Category:Maritime assistance services

Several incidents involving stranded or sunken ships containing hazardous substances or hazardous cargo lost at sea have occurred in recent years. Once sunken, these ships and/or their cargo present a danger to the marine environment and thus need to be recovered. Such recovery is not only in the interest of any one state, but is also in the interest of all nearby coastal states. Increasingly, complex salvage operations demand multi-disciplined approach, including specialists in fire-fighting, naval architecture, hazardous chemicals, towage etc.

Salvage companies normally carry out such actions. "Salvors" are seamen and engineers who carry out salvage to vessels that are not owned by them, and who are not members of the vessel's original crew. When salvaging large ships, they may use cranes, floating dry docks and divers to lift and repair ships for short journeys, towed to safety by a tugboat. The aim of the salvage may be to repair the vessel at a harbour or dry dock, or to clear a channel for navigation. Another reason for salvage may be to prevent pollution or damage to the marine environment. Alternatively the vessel or valuable parts of the vessel or its cargo may be recovered for its resale value, or for scrap.

Salvage companies are requested to assist in case of grounding, fire, sinking, explosion and propulsion machinery or ruder failure.

The seriousness of grounding depends very much on the seabed conditions. An explosion in the engine room can cause fire. A fire can also start in the accommodation or other parts of the vessel or even in the cargo. A fire on board the vessel when it is in port is completely different from one in the ship at sea when slowly but surely approaching the coastline.

Again, the sinking of a vessel can happen in port, along the coast, in coastal waters, or in deep waters. Another cause for a hazardous situation can be an explosion. The cargo can cause an explosion on board. The nature of the cargo is very important in this respect. For a bulk carrier, which mostly has only one type of cargo on board, it would be easier to take measures and to familiarize the crew with the special requirements for the cargo. On the other hand it would be more difficult for a containership or a general cargo ship that carries all sorts of cargo, including HNS substances. Even for real experts it is difficult to find the best solution for a certain fire or explosion in such vessels. Propulsion machinery or rudder failure is also a reason for salvage. A collision with a platform or windmill can be disastrous for the marine environment. Emergency towing to avoid a collision or grounding is one of the elements that can be very important in salvage to avoid damage to the environment.

Marine salvage is the process of rescuing a ship, its cargo, or other property from peril. Today the protection of the environment from cargoes such as oil or other harmful substances is often considered a high priority.

Under international law, a coastal State may require the ship’s master (or the company owning or managing the ship) to take appropriate action within a prescribed time limit with a view to halting a threat of danger. In cases of failure or urgency, the coastal State can exercise its authority by taking response action appropriate to the threat. It is therefore important that coastal States establish procedures to address these issues, even if no established damage and/or pollution has occurred, preferably through a maritime assistance service (Salvage Company)

For each movement of a distress ship to a harbour or place of refuge, maritime authorities and, where necessary, port authorities should make an objective analysis of the advantages and disadvantages of allowing a ship in need of assistance, taking into consideration the result of its event-specific analysis.

When appropriate, and if time allows, an inspection team designated by the Coastal State should board the ship, for the purpose of gathering evaluation data. The team should be composed of persons with expertise appropriate to the situation.

An event-specific assessment should analyse the following points:

• The seaworthiness of the ship concerned (buoyancy, stability, availability of means of propulsion and power generation, docking ability etc.);
• The nature and condition of cargo, stores, bunkers, in particular hazardous goods;
• The distance and estimated transit time to a harbour or place of refuge;
• Whether the master is still on board, the number of other crew and/or salvors and other persons on board, and an assessment of human factors, including fatigue;
• The legal authority of the country concerned to require action of the ship in need of assistance;
• Whether the ship concerned is insured or not, and if insured, the identity of the insurer and the limits of liability available;
• Whether there is agreement by the master of the ship and the company owning or managing it, to the proposals of the coastal State/salvor to proceed, or to be brought, to a harbour or place of refuge;
• The provisions of the financial security required, and any commercial salvage contracts already concluded by the master of the ship or the company owning or managing the ship;
• Information on the intention of the master and/or salvor;
• The designation of a representative of the company owning or managing the ship in the coastal State concerned;
• Measures already taken, if any.

Except in extreme circumstances, a vessel in need of assistance can be expected to provide the following information:

• Vessel identification data;
• Flag state, crew data;
• Cargo, bunker, ballast data;
• Present position, meteorological and tidal situation, and forecast;
• Distance to preferred place of refuge, and limitations thereon;
• Pilot/escorting assistance required;
• What communication means are available;
• Type and state of the engine and propulsion gear and auxiliary power;
• Whether the rudder is functioning or not;
• Whether the ship is afloat or aground;
• Whether the anchor is ready for dropping;
• What hull or other damage has occurred;
• Risk/presence of fire, explosion, or emission or discharge of dangerous substances and, if so, the source, nature and quantity of those substances;
• Details of the owner, local agent, cargo recipient(s), insurer, and embassy/consulate;
• Whether a contract of assistance/salvage exists or is intended; and, if so, the name and address of the contractor;
• The estimated time of arrival (ETA) of the salvor/contractor;
• The types of accident/distress and risks involved;
• Whether evacuation of crew is necessary or not;
• Whether abandonment of the ship is intended or not;
• What alternatives are available, - what response/precautionary measures have been initiated by crew, whether these measures have been successful or not; the next steps planned to be taken, and the operational safety situation on board;
• A priority ranking of assistance measures;
• The anticipated time frame for decisions;
• The type of expertise and equipment needed for response measures;
• Further assistance required being on stand-by, if any.

In the light of the outcome of the assessment provided for above, the Coastal State should decide whether to allow or to refuse admittance, and reach decisions, where necessary, on any practical requirements. The action of the coastal State does not prevent the company owning or managing the ship, or its representative, from being called upon to take steps to arrange for the ship in need of assistance to proceed to a harbour, to the open sea or to a place of refuge. As a general rule, if sailing to a port, a security in favour of the port will be required to guarantee payment of all expenses which may be incurred in connection with its operations, such as: measures to safeguard the operation, port dues, pilotage, towage, mooring operations, miscellaneous expenses, etc.