By Michael A. Moore
The West Coast diving and
salvage business has changed a lot since Mick Leitz was in charge of salvaging
the Exxon Valdez. Mick is still in business with Portland's Fred Devine Diving
and Salvage Company – and still uses Fred Devine's designed and built for salvage
flagship, the M/V Salvage Chief with its 400-ton line
pull.
The business these days is
moving away from local masters of the trade like Mick Leitz and his Alaskan
counterpart Dan Magone, and toward well-capitalized international big players –
such as Resolve and Crowley – and high technology, such as remotely operated
vehicles (ROV) and special software packages.
But big capital and high tech
are not the biggest changes to hit the salvage and commercial diving industry –
nor are rough seas and deep water the biggest challenges to successful salvage
operations.
Mick Leitz says the legal shoals
of myriad and often conflicting regulations are the biggest challenges salvors
face these days. Some of those rules are a result of the Exxon
Valdez grounding and subsequent oil spill.
In fact, Leitz wonders if the Exxon
Valdez operation could be pulled off in today's regulatory
climate. He says it was difficult enough in those pre-OPA90 times.
"Harbors of refuge was a
problem before the Exxon Valdez ," he says. "It's
still a major problem." Leitz says he had to write six different towing
plans for taking the Valdez from Alaska to San Diego
before the seventh was accepted.
"None of the harbors of
refuge that were capable of handling the Valdez wanted
anything to do with it," he said. "The final plan was to keep the tow
route more than 200 miles offshore." Leitz lets the question of what would
have happened if a problem arose during the tow remain unanswered.
Responder immunity is the
biggest problem plaguing the industry from the fallout of the Exxon
Valdez grounding says Leitz.
"It has to do with the way
OPA90 is written," said Leitz. "The way things are now, the salvor is
potentially liable, whereas environmental cleaners have responder
immunity."
Leitz is referring to a
responder immunity provision Congress included in the post-Exxon Valdez OPA90
legislation that was intended "to protect from liability those individuals
or corporations who provide care, assistance, or advice in mitigating the
effects of an oil spill."
"Unfortunately, the OPA 90
standard specific to responders has proven inadequate to protect responders
from becoming entwined in such suits," writes Jonathan K. Waldron, a
partner in law firm Blank, Rome, LLP, in the Fall 2011 edition of Soundings,
published by the American Salvage Association. Waldron was referring to the
legal problems encountered by emergency responders to the Deepwater
Horizon oil platform disaster in the Gulf of Mexico.
"Immediately following the
explosion on the Deepwater Horizon, emergency response
vessels rushed to the rig to save lives, render assistance to those in peril
and fight the fire.
"In the ensuing months,
responder companies worked to clean up the oil that was pouring into the gulf
in an effort to mitigate the spill. Notwithstanding these valiant efforts to
help in the worst environmental disaster in US history, these emergency and
cleanup responders are entwined in complex and protracted specialized
multidistrict litigation (MDL) despite the fact that protections were put in
place following lessons learned from the Exxon Valdez specifically
to prevent such occurrences.
"Salvors could find
themselves in the same situation in future incidents unless enhancements are
made to current law," Waldron said. "Congress intended that responses
to oil spills be immediate and effective and noted that without such a
provision the substantial financial risks and liability exposures associated
with spill response could deter a prompt, aggressive response.
"This immunity does not
prevent any injured parties from recovering their full damages resulting from
the spill incident, as OPA 90 provides that the responsible party (RP) is
liable for any of the removal costs or damages that a responder is relieved of
pursuant to this immunity consistent with the OPA 90 'polluter pays'
principle," he said.
"This immunity does not
apply if a responder acts with gross negligence or willful misconduct, or in
cases involving personal injury or wrongful death."
That last sentence is the
loophole big enough to tow the Exxon Valdez through
when it comes to creating legal liability to salvors.
Which is what happened to
emergency responders following the 2010 Deepwater Horizon explosion,
which resulted in the deaths of 11 and injuries to 17 men working on the platform,
plus the discharge of approximately five million barrels of oil.
Deepwater Horizon required thousands of responders working several
months to contain and clean up under challenging conditions – numerous claims
and lawsuits were filed.
"Unfortunately, the OPA 90
standard specific to responders has proven inadequate to protect responders
from becoming entwined in such suits," said Waldron. "In these cases,
plaintiffs have been successful in simply alleging gross negligence (without
providing any supporting facts), and to cast "exposure" claims
resulting from alleged exposure to released oil or from approved dispersants
used to treat that oil as personal injury claims falling outside the scope of
the specific responder immunity provisions."
The cases have been catalogued
into pleading bundles called "Master Complaints" under various
categories – including one bundle that named as defendants all the owners
and/or operators of the rescue vessels that answered the Deepwater
Horizondistress call and responded to the fire emergency after the
explosion. This is similar to suits that could have been filed against salvors
had there been salvage actions related to the incident, said Waldron.
Mick Leitz's way of dealing with
the increased potential for lawsuits and liability in today's new world of
marine salvage law is to be very selective about the jobs he takes on and the
way the contracts on those jobs are worded.
"You try to protect
yourself contractually, but you can still end up in court," said Leitz.
Leitz believes the increased
regulatory and liability climate is counterproductive to the real mission of
the salvor. "The sooner you get the vessel out of the water, the better –
but the regulations slow you down," he said. "In the old days, you would
use a sling to pick up a vessel and get rid of it.
"The risk the salvor runs
now is if you get two drops of oil on the water, you are liable to get sued.
Anything goes wrong, debris, paint chips, oil – you can spend five years in
court for a week's work."
Leitz's solution is to work for
state agencies as much as possible. He says the states have funds to get rid of
derelict vessels and they provide an umbrella of protection if something goes
wrong.
Dan Magone took another tack to
solving the perfect storm of challenges he found himself facing after more than
33 years of sailing into Alaska's wintry, storm-tossed seas to rescue fishing
boats and other vessels in distress.
"We never had any
competition until the big companies started to notice this neck of the
woods," said Magone.
"Climate change and
petroleum are bringing a lot larger vessel traffic up through Alaska's waters.
The Arctic passage is spurring growth – next year they will be laying cable through
the passage from Norway to Tokyo," he said.
Magone decided it was better to
join the big salvage and diving companies than to compete with them. He joined
forces this last August with Florida-based Resolve Marine Group.
"The result will be a
greatly expanded, emergency response and marine services company that combines
the long-standing, deep and local expertise massed by Magone Marine's Alaskan
salvors with the extensive resources, personnel, and vast salvage & wreck
removal experience of Resolve Marine Group," states the joint press
release on the venture. "This newly-formed business will be named
Resolve-Magone Marine Services (Alaska) and coincides with increased vessel
traffic now in the environmentally-sensitive Aleutian Chain."
Magone's decision to hitch up
with Resolve was not made on the spur of the moment.
"I decided to join forces
with the best – plus I am friends with the co-owner of Resolve," he said.
"We are like-minded guys, and had been discussing this move for several
years. I knew I couldn't ante up to the level it's going to take to do business
with the increased competition and regulations.
"We did all the wreck
removals for the fishing fleet for 20 years. The big shipping companies that
are coming up are way beyond my scope."
Magone says that another
challenge his company and the rest of the industry is facing is finding
reliable trades people and vessel crew.
Meanwhile, back in sunny
Southern California, Richard Barta has built a niche for Long Beach-based
Muldoon Marine Services.
"We do mostly ship repair
and maintenance inspections," he said. "When we do emergency work
it's with OPA90 partners. You have to have pollution insurance.
"It's the nature of the
beast – when something happens, someone has to respond. Even with a small job
like boat salvage, it can be a mess," he said.
Barta's strategy is to work as a
member of a larger OPA90 responder team.
"Part of OPA90 is that ship
operators of vessels over a certain size have to have an OPA90 responder,"
he said. 'We have worked with Marine Response Alliance – there are others, like
Titan and Resolve.
"If something happens in LA
or some other place like Ensenada, they call in small groups to help get the
job done. We worked on the APL Panama."
Barta is referring to the hard
grounding of the containership APL Panama in December of 2005 when it was
attempting to enter the harbor at Ensenada, Mexico and missed the ship's
channel.
"On big jobs, a large
contractor steps in and brings in everyone who's got the right equipment and
who can get there the fastest."
The salvage of the Costa
Concordia by Crowley Maritime subsidiary Titan Salvage is the
latest and greatest example of multi-contractor teamwork on a difficult salvage
job.
Titan teamed up with Italian
engineers Microperi – Titan brought its experience as a salvor and Microperi
contributed their expertise at underwater construction and engineering.
The task of bringing the
gigantic ship – which is twice the size of the Titanic –
upright and off the rocks in one piece required the talents of 450 specialists
from 19 countries working around the clock seven days a week. The project team
included more than 100 specialized divers from more eight countries – who could
only work 45 minutes at a time at the 150-foot depths before entering a
hyperbaric chamber for decompression.
At the same time Titan and
Microperi were taking care of the physical work, specialist representatives
from Costa Crociere, Carnival Corporation, London Offshore Consultants and
Standard P&I Club, with the collaboration of RINA and Fincantieri, worked
behind the scenes to ensure that the project had the financial, legal and
governmental support needed to move forward to a successful conclusion.
The final cost for the salvage
of the Costa Concordia was approximately $400 million,
according to Crowley.
Crowley's history in responding
to maritime emergencies also goes back to the Exxon Valdez –
Crowley Marine Services was the first on scene with high horsepower tugs positioned
alongside the stricken tanker and these tugs were also used to assist Marine
Pollution Control during the transfer of oil from the stricken tanker to
lightering vessels.
That was the first step in a
working partnership that eventually became today's Marine Response Alliance –
Crowley's MRA partners include Marine Pollution Control, Titan Salvage, Marine
Hazard Response and McAllister Towing.
Seattle-based Global Diving and
Salvage may be closer to the new model for small and medium size salvors going
forward.
The company's work mix consists
of marine casualty response, marine construction and offshore support for the
oil and gas industry. Global Diving has worked on projects from Alaska to Saudi
Arabia.
Technology combined with top
professionals and teamwork is the company's formula for confronting the
challenges and minimizing the risks associated with marine emergency response
and salvage operations.
"There have been a lot of
technical changes in this industry," said Frank Immel, Global Diving's marketing
director. " We use remotely operated vehicles (ROV) to do initial recons
in salvage situations instead of risking a diver.
"We can put an ROV down to
do a visual inspection and gather information that allows us to develop a
salvage plan."
A major part of Global's salvage
plan development involves the use of a software system that was developed for
the design and evaluation of all types of ships and floating structures. The
software addresses flotation, trim, stability and strength by calculating the
forces involved using mathematical/geometrical models of the vessels.
"You could say we use the
software in a reverse mode," said Immel. "Instead of using it to
design a vessel, we input a shape for the hull line and other parameters – this
enables weights and stability to be calculated to a greater degree of accuracy.
"This is really important
when using a crane to do a vertical lift. You want to know where is the center
of gravity, where do you connect for the pick, what's the weight of the vessel?
The software makes the whole process more consistent and reliable," he
said.
Global prefers to use cranes
instead of lift bags when the water is deeper than 15 or 20 feet.
"A lift bag is great in
shallow water," said Immel. "But you can't forget the laws of physics
as you go deeper – you pressurize a lift bag at depth – as it rises the bag
wants to go faster. It can get out of control – the bag comes up and then wants
to go back down. With cranes you have more control, there is no volumetric
expansion to deal with."
Immel says that Global's
objective in every aspect of their operations is to minimize risk.
"Our first job is to
minimize risk to keep people alive," Immel said. "We put people where
they are not supposed to be."