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Omur Salvage Co. Ltd was formed in the second half of 1992 and
is a member of International Salvage Union since 1998. However,
the salvage experience of our core-team of directors, managers
and personnel dates from a decade before this when in 1982 we
started operation as a family firm under the name of Istanbul
Salvage and Wreck Removal Co. Ltd. Initially quite small and
working exclusively around the Turkish coast conduction both
salvage work and horbour repairs, Istanbul Salvage almost
doubled its turnover every year. When we considered the company
experienced enough we began to undertake work abroad, the first
operation outside of Turkish waters being the wreck-removal of
the "KAPTAN SAIT OZEGE" in Vlora, Albania for Standard P&I Clup
in1988. Thereafter, growth was even more pronounced, the company
finding itself engaged in projects in many places around the
world, including Yemen, Socotra Island, the Red Sea and Russian
part of the Black Sea.
As we expanded into the international arena we had of necessity
to compete with other international salvage companies. Our
efficiency and cost-affectiveness resulted in our frequently
being awarded contracts in the face of strong, well-established
international companies. Throughout this time all of our
operations, whether casualty salvage or wreck-removals, were
flawlessly performed.
During this period we purchased an AHTSV, a dredging vessel,
crawler cranes and much assorted salvage equipment. This
investment enabled us to broaden our scope of operations, for
instance enabling us to tackle the concurrent wreck-removals of
the "C.EREGLI" and the "NEJMAT EL PETROL XVIII" durring the
winter of 1990.
In early 1990 an outsider with no previous maritime experience
joined the company. Following unfortunate irreconciliable
differences of opinion between him and ourselves we left the
company (its name and all of its equipment) that we had founded
and set up Omur in 1992. Because of our personal reputations
business grew rapidly, and, despite competition from Istanbul
Salvage (with the assistance of the formidable Nan Halfweeg of
Princess Marine) as well as other local firms, Omur Salvage has
carried out all the salvage cases extant within Turkish waters
except those in the monopoly area of the State body, the Turkish
Maritime Organization.
Since Omur's formation we have completed a wide variety of
salvage work, including rescue towages, groundings, the
refloating of partially sunken vessels, fire-figting, pollution
combat and wreck-removal. Throughout 1994 and 1995 Omur
performed an average of 12 salvage operations per annum, these
being mainly LOF cases with some wreck-removal, and over 65% of
all these being outside of Turkey. The new year of 1995 was
particulary busy with 4 cases simultaneously ongoing, one of
Holland, one of Italy, another in the Dardanelles, and a
wreck-removal off the Black-Sea coast of Turkey.
During Omur's lifetime we have also made substantial investments
in hardware, purchasing assorted equipment, a dredging unit
hydraulic pumps and a crawler crane and a fully equipped 3,500
bhp salvage tug, the "OCEAN ERGUN". This investment in hardware
continues with projects underway to design and commission
air-mobile fire-fighting packs and also to purchase pollution
prevention equipment in the form of oil-skimmer. We are also
engaged in the ongoing training of personnel for salvage work as
the specialist know-how required for trade is not such that is
readily found. Our ongoing commitment to salvage is reflected in
that in 1998 we were accepted as a member of the International
Salvage Union.
Although we have occasionally used Turkish Open Form (TOF) the
bulk of our work is performed under Lloyd's Open Form, and we
pride ourselves that Omur Salvage enjoys a strong international
reputation amongst underwriters, insurance companies and
shipowners /managers in general. This is attributable to a
number of factors. Firstly, we never left a job unfinished, even
when situations look hopeless or expenses have started to
grossly outweigh any benefits that a successful completion may
result in. Secondly, there has never been an operation in which
we were unsuccesful. Thirdly, we are known for being amenable to
amicable settlements always preferring to avoid litigation
wherever possible.As of December 2005, Omur Salvage was consolidated to Med
Group of Companies.
CITY OF LEEDS
A 9.000 DWT Cypriot cargo carrier that was beached high
and dry off Antalya in Nowember 1980. Using only beach
gear,we refloated her after an operation that lasted some
two months owing to bad weather, official ineptitude and
having to be very careful not to further disturb a NATO
pipeline that had horizontally impaled the casualty's
double-bottom. Whilst this was before the time of even
Istanbul Salvage, it was conducted by Omur Marine, whose
members are the founders of both Istanbul and Omur
Salvage.
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IBRAHIM
BAYBORA
A 4,000 GRT Turkish RoRo that capsized near Mersin in the
Autumn of 1985. We salved her cargo and refloated her over
the winter period. |
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MURAT M
A Turkish tanker that sustained bottom damage
during passage through the Suez
Canal in 1986.
We backed the damaged area with water and divers riveted
patching to make good the hull's integrity. |
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UM
TANKER
In 1988 at Port Said, we attended one of
Um Tankers'
vessels, a 200,000 DWT VLCC, which had sustained some 25
metres of bottom damage whilst transitting the Suez Canal.
We made this damage good and the Tanker's classification
Society alloved her to proceed to her destination at
Morocco under our command. |
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ZIGANA
A 30,000 DWT Turkish general cargo vessel which, while
carrying fertilizer to Mexico,
grounded off Fethiye in May 1988. Refloated by a
combination of dredging and scouring, though, because
there was a large rock in way of the grounding great care
was taken not to worsen any bottom damage. Overall the
reflotation took 10 days. This was performed under TOF
(Turkish Open Form) terms. |
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NORSE
TRANSPORTER
A handy size Turkish bulk carrier which grounded
off Izmir with a cargo of bulk cement in 1989. Patched
below the waterline and refloated her by dredging, the
operation taking about 10 days. This claim was submitted
to private arbitration in London. |
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K/S
VENTURE
A 100,000 DWT OBO which suffered a flooded
engine-room in approximately the same location and at
almost the same time as the "ERTUG", whilst fully laden
with coal. Although several diving companies were called
in from Turkey they were unable to locate the source of
the ingress. However, Omur traced it to a jammed hydraulic
valve on a sea chest. This was freed, whereupon the sea
chest was sealed, flood waters pumped out and the vessel
towed to Tuzla, enabling her cargo to be discharged. This
was done on a private lump-sum contract with the
ship-owner. This operation took around six days in total. |
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CARL
METZ
A 320 TEU container vessel which grounded off Izmir in
December 1990. Refloated by a combination of dredging and
scouring, the operation taking about 5 days. This was
undertaken under LOF. |
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REGULUS
An 8,750 DWT Maltese bulker which went aground in July
1993 in approximately the same position at Fethiye as
"ZIGANA", carrying 9,000 tons of nephline syenite. She was
refloated by scouring and dredging and altering her
various ballast tanks. This took about 4 days and was done
under LOF 90. |
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CALGA
A Liberian bulk-carrier of about 35,000 DWT which went
aground on rocks off Aliaga in late November 1993, having
just discharged her cargo. Matters were complicated as the
site of the grounding was within the protection areas of
both Petkim Refinery and the national museum due to
ancient artifacts and wrecks in the area. Underwater
repairs were carried out, including patching and doubling
using wood, epoxy and steel as and where necessary. As she
was carrying about 900 tons of fuel oil on board all
necessary precautions were taken to prevent pollution.
Slops from the flooded engine room were discharged into
lightening vessels, barriers and skimmers were positioned,
and dispersants were held ready. The refloatation itself
took about one week but salvage services lasted for three
weeks in total. This case was undertaken under LOF 1990
and included an Article 14 claim.
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ATANUR
A Turkish bulk ore carrier of 27,236 DWT which went
aground near Samso Island in Denmark in February
1994.Cargo was 18,000 tons of feed-barley. Refloatation
involved the discharge of 200 tons of slops and 700 tons
of bunkers, and 700 tons of bunkers, and dredging and
scouring with two tugs. The operation took two weeks,
weather and lower than usual tides adversely affecting the
situation. This salvage was performed under LOF 1990. |
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NASSIA
A 132,517 DWT Greek tanker which suffered an explosion and
huge fire following a collision in the Bosphorus in Marc
1994. This massive operation involved major fire-fighting,
cooling, inerting, towing, ship-to-ship transfer, vast
pollution prevention and continuous stress-calculations
throughout. The operation lasted some six weeks during
which Omur worked as co-contractors under an LOF 90. This
was a very challenging operation where 37 vessels were
engaged.
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ÇINE
A Turkish coaster of 2680 DWT that went aground off Tasucu
in southern Turkey in April 1994, carrying a cargo of
fresh citrus produce. Refloatation was achieved through
dredging and scouring. The operation lasted some two days.
This was done under LOF 1990.
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MUSTAFA
SOFUGLU
A 3,800 DWT Turkish vessel carrying steel coils that went
aground in sand off Taranto in Italy in August 1994.
25,500 lts of fuel-oil was transferred to the "Smith
Langawi", she was deballasted and refloated all within
five days. This was performed under Turkish Open Form. |
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SINAN
REIS
A Turkish general cargo vessel of around 3,900 DWT,
carrying 3,750 tons of steel products, that went aground
on mixed sand and limestone in Bayona Bay, Spain in August
1994. She suffered substantial bottom damage and large
crack over frames 68 to59. Her no.1 centre diesel-oil tank
was tidal and she was suffering progressive damage to her
no.2 port double-bottom and no.2 starboard oil booms were
put in place and sludge and slops were removed. Lightening
was affected by the partial discharge of some of the cargo
and the casualty was taken to Vigo. This operation took
four days and was again performed by Omur though this time
under LOF. |
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CHEMSEA
A Greek tanker of 1,479 DWT, though in ballast that was
almost completely beached at Kilyos near the Northern
entrance to the Bosphorus in November 1994. Omur fixed her
position with beach-gear and dredged a 100m channel to the
casualty. Then scoured around her, eventually refloating
and towing her out to a suitable depth. This operation
took two and half months owing to the awful and
unpredictable conditions extant in the Black Sea at that
time of year. It was performed under private contract with
her P&I Club.
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CAPTAIN
NICHOLAS
A 40,926 DWT Greek bulk-carrier that, following a serious
collision,was heavily grounded with a 38,000 ton steel
cargo in the Dardanelles in December 1994. Omur fixed her
position with a kedge-anchor and two sets of beach-tackle
and commenced patching and pumping operations. Following
this she was eventually refloated by a combination of
trimming, ballasting and lightening and then towed and
escorted her to Bandirma. Pollution-prevention contingency
measures were in place throughout, and all the cargo that
had been transshipped was washed and subjected to
preservation processes. In all the operation took about 40
days. |
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NIHAT
KALKAVAN
A Turkish vessel of about 4,500 DWT that, whilst in
ballast, grounded on the southern harbour breakwater of
Chioggia in Italy in December 1994. As a result her
engine-room was flooded and she suffered some bottom
damage. The engine-room was pumped dry and correx
preservation treatment was applied following refloating.
This was undertaken under LOF. |
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NOVA 1
A small Turkish vessel of 1,350 GRT that, with a
cargo of aluminium ingots, was drifting out of control off
the Dutch coast on new year's Eve 1994. She had been
rendered a dead ship by an explosion in her engine-room
and, because of heavy weather, subsequently suffered
flooding. The "Smith Lloyd" was dispatched and, after a
two day rescue tow, brought her safely to Port. This was
done under LOF. |
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ASENA 1
A 22,000 DWT Turkish bulk carrier that went aground
in sand near Khuna in Bangladesh in March 1995 Whilst
carrying 11,700 tons of cement. This stranding had damaged
her transmission so that she was left without any stern
drive. She was refloated, towed and safely anchored at
Chittagong following an 8 days operation. Here we
co-contracted under LOF. |
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GU YUAN
HAI
A 35,124 DWT Chinese bulker, fully laden with
steel, that, following a collision, grounded and partially
sank at Moda, the Southern entrance to the Bosphorus in
March 1995. She suffered a 70 meters gash in her port
side, holds 1 and 2 were completely sunk and No.3 was
fully tidal because of the No.2/3 bulkhead failing. She
was also in serious danger of breaking up. Omur built a
cofferdam around No.1, patched No.2 and discharged N.1 and
2 Double-bottoms and forward ballast tank. She was
refloated and taken to Izmit. The operation lasted about
25 days and was performed under Turkish Open Form. |
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SAPANCA
A Turkish cargo vessel of 11,675 GRT that went hard
aground while carrying about 10,000 tons of steel coils
and 8,700 tons of timber from Ventspils to the Eastern
Mediterranean. She was grounded over a length of 50 meters
in a busy shipping lane in the Western Baltic. Lightening
was carried out by cargo discharge into a lightening
vessel and she was refloated by this, towage and the use
of a sheerleg. The casualty was taken to Kalandberg where
the discharged cargo was reloaded. This operation lasted
some seven days and was performed under LOF. |
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FIGEN
AKAT
A 3,200 DWT Turkish cargo vessel that went aground in the
Aegean in late December 1995 en-route to Israel with a
cargo of bagged cement. Her hull was torn in way of her
forepeak towards No.1 hold for five meters. Omur lightened
and refloated her and then escorted her to Gulluk near
Izmir. The operation lasted some three days and was
undertaken under LOF 1995 by ourselves. |
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OMER
FARUK
A Turkish coaster of 2,965 DWT that suffered main-engine
failure in the mid-Mediterranean in late February 1996 and
started to drift in very heavy seas with a 10'-12' list.
Omur despatched a tug from Valletta, Malta and towed the
casualty back there. The operation lasted some two and a
half days and was done under LOF 1995. |
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ARAS
A Turkish bulker of 12,000 DWT which became a dead ship
and started drifting amongst oil-platforms in the middle
of the Texel traffic separation scheme off Holland at the
end of March 1996. She was laden with approximately 10,800
tons of rice. Omur despatched a tug and towed her to
Gdynia, her next Port of call. In all the operation lasted
some 8 days and was again done under LOF. |
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HUSEYIN
BEY
A small Maltese bulker that went aground in the Sulina
Canal in June 1996. Tugs were despatched and safely towed
the casualty clear. This operation performed under LOF
'95. |
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HACI
ABDULLAH TOMBA
A small Turkish bulker that suffered engine failure and
started drifting in the Mediterranean between Italy and
Sardinia. Tug was despatched and vessel towed to safety.
HACI HILMI II
A Turkish bulker laden with steel pallets that grounded at
the entrance to Porto Nogaro in the Northern Adriatic in
Marc 1997. Omur despatched a salvage team to Italy and by
a combination of dredging at lightening the vessel was
refloated within three days (previous efforts by local
operators had resulted in the casualty being left more and
more heavily aground).
BEYKIM III
A small Turkish product tanker that cought fire in the Bay
of Izmit in August 1997. Omur despatched a tug with
firefighting capability and the fire was brought under
control within half a day. The casualty was then taken
under tow and delivered to a place of safety.
OVIT
A Turkish bulker that went aground off Sarubaya in
Indonesia whilst carrying Agriproducts. Co-contracting
under LOF'97 to refloat the vessel, this being achieved
within six days.
CEREN C
A Turkish bulker that, when loaded with sugar, suffered
main-engine failure in the Bay of Biscay. Omur despatched
a tug from Spain and vessel was successfully towed to
safety. This operation was performed under LOF'95.
TK BREMEN
A small cargo vessel that went aground in Iskenderun bay
in December 1998. Omur refloated her within three days,
successfully avoiding pollution to the surrounding coast.
This operation was a lumpsum contract.
DENIZ AY
A 6,000 DWT tanker that fully loaded with fuel-oil, was
adrift in heavy water in the eastern Aegean in February
1999. Omur despatched our tug the "OCEAN ERGUN" to render
emergency assistance to the casualty, who was delivered to
safety with her cargo. This operation was performed under
TOF.
SETE
A 1,093 DWT tanker that loaded with approx. 954tonnes pure
olive oil was agrounded in Izmir Bay, Turkey on 26 August,
1999. Contracting under LOF '95, Omur despatched its tug
"DILOVASI VII" and refloated the casualty by dredging.
This operation was achieved within 3 days.
MINA ÇEBI
A 27,311 DWT Turkish bulk-carrier loaded with approx
3,000M/T zinc ingot hit in collision in St.Petersburg/
Russia. After sailing, water entered #2 hold to sea-level
as a result, this tank being fully tidal. Casualty towed
to Gdansk against heavy weather/sea conditions and
delivered to dry dock for repair.
HENG SHAN
A 169,168 DWT capsize bulker that loaded with
approx.164.000tonnes coal was agrounded in Karadeniz
Eregli / Turkey on 26th November, 2001. Contracting under
"Wreckfixed '99" No Cure No Pay, Omur despatched a
floating crane, three salvage tugboats and lightering
vessels and refloated the casualty by transshipment.
INCE EXPRESS
A 45,800 DWT bulk carrier that loaded with approx.
39,000tonnes cement clinker was agrounded at Red Sea on
21st April, 2002. Contacting under LOF 2000, Omur
despatched a lightering vessel, one salvage tugboat and
grabs and refloated the casualty by transshipment. |
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HIDIR
SELEK
A 48,500 DWT bulk carrier that fully laden with bulk
soybean was agrounded at Mississippi River on 11th
December, 2002. Contracting under LOF 2000, vessel
refloated by transshipment on 23rd December, 2002.
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IDRIS
BEY
A 24,518 DWT bulk carrier that laden with bulk wheat was
agrounded at Alexandria Port/Egypt. Contracting under LOF
2000 and SCOPIC invoked, vessel refloated by transshipment
and services terminated on 01.03.2003. |
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HENZA
A 70,2227DWT Turkish flagged bulk carrier laden with
fertiliser was agrounded at Yesilköy, Istanbul/ Turkey. As
this area is monopoly area of the State Salvage Company,
our Company executed lighterage operation by means of
pneumatic, a special kind of pump in order to prevent any
damages to cargo, under a seperate contract being the
backbone of the salvage operation. Approx 8900M/T of cargo
has been discharged from the Vessel and reloaded upon
refloatation. This operation commenced on 08.03.2003 and
completed on 22.03.2003. |
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POS
AMBITION
A 149,000DWT Panama flagged bulk carrier laden with
approx.136,500M/T of iron ore was agrounded at Karadeniz
Eregli/ Turkey on 15.03.2003. Contracting under LOF2000
with SCOPIC incorporated dated 17.03.2003, Vessel
refloated by lightering approx 6500M/T of cargo and
services terminated on 27.03.2003. A floating crane, a
lightering vessel, three tugboats, an oil spill response
boat, an excavator and a mobile crane with u/w equipment
were engaged in the operation. |
CAPTAIN
SAIT OZEGE
A 4,000 GRT Turkish Ro-Ro vessel had burnt and parialy
sunk off Vlora, Albania with a containerised cargo in the
spring of 1988. Refloated by underwater patching, pumping,
and altering her ballast. Rudder then locked for onward
towage. Although the actual operation took only a week,
OMUR spent a great deal of time aboard a sistership
studying plans and layout of the tanks, engine-rooms etc.
so as to be certain that the stability calculations would
be correct when she refloated. This was a wreck-removal
contract with her P&I clup
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ERTUG
A general cargo vessel laden with a sand-like by-product
of iron which, in 1989, sank at Karadeniz Eregli in the
Black Sea because of stability problems. Cargo discharged
and hatches closed and sealed, sealing the hatch-covers
with tarpaulins. Then refloated using compressed air. This
was a private contract undertaken for local underwriters.
She went on to be repaired. |
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C.
EREGLI
A 20,000 DWT Turkish bulker that sank in 45ms of water off
Yemen with 19,000 tons of iron ore. We discharged the
cargo, cut the vessel in two, made these sections
air-tight and refloated them using compressed air. These
parts were then scuttled in deep waters. This
wreck-removal was undertaken on behalf of her P&I Club and
took a total of 12 months to complete through 1991/1992. |
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NEJMAT
EL PETROL XVIII
A Saudi tanker of about 2,000 GRT which sank after hitting
a reef off Jeddah, laden with HFO/Gas oil. The ship had
broken in two just forward of the accommodation. The
forward part, containing the cargo, had sunk in about 25
meters of water and the after half in about 40 meters.
Omur discharged the cargo from the seabed into a bunkering
barge using portable pumps and pumped the holds dry. Then
refloated the forward part and towed it to water of about
200 meters of depth where she was resunk. Again, this was
on a private contract with the ship-owner. This operation
lasted some 20 days. |
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NEWCASLE CITY
A Greek general-cargo / bulk-carrier which ran aground
near Bozcaada in the Dardanelles with about 21,000 tons of
direct-reduced iron, a highly volatile cargo that heats up
quickly upon contact with water. Holds No.3 and 4 and the
double bottoms in the way were ruptured and the cargo
burning. Omur discharged about 10,000 tons into barges,
stemmed the seawater ingress by patching, refloated her
and towed her to Tuzla. The performed on a wreck-removal
contract with her P&I Club. |
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VIHREN
Wreck-removal and refloatation at Tuapse, Russia. Major
pollution prevention measures undertaken. Vessel had
broken into two pieces and both sections sealed and
patched for separate refloating. Compressed air used to
refloat parts and these towed to Turkey for scrap.
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CENK
A 17,000 DWT Turkish bulk-carrier that went aground in
chalk and flint off Kostrup in Denmark in September 1995
while carrying 16,000 tons of phosphate. She was lightened
by discharge, and her anchor was retrieved and was finally
refloated some five days after the grounding. This was
performed under Bimco Wreckcon. |
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CARINA
An 11,540 DWT Bahamanian Reefer that was declared a
constructive total loss following a violent collision with
the m.v. "Samia" in Zeebruge at the end of summer 1995.
Her accommodation block was entirely ruined and she was
holed in her port-side by way of frames 68 to 76, this
hole being 14ms by 5ms. Her engine-room was flooded and
she held some 1,200 tons of oily water on board,
representing a substantial pollution risk. She was sold
for scrap and we undertook to prepare her for towage to
the scrapyard. We patched her by welding, both under over
water, and, having deployed oil booms, discharged the
slops and remaining bunker. She was then certified fit to
be towed by Lloyd's Register and was issued with a towage
certificate by her Hull&Machinery Insurers' surveyors.
This operation took about four months. |
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BLUE ODYSSEY
Yacht was refloated by use of airbags. |
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VOLGONEFT 248
A 4,550 DWT Russian tanker that, fully loaded with approx
4,360tonnes of fuel oil was broken into two pieces from
her tanks #5 and #6 in Florya/Istanbul on 29th December,
1999. Aft part grounded nearly 1yrd from the shore and
fore part sank at nearly 37ms some 1,5 miles from the
shore. Operation has been completed at 4 stages. At first
stage, approx 1,000M/T fuel oil was discharged from tanks
#7 and #8 and delivered to the Owners. At the second stage
aft part was refloated by dredging and delivered at Aliaga
Scrap Yard. At the third stage approx 2,000tonnes heavy
fuel oil was discharged from sunken fore part by using a
special steam system designed by our Salvage Master. At
the last stage, sunken fore part was divided into two and
taken out by a-frame lifter "KOCA YUSUF", one part towed
and the other part loaded on a barge and delivered at
Aliaga Scrap Yard. Operation, which was performed under
Wreckstage '99, was completed on June, 2000.
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TPAO
A 160,000 DWT tanker that exploded, burnt and sank in
Tuzla in February 1997 with approximately 1,000 tons of
oil residue and sludge remaining in her tanks. As a
consequence of the fire the vessel's structure was hugely
weakened, retaining at most 20% of its strength, and the
wreck was in constant danger of breaking in two, making
her a serious pollution risk. Omur were contracted to
remove the wreck and, following tank cleaning, inerting,
patching and sealing, pumped various compartments,
redistributing much off the floodwater so as to refloat
the ship but also to simultaneously exert enough downward
force so as to keep the bending moment from exceeding its
breaking point. The vessel was refloated intact and towed
to Aliaga for scrapping . This wreck-removal lasted almost
ten weeks |
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