BHUBANESWAR | Monday, November 2, 2009 | Email | Print | 
Intellectual corruption led to tragedy
Anchal Das
The sinking of Mongolian ship Black Rose in the Bay of Bengal at the anchorage area of Paradip Port on September 9 could have been avoided, if little consideration would have been given to refrain from intellectual corruption. This has given the Paradip Port Trust (PPT) and Odisha not only a very bad name in the international scenario, but also huge loss in terms of crores of rupees of the PPT exchequer. In such a situation, intellectual corruption, making huge financial loss and posing threat to people and environment, is not only a serious crime but also a national offence.
It is learnt that a circular made by the PPT chairman states that none of the ships can take cargo from more than two agents or suppliers. Earlier, there were provisions to take cargo from any number of agents or suppliers. What is the reason behind bringing out such a circular when this work is supposed to be done by the PPT Traffic Manager? This is the first intellectual corruption.
It is said that whatever little cargo (iron ore) was loaded in the ship, more muddy water was loaded along with it, which made the ship tilt in the anchorage area and lose its balance. The approximate quantity of fine ore which was going to China was around 24,000 MT. The owner of the ship is C Kok of Singapore, and it was chartered by Pacamer Marine Ltd. The Indian agent is Seatrans Company. Here, the question arises: how this muddy water was loaded in the vessel? The shippers/shipping agents are provided by PPT with developed plots and adequate drainage facilities, for which high charges in terms of crores of rupees are taken by the PPT from the agents/company. Despite this, how muddy water got stagnated inside the plot area is a question in everyone's mind. Was not it the responsibility of the PPT to evacuate the rain water? This is the second intellectual corruption.
It is not convincing, but for argument sake it is agreed for the time being that the cargo was mixed with water in the stacking plot itself. The modus operandi is that the cargo is to be shifted through dumpers from plot to the allotted berth. During loading to the dumper at the plot, most of the water would have flown out due to its natural flow. During carrying to the berth nearly half kilometre from the plot, rest of the water would have pressed out naturally from the dumper itself. The question arises how the muddy water went into the ship. Exploring the probability, it is only possible when the berth in question is full of stagnated rainwater. The agents/shippers/company had no choice other than to dump on the submerged berth. It is seen that the allotted multipurpose berth is stagnated with rainwater. So during loading to the ship, maximum of muddy water was loaded along with the cargo. Now, the question arises who is responsible to evacuate the stagnated muddy water from the berth? From reliable sources it is understood that tender had been floated three to four times to raise the aforesaid berth to avoid stagnation of water. But every time on the last and final stage, the chairman ordered to reject the tender even though it was recommended by the tender committee to accept it. This is the third intellectual corruption.
There is also a service gallery provided in every berth at certain intervals. These galleries function for release of rainwater to the sea. Now, it is understood that these galleries too were filled up with spillage cargoes and became defunct. The PPT chairman did not allow cleaning of these galleries. He cancelled the tenders for one reason or the other, best known to him. This is the fourth intellectual corruption.
The cargoes are loaded to the ships with close supervision of the traffic department, marine department, management committee and excise department. The cargo loaded in a ship is to be levelled and quality has to be checked before it leaves the berth. The earlier practice of levelling work has been withdrawn by the chairman and the ship had to be cast off without levelling. These officers are under the threat of the chairman's circular. What is the reason behind the chairman's creating of such type of fear psychosis among the officers is best known to him. He is charge-sheeting the officers even for coughing and sneezing. There have been 511 court cases since he took charge. If it is not to be exaggerated, if we sum up the total court cases of all major ports, it will not cross 511. The power of plot allotment to the company/shippers/agents has also been snatched away from the traffic manager and controlled by him. The shippers/agents are being provided only 2,000-3,000 sqm of area to stack their cargoes. These small-sized plots of two agents cannot cater to the demand of even one ship. The chairman has made a circular not to allow more than two companies/agents to give load to the ships. Why such type of constraint? Who has benefited from such a draconian orders? This is the fifth intellectual corruption.
The half-loaded ship was cast off and dragged out in a dangerous condition and left inside the sea at the anchorage area, where there was maximum soling and drifting of water. During anchoring, the ship got tilted due to uneven loading and muddy water. Usually the ship can withstand up to the extent of 45 degrees side-rolling and front-pitching. Imagine in what condition the ship has been cast off from the berth! When the ship is tilted to six degrees in a rolling condition and not able to regain its original alignment position, the crews on the ship ascertain that the cargo has gone to one side and not regaining its original position. The matter was informed to PPT deputy conservator for help, but he did not take any action instantly. The tilt increased and crossed its limit. Only after that, the crews sent SOS to the deputy conservator. But he had to take the permission of the chairman, who was out at that time. Searching him out and getting his permission took more than an hour. Meanwhile, five to six help calls were received from the sinking ship. After getting verbal permission, the deputy conservator sent a survey launch headed by the harbour master to the spot. The launch went there and saw that the ship was about to sink. He came back and informed the deputy conservator. This process went on for more than an hour. Then, the deputy conservator sent four tug boats to the spot. But before they reached the spot, the ship sunk. This is the sixth intellectual corruption.
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