The ISU held its 2024 AGM in Istanbul, Turkey. The AGM and its associated events were hosted by ISU Full Member Aras Marine.
The opening reception was held at the Feriye Palace on the banks of the Bosphorus and it was an opportunity for delegates to refresh relationships and to meet members of the Turkish shipping community.
ISU President, John Witte, welcomed the attendees and said: “It is a real pleasure to welcome all the ISU members, associates and dignitaries from the Turkish shipping industry and Istanbul civic society who are here with us.
"We have ISU members from all over the world including China, Japan and the Philippines as well as Argentina, Chile, South Africa and the Middle East as well as many from Europe. I think it shows what a global organisation and community we are.” Mr Witte also thanked Mr Mustafa Alpaslan, President of Aras Marine, and Ms Ezgi Alpaslan, Chairperson of Aras Marine, for sponsoring and hosting the meeting.
The AGM was well attended with 30 of the 50 ISU full members represented and some 80 of their people present. The AGM conducted the formal business of the ISU - approving the re-election of Executive
Committee members, considering the 2023 annual accounts and hearing reports from the Secretary General James Herbert and Legal Adviser Richard Gunn who also explained the new Lloyd’s Open Form 2024 to the attending members, noting in particular the new arbitration procedure. There was the traditional “open forum” for members to raise issues and discuss ISU policy. Outside speakers included former Turkish IMO representative, Ambassador Suat Hayri Aka, who praised the salvage industry for its mix of tradition and innovation and Ufuk Teker of Turk P&I who said that salvors were often the most important partners for
DALI refloated by Resolve
Resolve Marine was engaged by the owners/ manager of the DALI to assist the stranded container ship which allided with the Francis Scott Key bridge in Baltimore.
The unprecedented operation consisted of several stages including stabilisation of the vessel, the removal of both sound and damaged containersmany containing dangerous goods - and freeing the vessel from the bridge. 55 days after the incident occurred, the DALI was safely refloated and towed to a nearby berth.
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insurers.
James Herbert commented: “This was an excellent AGM – well attended and with good content and lots of opportunities for side discussions and making new connections at social functions like the Gala Dinner on a Bosphorus cruise boat.
"There was also the chance to visit some of the historic sites of Istanbul. I should like to extend the ISU’s thanks to the organising team from Aras Marine, led by Naci Hoscan, for the hard work they put in to make it a success and also for Aras’ generosity in sponsoring and hosting the events."
Right: Explosive demolition work on the DALI
DALI refloated by Resolve
After the refloating, a significant operation followed to remove the road that remained on the bow and ensure the vessel was safe to transit for repairs. It included substantial demolition work with explosives.
Resolve said: “Most importantly, the operation was completed safely without any injuries and despite over 125 personnel working daily in dangerous conditions.”
On the other side of the world, Resolve Marine was called into action by the owners of a product tanker which collided with a VLCC outside Singapore resulting in a fire onboard. Firefighting and salvage teams were immediately mobilised from
IUMI Statistics
The International Union of Marine Insurance (IUMI) has published its 2023 statistics and they show that the global marine insurance premium base for 2023 was US$ 38.9 billion - an increase of 5.9% from the previous year.
IUMI said there were increases in all lines of business with the Offshore Energy sector seeing a 4.6% increase, Cargo insurance a 6.2% increase and Ocean Hull a 7.6% increase.
IUMI said distribution of premiums has not changed significantly from 2022 with Cargo commanding the largest share at 56.9% followed by Ocean Hull at 23.6%, Offshore Energy at 11.9% and Marine Liability at 7.7%.
By region, Europe continued its dominance with a 48.5% share of global premiums followed by Asia/Pacific at 28.1%, Latin America at 10.9%, North America at 7.0% and the rest of world at 5.5%.
Astrid Seltmann, Vice-Chair of IUMI’s Facts & Figures Committee, said: “Global premiums reflect a combination of insurable volumes and prices per unit. The drivers for the increase in premiums are typically a continued rise in global trade volumes and values (cargo), coupled with increases in vessel values (hull), or the increase in oil price inducing more activity in offshore energy. Overall, 2023 appears to have been a positive year for marine underwriters. The other part of the equation is the impact of claims which
Resolve’s base in Singapore to suppress the fire and make the vessel safe for salvage teams to board and assess the damage. The assessment revealed significant holing of the vessel on the port
has been comparably benign over the past few years, despite individual severe claims giving rise to concern such as fires. However, ever larger vessels, increasing value accumulations, changes in technology and fuels as well as changes to trading routes all mean a change of risk".
Cargo insurance returned a global premium base for 2023 of US$ 22.1 billion – a 6.2% improvement on 2022. In general, premium growth in this sector follows global trade which had now normalised following COVID. IUMI said the overall claims impact remained stable. But a number of perennial issues will continue to impact including large vessel fires, mis-declared cargoes, accumulation of risk, severe weather events and geopolitical instability.
The Ocean Hull sector reported global premiums of US$ 9.2 billion representing a 7.6% increase from the previous year.
A return to normal shipping activity following COVID had a positive impact on vessel values in most classes and a higher demand for vessels had driven up the global premium base. This was particularly true for offshore support vessels whose values had risen significantly following a stable oil price and a reactivation of offshore activities.
Following post-COVID reactivation, the frequency of hull claims showed some increase but had not yet exceeded prepandemic levels. Total loss frequency also showed a slight recent increase but remained at a very low level. The claim
side and the need to lighter the 51,000 tons of Naphtha. The operation was successfully completed after two months and the vessel safely redelivered to her owners.
cost per vessel increased somewhat and in 2023. This was mainly due to increased major loss impact, particularly from costly vessel fires, which remains an ongoing issue.
Summing up, Jun Lin, Chair of IUMI’s Facts & Figures Committee said: “Overall, 2023 was a positive year for marine underwriters with market development seen across all lines of marine insurance business. World trade continued to grow which impacted positively on the global premium base, particularly for cargo insurance. The claims environment was also relatively moderate in 2023 with no major weather events or vessel casualties making a significant impact on the overall costs, despite a few costly fires. Large vessel fires, particularly on containerships and car carriers, are still a major concern for hull and cargo insurers.
“Increasing geopolitical tensions are creating headwinds for our industry and there seems no end to their impact in 2024 or beyond. The continuing Houthi attacks in the Red Sea area and the Russia/Ukraine war are disrupting traditional shipping routes and causing some carriers to change the way they operate.
"And we must not forget the tragic loss of life suffered by seafarers in those regions. Re-routing vessels around Africa brings additional risks but, so far, we have not seen any significant issue. On the flip side, these longer routes, particularly for containerships, have absorbed the influx of newbuilds into the market ensuring freight rates remain stable.”
World Maritime University
ISU Secretary General, James Herbert, delivered a lecture on the current issues in the Salvage Industry at the IMO’s World Maritime University in Malmo, Sweden. The talk was wide ranging including legal and operational issues including the new LOF 2024. Delegates were shipping lawyers, civil servants and representatives from various maritime authorities around the world.
Wreck Removal
ISU continues to work with the International Group of P&I Clubs to develop a new code of practice for wreck removal tendering. The existing code dates to 1998. It seeks to create a level playing field and fair and transparent process. The bulk of the document has been agreed and the parties are working on final elements with the intention of launching the code this year.
Separately, work is to start in the next period on revising the BIMCO Wreckhire contract. It follows the successful conclusion earlier in the year of the
ULTRA GALAXY
The bulk carrier ULTRA GALAXY, 13,800 tonnes dwt and laden with bagged fertiliser, took on a heavy list, was abandoned by the crew and grounded on the South African coast. ISU members AMSOL and Smit Salvage stood by to make interventions and to carry out inspections prior to removing some fuel.
But winter storms battered the vessel which broke up before cargo and fuel removal could be completed. Some pollution occurred on nearby beaches and teams were mobilised for cleanup operations. Other fuel and cargo dispersed in the stormy seas.
The South African Maritime Safety
revised BIMCO Wreckstage contract. The working group is chaired by ISU past President, Richard Janssen.
LOF “default clause”
The Lloyds’ Market Association and the International Chamber of Shipping has introduced to the London insurance market the so called LOF "default clause." The hope is that it will encourage the use of LOF. ISU remains a strong supporter of LOF and promotes its use and we are pleased to see initiatives that try to increase its use. We recognise that the LOF default clause is a matter between owners and their insurers. But ISU has serious concerns about the possible impact of the clause on its members. The wording could lead to uncertainty and delay the provision of salvage services and ISU said it will “monitor developments with interest.”
Salvage and Wreck Conference
The 2024 Seatrade Maritime Salvage & Wreck Conference is on 11-12 December in central London. The organisers describe it as the “premier event for shipping, salvage, insurance, and legal professionals to connect, collaborate, and exchange best practices.”
ISU members are entitled to the following discounts:
• ISU full members receive 40% off using code FKT3944ISU24, or you can book directly here.
• ISU associate members receive 20% off with code FKT3944ISUAM24, or you can book directly here.
For more information about Seatrade Maritime Salvage & Wreck visit their website.
IUMI Conference
IUMI held its annual conference in Berlin. The packed programme saw a range of panels and presentations across the different IUMI sectors. ISU was represented by vice President Leendert Muller, supported by Secretary General, James Herbert. Captain Muller took part in the IUMI Ocean Hull Committee panel session chaired by HFW partner, Richard Neylon along with Martin Kroeger of the German Shipowners’ Association, VDR, consultant, Christoph Grams from ABL and the head of the Lloyd’s Market Association, Neil Roberts.
A focus of the panel was the impact of events in the Red Sea and the resultant increase in traffic round the Cape of Good Hope in winter conditions which has led to loss of containers and casualties. Leendert Muller reassured the delegates that there is good availability of salvage expertise and equipment in South Africa.
Authority (SAMSA) directed that the wreck be removed and the owner’s Club invited contractors to tender for the work but no announcement has been made about the chosen contractor. During this phase, care taking and monitoring of the vessel has continued.
Left: ULTRA GALAXY breaking up in the surf. Below: beach cleanup operations.
Pictures courtesy of SAMSA.
Members' and Associates' News
Marine Masters
Marine Masters has published a new booklet outlining its services and capabilities which it says have expanded to include onshore and offshore firefighting.
Tsavliris
George Tsavliris was Chairman of the ACI salvage and casualty response conference in London and he also presented the session on salvage and casualty response case studies. Elsewhere Mr Tsavliris also chaired the Hydra Shipping Conference “Artificial and Emotional Intelligence in Shipping: Will Common Sense Prevail?” on the island of Hydra and attended by Greek shipowners and members of senior management of shipping firms and companies in the wider shipping sector, consultants, academics and members of the historical maritime families of Hydra.
Seacontractors
Seacontractors has celebrated its 20 year anniversary. Since its inception in 2004, the Dutch-based maritime service provider says it has grown into a “global leader in offshore support, salvage operations, and marine towing. With a diverse fleet and a dedicated team, Seacontractors has built a reputation for reliability, innovation, and an unwavering commitment to safety.”
In two decades, Seacontractors has expanded its operations worldwide, successfully executing complex offshore projects in challenging environments and across a range of industries. From the North Sea to the Persian/Arabian Gulf the firm has operated on some of the world’s most demanding oil and gas projects, onshore and offshore. In addition, Seacontractors reports that it has “played a pivotal role in salvage
projects and wreck removal operations, providing emergency response services, and mobilising specialised equipment to ensure the safe and efficient removal of wrecks that pose environmental or navigational hazards.”
Celebrating 20 years in the industry, owner Xander Schanssema said: “Our success stems from the tireless efforts of our skilled team and the trust of our
clients. We’ve weathered storms, both literal and figurative, and continue to push the boundaries of what’s possible in the maritime industry.”
The company said that innovation remains central to its strategy “with a strong focus on contributing to global efforts to minimise the environmental footprint of marine operations”.
It is not often that the ISU Secretary General, James Herbert, is able to watch a live salvage operation. But when a tourist boat sank in the River Ouse at the historic city of York, UK, near his home, he was eager to observe.
ISU Associate Member, Briggs Marine, was quickly engaged to undertake the diving work and the small cruiser was soon prepared for lifting by a mini-crane barge. The vessel was successfully refloated and dewatered in an operation lasting a couple of hours.
Mr Herbert commented: “It was actually a very serious incident in which a small cruiser carrying five tourists was run down by a much larger tourist boat. I have seen video of the incident and the casualty was completely overturned in a second or two and it was fortunate that all passengers were thrown or jumped clear and not
Above and right: Diving operations to recover sunken tourist boat.
trapped in the casualty or run down by the larger vessel. The operation was exactly like many of those conducted by ISU members but on a micro scale: dive survey, rigging for lifting, lifting, dewatering and re-delivery!”
Briggs Marine
Donjon yacht recovery
In late July 2024, Donjon Marine responded to the heavily listing and partially sunk 120 foot Sanlorenzo SD122 Superyacht, LOVEBUG in the Chesapeake Bay, near Annapolis, Maryland.
The incident occurred during an early morning transit, prompting immediate concern due to the yacht's continued submergence into the seafloor and potential environmental threats in this sensitive marine area.
Coordinating closely with the US Coast Guard, environmental agencies, and local authorities, the Donjon team prioritised safety and environmental protection. Due to the size and location of the vessel, along with extensive infiltration of mud, Donjon said the response effort “required careful engineering, planning and execution.”
The yacht had sunk in a popular and environmentally significant area of Chesapeake Bay, raising immediate concerns about the potential release of fuel, oils, and other pollutants. The salvage team faced numerous obstacles, including the yacht’s precarious position in the water and GPR construction, which limited access for recovery operations. Weather conditions further complicated the efforts, with the remnants of Hurricane
Ardentia refloats fishing boat off Portugal
Ardentia reports that it was tasked with refloating the fishing vessel VIRGEM DOLOROSA which sank off Figueira da Foz, Portugal.
The Spanish ISU member was contracted for the removal of bunker fuel and the wreck. Oil removal was done underwater by hot tapping to minimise the risk of pollution during extraction.
The vessel was successfully refloated by connecting salvage airbags to the hull and was then towed 55 nautical miles to the port of Aveiro.
New Jersey.
Once stabilised, the yacht was slowly refloated with the help of Donjon’s specialised equipment, using both dewatering pumps and external lift with Donjon’s Crane Barge Columbia NY. After safely refloating and confirmation that there was no potential for fuel spills or pollution, the LOVEBUG was towed to
Donjon concluded: “as with all our operations, minimising the environmental impact remained a top priority. This latest mission builds on Donjon’s extensive experience in responding to complex and evolving maritime emergencies, reaffirming their role as a leader in marine salvage operations.”
Debby causing the hull to get further buried into the mud.
Five Ocean Salvage - damaged tanker odyssey
On 5th February 2024, motor tanker ALKIVIADIS - 50,000 dwt and laden with diesel oil and enroute from St Petersburg to Ghana - experienced propulsion issues in the Baltic.
The vessel reached Gotland Island, Sweden, at very slow speed and anchored off port limits in international waters. A brief underwater inspection showed that the vessel had sustained propeller damage and was unable to proceed under her own power.
The following day her owners signed a LOF with Five Oceans Salvage. A Salvage Master was mobilised from Greece to join the tug while a Senior Salvage Master was sent to Sweden to standby to liaise with the Authorities and to support an STS or other operations.
The salvor's intention was to trans-ship the cargo onto another vessel for delivery to destination and then tow the casualty in ballast to a suitable repair facility in the Baltic region as the vessel could not be repaired with cargo onboard.
A complication that hindered the operation was that the vessel was carrying a Russian oil cargo sold under a price cap and not breaching any sanctions but still subject to the European sanctions against Russia.
FOS reports that “finding a standby tug was the first challenge. After an extensive search involving contacting 65 tugowners from as far as the UK and France, there was only one local 50BP tug offered from Tallinn, the RADUGA SIRIUS, and a 105BP tug called PEGASUS from Rotterdam. All others declined to assist.”
Given the proximity, salvors fixed the RADUGA SIRIUS to stand by the casualty at anchor off Gotland pending the results of the STS applications. The salvors decided to apply to the Baltic states for permission to do an STS in the region and fixed a suitable tanker that happened to be in the vicinity to act as the receiving vessel.
Having a nominated promptly available receiving tanker was a prerequisite for making an STS application. Enquiries for an STS were made in Sweden, Norway, Netherlands, Denmark, Poland, Latvia, Lithuania, Estonia, Finland, Germany and Kaliningrad, Russia with no favourable outcome. 10 days into the operation it was clear that an STS in the Baltic would not
be possible.
Repairs or other works afloat were ruled out from the outset as the casualty had to be kept out of European territorial waters and any subcontractors were banned from working onboard under the European sanctions.
It was therefore decided to tow the vessel out of the Baltic towards Gibraltar, and enquiries for an STS location were expanded to Gibraltar, Malta and Greece. Tug PEGASUS was fixed from The Netherlands on 16 February for the onward towage, given the size of RADUGA SIRIUS. With the assistance of RADUGA SIRIUS and two other port tugs that came from the Netherlands and Germany, PEGASUS safely towed the vessel out of the Danish straits in very bad weather.
Once in the North Sea, the PEGASUS resumed the towage towards Gibraltar on her own. The entire towage operation until Gibraltar was slow and difficult, in very bad weather. Along the way, additional tug assistance was also engaged briefly from Rotterdam, to help cross the English Channel safely.
The convoy, under the guidance of the Salvage Master onboard and with the assistance of a weather routing service, had to regularly adjust course and speed, deviate or seek shelter, to manoeuvre around, wait out or cross the bad weather
with safety. At times there were 13 metre waves and shelter was sought in Lyme Bay.
The Gibraltarian authorities were eventually convinced to accept the casualty and allow the intended operation but both local and international STS providers would not work with Russian cargoes as a matter of policy.
The PEGASUS had to be released due to a drydocking deadline and after an extensive search FOS fixed the ASSO VENTINOVE of 140BP from Valletta and instructed her to mobilise and take over the tow which was still making its way through the English Channel.
In the meantime the salvors’ STS applications in Malta and Greece were subject to rule changes and bureaucracy and the impasse led the various stakeholders to decide to take the casualty to Dakar where the authorities granted permission for STS operations. The convoy arrived on 26 March after the ASSO VENTINOVE took over the tow which in total was 3500 nautical miles from Gotland. Cargo interests arranged a receiving vessel for the STS.
FOS said that all services under the LOF were completed in early April and the vessel was redelivered to her owners, free of cargo, at Dakar Inner Anchorage where she was also repaired.
Multraship recovers crane barge
Multraship has undertaken an operation to recover the sunken crane barge JOWI in Terneuzen Outerharbour.
The crane barge suddenly sank in the West Buitenhaven in Terneuzen in August. After thorough inspection and preparations by its salvage and diving teams, Multraship refloated the barge and recovered its crane and other lost parts within a week, deploying floating sheerlegs CORMORANT and using vessels MULTRASALVOR 4 and MULTRATUG 2.
Les Abeilles Bay of Biscay salvage
Les Abeilles reports the salvage of a general cargo vessel, MV GUANA, 150 metres in length on passage from the UK to Turkey. While she was entering the Bay of Biscay, she suffered a fire in the engine room and went adrift without propulsion.
The weather at that time was 6 to 9 metres seas and SW 8 Beaufort wind, pushing the casualty towards the coast. The ABEILLE BOURBON, salvage tug on station at Brest, set sail following the Mayday call from the casualty.
On arrival the GUANA was found abandoned and three crew members of the ABEILLE BOURBON were hoisted on the casualty to establish the towing line and she was safely towed to the port of Brest.
Marine Masters offshore installation project
Marine Masters reports that it has successfully concluded rapid transport and installation works for three brownfield modules at Duyong Central Processing Platform offshore Malaysia.
The project involved a topside module weighing 240 tonnes, a slugcatcher weighing 90 tonnes and a dropped object protection frame.
Danny Spaans, Director at Marine Masters, said, “We are delighted to have had the opportunity to work on this challenging and fast-track project. Our skilled and proficient team were able to progress swiftly on task, delivering time and cost-effective solutions. This ensures our ability to meet a given project deadline without compromising on quality standards of operation.”
Marine Masters said it was able to conclude all preparations and execution activities on site within six weeks. Marine Masters said its “longstanding relationships in the region, and
established relationship with Asian Lift, a leading Singaporean provider of high quality and cost-efficient heavy lift vessels, allowed them to fast-track operations while still adhering to the highest standards of safety and attention to detail.”
The brownfield modules were transported by a 300 ft flattop transportation barge, the B-28, and towed around the Malaysian Peninsula from Port Klang to Duyong CPP in some six days. The operations used a 3200 tonne self-propelled crane vessel, the ASIAN HERCULES 2, which was towed by the anchor handler BRIDGEWATER 68 to the offshore location and moored in an 8 point mooring pattern once in proximity to the existing platform.
The star mooring pattern enabled the vessel to be moved a few hundred metres backwards and forwards to facilitate and expedite operations and Danny Spaans concluded: “Manoeuvring vessels in this manner is a complex
and challenging process. We ensured that our expert personnel were onboard the BRIDGEWATER and the ASIAN HERCULES 2 to liaise with the Tug Master throughout this process, ensuring the safety and success of operations which were concluded speedily.”
Tsavliris
On 9 July 2024, the 47 metre sailing yacht TAMARITA stranded on Panagia Reef, off Paxoi Island, in the Ionian Sea, Greece with a significant list to port and with water ingress.
It is an environmentally sensitive area, included in the Natura 2000 network of Europe’s most valuable habitats.
Tsavliris immediately mobilised local divers from Paxoi and Corfu Islands to the site and controlled the water ingress with diesel driven pumps and underwater patching.
The day after the grounding, Tsavliris dispatched its Patras-based Salvage Tug PROTEAS and a salvage team and equipment to the casualty and the antipollution vessel OSV AEGIS, operated by EPE, was also sent from Piraeus.
Underwater inspections by divers revealed severe damage by way of hull forward with significant water ingress. All necessary precautions were taken to prevent marine pollution and reef damage and pumping, temporary patching and repairs continued. Bunkers on board the yacht - about 30 tonnes of marine gasoil
Smit operations
At the end of July 2024, a container vessel reported a significant fire on board while sailing approximately 50 nautical miles off the west coast of India.
Smit responded by deploying several firefighting tugs and sending a large salvage team including firefighters and a marine chemist aboard the vessel, while at the same time working closely with Indian Coast Guard firefighting frigates.
After several weeks of continuous 24/7 firefighting and cooling efforts by the frigates, tugs, and onboard teams (right), the fire was successfully extinguished. The teams remain on board to monitor the extinguished containers and ensure the vessel was in a safe condition. The final phase of the operation involves securing a suitable Place of Refuge for the vessel, which is still in progress.
During the first weeks of September a pipelay barge ran aground in a tropical storm off Coatzacoalcos, Mexico. Smit Salvage was commissioned by the
- were transferred to the AEGIS and then loaded onto tanker trucks for delivery to the casualty’s sistership in Attica.
Calculations indicated that the yacht could not be refloated without the assistance of a heavy lift crane due to rock protrusion and on 21 July the vessel was successfully refloated with the assistance of the 220 tonne capacity floating crane C/B CLAIRE which was towed to the casualty by the PANTOKRATOR. Preparation for towage continued with further repairs.
On 25 July, following Port Authorities’ permission, towage to a shipyard in Perama commenced by PROTEAS
owner to draw up a refloating plan and Smit swiftly dispatched a team that boarded the casualty after the grounding to undertake an inspection to determine the best way to refloat the barge. The in-house-provided ocean going tug BOKA ALPINE was mobilised from Houston with salvage equipment, Dyneema rope and other materials for stabilising the casualty and preparing for a refloat which was successfully achieved with the aid of BOKA ALPINE under supervision of the salvage team.
Elsewhere in September, Smit Salvage was tasked to assist in containing a suspected fire on a container vessel off the coast of East Africa. The boxship was on passage to the Mediterranean whilst transiting nearby South Africa when the crew observed smoke coming out of one of its holds. CO2 was released into the hold but smoke continued to emerge from the hold. A salvage team with and firefighting equipment was dispatched to the casualty in order to prevent the situation from deteriorating.
Also a vessel to support with boundary cooling activities was mobilised. Smit reports that “currently the situation
through the Corinth Canal (above), arriving safely at after two days. The entire operation was completed successfully without any marine pollution.
Elsewhere in August 2024, the bulker IOLCOS DIGNITY - 87,326 dwt and laden with 72,555 tonnes of soya beans - experienced engine problems and was immobilised 70 miles off East London, South Africa. Tsavliris dispatched the AHTS UMKHUSELI from Cape Town. On arriving at the casualty’s position towage to Durban commenced in adverse weather conditions. The convoy arrived safely at its destination and anchored with the assistance of a second tug, SIYANDA and the operation was completed.
onboard is stable and the team remains onboard to prevent additional hotspots and to avoid conditions that could lead to larger fire. Preparations are being made that the vessel can resume its voyage.”
Smit also worked to remove the bunkers and pollutants from a vessel stranded on the western coast of South Africa, however severe adverse weather resulted in the casualty breaking up in the surf while the pollutant removal activity was ongoing. Currently Smit is conducting care taking duties while the operation moves to the next phase.
Marshall Islands Towing refloats freighter
ISU member Marshall Islands Towing and Salvage Company has sent a report from the South Pacific of its most recent salvage. The SEIN QUEEN ran aground while trying to berth and the salvors achieved a refloat her within an hour and thirty minutes of the grounding. The first attempt involved a skiff trying to pull off the casualty but the successful attempt saw the company’s tug RALIK 2 succeed with the refloating and then guide the vessel into her berth.
Marshall Islands Towing and Salvage Company is a wholly owned subsidiary of PII, a family owned and operated business in the Marshall Islands which has performed 13 salvages over the last 22 years.
Raul y Negro repairs damaged bulker
The MV BULK CROATIA, laden with soybeans, became a casualty after a collision with a convoy of barges in the
Parana River at kilometre 340 near San Nicolas. Raul y Negro provided salvage assistance and carried out temporary repairs afloat to the damaged bows over seven days. It enabled the bulker to continue to sail until its next dry docking.
European Tugowners Association news
The Monitoring, Reporting and Verification Regulation is a cornerstone of the EU policies addressing shipping emissions. From 01/01/25 the MRV regulation will also apply to general cargo ships between 400 and 5000 GT and offshore ships of 400 GT and above. Thus, the owners of these type of ships will have to abide by the EU law and monitor their emissions, report and verify them annually by accredited independent verifiers. The European Commission is planning to clarify what qualifies as an offshore ship in a Delegated Act with
a list of types of ships that fall under that category, and has opened a public consultation on this matter. ETA adopted a position on the matter which points out the ambiguity of the Delegated Act use of the term "offshore ships" as it could lead to various interpretations that may jeopardise the uniform application of the MRV Regulation, including within the towage sector. One vessel category indicated in the Delegated Act´s list is “offshore tug/supply vessel.” The ETA notes that an Offshore Tug and an Offshore Supply Vessel are different.
Whereas the latter is a type of vessel carrying out an activity that is offshore, the former is a classification of a tug (not a vessel type) and may carry out work that is not offshore: many times, such a vessel does not do offshore work. The ETA proposed to remove this ambiguity and to remove concerns of misinterpretation or different interpretations of the regulations by replacing the reference to “Offshore Tug/ Supply Ship” with “Offshore Supply Vessel”. Since this will effectively capture vessels that carry out offshore work and supply offshore installations.
Pacific Towing salvage operations
Pacific Towing - known as PacTow - says it has been “exceptionally busy” with salvage projects in its home country, Papua New Guinea, performing four salvages across three separate provinces in two months.
The salvages involved international fishing vessels as well as a domestic general cargo vessel.
Three of the vessels had run aground and another was drifting at sea. Two of the vessels were towed back to the capital city of Port Moresby for repairs and the others to Rabaul in East New Britain.
PacTow Manager Gerard Kasnari reports that “vessels running aground on reefs, are the leading reason for PacTow’s salvage operations in PNG, and this is especially so for international fishing vessels.” Mechanical or engine failure is the second most common reason for PacTow’s salvages.
An engine failure was experienced by the cargo vessel which PacTow recently salvaged occurred during unfavourable weather conditions on its approach to Port Moresby via Basilisk Passage. Strong southeast winds from the stern pushed the ship straight onto the reef at Fisherman’s (Daugo) Island. Two ASD tugs of 62 and 64 tonnes bollard pull were deployed from PacTow’s nearby base to refloat the vessel and tow her into Port Moresby. Another of PacTow’s ASD tugs has since towed the vessel to Batam, Indonesia for repairs.
The most challenging of the recent salvages was an international fishing vessel. The 71 metre long tuna purse
seiner had run aground on a fringing reef at Emirau Island, part of the remote Mussau Archipelago in New Ireland Province. There was grave concern that the vessel would break up and pollute the traditional fishing grounds and coastline with a severe impact on the local villagers.
PacTow chartered a helicopter to fly in one of its commercial diving supervisors and veteran salvage master and long-time partner of PacTow, Ian Perrott, to assess the technical requirements.
It was important to build rapport with the traditional landowners and Mr Kasnari said, “the establishment of trust and positive community relations is essential to the success of any salvage project taking place on PNG’s remote coastlines, especially when people are living nearby and relying on the reefs and oceans for their livelihood.”
Following the necessary planning and logistical arrangements, a tug and PacTow’s salvage team and commercial divers from Port Moresby were deployed to refloat the vessel and tow her to Rabaul where the divers conducted a full hull inspection and provided the necessary reports to the vessel’s owners so that an application could be made for the vessel’s return to
her flag state.
Mr Kansari added: “salvage is a core service of PacTow’s and one that frequently requires long distance towage. many of the vessels we assist, whether they are adrift at sea due to some sort of mechanical failure, or have run aground a reef, are operating hundreds of nautical miles from any kind of port let alone major ports where there are the right kind of repair services.
“Sometimes we’ll tow a vessel to a small regional port for initial repairs and then we’ll do a longer tow back to Port Moresby or Lae. Depending on the extent of repairs required and under which country the vessel is flagged, PacTow will also transfer salvaged vessels internationally if that’s what the owners want. At times, they’ll just provide an escort service if the vessel can travel under its own power.”
Mr Kansari also noted PacTow’s purchase of additional ASDs which is part of a strategic “re-fleeting programme” that is now two thirds complete. PacTow has its tugs strategically deployed at each of its five operations throughout PNG, as well as in Solomon Islands, enabling it to provide a more rapid emergency response service. The company has also established a business in Fiji.
