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When Anil, a fisherman from Haripad, set out to sea last week, he returned not with a catch, but with fishing nets torn to shred, worth around Rs 4 lakh. The damage was caused by submerged containers from the MSC Elsa 3, a cargo ship that had capsized off the coast of Kochi on May 25.
The MSC Elsa 3 incident, combined with relentless pre-monsoon rains, has added to the growing challenges facing Kerala’s coastal fishing communities. Already struggling with an unstable seafood market, they are now staring at another serious setback.
Each coastal fishing community relies on traditional knowledge of the sea — where fish tend to gather, and which areas should be avoided to prevent net damage. Reefs, for instance, are usually avoided to protect expensive nets. But the sunken MSC containers have disrupted these patterns. Nets worth Rs 35-40 lakh have already been damaged after getting caught in the underwater wreckage. Fisherfolk now speak of these obstacles as “container reefs,” and say it may take years to adjust to their presence.
Speaking to TNM, Jackson Pollayil, state president of the Kerala Swathanthra Matsya Thozhilali Federation (KSMTF), said that fishing nets of boats from the Thottappally and Alappuzha regions had suffered extensive damage.
“Repairing these nets costs thousands of rupees and several days of work,” he said. “The Coast Guard must take immediate action to recover these containers. Otherwise, the entire marine ecology of the region may be altered.”
He also criticised the authorities for their slow response, saying that containers washing ashore had already polluted the beaches.
Usually, fishermen depend on GPS equipment provided by the Fisheries Department to avoid hazards like rocks and sunken boats. But after the MSC Elsa 3 capsized, even these tools are proving unreliable. Several containers from the vessel continue to shift across the seafloor.
Anil, who fishes near the area where the containers went down, said that at least eight boats had already suffered heavy losses. Traditional boats that use manual, non-motorised nets are reportedly the most affected.
“We are currently trying to manage by sharing approximate container locations in our community groups,” Anil said. “But this information is insufficient, as the containers keep shifting. The only real solution is the recovery of all sunken and floating containers. We are expecting long-term impacts from this.”
To make matters worse, insurance doesn’t cover net damage, closing off one potential avenue of compensation. “Earlier, the government used to announce relief for net damage caused by artificial reefs,” Anil added. “Even that isn’t usually enough. But this time, we haven’t received anything at all. We usually fish within a 10 km radius from the shore. After the MSC incident, we are unable to catch anything even at 14 km.”
On top of everything else, rumours of toxic contamination in marine life following the MSC Elsa 3 incident have triggered a steep price drop in the seafood market. The impact of this misinformation has deepened the sense of frustration and helplessness.
A second disaster at sea
On June 9, another maritime crisis unfolded. About 44 nautical miles off Azhikkal beach, a Singapore-flagged container ship, the Wan Hai 503, caught fire after an internal explosion. It was on its way from Colombo to Mumbai and was carrying dangerous chemicals: 15.2 tonnes of lithium batteries, 90.2 tonnes of flammable resin, and benzophenone — a chemical known to harm phytoplankton, which forms the base of the ocean food chain.
In the earlier MSC Elsa 3 incident, plastic pellets had washed up along Kerala’s shores, getting tangled in nets and raising ecological concerns. “We can clean beaches with effort,” said AJ Vijayakumar, a marine life activist. “But large amounts of plastic have entered the breakwaters near the Vizhinjam International Seaport. Those can’t be removed.” He warned that microplastic ingestion by small fish could disrupt the entire marine food web.
So far, officials from the Central Marine Fisheries Research Institute (CMFRI) and marine biologists say no major damage to marine life has been observed. But for fishers living through the consequences, these official reports feel disconnected from reality.
Affected boat owners and workers have submitted complaints to the Fisheries and Revenue Departments, demanding compensation and long-term solutions. “The complaints are just the first step,” KSMTF officials told TNM. “We have initiated the process to file a case in the High Court.”
Coastal residents have also raised concerns about the future of oil sardines, a major source of income. These surface-dwelling, migratory fish are ecologically sensitive, and have previously been driven away from the coast during similar calamities.
Government response under fire
The Kerala government has been criticised for responding too slowly to the MSC disaster. Only after public protests and legal advice from the Advocate General did the government consider legal action. On June 11, CPI(M) Ambalappuzha area secretary C Shamji formally lodged a complaint via email. With the Nilambur bye-election around the corner, the Opposition has alleged that political pressure played a role in the government’s change in stance.
Charles George, president of the Trade Union Centre of India (TUCI), said the state must push harder for compensation. “There are international conventions that mandate compensation for such incidents,” he said.
One such agreement is the IMO (International Maritime Organisation)’s Hazardous and Noxious Substances (HNS) Convention of 2010. It provides a two-tier compensation system for ship accidents involving dangerous goods. Although it isn’t yet in effect, it would have applied in this case. Since MSC Elsa 3 didn’t carry oil, existing oil spill compensation laws don’t apply.
On June 13, the Kerala High Court directed both the Union and state governments to take steps to secure compensation for the potential marine damage caused by the incidents. The authorities concerned are entitled to claim compensation for the environmental damage and the economic losses incurred.
Leaders from fishing communities hope that whatever compensation the government receives would translate into tangible relief for those affected.
Ongoing environmental monitoring
Following the Wan Hai fire, CMFRI began collecting water and marine life samples across the coast — from Kannur to Thiruvananthapuram. The northern stretch has already been analysed; the southern part is under review at CMFRI’s Kochi office.
CMFRI official Anulakshmi reported no observable marine impacts as of June 12. “There are no claims from fishermen of anomalies. However, ocean currents flowing southeast warrant detailed testing in southern waters. Assessment depends on quantifying the chemical discharge,” she said.
No large-scale fish deaths have been reported, and because the site of the fire lies far from regular fishing zones, immediate toxicity in seafood seems unlikely. The ongoing trawling ban further minimises exposure, as boats do not venture that far offshore during the ban period.
Both the MSC and Wan Hai incidents happened in the Malabar Upwelling Zone — an ecologically important stretch from Ratnagiri to Kanyakumari. This zone is rich in sardines, anchovies, and mackerels and plays a key role in India’s seafood economy.
“We’ve seen fish like sardines shift away from shores even during minor climatic disturbances,” warned Gancis, a trawling boat owner from Kollam. “We must ensure their survival now.”
The situation has drawn comparisons to the 2021 X-Press Pearl disaster off Sri Lanka. That chemical-laden ship fire led to mass deaths of fish, turtles, and dolphins. But Sri Lanka’s swift response, made possible by its Marine Pollution Prevention Act, helped contain the damage. India lacks such a dedicated law.
According to Wan Hai 503’s cargo records, the ship was carrying over 2,000 tonnes of marine oil and 240 tonnes of diesel, posing a serious threat to coral reefs. So far, no oil spill has been reported. The Indian Air Force and Coast Guard remain on high alert. On June 12, the IAF dropped dry chemical powder to contain the fire and prevent a leak.
The Kerala State Pollution Control Board (PCB) is also checking for air pollution.
“No signs of air contamination have been found in initial tests. But we’re still running more detailed checks,” said PCB chairperson Sreekala.
Threat to Gulf of Mannar biosphere
Meanwhile, 80 sacks of plastic pellets from the MSC Elsa 3 — each weighing 25 kg — have been discovered along the Dhanushkodi coast, inside the Gulf of Mannar Biosphere Reserve. This region is home to fragile coral ecosystems and rare marine species.
While initial investigations show no immediate harm, the National Green Tribunal has demanded a detailed report from the Tamil Nadu government. The Suganthi Devadason Marine Research Institute (SDMRI) has collected samples, and results are expected within a week.
Wildlife warden R Murugan of Ramanathapuram confirmed that there hasn’t been any significant harm to marine life yet.
However, the twin maritime accidents have exposed how ill-equipped India is to handle maritime pollution. “We need a comprehensive action plan to handle such a crisis,” said CMFRI's Anulakshmi.