Reassessment of the Marine Salvage Posture of the United States (1994) / Chapter Skim
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Executive Summary
Executive Summary
Pages 1-7
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The general approach to salvage in the United States, too, is in a state of flux. Whereas historically the salvor directed the salvage response effort, management of vessel salvage response now is becoming a joint effort: The vessel owner is assuming a more active role in salvage response management, including, in some instances, contracting directly for specialized needs rather than relying on a single salvage company for all salvage services.
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What is more, companies that can afford such investments would be reluctant to maintain often-unemployed assets producing limited return. In other words, with marine casualties in the United States occurring at a historic low rate, there is not enough salvage activity to make salvage a paying proposition for companies dedicated solely to salvage.
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COMPENSATION FOR SALVAGE The committee concludes that, because of the change in societal values as they relate to salvage from an emphasis on preventing or mitigating the loss of vessels and cargo to concern for preventing or mitigating environmental damage and other indirect consequences-the economic basis for rendering salvage services needs to be restructured. The committee therefore recommends: The criteria for determining compensation for salvage in the United States should be updated to resect changes in the business structure of the salvage industry and in societal values with respect to salvage and to incorporate the criteria delineated in the Salvage Convention of 19~39.
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However, the committee's analysis of marine risks, casualty rates, and salvage business conditions supports the conclusion that the current level of capability cannot be sustained, nor identified gaps filled, without attention to acquiring, maintaining, sustaining, and positioning salvage assets, and training and retaining salvage personnel. Furthermore, the committee concludes that these measures require the direct assistance of both the marine transportation industry and government.
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In addition, the Coast Guard should urge vessel owners to incorporate other "salvage friendly" modifications, such as cargo piping system modifications, and institute formal salvage training for vessel crews. TRAINING The committee concludes that, with few opportunities to practice the salvage profession, the next generation of salvors is not being trained or attracted to the industry.
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RESPONSE TO HAZARDOUS CARGO The committee concludes that capability for responding to casualties involving hazardous cargo is limited. The committee therefore recommends: The Coast Guard or another government agency should undertake a study on response to marine casualties involving hazardous cargo and the role of the salvor in the response.
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SAFE HAVENS The committee concludes that, in the absence of predesignated safe havens, the risk is increased of marine casualties having catastrophic outcomes with environmental consequences. The committee therefore recommends: The Coast Guard should promulgate the process by which a "safe haven" is identified.
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