Videsh
Sanchar Nigam Ltd. Vs. M.V. Kapitan Kud & Ors [1995] INSC 661 (10 November 1995)
Ramaswamy,
K. Ramaswamy, K. Kirpal B.N. (J) K. Ramaswamy. J.
CITATION:
1996 AIR 516 1996 SCC (7) 127 JT 1995 (8) 166 1995 SCALE (6)339
ACT:
HEAD NOTE:
Leave
granted.
This
appeal by special leave arises from the order dated October 13, 1995 passed by the Division Bench of the Bombay High Court in
Appeal No.727 of 1995 in Notice of Motion in Admiralty Suit No. 46 of 1995. By
the impugned order, the Division Bench modified the order of the learned single
judge and directed release of commercial ship M/s. M.V. Kapita Kud. The facts
not in dispute are that on July 21, 1995 at around 6.00 a.m. the International
Cable which extends on sea-route from Singapore to France having branches at
Bombay, experienced a break and the fault was got identified by the
appellant-plaintiff at a distance of about 18.3 kms. from its office at Prabhadevi
in Greater Bombay whereat its cable station is situated. According to the
appellant, due to break of the cable, overseas telecommunication was disrupted.
They requisitioned the services of Coast Guard authorities to identify whether
any ship had anchored in the vicinity of the break-point. The appellant in that
behalf wrote a letter to the Coast Guard authorities on July 21, 1995 itself and requested "to
survey the area and identify if any vessel has anchored there". The
co-ordinates of the break point were indicated as 18 deg. 59.4'N and 72 deg
41.0'E. On July 22,
1995, Deputy
Commandant of the Coast Guard Region [West] had stated thus:
"A
helicopter reported that a vessel named "Kapita Kud" registered ODESSA was found anchored in position 310
PRONGS - 0.9 miles, in 18 deg 58.5'North and 72 deg 40.7' East".
The
repairing vessel which repaired the faulted cable found thus: "Cable fault
caused by Shift anchor". The Coast Guard further found that no other
vessel was found in the vicinity. It contacted the vessel on radio and
confirmed the position/mark co-ordinates as determined by the helicopter from
the vessel itself. On July
29, 1995, the
appellant laid the Admiralty Suit No. 46 of 1995 against the respondent- vessel
claiming damages of about Rs.28 crores the break-up whereof has been stated in Exh.
`C' of the plaint reproduced at page 94 of Additional Documents filed as Volume
I at the exchange rate of Rs.32 per US Dollar. The appellants had taken Notice
of Motion for arrest of the vessel by order dated July 29, 1995, the vessel was arrested and detained by the sheriff of Bombay. It is also not in dispute that the
Captain of the vessel had not made any contact with the appellants for more
than one month and for the first time on September 1, 1995 the vessel made an application for
its release from arrest by way of Notice of Motion. The learned Trial judge
having Admiralty jurisdiction dismissed the Motion and released the vessel.
Section
140 of Civil Procedure Code 1908, [for short, `the Code'] provides that in any
Admiralty or Vice-Admiralty cause of salvage.... the court, whether it be
exercising its original or its appellate jurisdiction may, in its jurisdiction
on request by either party summon to its assistance tow competent assessors in
the manner stated thereunder and such assessors shall attend and assist the
court accordingly. The Government of India exercising its power under section 9
[1] of Merchant Shipping Act, 1958 [44 of 1958] has notified the officers
specified in the Schedule, to be assessors for the purposes of the said Act.
For
the Port of Bombay, the officers are Nautical Surveyor, Engineer and Ship
Surveyor and Ship Surveyor attached to the Mercantile Marine Department, Bombay
District or to the Directorate General of shipping, Bombay. The Division Bench by its order
dated September 26,
1995 directed the
assessors to give their estimate of the anchoring position and probable
involvement of the first-respondent in the breakage of the cable and gave five direction
in that behalf. When the notice was issued, though initially the Captain of the
vessel and first respondent responded, later they declined to participate in
the proceedings before the assessors. On the basis of the material available
and the affidavit filed by the Captain of the vessel, the assessors accepting
the statement of the Captain, opined that the distance between the position of
3rd July and 29th July approximately was 7.50 nautical miles. The reason for
the shifting was strong winds then blowing from Southward. The vessel anchored
was not able to hold the ship in her position and the vessel was either continuously
or intermittently drifting in northerly direction. The vessel should have
dropped anchor in the designated anchorage which was about 5 miles clear and
northward from the subject communication cable. The possibility of the vessel
having shifted her position after mishap completely could not be ruled out.
Merchant vessels do not customarily anchor in the vicinity of the prohibited
positions. Coast Guard authorities were not able to locate any other vessel
within 3 nautical miles of the respondent- vessel. They concluded that
"based on the foregoing it is quite clear that the subject cable has been
damaged by the anchor of an ocean going ship. The probability of that ocean
going vessel being the 1st Respondent vessel, as stated above, is very high".
When the
correctness of the report was disputed the Division Bench appointed two
Commissioners who were nautical advisors, one in service and the other having
retired from Government of India service. In this behalf, one circumstance that
becomes relevant to notice and could not be disputed is that after appointment
of the Commissioners the proceedings of the Commissioners do indicate that
neither the advocate nor the solicitors were present at the time of inspection
of the vessel. It would be relevant to note that when the report of the
surveyors was submitted and when two Commissioners were appointed to assess the
anchoring position and probable involvement of the respondent-vessel, it would
be highly unlikely that the counsel or the solicitors of the appellant would
abstain from participating in the proceedings before the Commissioners. On the
other hand, having had the copy of the report of the surveyors, it would be,
likely and highly probable in ordinary human conduct that they would present
and press their case before the Commissioners. The case set up by the appellant
is that when they went into the vessels, both, the advocate and the solicitor
were wrongfully confined in the cabin of the vessel and they were thereby
prevented to participate in the inspection and the report of the Commissioners
was one-sided. It would appear to be probable though the objection came to be
sent by Fax belatedly. The delay by itself is not material in view of the
highly probable circumstance referred to earlier. The Commissioners' report is
in favour of the vessel.
The
Division Bench after considering the material held that "it cannot be said
that the claim of the appellant/original plaintiff is vexatious. It cannot be
said that the matter does not warrant and trial." The Division Bench was
not inclined to draw any adverse inference for the inordinate delay of more
than a month in providing access to the log book of the ship etc.
The
crucial question is whether the appellant has made out prima facie case. Rules
on Admiralty Jurisdiction in Part III were framed by Bombay High Court to
regulate the procedure and practice thereof on the original side of the Bombay
High Court. Equally, Original Side Rule 941 is relevant in this regard which
provides that party applying under this rule in a suit in rem for arrest of the
property shall given an undertaking in writing or through advocate to pay such
sum by way of damages as the court may award as compensation in the event of a
party affected sustaining prejudice by such order.
In mahadeo
Savlaram Shelke & Ors. v. Pune Municipal Corporation & Anr. [ (1995) 3
SCC 33], even in case of civil court, exercising its power under order 39 Rule
1, this Court held that while granting interim injunction, the Civil Court or
Appellate Court is enjoined to impose as a condition that in the event of the
plaintiff failing to prove the case set up and if damages are caused to the
defendant due to the injunction granted by the court, the court would first
ascertain whether the plaintiff would adequately be compensated by damages if
injunction is not granted. Equally the court should also impose condition for
payment of damages caused to the defendant in the same proceeding without
relegating the parties for a separate suit. The plaintiff should give such an undertaking
as a part of the order itself. Rule 954 of Admiralty Rules provides that
subject to the provisions of Rule 952 [caveat property not to be released
unless notice is given to the caveator], property arrested under a warrant may
be ordered to be released –
[i] at
the request of the plaintiff, before an appearance in person or a vakalatnama
is filed by the defendant; or
[ii] on
the defendant paying into Court the amount claimed in the suit; or
[iii] on
the defendant giving such security for the amount claimed in the suit as the
Court may direct; or
[iv] on
any other ground that the Court may deem just.
Thus a
ship arrested under warrant maybe released on fulfilment of any of the
conditions mentioned hereinbefore. This could be done on the plaintiff showing
prima facie best case.
Halsbury's
Laws of England, Volume I [I], Fourth Edition at page 436 on Admiralty
jurisdiction, Para 386 states that "the usual step following an
acknowledgement of service in an action in rem is for the owner of the property
arrested to procure its release by giving security for the plaintiff's claim.
This may be done either by paying the amount of the plaintiff's claim into
court, or by providing bail in a sufficient amount, or by furnishing a
guarantee acceptable to the plaintiff. The third method is nowadays the most
common in practice. Para 389 provides that "amount should be sufficient to
cover the plaintiff's claim, together with interest and costs on the basis of
his reasonably arguable best case." The question, therefor, is whether the
appellant has reasonably arguable best case in an admiralty action. As stated
earlier, the damage to the International Cable of the appellant is not in
dispute. The report of the Cable repairing ship shows that damage was done due
to anchoring.
The
report of the survey conducted by helicopter which had flown over the vessel
immediately after the notice of breakage of the cable found the vessel in the
vicinity. It found no other vessel in the vicinity. The question is whether the
vessel was anchored in the prohibited area. The map showing that inner approach
to Bombay Port depths in meters would indicate the designated anchorage
area. The survey conducted by the helicopter shows that cable break had
occurred three nautical miles of the respondent-vessel.
The
bottle-green color marked in the map is the area surveyed by the helicopter.
The survey conducted by the helicopter is contemporaneous to the proximately to
the date of occurrence. It is seen that as for the plan, the original position
of anchoring on July 3,
1995 at 1850 hours was
at point 1. Immediately thereafter at 1230 hours the vessel had anchored at
point 2. It had moved to point 3 by 1030 hours on July 6, 1995. It moved towards point 4 on 12th July, 1995. Thereafter, it was found at point 5 between 13th and 29th July, 1995. The crucial disputed area is at
point 6 where the vessel was alleged to have been anchored.
According
to the appellant-plaintiff, she was anchored at point 6 on July 21, 1995 as per as report of the helicopter
of the Coast Guard authorities. The cable was found damaged in the early hours
of the said day. It is seen that till September 1, 1995 the Captain of the vessel had not
given access to the log book etc and other relevant record maintained by the
vessel. The surveyors have stated that it was not in dispute that during the mansoon
season in July the blow of strong winds is very high in the West Coast. The
report of the repairing ship shows that damage to the cable was done due to
anchoring of a commercial vessel.
The
question, therefore, is whether the respondent- vessel was one probably
involved in causing the damage to the cable. It is true as contended by Shri Harish
N. Salve, learned senior advocate that the Commissioners appointed by the
Division Bench are advisors of nautical matters but prima facie the credibility
of the report lost its efficacy when the advocate and the solicitor were not
permitted to be present at the time of the inspection. According to the
appellant they were wrongfully confined in the cabin of the ship. Therefore,
much of the stream of the report lost its vitality. We have the report of the
surveyors, the Government officials appointed by the Government of India by
statutory notification. They are enjoined to assit the court under Section 140
of C.P.C. They have given reasons in their report to which we have been taken
through. Prima facie we are satisfied that the reasons given by them cannot be
said to be partial or one-sided. They have stated at more than one place that
they had no access to the log book and other records since they were not placed
before them. They relied on the affidavit filed by the Captain of the ship.
They also relied on the helicopter's report, Coast Guard authorities' report
and also repairing vessel's report. The respondent- vessel was the one highly
probable for the breakage of the cable. They also opined that no other vessel
was found in the vicinity of the helicopter.
In
M.V. Elisabeth & Ors. etc. v. Harwan Investment & Trading Pvt. Ltd., Goa [(1993) Supp. 2 SCC 433] this Court held thus:
"Maritime
law is as much a part of the general legal system as any other branch of the
law. It is within the competence of the appropriate India Courts to deal, in
accordance with the general principles of maritime law and the applicable
provisions of statutory law, with all persons and things found within their
jurisdiction. The power of the court is plenary and unlimited unless it is
expressly or by necessary implication curtailed. Absent such curtailment of jurisdiction,
all remedies which are available to the courts to administer justice are
available to a claimant against a foreign ship and its owner found within the
jurisdiction of the High Court concerned. This power of the court to render
justice must necessarily include the power to make interlocutory orders for
arrest and attachment before judgment. Power to enforce claims against foreign
ships is an essential attribute of admiralty jurisdiction and it is assumed
over such ships while they are within the jurisdiction of the High Court by
arresting and detaining them.
This
jurisdiction can be assumed by the High Court concerned, whether or not the
defendant resides or carries on business, or the cause of action arose wholly
or in part, within the local limits of its jurisdiction. Once a foreign ship is
arrested within the local limits of the jurisdiction of the High Court, and the
owner of the ship has entered appearance and furnished security to the
satisfaction of the High Court for the release of the ship, the proceedings
continue as a personal action." In The Asiatic Steam Navigation Co. Ltd.
vs. Sub-Lt. Arabinda Chakravarti [(1959) Supp. 1 SCR 979] this Court held that
the function of the nautical assessors is to advise the court upon nautical
matters. Their advise is admissible in admiralty courts on all issues of facts
about the seamanship. The decision, however, rests entirely with the courts
even on purely nautical matters. The Court is not bound to follow the advice of
the assessors but on questions of nautical science and skill greater attention
must obviously be paid to the opinion of the assessors since they are the only
source of information on those points and some reason should be given for
disregarding them.
In
Schwarz & Co. [Grain] Ltd. v. St. Elefterio EX Arion
[Owners]. [(1957) Probate Division 179], Willmer, J.
considering
the scope of prima facie case held at page 185 that "it has not been
suggested that the proceedings are frivolous or vexatious, so as to call for
the exercise of the court's inherent jurisdiction to halt such proceedings in limine.
The defendants argument is founded on the proposition that section 3 [4] of the
Act of 1956 introduced a new restriction on the right to proceed in rem and
that a plaintiff cannot arrest a ship under that subsection unless he can prove
- and prove at the outset - that he has a cause of action sustainable in law. In
my judgment that proposition rests upon a misconception of the purpose and
meaning of section 3 [4]". It was held that the scope of the Act was to
enlarge the jurisdiction of admiralty court but not to restrict its
jurisdiction. At page 187 it was held that "it is possible [these things
have been known to happen] that a higher court might take a different view; but
in the meantime the shop, which is a foreign ship, has been freed from arrest,
has gone, and may never return to this country. It might be that in those
circumstances the plaintiffs would have lost their right for ever to entertain
proceedings in rem in this country. The remedy for the defendants is to release
their ship is to be put in appeal.
The
action will then by tried at the appropriate time when all the facts have been
ascertained due consideration will be given to the arguments at law which the
defendants desire to advance. Accordingly the motion for release of the ship
was dismissed.
In The
Moschanthy [(1971) 1 Lloyd's Law Reports 37 at 42] where the question was
whether the admiralty action was vexatious, following the ratio of Willmer, J.
in St. Elefterio [supra] it was held that action could not be successful. It
was held that courts should only stay the action on the ground when the
hopelessness of the plaintiff's claim is beyond doubt. If it is not beyond
doubt but on the contrary the plaintiff has arguable, even though difficult,
case even in law the action would be allowed to proceed to trial. The
application for stay was accordingly rejected.
The
admiralty action is an action in rem. The Division Bench found that the claim
was not vexatious but is triable.
There
is strong evidence to show that at the relevant time the respondent-vessel was
within the vicinity of the damaged cable. The Division Bench declined to
interfere on the ground that the Captain of the vessel filed an undertaking
that the vessel belonged to the Black Sea Shipping Company which is wholly
owned by the Ukrainian Government. The undertaking given by the Captain of the
vessel that in the event of the suit being decreed they would honour the
decree, was accepted by the Court and it directed the release of the vessel. We
think that neither the approach of the Division Bench of the High Court nor the
finding of the learned Trial Judge on the admiralty jurisdiction that no prima
facie case is made out, is right. It is seen that there is strong triable case
for the reasons stated earlier.
The
ship is a foreign ship and if it leaves the shores of Indian territorial waters
it is difficult to get hold of it and it may not return to the jurisdiction of
Indian courts.
The
claim thereby, even if sucessful, would remain unexecutable or land in trouble
in private international law in its enforcement. Under these circumstances, we
are of the firm opinion that the vessel may be released on the certain
conditions, viz., [i] the respondent shall deposit a sum of Rs.10 crores; [ii]
the Ukrainian Government shall give an undertaking through its accredited
authority, more particularly may be its Ambassador attached to its Embassy in
India in writing duly undertaking that in the event of the suit being decreed
they would comply with the decree without reference to the execution; [iv] the
undertaking should be for balance amount of Rs.18 crores and towards costs and
other expenses roughly put at Rs.25 crores. It would be open to them to comply
with these directions at any time. We are not fixing any time limit because it
would be open to them to comply with it at any time and until then the ship
shall remain arrested and shall not leave the shores of the Indian territorial
waters. On deposit of Rs.10 crores and on furnishing of undertakings to the
satisfaction of the Division Bench of the High Court, as stated above, the High
Court would give appropriate direction for releasing the vessel in accordance
with law.
Accordingly,
the appeal is allowed. The notice of motion is made absolute subject to the
above conditions. In the circumstances, the parties are directed to bear their
own costs.
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