Classification of Salvage

Refloating of a 200 foot barge at the port of Tampa Florida.

[edit] Offshore Salvage

The refloating of ships stranded or sunk in exposed waters is called offshore salvage. In this type
of salvage, vessels are exposed to waves, currents and weather and are the most vulnerable and
difficult to work on. They also tend to deteriorate more rapidly than such vessels in protected
harbors. Offshore salvage may provide only a short window of opportunity for the salvage team
due to unusually high tide or inclement weather for instance. The work window may not come
around again for as long as weeks or months and in the interim, the vessel will continue to
deteriorate. As a result, it is often imperative to work quickly. Typically, offshore salvage is
conducted from pre-outfitted salvage vessels and tugs. In addition, portable diving facilities may
be transported by helicopter or small boat to the work area. From a tactical point of view,
working in unprotected waters is less hospitable for floating cranes, construction tenders, dredges
and equipment barges. Plus, it is often difficult to depend upon a stable workforce (welders,
carpenters, etc.) as all personnel must be present on site for the duration

[edit] Harbor Salvage

A house boat dinghy being salvaged in an Amsterdam canal

The term harbor salvage refers to the salvage of vessels stranded or sunk in sheltered waters.
Such vessels are not normally subject to the same deterioration caused by marine and weather
conditions as offshore salvage vessels are. In addition, unless the vessel to be salvaged is
obstructing navigation, then there is no need to work as swiftly as in offshore salvage. Also,
harbor pre-salvage survey and planning stages tend to be less time consuming and
environmentally dependent. It is also easier to gain access to local labor resources and heavy
equipment such as floating cranes and barges

[edit] Cargo and Equipment Salvage

Saving the cargo and equipment aboard a vessel may be of higher priority than saving the vessel
itself. The cargo may pose an environmental hazard or may include expensive materials such as
machinery or precious metals. In this form of salvage, the main focus is on the rapid removal of
goods and may include deliberate dissection, disassembly or destruction of the hull.

[edit] Wreck Removal

Wreck removal focuses on the removal of hazardous or unsightly wrecks that have little or no
salvage value. Because the objectives here are not to save the vessel, the wrecks are usually
refloated or removed by the cheapest and most practical method possible. In many cases,
hazardous materials must be removed prior to disposing of the wreck. The most common
techniques used in wreck removal are cutting the hull into easily handled sections or refloating
the vessel and scuttling it in deeper waters.

[edit] Afloat Salvage

The salvage of a vessel that is damaged but still afloat is called afloat salvage. This type of
salvage is mostly unobtrusive and involves primarily damage control work such as hull welding,
stabilization (rebalancing ballast tanks and shifting cargo) and structural bracing. The vessel can
remain underway with little disruption to its original purpose and crew.

[edit] Clearance Salvage

Clearance salvage is the coordinated removal or salvage of numerous vessels in a harbor or

waterway. It typically follows a catastrophic event such as a tsunami, hurricane or an act of war
(i.e. Pearl Harbor). There may be multiple vessel obstructions with varying degrees of damage
due to collision, fire or explosions.

Tools Used in Marine Salvage

Underwater cutting equipment

Floatation airbag Diving helmet

Hydraulic winch
Air compressor
Hydraulic salvage
pump

[edit] Salvage Urgency and Cost Considerations

Salvage projects may vary with respect to urgency and cost considerations. When the vessel to
be returned to service is commercial, the salvage operation is typically driven by its commercial
value and impact on navigational waterways. Military vessels on the other hand are often
salvaged at any cost – even to exceed their operational value because of national prestige and
anti “abandonment” policies. Another consideration may be loss of revenue and service or the
cost of the space it occupies.

[edit] Types of salvage

 The examples and perspective in this article may not represent a worldwide view of
the subject. Please improve this article and discuss the issue on the talk page. (December
2010)

USS Regulus hard aground in 1971 due to a typhoon: after three weeks of effort, Naval salvors
deemed it unsalvageable.

There are three types of salvage:

[edit] Contract salvage

In contract salvage the owner of the property and salvor enter into a salvage contract prior to the
commencement of salvage operations and the amount that the salvor is paid is determined by the
contract. This can be a fixed amount, based on a "time and materials" basis, or any other terms
that both parties agree to. The contract may also state that payment is only due if the salvage
operation is successful (a.k.a. "No Cure - No Pay"), or that payment is due even if the operation
is not successful.

[edit] Pure Salvage

In pure salvage (also called "merit salvage"), there is no contract between the owner of the goods
and the salvor. The relationship is one which is implied by law. The salvor of property under
pure salvage must bring his claim for salvage in federal court, which will award salvage based
upon the "merit" of the service and the value of the salvaged property.

Pure salvage claims are divided into "high-order" and "low-order" salvage. In high-order
salvage, the salvor exposes himself and his crew to the risk of injury and loss or damage to his
equipment in order to salvage the property that is in peril. Examples of high-order salvage are
boarding a sinking ship in heavy weather, boarding a ship which is on fire, raising a ship, plane,
or other sunken property, or towing a ship which is in the surf away from the shore. Low-order
salvage occurs where the salvor is exposed to little or no personal risk. Examples of low-order
salvage include towing another vessel in calm seas, supplying a vessel with fuel, or pulling a
vessel off a sand bar. Salvors performing high order salvage receive substantially greater salvage
award than those performing low order salvage.

In order for a claim to be awarded three requirements must be met: The property must be in peril,
the services must be rendered voluntarily (no duty to act), and finally the salvage must be
successful in whole or in part.
There are several factors that would be considered by a court in establishing the amount of the
salvor’s award. Some of these include the difficulty of the operation, the risk involved to the
salvor, the value of the property saved, the degree of danger to which the property was exposed,
and the potential environmental impacts. It would be a rare case in which the salvage award
would be greater than 50 percent of the value of the property salvaged. More commonly, salvage
awards amount to 10 percent to 25 percent of the value of the property.

Private boat owners, to protect themselves from salvage laws in the event of a rescue, would be
wise to clarify with their rescuer if the operation is to be considered salvage, or simply assistance
towing. If this is not done, the boat owner may be shocked to discover that the rescuer may be
eligible for a substantial salvage award, and a lien may be placed on the vessel if it is not paid.

[edit] Naval Salvage

USNS Grapple (T-ARS-53) Example of modern naval rescue salvage ship

Several Navies have Rescue Salvage vessels which are to support their fleet and to come to the
aid of vessels in distress.

[edit] Ship salvage and the law

Salvage law has as a basis that a salvor should be rewarded for risking his life and property to
rescue the property of another from peril. Salvage law is in some ways similar to the wartime law
of prize, the capture, condemnation and sale of a vessel and its cargo as a spoil of war, insofar as
both compensate the salvor/captors for risking life and property.[1] The two areas of law may
dovetail. For instance, a vessel taken as a prize, then recaptured by friendly forces on its way to
the prize adjudication, is not deemed a prize of the rescuers (title merely reverts to the original
owner). But the rescuing vessel is entitled to a claim for salvage.[2] Likewise a vessel found badly
damaged, abandoned and adrift after enemy fire disabled her does not become a prize of a
rescuing friendly vessel, but the rescuers may claim salvage.[3]

A vessel is considered in peril if it is in danger or could become in danger. Examples of a vessel

in peril are when it is aground or in danger of going aground. Prior to a salvage attempt the
salvor receives permission from the owner or the master to assist the vessel. If the vessel is
abandoned no permission is needed.

The amount of the award depends on, in part, the value of the salved vessel, the degree of risk
involved and the degree of peril the vessel was in. Legal disputes do arise from the claiming of
salvage rights. To reduce the amount of a claim after an accident, boat owners or skippers often
remain on board and in command of the vessel; they do everything possible to minimise further
loss and seek to minimize the degree of risk the vessel is in. If another vessel offers a tow and the
master or owner negotiates an hourly rate before accepting then salvage does not apply.

Some maritime rescue organisations, such as Britain's Royal National Lifeboat Institution, insist
the crews of their lifeboats renounce their right to claim compensation for salvage.

Jetsam are goods that were thrown off a ship, which was in danger, to save the ship. Flotsam are
goods that floated off the ship while it was in danger or when it sank. Ligan or lagan are goods
left in the sea on the wreck or tied to a buoy so that they can be recovered later by the owners.
Derelict is abandoned vessels or cargo.

In the United Kingdom under the Merchant Shipping Act 1995, jetsam, flotsam, lagan and all
other cargo and wreckage remain the property of their original owners. Anyone, including
recreational divers and beachcombers, removing those goods must inform the Receiver of Wreck
to avoid the accusation of theft. As the leisure activity of wreck diving is common, there are laws
to protect historic wrecks of archaeological importance and the Protection of Military Remains
Act 1986 protects ships and aircraft that are the last resting place of the remains of members of
the armed forces.

The 1910 Brussels Convention for the Unification of Certain Rules with Respect to Assistance
and Salvage at Sea reflects the traditional legal principles of marine salvage. The 1989
International Convention on Salvage incorporated the essential provisions of the 1910
Convention, and added some new provisions, as well. The 1989 Salvage Convention entered
force on 14 July 1996, with nearly twenty parties. It replaces the 1910 Convention for states
which are parties to both where the two conventions' provisions are incompatible.