consequences for ship owners and seafarers, ICS said corruption can impact trade, investment, social and economic development of ports, local communities and even Member States themselves. It is hoped that there will be the development of IMO guidelines or an inclusive IMO Code of Best Practice to implement and embrace anti-corruption practices and procedures. Any such action would align IMO regulations and requirements for the maritime industry with the United Nations Convention against Corruption (UNCAC), adopted in 2003, which entered into force in 2005, and which currently has 186 Parties.
Natalie Shaw, Director of Employment Affairs at ICS says: “These new Guidelines provide a framework to help all involved in the industry understand how the MLC works. Companies can use them to assist in developing their own policies and procedures and incorporate them in their working practices."
INTERNATIONAL SALVAGE UNION
Maritime Labour Convention
Salvage World is produced by the International Salvage Union.
ICS has launched of the third edition of its Guidelines on the Application of the ILO Maritime Labour Convention (MLC), it is the only fully up to date guide to the MLC for all involved with the employment of
For general enquiries contact: ISU, Holland House 1-4 Bury Street London EC3A 5AW Tel: +44 20 7220 6597 Email: ISU@marine-salvage.com
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