Citizens' Issues
Public Interest Exclusive
Pratibha Cauvery’s sorry plight: Who is to blame?

Pratibha Cauvery, 31 years old, already in bad shape, with unpaid crew, no provisions, no diesel, no stores, no drinking water, is outside Chennai harbour. What are the options with the captain? Very little, given the current way maritime laws are implemented

I started my maritime career with a private Indian shipping company, now defunct, called Seven Seas Transportation (SST), as a cadet on a ship called the Satya Kamal. In due course I moved from cadet to second officer to chief officer (on dispensation) all between 1973 through mid-eighties. It was a part of the JK Group then. Boom to bust in shipping, would be a better way to describe the timeline, and the ‘Satya’ ships of SST were no exception.
SST owners knew how to look after their people. They also knew how to run their ships. But commerce does not give exemptions on these heads, and the shipping recession of the early and mid-eighties saw many shipping companies go under, with ships stranded all over the world. Unpaid crew, no money for fuel or food, maintenance not possible without stores, and soon you have a problem under your command if you are the captain. This is the situation Pratibha Cauvery finds itself in.
This was the situation in which MV Satya Kamal found itself. Ordered to head for anchorage awaiting instruction off Gujarat, the Captain instead brought the ship to Bombay, and made a due representation to the offices of the Director General of Shipping (DGS) and Mercantile Marine Department (MMD). In such circumstances, what else is the captain supposed to do?
By law, the captain has the right to approach the shipping authorities, and demand that the ship be auctioned “as is where is” to pay off the creditors. First lien here is always is for unpaid wages.  Get your money, pay the crew, hand the ship over to the receivers, move on with your lives.
That’s what the master of the MV Satya Kamal did in the mid-eighties while in Bombay Harbour with the full support of the maritime authorities of that day, same DG Shipping Office from Jahaz Bhavan in Ballard Estate, despite the owners being powerful people and also from Mumbai. The ship was sold within 60 days, handed over to the duly appointed receivers legally, the crew paid off, and other creditors were told to take it up with the company. All under the Merchant Shipping Act of India.
Today, what can the master of a ship in similar dire straits, like the Pratibha Cauvery, expect if he approaches the DG Shipping for help in auctioning off the ship to ensure crew payments? Briefly, at the very least, his maritime career will be over. But that’s not all. He will be summoned for enquiries by all and sundry, in the course of which he will be paid nothing. He will face threats and more. And the ship will not be auctioned freely and fairly.
So, he stays on the ship, and keeps his mouth shut.
But what happens next, onboard, since the master/captain is on the ship, is supposed to be in charge and responsible for everything? Here's what you can expect:
Whatever authority he had, has been totally eroded onboard because he has not been able to provide even the basics to his complement. DGS is not giving him any support, nor is MMD, if he had approached them. The company has stopped responding. Unlike in an aeroplane, the captain cannot simply walk off, handing over to ground or shore staff. He and his crew will be detained before he crosses the port gates for wilfully abandoning ship and crew therein, and if lucky, taken back to his ship, if not, thrown into jail, unbailable. As an Indian, he is an alien in his own country, with no rights. He is good enough to command an Indian ship, sail her all over the world and around India, but he is a security threat if he wishes to go ashore and lodge a simple written complaint.
The Pratibha Cauvery arrived at Chennai Port about three months ago. The ship is over-age. The port safeguards itself by taking 150% of possible port charges and sends a pilot to bring her in for cargo discharge. The first physical contact then is by the pilot, who goes onboard and gets a few minutes to check the real status onboard vis-a-vis a document called the “Pilot Card”. If there are discrepancies, he informs the Port Control, which then dispatches extra tugs to bring the ship in. The marine authorities are informed of the deficiency—in this case it is the MMD in Chennai, which is a subordinate office of the DGS.
Anything further to do with the ship has to be done under the orders of MMD. In the worst case scenario, if it is a dead ship with no power, then once cargo work is over, the port authorities will place a few more tugs on duty to take her “cold tow” without engines to the anchorage area, and leave her there. A ship cannot block valuable berth space meant for cargo work.

(To be continued in part II)

(Veeresh Malik had a long career in the Merchant Navy, which he left in 1983. He has qualifications in ship-broking and chartering, loves to travel, and has been in print and electronic media for over two decades. After starting and selling a couple of companies, is now back to his first love—writing.)



shaiz chouthai

4 years ago

sir, can you tell me which all documents the ship was carrying at the time of incident. any document which are relating to security and safety of the ship.


5 years ago

In this case, who is the owner of Pratibha Cauvery?


Veeresh Malik

In Reply to PPM 5 years ago

Pratibha Shipping of Mumbai, known to be closely associated with a senior Maharashtra strongman currently shared power at Centre and State.

Upmove may continue but there would be hiccups: Weekly Market Report

Nifty may continue to rise if it manages a close above 5,710 on Monday

The market finished the week in the green on positive quarterly earnings reports from corporates but the gains were capped by the Reserve Bank of India’s (RBI) move to keep its key rates unchanged, in its monetary policy review earlier this week. Concerns about the rising fiscal deficit, as highlighted by the finance minister, also weighed on investors. The week ahead will have the last lap of earnings reports for the September quarter.
The Sensex closed the week at 18,755, a gain of 130 points (0.70%) and the Nifty settled 33 points (0.59%) higher at 5,698. A higher high on the Nifty and a close above 5,710 on Monday may result in the upmove continuing.
A late recovery helped the market close flat with the positive bias on the first trading day of the week. The benchmarks closed sharply lower on Tuesday as the RBI maintained a status quo on interest rates. The volatile market settled with modest gains on Wednesday on support from healthcare, auto and realty sectors.
The domestic market settled firm on Thursday on gains seen in the second half of trade. Upbeat global cues and support from capital goods, PSUs, auto and banking stocks saw the market settling over 1% higher on Friday.
The RBI on Tuesday cut cash reserve ratio CRR—the amount of deposits banks keep with the central bank—by 25 basis points (bps) or 0.25% to 4.25%. The central bank, however, kept other policy rates like repo rate, reverse repo rate and bank rate unchanged at 8%, 7% and 9%, respectively.
BSE Consumer Durables (up 5%) and BSE Auto (up 4%) were the top sectoral gainers while BSE Capital Goods (down 2%) and BSE Fast Moving Consumer Goods (down 1%) were the chief losers in the week.
Wipro (up 9%), Maruti Suzuki (up 7%), Bajaj Auto, Cipla and Dr Reddy’s Laboratories (up 6% each) were the top Sensex gainers. The main losers were BHEL (down 5%), Hindustan Unilever, ONGC (down 3% each), Larsen & Toubro (down 2%) and GAIL India (down 1%).  
The Nifty toppers were Wipro (up 8%), Maruti Suzuki, IDFC (up 7% each), Dr Reddy’s and Cipla (up 6% each). The major losers were BHEL (down 5%), HUL, BPCL, ONGC and Bank of Baroda (down 3% each).
The eight core industries—coal, crude oil, natural gas, petroleum refinery products, fertilizers, steel, cement and electricity—logged a 5.1% growth in September, led by double-digit growth in coal and petroleum refinery products, government data showed on Wednesday.
During the corresponding month of 2011, the eight industries that have a combined weight of 37.90% in the index of industrial production (IIP), had registered a growth of 2.5%. The cumulative growth of the core industries during April-September 2012-13 period was 3.2% as compared 5% growth registered during the corresponding period of previous fiscal.
India’s manufacturing sector inched up in October 2012, driven by new orders, but persistent power shortages weighed on production. The HSBC India Manufacturing Purchasing Managers’ Index (PMI)—a measure of factory production—stood at 52.9 in October 2012, slightly up from September 2012, when it was 52.8. The index has remained above the 50-mark, below which it indicates contraction, for more than three years now.
On the global front, the US markets, which were closed on Monday and Tuesday due to the Hurricane Sandy, settled mixed with a negative bias. Early estimates of the economic impact of Hurricane Sandy put the total loss between $30 billion and $50 billion, making it one of the costliest storms in US history, according to a CNBC report. The US presidential election on Tuesday is expected to end the uncertainty in its market and economy.
Europe is expected to dominate the world economy as its sovereign debt crisis continues to linger. Investors are worried whether Italy and Spain would be able to continue paying their debts.


American Diary: Three Days to Go—A trip to Cincinnati

Can just 18 Electoral College votes decide the outcome of the next US President? How confident are the Republicans of the prospects of Governor Mitt Romney winning in Ohio?

We drive down on a crispy winter day to Cincinnati, a beautiful city on the banks of the Ohio River with parts of the city extending to Kentucky state. The city, situated in Hamilton County, is truly impressive with a mixture of high-rises and old style American buildings. The city is traditionally the reserve of the Republicans.


I get to speak with some operatives at their offices who seemed confident of capturing Ohio. When I tell them of the Democratic operatives’ claim that President Obama is leading, though narrowly in the polls, they tell me that it is a dead heat as President Obama and Governor Mitt Romney are virtually tied. In order to become the President, 270 electoral votes are required and so it is certainly possible. However, the Republican operatives do not believe that it will come to that. They are quite confident because the gap has narrowed from the double digit lead Obama had a couple of weeks ago. Moreover, the Republicans are also likely to have more money to spend on advertising and such during the last phase of the election.


Ohio is the workshop of America with a lot of top companies, including Procter & Gamble, headquartered here. Her economy is doing better than other parts of America with unemployment rate less than the national average. President Obama’s bailout of the automotive industry (aka Detroit) has had a direct impact in Ohio as it is the home for a lot of ancillary companies, resulting in return of manufacturing jobs. There is also a rising tide of Indians, Arabs and other immigrants which can help the president’s cause. There is no sense of an economic crisis here as evidenced in other parts of America


Ohio has always been regarded as a bellwether state. There’s a saying—as goes Ohio so goes America. The president won Ohio handily in the last election has to hold on to it now. If Governor Romney wins then it will mean that the president’s ‘firewall’ has been breached. Its 18 Electoral College votes mean more than mere numbers. It might all come down to the turnout that each party is able to muster and the winner could be decided by just a handful of these votes.


(Harsh Desai has done his BA in Political Science from St Xavier's College & Elphinstone College, Bombay and has done his Master's in Law from Columbia University in the city of New York. He is a practicing advocate at the Bombay High Court.)


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