Initially, we along with Salvors explored salvaging. However, as the stranded Vessel suffered further extensive structural damages, due to ‘ off-seasons’ scrapping at site was decided. As a result to possible civic reactions, we continuously monitored the enveloping waters for pollution and also drift of wreck (safety). Scrapping at site involved above water and under water cutting which are hazardous; suitable safety precautions were advised (instructions given) to Salvors. The disposal of scrap pieces posed a big problem.

There was no suitable site with evacuation facility i.e. road connectivity. The Salvors responsibility was only transporting to site (nominated site); onward disposal was under ambit of P & I Association, in turn Surveyors.

There was a requirement of water front approach (downstream of sea bar) and large apron for handling and further cutting into small pieces of huge size pieces ex site. Local reactions had to be factored. Also, it had to be acceptable to salvors.

After exhaustive search and project studies, due to unavailability of suitable other sites, we converged on Old Mangalore Port premises. Being Port premises, the job had to be carried out without affecting cargo and passenger activity, besides rise of tide at bar had to factored into account.

Evidently, the ‘ On Shore’ activity required interaction with District Administration, Port Authorities at all times ensuring Salvors and scrap buyers carried the work efficiently. This was a matter of synchronising breaking and evacuation.

Wreck removal involved frequent visits to the site and upon completion underwater diving inspection through CCTV monitors.

The Wreck Removal was executed to logical conclusion till scrap disposal. This involved complying with complicated formalities of GST and interaction with the Pollution Board, Port Authorities etc. As per the requirement of various agencies, based on diver report, the No Objection Certificate was obtained from Old Mangalore Port/ADB as removal of wreck was complete.