Some of the Most Successful Brown University Alumni in the NHL

Brown University has a distinguished ice hockey program with more than 100 years of history. The school’s varsity hockey team began to play in 1897-98 and won the Intercollegiate Hockey Association championship that season. Since then, Brown has recorded several top-10 finishes across multiple conferences and participated in the year-end NCAA Tournament four times. The school’s hockey program has also produced more than 20 players who went to play in the National Hockey League (NHL).

Curt Bennett was the first Brown University alumni to play in the NHL and undoubtedly the most accomplished. A native of Regina, Saskatchewan, Canada, Bennett was selected 16th overall by the St. Louis Blues in the 1968 NHL Amateur Draft and made his NHL debut during the 1970-71 season, scoring a pair of goals in four regular season games.

Bennett played 31 games for the Blues the following season but was dealt to the New York Rangers in 1972. He split the 1972-73 season between the Rangers and Atlanta Flames. Bennett spent parts of six seasons during his first of two stints in Atlanta and had his most productive season in 1975-76, scoring a career-best 34 goals and adding 31 assists for 65 points. He retired following the 1979-80 season with 334 points through 580 career regular season games.

Tim Bothwell ranks second behind Bennett in terms of Brown University alumni with the most points in the NHL. A Canadian defenseman from Vancouver, British Columbia, Bothwell played 11 seasons with the Blues, Rangers, and Hartford Whalers from 1978-79 to 1988-89. He registered a career-high 26 points in 1984-85 with the Blues and concluded his career with 121 points in 501 regular season games.

Garnett Hathaway, one of three active Brown alumni in the NHL, ranks third all-time with 100 points in 373 regular season games. A 30-year-old native of Kennebunkport, Maine, Hathaway signed with the Calgary Flames as a free agent in 2015 and played four seasons with the team before signing with the Washington Capitals. The 6-foot-2, 212-pound forward recorded a career-best 26 points in 76 regular season games with the Capitals in 2021-22.

Sam Lafferty and Maxwell Willman are the other two Brown alumni in the NHL. Lafferty, a 27-year-old native of Hollidaysburg, Pennsylvania, was drafted by the Pittsburgh Penguins in 2014 and has since recorded 21 points in 94 career regular season games. He produced 11 points in 46 games in 2021-22 with the Chicago Blackhawks. Willman, meanwhile, made his NHL debut in 2021-22, seven years after he was drafted, and recorded six points in 41 regular season games for the Philadelphia Flyers.

Three former Brown University goaltenders have played in the NHL, the most notable of which is Yann Danis. The Canadian goaltender signed with the Montreal Canadiens in 2004 and played 55 NHL games with four teams from 2005-06 to 2015-16. He retired with a record of 17-22-4 to go along with a 2.79 goals-against average and .908 save percentage.

Other notable Brown University alumni to play in the NHL include Ryan Garbutt (2011-17), Todd Simpson (1995-06), Harry Zolnierczyk (2011-17), Bobby Farnham (2014-17), and Aaron Volpatti (2010-15).

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Perspectives and Issues in the Marine Salvage Industry

Marine salvage is the process of recovering a ship after a shipwreck or other types of maritime accidents. Salvage may involve towing, re-floating, recovering cargo, or effecting repairs to a marine vessel. Professional salvors are the people who help to salvage a ship or its cargo. They range from large international companies with considerable capital investment to smaller businesses operating in restricted geographical areas.

In 2020, the revenue of the marine salvage services industry increased by 2.9 percent despite the impact of the COVID-19 pandemic, mainly because the sector is a necessary service. Revenue was expected to increase by 6.8 percent in 2021 as marine trade activity picked up. As the US economy recovers from the pandemic and the destructive impact of hurricanes continues, industry revenue is projected to continue rising to the year 2026 and beyond

Marine salvage is undertaken by a select few companies and professionals. Partly, this is explained by the fact that salvage operations are often tricky and involve highly complex technical and legal issues. The clauses governing the industry, which are intended to keep the maritime salvage field problem-free and fair, are often confusing. The legal implications make it extremely necessary for salvors to deeply understand the concepts, terms, and consequences involved in this unique domain.

In addition, salvage operations are costly not just to the ship owner but to the salvor too, as it requires highly trained staffing, expensive equipment, and a considerable investment of time. To compound matters further, a fixed time frame for the operation is necessary, as that sets a realistic expectation of the salvage duration. The goal of this clause is to protect the ship owner in case a salvage company attempts to delay the operations but still wants to claim the reward. If the salvage work is completed beyond the pre-agreed period, a fine or penalty may be levied on the salvor.

To ensure that both parties, the ship owner and salvor, are adequately covered, commercial salvage operations must be covered by a contract. This ensures the ship owner is covered against exploitation, such as unduly extending the duration of the operation and that the salvor receives adequate rewards for their service.

The open form “no cure, no pay” contract has been the most commonly used for international salvage operations. An example of this type of contract is Lloyd’s Open Form (LOF), also known as Lloyd’s Standard Salvage Agreement.

Although maritime law governing salvage has been operating for several centuries and general maritime law governs operations, for those considering venturing into the marine salvage business, it’s essential to research salvage laws applicable in the proposed area of operation. If salvage activities take place on international waters, they fall under the jurisdiction of the International Maritime Organization (IMO).

Each state has adopted or modified vessel salvage laws in the US to suit local needs. Salvage companies should be thoroughly familiar with them before undertaking salvage operations within the state’s waters or forming a salvage company. The Department of Motor Vehicles or respective state Department of Natural Resources are good sources of salvage law information.

With growing concerns for environmental conservation, the marine salvage industry has shifted from simply saving vessels and their cargo to preventing marine casualties from damaging the local or broader marine environment.

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