2009 Nightmare - Barge Margaret

Prolog:

In this feature we introduce you to the harrowing duties of an ocean going tug. The life is marked by exacting professional requirements, days of boredom over untold miles of open ocean & frequent moments of sheer crisis.

Ocean Tug M/V Salvaliant is the subject of our feature -- and a great example of her breed.

McD

A Cargo Nightmare Prize Contender

The Date: June 23 2009

The Time: 0500 hrs.

The Place: In Gales Off Jacobsbaai , South Africa

Preparing For The Unusual Tow Off Shanghai, Peoples Republic of China

This Unusual Cargo Will Travel The World Before Beginning Its Intended Work

Prolog: The Voyage To South Africa

Ocean Tug M/V Salvaliant & Her Unique Towed Cargo Will Round The Cape of Good Hope For Europe

Ocean Tug Crew Prepares For The Long Voyage With A Special Tow

Tug Begins To Take The Strain

Tug M/V Salvaliant Towing The Big Bunch 'O Black Barges
Different Livery? In March 2008 SEMCO Changed Its Name To POSH SEMCO PTE LTD. -- The Paint Also Changed

Editor Note: Meet The Ocean Going Tug

Call Sign: S6DZ
The 10,000hp M/V Salvaliant sailed on her maiden voyage to Ulsan during the first week of January 1987.

M/V Salvaliant has a bollard pull of 166 tons, a maximum free running speed of 15 knots and fuel consumption calculated to give an endurance of 40 days while towing at sea.

Two Lips transverse thrusters enhance maneuverability, producing 12 tons of thrust in the bow and 10 tons in the stern. Electrical power is supplied by two 1,200kW shaft generators supplemented by 350kW diesel auxiliaries and a 105kW harbor set.

The all-important towing gear comprises a hydraulically powered, triple drum, waterfall type, towing and anchor-handling winch with a maximum brake holding load of 400 tons on each drum. All three drums carry 1500m of 76mm diameter steel wire rope.

Line handling is facilitated by one set of Triplex towing pins with a SWL of 200 tons, a Triplex 'Sharks Jaw' of 300 tons SWL and two 10 ton electro-hydraulic tugger winches. A 300 ton capacity stern-roller has a diameter of 3m and width of 5.5m.

Fire fighting equipment is installed to meet FiFi 1 standards with two foam/water monitors delivering 1200cu/m/hr, with water supplied by two 1500 cu/m/hr engine driven pumps running at 1800rev/min. A comprehensive range of salvage equipment is carried and dedicated tanks are provided for foam compound and chemical dispersant.

Despite her age, M/V Salvaliant is a very able & proud vessel.

Here Is The Cargo: 12 River Barges Are Bound For Rotterdam Aboard Barge Margaret

For Thousands of Sea Miles The Voyage Is Uneventful -- But Then .......

Drama Along The Cape of Good Hope Coast As A Series of Cold Fronts Moved Across South Africa, Bringing High Seas Reaching 9 Meters & Strong Gale Force Winds.

Tug M/V Salvaliant Rounds The Cape -- But Looses Barge Margaret In The Early Morning Hours of June 23 2009 Off Jacobsbaai.

The Tow Line Parts -- Desperate Efforts of The M/V Salvaliant Crew Save Only The Tug, Not The Tow

Barge Margaret At Jacobsbaai

Not The New Jacobsbaai Offiice High Rise Office Complex

Big Bunch 'O Black Barges -- Beached

Is M/V Salvaliant Responsible? It Is A Question of Fact.

Editor Note: The Legal Liability of M/V Salvaliant For This Loss?
The grounding of Barge Margaret At Jacobsbaai will cost a huge amount of money. Who will pay?
The general international rule is that air, ocean & road transporters of cargo are "Common Carriers."

The term "Common Carrier" is defined as the one who runs the business of trade of carrying goods and is usually employed by shippers. Common Carriers for reward are absolutely responsible for the goods they carry -- -- with few allowable defenses such as "act of God" (Perils of The Sea) -- but allowed to limit liability in accord with national or international law.

Towage contracts are viewed differently.

No English or Commonwealth decision has held a tug owner liable as a Common Carrier in respect of the vessel towed. Ordinary principles of contract law are applied to towage contracts. The towage contracts are not contracts in which one party is under a fundamental duty to disclose all material facts within the parties' knowledge and surrounding circumstances. In other words, liablity for twage is determined by ordinary matters of fact and contract considerations.

Duties of the towing vessel are generally as follows:

1. Preparation
The tug has a duty to ensure that those matters appertaining to the safety and success of the towage per se are properly carried out. This would include making up the tow properly, inspecting lashings, inspecting the tow-line, ensuring that the tow-line is an appropriate length for the towage to be undertaken and ensuring the tow is displaying the proper lights. The tow should be displayed in proper lights.

2. Proper Seamanship

The crew of the tug must show competent skill. This includes keeping a proper look-out (from the tow as well as the tug, if the scope of the towing hawser or the size of the tow warrants it) and being prepared at a proper speed for the conditions and must take care to avoid shearing on the part of the tow.

3. Tug's Duty Where Towage Interrupted

There are many different kinds of incidents which interrupt towage, for example, the tow-line may part; the tug may be obliged to let go of the tow in order to avoid a collision; the tow may need repairs. In every situation where the towage is interrupted, the guiding principle is that it is the tug's duty to return to the tow and resume towage. This principle often takes the form of an express contractual term. It is one facet of the tug's duty to use best endeavours to perform the towage.

4. Failure To Take Towage Assistance

Sometimes, a vessel may be found negligent not to have engaged a tug where the circumstances warranted it. For example, where the operation of towage can not be performed safely without assistance and the vessel is blown on to a pier before a tug is finally engaged -- the delay in taking towage assistance is held to have been negligent.

5. Performance of Tow's Part of Towage

The tow's duties are generally perceived to be of a passive nature, but this perception is misleading. The tow is often the vessel in control and, in any event, always has a positive duty not to increase the tug's difficulties by any act or omission on its part.

Admiralty Courts retain a general equitable jurisdiction to declare invalid and to refuse to enforce certain towage agreements if it is considered to be seriously inequitable to one party or the other. This jurisdiction has been applied to some cases where there has been a lack of disclosure.

The events of June 23 2009 strongly imply that historic storms offf the Cape of Good Hope will absolve the crew of M/V Salvaliant from liablity. Still, the potential loss is great. Thus, the claim will likely be made against M/V Salvaliant & her owners.

So as in most all modern matters of high cost -- maritime lawyers will spend the next several years deciding the damage responsiblity of M/V Salvaliant for this loss. This will cost the cargo owners an immense sum -- win or loose -- unless the shippers had arranged quality marine cargo insurance. If the shippers were insured, they will receive quick payment for the damage. Then the insurers will mount the fight to recover the loss from the opertors of M/V Salvaliant, or not.

The Lesson Is Simple: IF YOU SHIP CARGO INTERNATIONALLY -- ARRANGE QUALITY MARINE CARGO INSURANCE! It is very dangerous -- out there.

McD

Earlier In June 2009, M/V Salvaliant Put Into Durban Harbor For Repairs & Supplies.

The Unmanned Barge Margaret Was Remained At Jacobsbaai (Jacobs Bay) , North of Saldanha Bay, South Africa.

Good Morning Jacobsbaai!

The Fate of Barge Margaret Remains Unknown - Much To The Dismay of Homeowners!

Other Vessels Faired Less Well In The Cape of Good Hope Storms On June 23 2009

In A Second June 23 Incident on South Africa's South-East Coast Another barge, GTO XVIV Ran Aground At Three Sisters Rocks, West of The Knysna Heads.

The Singapore Registered Tug M/V Hako 18 Was On Passage With Containers From Maputo -- The Capital & Largest City of Mozambique to Port Harcourt, Nigeria, Towing Barges GTO XXIX & GTO XXIV.

Heavy Weather Was Encountered -- At Approximately 02h30 on 24 June, The Tow Line To Barge GTO XXIV Parted.

Barge GTO XXIV Subsequently Grounded Near Three Sisters Rocks, West of The Knysna Heads In The Vicinity of Brenton.
Barge GTO XXIV Has Broken Her Back Against The Three Sisters.

Barge GTO XXIV & Her Containers Have Been Taken By The Three Sisters.

Game Over - For Whatever Needs There Were For This Cargo In Nigeria.

Did The Shippers (Cargo Owners) Have Quality Marine Cargo Insurance? If Not, ;-(

Editors Note -- June 23 Was One Hell of A Night
The salvors Smit Amandla Marine tug M/V Pentow Skua had been mobilized from Mossel Bay, South Africa to assist M/V Hako 18 some eight hours earlier. But despite the best efforts of the Master of M/V Pentow Skua to connect to the drifting barge, this was not possible due to the adverse weather conditions. The owners of Barge GTO XXIV have been instructed, in terms of the South African Wreck and Salvage Act, to remove the wreck.
Indeed, June 24 was a fateful night for many vessels along the Cape of Good Hope. The capesize bulker M/V Kiran, which lost her engine power shortly after sailing from Saldanha Bay with a full load of iron ore was in danger of going aground near Slangkop on the Cape Peninsular. The ship was rescued by the timely arrival of the salvage tug M/V SMIT Amandola which took her in tow to a safe position away from the coast.

Another bulker, the M/V Doce River (79,184-gt, built 1986) also had a narrow escape when she dragged her anchors in Table Bay. Shortly before going onto the beach her crew managed to get the engines running and the ship slowly made her way back into Table Bay, where she was joined by the tug M/V Indomitable which had sailed from Cape Town harbor to assist.

According to news reports a third ship, M/V Viking Eagle (18,327-gt, built 2006) was also in difficulty off the Cape Town coast in the wild seas battering the Cape coast. After a horrific passage, the ship made her way to safety.

It is thus a wonder that our Big Bunch 'O Black Barges survived, without power, stranded on the beach.

The much larger & more important story concerns an untold tale of those men & women who do this dangerous work -- every day -- around the world.

Michael McDaniel

M/V Salvaliant In Her Former Livery - Doing The Quite Amazing Job She Does Every Day!
M/V Salvaliant Moves Disabled Vessels, Barges, Giant Machines Which Float & Even Giant "Things" Never Intended To Float.

The Salvage Fees For Their Work Are In Part Paid By Cargo Owners -- Except Those With Quality Marine Cargo Insurance.

Barge Margaret Update

Sept. 18 2009

Big Bunch 'O Black Barges -- Beached & Now Abandoned

Big Rusted/Black Bunch of Eyesore For Homeowners At Jacobsbaai!

Big Bunch 'O Black Barges Is Becoming A Big Bunch 'O Rusted Barges

The Once Proud Voyage From China To Europe - Now Sits Forlorn & Failed. What Did This Cost?

Approaching Four Months After The Loss -- The Issue of Barge Margaret Remains In Dout - As The Atlantic Continues Her Work

Reader Update - Sept. 18 2009

"The Barge Margaret remains hard aground and abandoned at Jacobsbaai, South Africa. The salvors have left (hoping for calmer seas) hopefully to return some day to remove this eyesore from our shoreline and daily view.
Here are some of my more recent photos showing the damage the Atlantic is dishing out to her.

I fear it is only a matter of time till she topples and creates a bigger problem."

Regards
Rob Parkinson -- The Tourist's Friend, P.O.Box 501, Vredenburg, South Africa 7380
Barge Margaret Update
Nov. 6 2009

Reader Update - Nov. 6 2009
Well, we are at the end of another year and the barge "Margaret" is still with us.
Mr. Martin Slabber of SAMSA was contacted for any updates & the following information as of 3 Nov. was supplied:

• No changes in Margaret barge or cargo.
• Two personnel still on site&emdash;a salvage officer and diver/rigger.

• There is algae, color green & brown in all areas of the barge where there is constant flow of water or water spray. Personnel were warned that the forward area of barge no. 10 should not be visited at all as it is extremely slippery.

• Other than monitoring & reporting, no active work is to be executed other than preparational planning for the follow-up phase.

• Barges damaged beyond repair are Barge No. 10 positioned bottom starboard side; Barge No. 11 positioned bottom centre & Barge No. 7 positioned on 2nd row on starboard side above Barge No. 10.

• It had been noted that welds of seafastenings are parting at locations which, at some stage, will require a fundamental decision from principals as to whether to correct or not.

Rob Parkinson -- The Tourist's Friend, P.O.Box 501, Vredenburg, South Africa 7380

Visit - The South Africa Tourist's Friend

Editor Note

After seven months of this wreck in my front yard, perhaps it is time to request trask pick-up.
Michael McDaniel

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The Dedication of This Feature Is Simple: To The Crews of M/V Salvaliant, M/V Pentow Skua -- And To The Thousands of Tow & Salvage Tugs Whose Crews Risk Their Lives Every Day -- While We Sleep --

-- They Work To Protect These Ships & Our Cargo In Some of The Most Dangerous Conditions Which Have Either Been Encountered Or Imagined.

SPECIAL NOTE: The historic dangers of carriage by air & sae continue to be quite real. Shippers must be encouraged to purchase high quality marine cargo insurance from their freight forwarder or customs broker.
It's very dangerous out there.

INDEX TO OUR "Big Bunch 'O Black Barges - Beached" PAGE SPECIAL FEATURES:

Important Links To Our Feature:
Smit Amandla Marine
South African Wreck and Salvage Acit of 1996

Tug M/V Salvaliant

Tug M/V Salvaliant - details
Tug M/V Salvaliant --Saving Capt. Glenn - former adventure

Our Other Features -- Off The Cape of Good Hope

"Wrong Way Agulhas?" - M/V Safmarine Agulhas - Jan. 2007
"Sea (to) Land Express" - May 2004

M/V Modern Drive - Incredible Story! Incredible Photos! June 2001

M/V Tracer - the hero ship we missed

Our Daily Vessel Casualties - stay informed

"Singles Only" - visit our individual moments of transport crisis for more.

The Greatest Container Losses Of All Time - these are the grand fathers -

M/V OOCL America
M/V APL China

M/V APL Panama - The EPIC

"Great Misfortune"- M/V Hyundai Fortune - March 2006

SPECIAL NOTE: The historic dangers of carriage by sea continue to be quite real. Shippers must be encouraged to purchase high quality marine cargo insurance from their freight forwarder or customs broker.
It's very dangerous out there.

Thanks To Our Contributors For The "Big Bunch 'O Black Barges - Beached" Feature

Our Contributor for this feature are greatly appreciated:
John Szalay
Riaan

Rob Parkinson -- The Tourist's Friend, P.O.Box 501, Vredenburg 7380

Pictures

Colin Clegg
Andrew Avele

Riaan Jacobs - Jacobsbay: South Africa

Rob Parkinson -- The Tourist's Friend, P.O.Box 501, Vredenburg 7380

NOTE: Please Provide Us With Your Additional Information For This Loss.

EDITOR'S NOTE FOR SURVEYORS, ATTORNEYS & MARINE ADJUSTERS: The Internet edition effort of The Cargo Letter now celebrates it's 8th Year of Service -- making us quite senior in this segment of the industry. We once estimated container underway losses at about 1,500 per year. Lloyd's put that figure at about 10,000 earlier this year. Quite obviously, the reporting mechanism for these massive losses is not supported by the lines. News of these events is not posted to the maritime community. Our new project is to call upon you -- those handling the claims -- to let us know of each container loss at sea-- in confidentiality. Many of you survey on behalf of cargo interests with no need for confidentiality. Others work for the lines & need to be protected. As a respected Int'l publication, The Cargo Letter enjoys full press privileges & cannot be forced to disclose our sources of information. No successful attempt has ever been made. If a personal notation for your report is desired -- each contributor will be given a "hot link" to your company Website in each & every report. Please take moment & report your "overside" containers to us. If you do not wish attribution, your entry will be "anonymous." This will will benefit our industry -- for obvious reasons! McD

* NOTE: The Cargo Letter wants you to know that by keeping the identity of our contributors 100% Confidential, you are able to view our continuing series of "Cargo Disasters." Our friends send us materials which benefit the industry. The materials are provided to our news publication with complete and enforceable confidentiality for the sender. In turn, we provide these materials to you.

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