Citizens' Issues
The MV Wisdom fiasco: The story gets murkier and murkier

The mystery behind what the 36-year-old Anchor Handling Tug (AHTS) Seabulk Plover, with the 26-year-old container ship MV Wisdom, due for scrapping, was actually doing along the Indian coast for almost two weeks before the container ship landed up on the beach off Juhu, now begins to deepen

Yesterday, we had questioned why container ship MV Wisdom, which was being towed to the Alang junk yard, obtained permission to sail so close to the Mumbai coast and the sensitive Bombay High oil installation. (Why was the MV Wisdom allowed to get so near the Bandra-Worli Sea Link? ).
 
First of all, here are some facts, as known, and re-verified:
 
http://www.marinetraffic.com/ais/shipdetails.aspx?MMSI=376054000
 
SEA PLOVER
Vessel's Details
Ship Type: Tug
Year Built: 1975
Length x Breadth: 66mx13m
Deadweight: 759 tonnes
Speed recorded (Max /Average): 10/ 9 knots
Flag: St Vincent Grenadines [VC]  
Call Sign: J8SE
IMO: 7401332, MMSI: 376054000
 
Last Position Received
Area: Indian Ocean
Latitude / Longitude: 6.797163° / 79.62228° (Map)
Currently in Port:
Last Known Port:
Info Received: 14d 17h 59min 48s ago
Not Currently in Range
Itineraries History
________________________________________
Voyage Related Info (Last Received)
Draught: 4.8 m
Destination: COCHIN
ETA: 2011-05-31 07:30
Info Received: 2011-05-30 09:56 (14d, 20h 22min 2s ago)
 
Translated, that means the tug-tow combo was off Colombo for days, till around forenoon on 30th May. After that, the combo set course towards India, but more importantly and interestingly, simply stopped updating her positions anymore. Why was she hanging around outside Colombo, if her sale to the Alang breakers had already been decided months ago? Yes, the reasons could have been commercial, but with the monsoon breaking, it would have made more sense to move on towards the eventual destination-just ahead of the really bad weather.
 
Incidentally, that "000" in her MMSI (Maritime Mobile Service Identity, or the satellite communication identity) number means that she had some very powerful radio equipment onboard, as well as qualified specialist radio operators, not uncommon for tugs of her sort-but also in no uncertain way making it very clear that people onboard knew what reporting they were supposed to make, and had the equipment to do so too. No excuses on this account. It would be very interesting to get hold of a log of her normal communications, which by rights would have been monitored in not just India but at multiple stations worldwide. And copies retained onboard. Unless destroyed. Which is also known to happen.
 
Here are some details from this site: http://www.marinetraffic.com/ais/datasheet.aspx?datasource=ITINERARIES&MMSI=376054000
 
Daily Vessel's Itineraries


The update on positions comes to an abrupt end on the 30th of May.
 
This business of updating positions is directly related also to the vessel's identification signals broadcast all the time, as a regulation, and especially when within territorial waters or close to traffic lanes. That the Seabulk Plover & Wisdom were not doing so would have been noticed by any ship or coast station. Such a huge target, especially a ship in ballast and riding high, would be easily visible from a coast radar station for a distance of over 100km-120km and from other ships for a distance of around at least 50km, if not more. And not providing identity signals would have been observed by any of the many naval and civil station en route. What action did any of them take?
 
Now the question arises: did none of them relay information to anybody about an unknown tug-tow combo on the high seas without their AIS (Automatic Identification System) on? Or was there something else? Yes, ships are known to switch off their AIS as well as other identity signals, especially if they are in high-piracy areas, because in such cases it is a part of the anti-piracy measures. But they do not switch off their AIS along the areas with heavy traffic, like the Indian coast. And not if challenged by the authorities over radio-on comes the identity signal transmission, otherwise one of those many Coast Guard or Navy planes or choppers is supposed to investigate.
 
The next surprise is that on departing Colombo, the tug & tow combo gave their destination as "Cochin", but records available online do not show them as having visited Cochin Port. Certainly, it is possible that they did not enter the port, and simply steamed past slowly or they may have even stopped for stores and supplies-but then, did they report themselves to the Maritime authorities? This information is not available on the Cochin Port Trust website anymore.

Likewise, there is no report of any such report being made while passing Mangalore or Mormugao, the other two big ports en route. The Mumbai Port Trust website, likewise, does not show anything. It is likely, however, that they may have made their reports to these ports as they steamed past, and this information is simply not updated in the public domain, unlike in the rest of the world.
 
Here's what the existing rules, circulars and notices say. The last one issued by the DG (Directorate General) of Shipping on the subject of tugs and tows in Indian territorial waters is dated-it goes back to 1974. The world has changed since then, but our authorities have not bothered to update things, which, very simply, would require any ship under tow as well as the towing vessel to jointly and separately report to the coastal state, in this case India, in whose territorial waters they are entering.

All that is needed is a simple "Notice to Mariners", to start with, which instructs all special category ships entering Indian territorial waters to report in to the authorities, and then follow instructions, or stay clear. Something like this is done, for example, when testing rockets and missiles, even over international waters-and people on ships follow these notices and rules. It is as simple as that. It is done all the time.
 
Here are a few related links:

http://www.dgshipping.com/dgship/final/notices/casualty3_05.htm
 
http://www.dgshipping.com/dgship/final/rules/wreck_salvages_1974.htm
 
http://www.dgshipping.com/dgship/final/notices/casualty23_09.htm
 
Yes, all vessels are entitled to the right of free and innocent passage through territorial waters. Submarines have to do so on the surface, warships of other countries have certain protocol, nuclear ships and merchant ships carrying certain types of cargo have to follow certain specific guidelines. That is what it has been like for decades, and nobody is challenging that, especially if the foreign ships are "seaworthy".
 
However, in this case, the ship under tow is not seaworthy. And there, the freedom of the seas and rights of innocent passage through our territorial waters come to a grinding halt.
 
The DG Shipping has to answer, in the first instance, why this has not been done all these years. Everything else will follow.
 
(Veeresh Malik is a qualified mariner and writer. He is also consulting editor with Sailor Today).

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COMMENTS

Java

6 years ago

There seems to have been a major dereliction of duty by several arms of the government. Some one needs to be hauled over the coals and made an example of, so that this tolerance of incompetence and chalta hai approach can be made a thing of the past. This display of gross negligence must have come as a reassuring morale booster for the LeT and ISI.
Aall ijj Well!

K B Patil

6 years ago

Truly, Mr. Malik is a knowledgeable, conscientious citizen of our country. The facts are chilling. It is clear that all responsible bureaucrats are somnolent if not corrupt. This incident had all the potential of another terrorist incident.

As I was reading this article, I tried to check the DG (Shipping) site. On their egovernance link, at the bottom is this message:
As you are aware that DG Shipping server was down due to some technical snag. Temporarily it has been resumed with backup up to 8-10-2010 (16 hrs.) The remaining data up to 15-Oct-2010 is under process of restoration.Kindly bear with us.

Truly a miserable state of affairs. These people need to be sued for dereliction of duty and for endangering the nation's security.

citizen alert

6 years ago

You have dug out the dirt from the seabed in a very short time. Very informative and can be used as an evidence by police to make a case against the owners of these old tug & ship. However even if you do provide this info to the police, i doubt they will look into it. Nobody in India does or care enough till actual accidents take place. In this case looks like a act of terror been made to look like an accident.

I hope you go to the bottom of this matter and dont move on to the next big story.

REPLY

malq

In Reply to citizen alert 6 years ago

The issue here is more to do with the relevant authorities, DG Shipping in this case, permitting such ancient and over-age vessels into our territorial waters in the first case - and that too with such huge tows behind them. The owners will just take advantage of this literally criminal negligence by our authorities in permitting such rampant misuse, and endangering our coast as well as coastal cities.

Prateek

6 years ago

Beep--Beep--Beep! SYSTEM FAILURE!
Beep--Beep--Beep! SYSTEM FAILURE!
Beep--Beep--Beep! SYSTEM FAILURE!

Stand-by for COMPLETE MELTDOWN!

Initiated by the Baboo-culture of DGS, Indian Coast Guard and the India Navy!!

REPLY

malq

In Reply to Prateek 6 years ago

Thank you for writing in, Prateek, and agreed in toto. Elsewhere in the civilised world, a 36 year old tug which has seen better days would not be allowed within miles of the coast, leave alone with a huge tug in tow. Here in India, it is chalta hai, pass the chai-biskoot . . .

Is ICAI overstepping its jurisdiction in seeking to question SBI?

The Institute of Chartered Accountants of India wants an explanation from the State Bank of India on the huge profit erosion in the March quarter, while it turns a blind eye to complicity of its members in cases of financial indiscipline

"SBI faces queries from the Institute of Chartered Accountants of India", read the headline in a newspaper a couple of days ago. The news report went on to say that "Taking a strong note of the SBI's huge profit erosion for the March quarter, due to a rise in the provisions, the president of the accounting regulator ICAI on Friday said it will ask the country's largest bank to explain the reasons for earmarking the higher provisions for bad loans." Does this make any sense?

ICAI, the Institute of Chartered Accountants of India, which ought to be the regulator for chartered accountants and auditors, has chosen to put its foot in its mouth, and it should explain under which provisions of either the Chartered Accountants Act or the Banking Act it is authorised to raise queries of this nature with any bank in the country, and in this case the largest one at that.

There already exists another regulator, the Reserve Bank of India (RBI), which is empowered under the RBI Act to regulate, direct and question the banking sector in India, as well as the statutory and branch auditors and chartered accountant directors that are appointed on the boards of banks. Additionally, the appointment of the chairman and managing director for public sector banks, as well as the other banks, requires its nod.

Frankly, the ICAI has put its foot in its mouth. It has no jurisdiction over the banks at all. Even morally, it has no business whatsoever to raise questions about the State Bank of India (SBI) and its accounting now, when it has miserably failed in acting in another matter of the Global Trust Bank, where the blacklisted auditor firm, PriceWaterhouseCoopers (PwC), was reinstated on the RBI panel after the deputy governor retired, ostensibly with the ICAI's active connivance. The PwC's partner was the chairman of ICAI's Ethics Committee, now charged in the Satyam fraud!

Bad loans and non-performing assets simply do not occur overnight. They incubate over the years, when all signs of incipient or impending illness are winked at, at all levels. The provisioning is carried out at the highest levels going right up to the board of directors, which includes chartered accountants.

The banking sector has a plethora of checks and balances, like periodical submission of stock and receivable statements, reviews at each renewal, internal inspection and stock audit by chartered accountants, and more. If, after all this, the advance turns bad, it goes to prove that there has been definite failure of monitoring and reporting and that it was winked at, at the top too.

The cash-for-loans scam had the active involvement of a director who was a chartered accountant. The auditors are additionally required to submit a detailed Long Form Audit Report (LFAR), aptly renamed "Lafda Report" in Mumbai lingo. How the loans got past all these scrutinizes, at various stages, over the years, needs to be specifically inquired into. The auditors need to clarify whether they have reported on SBI and ICICI Bank exceeding the lending limits to RIL, BHEL and ONGC.

The ICAI ought to issue notices to its members, chartered accountant bank directors, statutory and branch auditors, inspection and stock auditors, those who prepare project reports and those who arrange loans, each of whom is guilty at some point in time, and not the banks who are answerable to the RBI, their regulator.

It has now been proved by these massive provisions being made recently that banks in India have been hiding huge losses on account of non-performing assets (NPAs) year after year. Why they were not provided for in earlier years needs to be explained also by the earlier auditors, in particular, who are equally guilty of dereliction of duty and passive connivance.

SBI's chairman and managing director Pratip Chaudhuri, Bank of India's Alok Misra, Bank of Baroda's AK Khandewal blowing the whistle has reportedly not been appreciated by the banking regulator. Deputy governor KC Chakrabarty, himself a former chairman and managing director of a public sector bank, has indeed been candid in his observation that financial reporting should not be "as per the minds of bank chairmen, when chairman changes, profits tend to fall. Things should not turn topsy-turvy if bank chairman changes."  That bank auditors are hand in glove with the chairman and managing director is the cause of scams, cash-against-loans, corrupt percentage practices, financial jugglery, political pulls and pressures, as has been the case with the Maharashtra State Cooperative Bank.

While the justice system in the US has been swift, prompt and unsparing, like Arthur Andersen paying for the Enron mess, the auditors Ernst & Young being held more responsible for the collapse of Lehman Brothers than the bank's management, and PwC USA being ordered to pay millions in the Satyam affair, our regulators, whether it is the Securities and Exchange Board of India, the RBI or the ICAI, are still mulling over whether each has a cause for action under the law in the Satyam saga.

By questioning SBI and not the chartered accountants involved, the accounting regulator ICAI has turned itself into a laughing stock.

(Nagesh Kini, formerly a practicing chartered accountant-RBI empanelled bank auditor, is now an activist.)

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COMMENTS

Nagesh KiniFCA

6 years ago

I fully share Mr. Vaidya's experiences with the ICAI. It has ceased to be an effective Regulator but mired in controversies like sexual harassment, vote booth capturing,still failing to initiate effective action on the GTB and Satyam frauds more particularly even after the SEC in the US has levied heavy penalties on PwC.It terminates small town members but the big fish go scot free.
After being a member of longstanding initially in the industry and subsequently in audit practice besides being on the CAG and RBI audit panels, I first surrendered my COP and even after I had paid my membership fees my membership was terminated as I was not a senior citizen on April Fools Day! There was no response to my protest. Not that I care.
Though I cease to get the Journal I still get mail inviting new members for ICAI courses. Speaks of the inefficiency of a setup that preaches controls, checks and balances to the world at large!.

Vaidya

6 years ago

I have very bad experience of ICAI in a very simple matter. I have send some emails to ICAI, about 18 months ago. In spite reminders these are not replied so far. Institute prepared a letter ostinsible on 15th Dec, was never mailed for next 15 days or may be it was dated 15th Dec but not prepared on that date. I had replied the letter and sought some explanation, it is simply ignored so far. I am a Chartered Accountant, not holding a CP presently. But for the shortage of space, I could narrate my experience about the request for change of address, and how ICAI kept sending me the magazine to my address in Singapore for months and months, even after I have discontinued my membership on my own, and how they have taken on record that my membership is suspended for non-payment of fees.

T PARAMASIVAN

6 years ago

ICAI should have questioned the members first who certified the provisions. ICAI has woken up after RBI brought this out in the open. It is a known fact that Banks do resort to this type of DOOR DRESSING every time there is a change of guard.

CA Karan Batra

6 years ago

Nagesh Sir, I read your article and appreciate your views.

I agree that ICAI is going beyond its jurisdiction but this may also help ICAI in framing Accounting Standards for Banking Industry

Ca Nagesh Kini

6 years ago

Nagesh Sir, I read your article and appreciate your views.

I agree that ICAI is going beyond its jurisdiction but this may also help ICAI in framing Accounting Standards for Banking Industry

Why was the MV Wisdom allowed to get so near the Bandra-Worli Sea Link?

Did the container ship being towed to the Alang junk yard have permission to sail so close to the coast and sensitive Bombay High oil installation? Who plotted her course? And how come nobody interrupted her voyage

There is now a new landmark off the coast in Bandra, in suburban Mumbai, that joins another outside the Otters Club there, and the city should consider itself lucky that it did not float onto the signature Bandra-Worli Sea Link. It is the MV Wisdom, a 26-year-old container ship, which in the course of its lifecycle has been blessed with 14 name changes, and nobody knows how many owners.

As a matter of fact, the real beneficiary owner of the ship is still not known, at least not officially. Who the real owners and financiers of this ship are will, ofcourse, be known to all and sundry in the by-lanes and backstreets of Mumbai's Ballard Estate. This is the kind of published information, incidentally, which can cause the untimely demise of journalists; or others too, as we have seen recently again. So we stay out of that aspect, though it is certainly important, especially in this day and age of scams linked to stolen assets, hidden in tax havens, appearing in other industries like international sports events, offshore oil exploration, and telecom. This article tries to answer some of the simpler questions.

The first simple question that arises is, what was this rust-bucket, junk, unseaworthy vessel doing so close to Mumbai in the first place. The next question is, who plotted courses so far inland from what the actual course on a voyage from Colombo to Alang should have been. And, certainly, why was she inland of the oil rigs and security establishments in and around Bombay High? Mariners cannot even begin to think of the damage she would have caused if she had gone adrift near Bombay High.

MV Wisdom started life in faraway Hamburg, back in 1984-85, as the container ship Olandia. She bounced around the world with a variety of names, flags and despondent owners as well as charterers. These names often saw a repeat of the name Olandia, but also included Ocean Spirit, Contship Canada, City of Leeds, Oocl Pudong, Vietnam Star, Moringia, India Star, QC Wisdom and finally, Wisdom. Through all this, she bore a constant IMO (International Maritime Organisation) number - 8417558. As a small container ship, logging around 700 TEU, she would eventually see service as a feeder and an uneconomical one at that. Scrapping, therefore, would be a natural outcome.
 
Rule paramount which is drilled into our heads right in the beginning of our training is: All seaworthy merchant ships have a right of innocent passage through non-inland waters worldwide. However, a ship headed for scrapping, either under her own power or tow, does not come close to land or coast, as far as possible, for multiple reasons. If she does, then she needs to inform the authorities, who will then decide if she is to be provided with what is known as "the right to innocent passage" guaranteed to all seaworthy ships of all nations. Because a ship headed for scrapping is not seaworthy. And if a national authority wishes to, it can certainly deny her the right of innocent passage through her territorial waters, till a point where she has to enter the territorial waters for scrapping, or with precautions to prevent exactly what happened with the Wisdom.
 
In other words, the Wisdom should simply have stayed far away from India's territorial waters, until she was right off Alang, where she was reportedly destined for, and then made an entry in as direct and straight a course as possible. That is what her entry permissions into India should have stated in the first case.

The first convention that the MV Wisdom broke is that her tug and she entered India's territorial waters knowingly, and consciously, despite being very unseaworthy. We need to know and find out if she sought the required permissions to do so, or just barged right in, and then meandered close to Bandra, subsequently. A tug tow breaking in the monsoons, especially when towing an empty unmanned dead ship with high windage, is not something the authorities should have permitted right off Mumbai. One can, therefore, only presume that she was right off our coast, by some reports just four miles off, without any permissions or clearances. It would have to be total deliberate criminal negligence if permissions were given to this movement, in the way described, with just one tug that seemingly gave up after the towing arrangement snapped.

If she was in any other country, the authorities would have insisted that she had backup arrangements, at least two tugs for the tow and a third one on standby, and very regular monitoring of the situation.

Now, a dead ship under tow is not some sort of high-speed boat, it is more like a very slow combo chugging and struggling along at a speed not exceeding 3-4 knots (about 6-8 kmph), at best, if not even slower. In this sort of weather it would have taken more than a few days just to cross Mumbai harbour, assuming she came close to the coast past Goa, and then along the Raigad/Kolaba coast. She would have been picked up on every small and large shore radar screen, every naval and coast-guard ship, every offshore supply vessel on duty in and around the Bombay High platforms, and even the radars on the platforms and rigs. Most of all, despite the heavy seas and monsoons, she would have been visible to the naked eye from more than a dozen light-houses along the coast, including assorted naval batteries.
 
In addition, every other ship underway in and around the area would have picked her up on their radar screens, and stayed miles away. Any ship at anchor that this combo came within miles of would either raise anchor and flee, or raise a strong protest on the radio to the tug as well as the port authorities. As seafarers, we know how unpredictable and dangerous such derelicts under tow can be, and it is just not worth it being anywhere near them. Anywhere would mean that if I was on another ship, I would keep a very safe distance, which means steer at least five miles clear distance away, regardless, even more if I was a tanker or other kind of big ship.

Every one of them would have seen a double-blip on their screens. Any one of them could have challenged the tug-ship tow on simple VHF radio, and asked them to move further from shore, as well as establish identity. Every one of them could have filed a report with the many radio and marine stations all along the coast, of a tug and tow operating too close to the coast and representing a possible hazard. It is likely that some did, but whether they did or not is unknown; and even if they did, what happened next would be unknown. Something similar happens when un-roadworthy trucks are winked past on our roads, to give you an idea of what really may have happened, since there is no other logical reason why nobody seems to be aware of what was happening till this 13,000 tonner landed up aiming for the Bandra-Worli Sea Link.

The grapevine is, with hindsight, that this was a deliberate attempt to push a ship on to the Sea Link. Grapevine is seldom reliable and it does seem far-fetched, but it is an angle that will need to be investigated. If those who are investigating can find the real owners, that is.
 
The bigger issue, however, is that the Indian coast is rapidly becoming a dump yard for the junks and overage ships. And the Wisdom is just another example of this malaise; the solution to which has been debated and written about repeatedly, but never implemented, for a variety of reasons.

For all the coastline we have, our authorities have simply been unable to put up a simple Vessel Tracking System (VTS) along the coast, and appear to be nowhere near to doing so either. The bigger issue that the Wisdom brings out with shocking precision is simply that despite all the fuss after the 26/11 attacks by boat from Karachi, our coastline is as open as it was. Never mind small fishing boats, huge ships like the Wisdom can sail through, without being stopped or challenged. Think about it.
 
And if you challenge this too much, then you are in danger of meeting the same fate as other journalists who dig too deep, into matters pertaining to anything which might upset the status quo, of what really happens in offshore India. Or, being called "anti-national", as this writer has been, lately.

(Veeresh Malik is a qualified mariner and writer. He is also consulting editor with "Sailor Today".)

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COMMENTS

RamSChandran

6 years ago

It has been more than two weeks that MV Wisdom is stuck in Juhu beach,Mumbai.Navy tried twixce or thrice to pull her out with out any success.Later on,no news at all.I am afraid that it will become a permanent tourist attraction of Juhu beach,like MV River Princess stuck in the sands of Goa sine the year 2000.
Though many readers replied to my views expressed about a week back,none of the authoraties concerned even venture to address the issue.This ship being towed from Srilanka should have taken international sea route ( 50 miles away from the coast) till Alang ship yard is in the vicinity when a pilot boat will guide her in to the yard.This is the normal Internatinal rule.Does the GOI have any "prevention of coastal diaster plans" at all ?
THOGH PREVENTION IS BETTER THAN CURE, ANY ACTION TAKEN (EVEN NOW) IS BETTER LATE THAN NEVER.

awasthi

6 years ago

among the loads of articles written on mv wisdom, this is really informative and analysis the situation - factually & logically.

someone should dig deep, as fear of not digging deprives information.

kapil seth

6 years ago

DEAR ALL,
I AM SHIPPY, AFTER READING YOUR FACTS ABOUT SEQUENCE OF GROUNDING OF M/V WISDOM, STILL WHAT THE QUESTIONS WHICH ARE NOT CLEAR ARE: IF THE SHIP WAS MANNED OR NOT. AND IF IT WAS MANNED - WHY THE ANCHORS WERE NOT USED AT FIRST INSTANCE ON APPROACHING COAST? THIS SHOWS THE DUE NEGLIGENCE OF THE VESSEL'S COMMAND AND IT CREW.
HOPE THIS WILL TEACH SOME LESSON TO OTHER SEAFARERS ON COASTAL VOYAGES, IN EMERGENCY PREPAREDNESS.

Ram S Chandran

6 years ago

I am a shippy.I am really shocked to know that how could a scrapped ship come so close to Mumbai.As said by the writer atleast three tug boats should have been deployed to move the ship.It is really providential that no catastophe took place in Mumbai.It is dreadful even to think about what would have happened if the ship had collided with the sea link bridge in Bandra.Navy should have been entrusted with the task of moving the ship away from Indian shores much before any calamity should take place.The owners should be fined severely so that such incidents will not be repeated in the future.Maybe the authorities concerned will be prompted to take action ONLY after serious accident takes place.Instead of brushing and provoking PNS Babar,engaged in rescuing the MV Suez from the pirates,INS Godavari or other naval ships should have been used here in Mumbai to pull out this MV Wisdom from juhu beach and pushed away outside the Indian territorial waters.I am surprised that nobody monitors Indian shores.No wonder Ajmal Kasab and his terrorists could easily enter Mumbai.This matter should alert the coast guards,Navy et al as a wake up call and protect the Indian waters.

REPLY

malq

In Reply to Ram S Chandran 6 years ago

Dear Ram - thanks for writing in. Let us be frank - all this would need is a Notice to Mariners by DGS instructing all ships entering territorial waters to abide by certain regulations pertaining to safe navigation with special emphasis on anything other than non-overage non-hampered vessels - incuding tug-tow, VLCC/ULCC and the rest of it - especially when more and more are coming close to the Coast for anti-piracy as well as mobile phone connectivity reasons.

Virendra

6 years ago

So many "establishments" but effectiveness is dismal.

After all,it is the common public which rightly looks concerned and deserves a transparent picture and accountability of responsibility.Politicians and other similar authorities in this country are adrift for many years and will not do anything pro-active.

It is an extremely serious matter.

It is real and not a movie.

Thanks Veeresh Malik for passing the information.

REPLY

malq

In Reply to Virendra 6 years ago

The deep and dark connection between such episodes involving ships whose owners remain unknown behind layers and layers of tax havens is directly aided and abetted by a lax administration. Please understand the deeper problems involved - on which I shall be writing some more.

concerned

6 years ago

It is kind of scary. Such a big ship coming almost to our shores and none of our so called "establishments" had any clue about it? We thought we had become concious and brought in awareness after 26/11 but it looks like anybody can come to our shores without checks - be it a small fishing vessel or a huge vessel such as the MV Wisdom. God help us, help our country.

Advocate Ramkrishna M Kaoshik

6 years ago

Thank the mariner in Veeresh for the thought provoking report.
If such a huge vessel can get so close to Mumbai's coast line, where is Mumbai's marine security Excellent article which exposes the casual attitude of all govt depts.

REPLY

malq

In Reply to Advocate Ramkrishna M Kaoshik 6 years ago

Thank you for writing in, Mr. Ramkrishna, and some of the inputs I have received speak about a possible conspiracy and more - to sort of "test" the responses of the authorities. Please also read the 2nd part, up and running/

Prateek

6 years ago

The back-story, which gets revealed after reading these reader-comments, is really stunning! Is Indian Govt. so STUPID that this could happen in this Maritime Nation?? After the Mumbai Attacks of Nov 2008. Oh, all that seems so long ago!! The drama never stops....

Engineer at Work

6 years ago

Excellent article which exposes the casual attitude of all govt depts.

A similar ship stands off Goa coast for last 12 years. We know its owner well, still no action taken. Infact Goa Govt will spend tax payers money in removing the ship for the owner.

The latest tourist magnet of mumbai will be MV Wisdom. Govt of this Maha State should declare it a national asset & start collecting fees from tourist who come to see it.

I don't see any "Wisdom" been used by our netas & govt depts in removing MV Wisdom.

REPLY

malq

In Reply to Engineer at Work 6 years ago

Than you for writing in. In this case, wrt the mv WISDOM, as per information flowing in, the game appears to be deeper. It is almost as though somebody sat and calculated tide, current, wind and all other factors, and then let loose this ship so that she could do maximum damage. Or this was a dry run to see what the authorities would do - which appears to be, as of now, nothing. Maybe they were going to use boathooks and old tyres to push it off the SeaLink bridge, or shoot at it with 303 rifles, we will never know.

Enginner At Work

In Reply to malq 6 years ago

Having worked on Bandra worli sealink as a enginner and seen many barges breakoff from tugs during construction. I must say its a major plan to destory the sealink. We need to dig deeper and expose the name of the owner. I have already forwarded your article to as many people as possible.

Java

6 years ago

What a convenient way for terrorists to deliver a dirty bomb! India seems to have pledged itself to stupidity.
PS has someone from the CG or IN bothered to examine the vessel closely from inside and taken action to get rid of it?

REPLY

malQ

In Reply to Java 6 years ago

Very valid points and questions, java, and shall be addressed in the follow-up article. Some very surprising information coming my way on this episode, still need to re-verify parts of it, though it has been established that some elements within the authorities knew about a potential situation developing as early as the 10th/11th of June 2011 - at a point when enough other salvage as well as rescue tugs could have been sent to secure and tow the ship off into the deeper waters of the high seas, where she could simply have been used as target practice by the Indian Navy, and sunk - since the owners had technically abandoned the ship, per international laws and conventions.

nagesh kini

6 years ago

Thank the mariner in Veeresh for the thought provoking report.
If such a huge vessel can get so close to Mumbai's coast line, where is Mumbai's marine security - the Coast Guard and coastal police post 26/11?
What were they doing when it entered Mumbai waters? After all it was not a small craft used by the terrorists!

REPLY

malq

In Reply to nagesh kini 6 years ago

Thank you for writing in, Nagesh.

The more one hears about this incident, the more one is certain that there was some sort of conspiracy, way beyond an accident. The simple fact that no attempt was made even to drop the anchor at any stage is in itself suspicious.

Deepak Khemani

6 years ago

This article sure raises a lot of questions and as the author himself says
"you are in danger of meeting the same fate as other journalists who dig too deep, into matters pertaining to anything which might upset the status quo".
There will be no answers forthcoming with everyone pushing the responsibility on some other department and the real reason as to how this ship landed up at Juhu Beach will never be known

REPLY

malq

In Reply to Deepak Khemani 6 years ago

Thank you for writing in, Deepak, but we do hope that something will come out and happen with the present attempts to make some headway with transparency in governance.

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