Reassessment of the Marine Salvage Posture of the United States (1994) / Chapter Skim
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2 Changes in the Marine Salvage Industry Since 1982
2 Changes in the Marine Salvage Industry Since 1982
Pages 13-22
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From page 13... ...
Historically, salvors have directed salvage response efforts, but now vessel casualty salvage response is likely to be jointly managed. Vessel owners are assuming a greater role in salvage response management, including in some instances contracting directly for specialized salvage needs, rather than relying on a single salvage company.
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From page 14... ...
With the high capital cost of dedicated salvage equipment, the use of fly-away salvage units is rising in the United States. These are equipment packages that can be transported by commercial air freight and typically contain pumping, Freighting, and basic salvage tools and spill response equipment.
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From page 15... ...
salvage companies tend to be more wining than foreign salvors to work under terms other than the LOF, the philosophy that produced the changes in the LOF will have an eject on all future salvage contracts, even in the United States. In the United States, environmental and coastal concerns led to passage of OPA 90 and related state statutes.
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From page 16... ...
The United States should ratify the International Convention on Civil Liability for Oil Pollution Damage, 1969, and the International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage, 1971. In those instances where salvage will contribute to environmental or public safety, but private salvage efforts are not timely, the Coast Guard should oversee salvage operations, using private sector assets as available.
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From page 17... ...
Commercial salvage capability is the subject of the present NRC study, commissioned by the Coast Guard and the Navy. The Navy recently formed a Salvage Executive Steering Committee to examine current DOD marine salvage needs and to chart future Navy salvage force levels.
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From page 18... ...
· A significant number of vessels capable of rescue towing were available on the East Coast, although none was built or crewed specifically for offshore salvage, and most had design constraints that limited salvage performance. Gulf Coast · Marine casualties were too infrequent to sustain commercial interest in salvage.
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From page 19... ...
Contingency planning for the various ports and areas has not yet incorporated the availability of fly-away marine firefighting systems and personnel, and local assets required for fast response needs of special situations such as passenger vessels are still limited. Salvage Response Vessels There continue to be significant numbers of tugs and barges on the East Coast to assist in a manne casualty, with availability dependent on their employment at the time of the casualty.
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From page 20... ...
Gulf Coast Salvage Capability The Gulf Coast area, from an overall perspective, has sufficient salvage resources and personnel to respond to a vessel casualty requiring salvage. Rescue Towing Rescue towing for very large crude carriers (VECCs)
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From page 21... ...
This region also has the only dedicated salvage vessels in the United States. Given the current level of salvage activity, there does not seem to be sufficient salvage work to keep the dedicated vessels gainfully employed (presently even these vessels rely on on-call crews)
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From page 22... ...
The improvement has not taken the form of a resurgence of the traditional salvage industry, with large salvage vessels, permanent stores of equipment, and a cadre of trained personnel. Rather, the increased capability stems mainly from the availability of fly-away and prepositioned stockpiles of equipment and the development of networks of salvage equipment and expertise.
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