Britain’s Secretary of State for Salvage & Intervention (SOSREP), Mr Robin Middleton made the decision to refloat MSC Napoli as soon as possible because of ongoing deterioration in the condition of the hull. Work proceeded on the assumption that the vessel would eventually be scrapped or sunk in deep water. A final decision was in the hands of a Government working party due to report around mid-July. Any final solution must comply with a number of international conventions relating to environmental and marine salvage issues. The intention was to keep the ship afloat in its original position over the beaching site in Lyme Bay until final preparations to tow it away are completed and the necessary approval is received.

However once afloat, a meticulous diving and structural survey was carried out to ascertain the true state of the damaged hull. By the 12th of July it became clear that the ship’s condition was much worse that was originally anticipated. Robin Middleton working with the MCA, took the decision to re-beach MSC Napoli at high tide the same day. The vessel beached in shallower waters to the north of its original position.

Mr Middleton said, ‘My decision to re-beach the MSC Napoli was taken following the refloating of the vessel earlier this week, which highlighted the fact that the wreck is in a worse state of deterioration than previously thought, with the crack of the hull being some 3m wide in places.

On the basis of these findings, the vessel is incapable of being towed.’

Preparations to get the ship afloat began in earnest on the 17th of May when the final box from the cargo of 2,318 containers was removed (Maritime Journal – June 2007). Those preparations included the installation of a massive pumping system involving a network of large diameter piping, submersible pumps and generators. Ten truckloads of pumping gear and pipe alone passed through Portland docks on route to the site. Repairs were also made, where possible, to tanks and other opening were closed to enable dewatering and, where necessary. pressurisation by compressed air to take place. The chartered offshore tug and work vessel ‘Maersk Advancer’ joined the salvage operation in May and has taken over as support vessel for the entire salvage team of between 25 to 30 personnel.

Whatever its final destination the ship has to be stripped of all possible contaminants and work to achieve that is well advanced. Although all of the oils aboard had been removed at a very early stage, skimming of the machinery spaces and adjacent damaged holds has been carried out periodically throughout the operation. As part of the preparations for scrapping or scuttling, the entire accommodation block has to be stripped. Bedding, linings, insulation, furnishings, domestic and catering appliances of all kinds have been removed and taken ashore for disposal.

The salvage and wreck removal operations are being carried by the original consortium of salvors, Smit International, Klyne Tugs and Le Abeille under same Lloyds Open Form salvage agreement with a SCOPIC clause.

At the time of writing the options remaining include cutting the vessel into two sections through the damaged area. The forward portion could then be towed away for scrap and the stern, including the engine room, either dismantled on site or refloated with the assistance of heavy lifting equipment.

By Jack Gaston