Must still be a decent business plan as I have friends who make bank as divers, engineers and machine operators for salvage companies. Beyond normal wages for maritime work which are good to start with.
First, you have to distinguish between a commercial treasure operation and a commercial salvage business. Two very different beasts. There are a few companies around the world that salvage ships as per contract via insurers but also work in the oil industry. Renewable energy industry. Deep-sea mining industry. Their scope is very broad, and they indeed can make big money. Sure, the crew, divers, engineers, and marine salvage specialists get paid. But you need a profit margin to warrant the risk.
Take this ship below, for example; its cargo is worth 155 million. It is a deep-sea proposition. There is no violation of war graves, historical shipwreck agreements with UNESCO, or any country's territorial waters. The deal is with the insurers, as the vessel, when it sank, was beyond technological innovation to salvage at the time. Today it is a complex deep recovery, but by no means the deepest. There are about 5 companies world wide have ability pull off such a project.
But do not be fooled; there are many challenges in such a recovery operation. It all comes down to how she sits on the sea floor. Deep-sea and major offshore marine salvage operations typically cost between $50,000 and $200,000 per day for basic vessel and equipment charters, while total large-scale recovery projects for massive shipwrecks range from $10 million to over $2 billion. classic example of Costa Concordia salvage operation. The Costa Concordia disaster salvage operation was one of the largest, most complex, and most expensive maritime recovery missions in history, costing an estimated $1.2 billion, and that was not a deep-sea operation.
Having salvage ship crews and equipment sitting idle because of bad weather, for example, burns through the profit margin. The insurer is the legal owner of the shipwreck, as they had legally paid out on the loss of the ship and cargo. The value of the cargo was $2,932 per metric ton at the time of loss, based on historical producer and reference data. Today, the value of the cargo is 16,449.50 USD per ton. So the devil is in the details of the deal. Where the insurer is the legal owner of the shipwreck, gets a cut, and the recovery project gets enough of a cut to fund the project through investors. The profit margin has to be big enough to warrant the risk.
Finding the vessel costs money; signing an international business contract with a legal team costs money. Hiring crew and skilled specialists costs money. Acquiring venture capitalists to risk their money requires a big return. My cut from such a project for my consultation and research is one percent if I choose to go ahead with it. Investors will need to fund at least 20-30 million to fund the project. And the project will be like a mining operation and will be funded progressively in stages to a successful conclusion.
So it's absolutely nothing like the movies portray; big financial rewards come with big financial risks.
Crow