The Salvage of:
NAVA RATNA-3
masigla.com
Days later another salvor, this time from Manila, was engaged to salve the Nava Ratna-3, meanwhile, the
continuous pounding of the breaking waves and surfing seas were slowly wrecking the sea side (port) of the hull
and its bottom plates. The side steel coaming were falling apart one by one and the coal cargo getting washed
out to sea. Weeks later the second salvage team left the grounding site with Nava Ratna-3 unattended.
On the later part of January 2008, Harbor Star Shipping Services, Inc, Salvage Department engaged this
salvage master to inspect the Nava Ratna-3, find out what can be done and estimate how she can be salved.
After ocular inspection and few days observation It was determined that she can still be brought out to deep
water (see survey report) however a more detailed survey shall be necessary to have a near accurate cost of
salvage operation.
By the first week of February, 2008 and since the re-floating cost can not be fairly determined because part of
the deck were still loaded with cargo and in no way to see the under deck damage, it was agreed with the P&I
representative that the works shall be done in two parts: 1) Unloading of Cargo; then 2) Re-floating. Another
survey was conducted for the purpose of saving as much cargo as possible. Two contracts was discussed and
ultimately signed.
Permits and Mobilization
As the team were mobilizing, several permits to conduct each particular task was necessary to be obtained
before hand: e.g. Permit to Survey, from the Philippine Coast Guard; Permit to Discharge Cargo, one each from
the Bureau of Customs and the office of the Provincial Governor; Permit for Temporary Storage, from the
Bureau of Customs, Department of Environment, and Barangay Office; Permit to Salvage from the PCG and
many others; The bureaucracy was later simplified by allowing the "Task Force Navaratna-3" to undertake the
issuance of some of the procedural documentations exclcluding that of the Philippine Coast Guard and Bereau
of Customs since both has a separate and distinct function prescribed by the law.
While the various permits were being obtained the fabrication special equipment was going on a vacant lot
adjacent to the proposed stock pile area. The same area was utilized as staging point for all the materials and
supplies. A vacant house nearby was rented and used as office and sleeping quarters at the same time.
Coal Discharging
Using community based labor manpower from Barangay Lingsat and Carlatan, for on board and shore labor
components respectively the coal cargo discharging operation was started ( 2008). Except for few
stoppages owing to weather and rough seas the discharging operations went well. planned the weight of the coal
being discharged were compensated by sea water ballast to prevent the hull from being pushed further inshore.
The coal discharging operation was declared complete at about ______ Hours ____________, 2008. Total
discharged as measured by weighing scale was ________ MT equivalent to only _____% of the total cargo.
SALVORS: HARBOR STAR SHIPPING SERVICES, INC.
| SALVAGE MASTER'S REPORT ----Capt Adelino L. Masigla, MM |
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Undertow by an ocean tug, the 10,000 DWT barge, fully loaded with coal, was drifted
towards the rocky shores at the offing of San Fernando Harbor during the height of
Typhoon "KABAYAN" (Peipah), November 5, 2007. The following day, still in rough
seas, the services of a local salvage company was contracted by the P&I to lighten up
the Nava Ratna-3. Using a smaller dereck barge, a pay loader was transferred on
board to scoop the cargo into a net. The loaded net is swung across on board the
derick barge. The small barge hardly made a trip when the pay loader rolled out
overboard. Owing to these, the operation was stopped the night of the 6th. By midnight,
the wind veered as the typhoon, about a hundred miles northwest of the location
became almost stationary. As a result, the Nava Ratna-3 floated by herself and got
drifted few miles further south only to be grounded for the second time at the marine
sanctuary (16-36.18 N 120-17.99 E) before day break on the 7th November where she
rested hard on the coral rocks. To make things worse, the surfing seas pushed her
inner to the shore.
towards the rocky shores at the offing of San Fernando Harbor during the height of
Typhoon "KABAYAN" (Peipah), November 5, 2007. The following day, still in rough
seas, the services of a local salvage company was contracted by the P&I to lighten up
the Nava Ratna-3. Using a smaller dereck barge, a pay loader was transferred on
board to scoop the cargo into a net. The loaded net is swung across on board the
derick barge. The small barge hardly made a trip when the pay loader rolled out
overboard. Owing to these, the operation was stopped the night of the 6th. By midnight,
the wind veered as the typhoon, about a hundred miles northwest of the location
became almost stationary. As a result, the Nava Ratna-3 floated by herself and got
drifted few miles further south only to be grounded for the second time at the marine
sanctuary (16-36.18 N 120-17.99 E) before day break on the 7th November where she
rested hard on the coral rocks. To make things worse, the surfing seas pushed her
inner to the shore.
Re-floating - in one piece
Considering the extent of damage the Nava Ratna-3 would not
float without replacing the lost buoyant effort on her port side as
well as stern end. In addition so many structural parts had been
lost, cut or weakened that needs to be reinforced otherwise the
hull might broke up in two or three pieces in place. For this
purpose several steel wire preventers were installed along the
weak areas. Six cylindrical tanks ranging from 12 to 21 MT and a
121 MT capacity pontoon were inserted in areas at the bottom of
the under deck tanks. As pumping speed was very crutial to the
refloating operations 24 3" gas driven and 6- 4": submersible
pumps were deployed. In addition 4 tanks were sealed for
compressor pressure pumping to push water out of the bottom
cracks.
Considering the extent of damage the Nava Ratna-3 would not
float without replacing the lost buoyant effort on her port side as
well as stern end. In addition so many structural parts had been
lost, cut or weakened that needs to be reinforced otherwise the
hull might broke up in two or three pieces in place. For this
purpose several steel wire preventers were installed along the
weak areas. Six cylindrical tanks ranging from 12 to 21 MT and a
121 MT capacity pontoon were inserted in areas at the bottom of
the under deck tanks. As pumping speed was very crutial to the
refloating operations 24 3" gas driven and 6- 4": submersible
pumps were deployed. In addition 4 tanks were sealed for
compressor pressure pumping to push water out of the bottom
cracks.
As soon as everything was tested and ready for refloating, the tug towing hawser was connected to the forecastle of
the barge and pumping started taking care for the hull not hog nor sag. Few moments before the hull attained an even
keel and trim the tug was asked to give her full force. After few minutes the Nava Ratna-3 started swinging to the port.
When her bow headed west to sea, the forward tanks were loaded with sea water to trim her by the bow while the stern
grounded, "in one-piece".
the barge and pumping started taking care for the hull not hog nor sag. Few moments before the hull attained an even
keel and trim the tug was asked to give her full force. After few minutes the Nava Ratna-3 started swinging to the port.
When her bow headed west to sea, the forward tanks were loaded with sea water to trim her by the bow while the stern
grounded, "in one-piece".