RELOCATION OF THE WORLD WAR 1 GERMAN SUBMARINE UB38

 

Under a contract with the UK’s Trinity House and in a joint venture agreement, Titan Salvage and Scaldis Salvage and Marine Contractors, both members of the ISU, have recently completed the unusual operation of relocating a World War 1 German Submarine in the Dover Strait.

 

The submarine lay in the South West Lane of the Dover Strait Traffic Separation Scheme close to the Varne Bank. Sunk in 1918 it had never been considered a danger to navigation, but recently ships with much deeper draft, particularly oil tankers, were causing concern. The minimum clearance over the wreck was 23.5 metres and this had to be increased to 26.5 metres.

 

There were three delicate issues involved with the operation. The first was consideration for the ordnance that remained on board, six torpedoes and deck gun ammunition. The salvage plan ensured that the submarine remained horizontal during the lifting operations with minimum disturbance to the ordnance. The second issue was the mortal remains of the 27 crew. Although the submarine is not an official war grave, close liaison between the German Government, Trinity House and the salvors ensured that correct protocols were observed.

 

The third and final issue was the status of the hull of the submarine. Having been at its position for 90 years special precaution had to be considered and taken in order to spread the load whilst lifting to avoid breaking up of the submarine.

 

The submarine was lifted a few metres off the seabed using the self-propelled multipurpose sheerleg ‘Norma’ on the 14th July 2008 and placed in its new location about two miles away in 40 metres of water.

 

The UB38 had an interesting career. Launched and commissioned in 1916 in Hamburg it undertook 21 patrols sinking 46 allied ships totalling nearly 47,000 tons. It was caught on the surface in the Dover Strait on 8th February 1918 by British destroyers and dived to escape. It ran into a minefield and a mine exploded between the conning tower and stern sinking the submarine with all hands.

SALVAGE OF THE TRICOLOR

 

Each day, hundreds of thousands of vessel and floating objects can be found on the world’s oceans. Maritime disasters can strike anytime, anywhere. In such moments of emergency, professional support and experience are required and there is no room for failure, hesitation or error. Environmental care and protection, as well as pollution prevention, are top priorities in every one of our salvage operations and wrack removals. The salvage of the vessel Tricolor, for example, was a high-profile job, with Scaldis and many different parties combining their expertise and experience in order to recover the vessel from the seabed.

 

The 190m “Tricolor” sank in 30 metres of water, along with its cargo of approx. 3000 cars as a result of a collision and was eventually declared a total loss. In December 2002, the French authorities ordered to remove the wreck and this task fell to the Consortium "CBT" consisting of "Scaldis Salvage and Marine Contractors" and 3 other companies.

 

Because the vessel is too large and heavy to be lifted or returned to an upright position in one piece, CBT engineered a special salvage plan.

 

CBT used a specially designed wire cutting system to divide the wreck into nine sections. The weight of the sections varied between 900 tons and 3000 tons.

“NEW FLAME”

 

Wreck removal of the engine room of the “New Flame” at Europe Point Gibraltar.  Weight 2850 T. Lifting the section from the seabed (approx. 30m waterdepth) and placing it on a transport barge.

 

 

SALVAGE OF THE ROKIA DELMAS

 

 

 

 

HERALD OF FREE ENTERPRISE

 

One of the most spectacular salvage operations this century was that of the ro/ro passenger ferry, the Herald of Free Enterprise. This operation took place after the ferry capsized shortly departure from the Belgian port of Zeebrugge on March 6 1987. Some 200 passengers lost their lives in this shipping tragedy. Accompanied by the entire world's press, Scaldis and Smit Tak started the salvage operation in early April of that year.

 

Firstly, our sheerlegs, Norma, was called in to embed 16 piles into the seabed. These were required to maintain the station of lifting pontoons Takheave 31 and 32 on one side of the casualty. Once the sheerlegs cranes Taklift 4, 6 and Norma has been carefully positioned on the other side, a start was made on righting the ferry.

 

It was a pulling operation demanding the utmost care. Once the salvage team had pumped the water from the ferry, it was lifted from the seabed and refloated. The ferry was then towed into Zeebrugge. Throughout this complex salvage operation, it was evident just how versatile our self-propelled sheerlegs Norma really is. Similarly, the expertise of our salvage staff was clearly demonstrated.

DIVING & UNDERWATER WORKS EQUIPMENT

 

Besides especially designed cranes, Scaldis also use state-of-the-art dredging techniques, the latest survey and positioning equipment and advanced underwater remotely operated vehicles (Rovs).

 

We have also equipment with which it is possible to very precisely determine the depth to which a wreck has slipped away.

 

 

 

Underwater works

Scaldis has invested great efforts in this line of work in the Westerschelde, the most important shipping lane and approach to ports such as Antwerp.

 

Neither is the open sea unknown territory. For example we removed the ocean-going Wotan, feighter “Mont Louis” carrying dangerous goods and lots of other wreck removals.

 

 

 

 

Hot-tap technology

The Hot-tap technology is used for bunker removals from vessels which are grounded or sunk. This technology guarantees a spill free extraction of any contained fluid such as oils, chemicals and other pollutants.

 

 

 

 

Cutting technique

High pressure (3000 bar) water cutting is a very advanced technique which can cut almost every kind of material such as steel with a thickness up to 85mm and reinforced concrete with a thickness up to 900mm.

 

This kind of technique can be used under and above water.

 

 

 

Diving inspection and survey

Besides especially designed Heavy Lift Vessel cranes, Scaldis also use state-of-the-art dredging techniques, the latest survey and positioning equipment and advanced underwater remotely operated vehicles (Rov’s).

 

Furthermore we have access to high precision survey techniques such as side scan sonar, single and multi beam and to detect wrecks and other objects in and under the sea-bottom we use high tech magnometrie technology.