MV Meghna Prestige, Captain Mahbubur Rahman 40N held in a police cell in Venezuela

[captchowdhury1]

MV Meghna Prestige, Captain Mahbubur Rahman 40N held in a police cell in Venezuela

Captain Mahbubur Rahman 40N

Meghna Prestige

By Ghulam Suhrawardi 6N

Vessel: MV Meghna Prestige, Place of incident: Boca Grande anchorage, near Puerto Ordaz, Venezuela, Presently the Master is held in a cell in the police station.

Hereunder, please note, the report summary of the case I got from the P&I agents in Venezuela at 5 PM NY Time February 4, 2025.

QUOTE

On January 29, 2025, during the mandatory underwater inspections of the vessel MV Meghna Prestige, the master on board was informed by the shipping agency representative and the dive supervisor about an incident in which two divers were injured by the vessel’s propeller while performing an underwater inspection.

It is important to note that, in order to carry out said inspection, the dive supervisor should have signed the authorization/work permit granted by the master. However, the supervisor did not do so and, instead, ordered the divers to begin the inspection.

On the other hand, the master signed a checklist from the diving company confirming that he had performed a series of tasks prior to the underwater inspection.

Additionally, it is noted that the dive supervisor does not speak English, which makes communication with master Mahbubur Rahman difficult. Therefore, the shipping agency representative acted as an unofficial interpreter between them.

As the P&I correspondent for the vessel, we are in charge of the legal defense of the master and the vessel before the local authorities, and we are currently in contact with the prosecutor in charge of the case to seek a quick solution to this matter.’

UNQUOTE

According the Master, Captain Mahbubur Rahman 40N, the Venezuelan locals brought up an allegation that, of the two injured persons, one was missing. It was reported that, the missing persons dead body was recovered. Due to problems of communication with the P&I lawyers and the agents, the Master feels, he is not being represented 100% correctly. He is very worried about it.

The Master’s initial appeal to all mariners on February 3, 2025 at 10.08 PM NY Time (Feb 4, 2025 3:08 AM Wednesday, Greenwich Mean Time (GMT)

QUOTE

আমি ক্যাপ্টেন মাহবুবুর রহমান(BMA 40th), বর্তমানে Tucupita,CICPC Police custody (Puerto Ordaz,Guayana city,Venezuela) তে আছি।

গত ১২ ই জানুয়ারি Meghna Prestige Ship নিয়ে Boca Grande anchorage,Venezuela তে IRON ORE load করার জন্য পৌছায়, কার্গো লোডিং শেষ হয় ২৯ তারিখ সকালে।

Local authority “Anti Drug” Requirement মতে, বন্দর ত্যাগের পূর্বে জাহাজের Under water inspection বাধ্যতামূলক।

যথারীতি ২৯ তারিখ দুপুর ১২:২০ সময়ে Anti Drug authority এবং ডুবুরি দল আছে।

ডুবুরি দলের ইনচার্জের সহিত আমার ও চীফ ইন্জিনিয়ের মিটিং হয় মেসরুমে ১:০০-১:১০ সময়ে কিন্তু ডুবুরি দলের ইনচার্জ ইংরেজিতে কথা বলতে না পারায় Boarding agent নিজে থেকেই Interpreter হিসাবে কাজ করে।

Agent এর request মতো,প্রথমে তাদের একটি ফর্ম সাইন করি পাশাপাশি এজেন্টকেও বলি জাহাজের ইন্জিন রুম পরিদর্শন শেষে checklist & permit form সাইন করতে হবে এবং পাশাপাশি ক্যাপ্টেনের permission নিয়ে Under water inspection শুরু করতে হবে কিন্তু তারা কোনটি না করেই কাজটি শুরু করে দেই, এমতাবস্থায় Ship dragging শুরু করে দেয় যার দরুন ডিউটি অফিসার ইঞ্জিন ইউজ করে খুব অল্প সময়ের জন্য। পরবর্তীতে ১৩:২৫ ডুবুরি দলের ইনচার্জ ও এজেন্ট ব্রিজে এসে বলে তাদের একজন ডুবুরি আহত হয়েছে ,তখনই আমি তাদেরকে বলি এত অল্প সময়ের মধ্যে (১:১০-১:২৫) ইন্জিন রুম ইস্পেকশন ছাড়া,checklist & permit form fill up ছাড়া কিভাবে under water inspection শুরু করলো?

এরপর ৩০ তারিখ সকাল ১০:১৫ সময়ে পুলিশ আসে শীপে, Investigation করার জন্য কিন্তু তারা শুধুমাএ Spanish ভাষা পারায় আমি statement দিতে অস্বীকার জানায় পাশাপাশি request করি P&I representative আসার জন্য কিন্তু সেটা না করে তারা বলেছিল ” ক্যাপ্টেন, সবই আনঅফিশিয়াল”। পরবর্তীতে বিকাল তিনটায় আমাকে জাহাজ থেকে থানায় নিয়ে আসে,বলেছিল ১-২ দিন থাকা লাগবে। আমি ৩০ তারিখ রাতে পৌছায় থানায়, আসার পর আমার বিরুদ্ধে কেস ফাইল করা হয় খুব জোরালোভাবে। গত কয়েকদিনে খুব মানবেতর জীবন পার করছি আমি। আগামীকাল(৪ তারিখ সকাল ৯ টায়) আমার Hearing আছে। আমার কোম্পানি already দুজন lawyer নিয়োগ দিছে,তাারা যথাসাধ্য চেষ্টা করছে পাশাপাশি Maritime sector এর সকল শুভাকাঙ্ক্ষীদের পরামর্শ ও দোয়া কামনা করছি ও একই সাথে বাংলাদেশ সরকারের সাহায্য কামনা করছি

UNQUOTE

The Master’s statement in English.

QUOTE

1. During initial diving operation meeting, I noticed that diving supervisor does not speak in English and I requested to provide good diving supervisor who speaks English well but agent clerk Mr. Ronal approached me stating that he speaks English and could help with communication, and he began to intervene in the process to carry out the drug inspection, which is not his responsibility or job, as he is only a ship dispatcher.

2. Mr. Ronal is just agent Boarding clerk. As divining supervisor does not speak in English, it is his limitation but Mr. Ronal cannot be a interpreter during diving preparation discussion and he can not also be a interpreter between master and authorities for Inquiry, It is not his job and also illegal. Though I requested them for certified interpreter arrive but they did not wait for certified interpreter.

A shipping agency is an entity that acts as a communicator between the ship and its client. Their job is to communicate the activities being carried out and provide information.

3. During initial meeting, I also explained them our vessel may drag & we need to use main engine anytime for the safety of vessel and as per agent mail, you cannot start underwater inspection at loading point, vessel must be shifted to BOCA Transfer station to carrying out inspection which also accepted by boarding agent Mr. Ronal

4. During initial meeting though I signed their only one checklist in the presence of Chief engineer but as per protocol diving in charge also check engine room, then sign vessel checklist and permit form. we both requested supervisor to check engine room physically before starting operation and must sign vessel checklist, permit form and finally get permission from master before starting operation.

5.I also requested them that whole operation must be carried out in the presence of ship’s chief officer but supervisor did not follow master request .

6.Every diving company need to fill up a checklist before searching any drugs attached in the ship’s hull. That form need safety officer’s (C/E), C/O and Master’s signature before starting diving operation. That checklist having not to use ship’s engine, MGPS stop condition and not to use S/G during diving operation. If they did not sign the checklist and without permission of ship’s master how they could start the operation only basis on with their one checklist.

7.I also asked them ‘Are the divers are experts to carry out this inspection” and also requested to get master sign for divers details form before starting operation but they did not.

8.Initial meeting was carried out in mess room at 1300-1310 on 29 the January. Then I went to the bridge at about 1315 Lt while vessel was dragging.

At 1325 lt, supervisor along with agent came to the bridge & informed that one diver is injured. I was shocked after hearing this, how they could start operation within short time between 1310-1325 hours without informing master and without signing vessel checklists, permit form. Also as per agent mail, they can not start inspection at loading point.

UNQUOTE

I will keep updating you as the case progresses.

[spowiednick]

MV Meghna Prestige, Captain Mahbubur Rahman (40N) held in a police cell in Venezuela | Bangladeshi Mariners

Master priorities

1. save lives
2. protect the environment
3. protect property.

The above master have chosen item 3) causing loss of life and unspecified injury.
Chances he will leave the prison are to say the least slim.

Had divers inspections as described above in the following ports : Cartagena , Barranquilla, Puerto Cabello arranged by Agent before departure ports.

Before any meetings , discussions or brainstorming with locals on the procedures blah blah blah and feeding the paper tiger, common sense requires the master to first of all , make an assesment of the situation whether at berth or at anchor and after that make 1000% sure nobody on the bridge touches the telegraph as well as in the ECR including turning the propeller, kicking the M/E or any other similar activity causing the prop to move including the bowthruster.

Then and only then one discuses procedures with locals making sure company(your own papers) are signed first and understood by locals. Signing any local paper written in a foreign language is suicidal w/o a remark: signed for receipt of the document in foreign language only, without any reference whatsoever to and w/o acknowledging the contents. Hence to make the above list of items: 1),2),3) comlete, the master ads an item of paramount importance :

4. protect your own ass on all points of the compass

BOCA GRANDE TRANSFER STATION.pdf (53.6 KB)

[Scapla]

Have recently undergone diving inspections in Venezuela. While the diving supervisor may not speak much english, their paperwork is in both english and spanish. This form is signed by the Master, Chief Engineer, and diving supervisor. Example attached. I do not know if same form was indeed signed in this case.

Local divers will not care much about any additional company specific forms in english language.

Inspections are usually done swiftly, takes less than 1 hour for a Suezmax. As a bonus, you will receive a nice video of the underwater hull.

Apparently something went very wrong here with unnecessary loss of life and injury.

[spowiednick]

Of course I am speculating here but if the list was similar to yours and written in English like yours , then it is obvious that the master understood what He was signing.
Meaning all that was mentioned in the list had been complied with.

Meantime:
QUOTE:
8.Initial meeting was carried out in mess room at 1300-1310 on 29 the January. Then I went to the bridge at about 1315 Lt while vessel was dragging
END QUOTE.
It means to me his M/E was on standy by due to whatever reasons and not on 20 , 30min or 1hr notice or whatever notice .

Hence his vsl condition/ ME condition ( if it was on stand by) was not complying with the list requirements. To put it bluntly it was misdeclaration .

Quite often, when conditions on anchorage are not safe maintaing ME readiness and availability is a necessary safeguard.
Engineers do not like it but comply advising the bridge to kick the M/E every 20 mnutes or as per other Cheng advise /instruction.

Diving supervisor having his signature interpreted it as “go ahead” and let loose his divers.
Meantime the master went on the bridge allegedly to either prevent dragging or to rescind his previous orders to kick every 20 or so minutes.

Looks like he had no idea divers were already busy at the prop and rudder area.

I am also concerned about his mindset as to the agent’s role in this particular location .While agent is doing this job several times per day x 365 w/o accident , then he knows what he is doing.
Master seems to me was set & self-tuned to play the main fiddle in this ops with unfortunately catastrophic result and loss of life.
But it is only my gut feeling.

[OldSeaDog]

The tragic loss of the divers is heartbreaking, and my deepest condolences go out to their families, friends, and colleagues. No seafarer, diver, or maritime worker should ever have to face such a fate. This was not just an operational failure—it was a human tragedy. The maritime industry must honor those lost by ensuring that lessons are learned, accountability is fairly determined, and meaningful safety improvements are made to prevent future incidents. However, criminalizing Captain Mahbubur Rahman based on speculation rather than facts is both unjust and counterproductive. A thorough and impartial investigation is necessary to determine what went wrong, rather than resorting to scapegoating a single individual.

The assumption that Captain Rahman consciously chose to prioritize property over human life is both unfounded and unfair. The reality is far more complex, involving multiple actors, procedural failures, and communication breakdowns. The claim that the master alone was responsible for the divers’ safety disregards the well-established principle of shared responsibility in maritime safety. Multiple stakeholders had specific legal duties in ensuring a safe diving operation. Under ILO C152 (Occupational Safety and Health (Dock Work) Convention, 1979), diving supervisors must ensure safe entry procedures, proper communication, and risk assessments before allowing divers to proceed. Article 236 of Venezuela’s General Law on Ports (Ley General de Puertos) assigns safety responsibilities to port authorities and their agents for activities within their jurisdiction, including diving operations. Additionally, the local agent, who routinely arranges these inspections, would be expected to confirm procedural safety before divers enter the water. If proper communication and procedural verification did not take place before the divers went into the water, responsibility may extend beyond the master. Assigning sole blame to Captain Rahman without examining these broader systemic failures risks overlooking crucial factors that contributed to the tragedy.

A significant issue in this case appears to be the communication barrier, which could have led to misinterpretations and procedural failures. The International Maritime Organization (IMO) recognizes English as the official working language for merchant mariners, yet reports indicate that none of the anti-drug unit personnel or the dive team spoke English fluently. This left the vessel’s crew reliant on the local agent for translation, a situation that is far from ideal in high-risk operations. Under Article 49(3) of the Venezuelan Constitution, non-Spanish speakers are guaranteed the right to an interpreter in legal and administrative matters. Additionally, the Vienna Convention on Consular Relations (VCCR) establishes that detained foreign nationals must be informed of their rights in a language they understand and be granted consular access. If Captain Rahman was required to sign documents in Spanish without full comprehension or without a professional interpreter present, this raises serious concerns about whether proper procedural safeguards were in place. Signing a document under pressure, without a clear understanding of its implications, does not equate to informed consent.

The assumption that because the master signed a bilingual form, he must have fully understood its contents and implications, is flawed. In international shipping, it is common practice for local agents to assist in translation when documents are in a language the master does not speak. However, without a qualified interpreter, there is no guarantee that he was aware of the full procedural and safety expectations before the divers entered the water. Article 49(3) of the Venezuelan Constitution guarantees the right to an interpreter in legal matters, and the VCCR reinforces that detained individuals must be informed of their rights in a language they understand. If Captain Rahman was not provided with proper translation, it raises serious concerns about whether he was given fair access to the information affecting his legal situation.

The argument that because diving inspections in Venezuela usually proceed without issue, this particular operation must have been conducted properly, is flawed. A history of successful operations does not automatically confirm that all safety protocols were followed in this instance. The very fact that a tragedy occurred suggests that something went wrong, whether in communication, procedural verification, or oversight. Assuming that standard procedures were followed without investigating the specifics of this case ignores the possibility of systemic failures that could prevent similar incidents in the future.

The length of Captain Rahman’s detention also raises serious legal concerns. He has been held for over a month without formal charges, a situation that violates basic principles of due process and legal protections. Article 44 of the Venezuelan Constitution guarantees protection against arbitrary detention and the right to a timely legal process. Additionally, the International Covenant on Civil and Political Rights (ICCPR), to which Venezuela is a signatory, mandates that detainees must be promptly informed of the charges against them and granted the right to a fair trial. If there is clear evidence of wrongdoing, it should be presented through formal legal channels. If not, his continued detention raises serious concerns about fairness and proportionality.

The suggestion that the master should have focused solely on protecting himself rather than ensuring that procedures were properly followed is not only irresponsible—it is dangerous. Maritime safety is not about self-preservation; it is about adherence to internationally recognized protocols designed to prevent accidents. If local authorities, diving supervisors, and port agents failed to properly coordinate or communicate critical information, this is a systemic failure, not a matter of individual negligence. Shifting all the blame onto one person, particularly when there were multiple actors involved in the operation, oversimplifies the complexity of the incident.

This case is not about defending negligence—it is about ensuring fairness, due process, and accountability based on facts rather than speculation. Criminalizing a seafarer for procedural failures that may be beyond his control sets a dangerous precedent. The maritime industry must take these issues seriously and recognize that an accident of this nature requires a balanced and thorough investigation to determine accountability fairly, rather than resorting to scapegoating a single individual. Instead of speculation, we need an impartial review of the facts to ensure that responsibility is assigned appropriately, safety lessons are learned, and tragedies like this are prevented in the future.

[AKBJR]

As the navigator, I was almost always the one ordered to post “lockout” signage at every device in the bridge that could affect divers, including the telegraph, as soon as divers showed up. This should’ve been done right away, despite the Master being unclear as to start time.

[captchowdhury1]

Thanks for sharing your thoughts and suggest to provide more information and observation on this matter to pass on to Bangladesh media .

Kind Regards
Captain Ranjan Chowdhury
Marine Surveyor & Investigator & an USCG Inspection expert

[tengineer1]

Years ago as a new chief we were in port and divers were on board. All equipment was tagged and locked. Signs were posted everywhere that divers were over the side. In the engine room we had just finished rebuilding a small auxilary generator and it was completely isolated from the buss. So we fired it up. The captain called and was practically incoherent but I gathered we should stop our newly rebuilt generator and I was to go to his office. He was pale when I got there but once he understood what had happened he explained that he was chief mate on a ship that chopped up a diver and was therefore rightfully paranoid about anything mechanical starting with divers in the water.
That the master of the Prestige has been detained is unfortunate but the loss of divers cannot be passed off as a lack of communication. Clear communication is the responsibility of the captain unless shoreside managers have assumed responsibility of the ship. If communication is in doubt no diver.

[spowiednick]

Human error and system failures are smart euphemisms used widely as excuses in the maritime industry by steadily increasing number of apologists and slackers to make stupid people feel comfortable and still important.

quote:
Narail’s accomplished son Captain Mahabub captured in Venezuela!
end quote.

Digging who is Narail.

[spowiednick]

Everybody knows there is a problem as from time to time some do-goodder wishing to get a job in UN /IMO shouts abt it. Phraseology straight from the bag of Intermanager vocabulary and empty slogans and appeals has a short life span .

I am not sure gCaptain forum which is rather J.A. oriented and focused is a good platform. I remember sending a petition regarding Capt Lasota jailed in Mexican rat hole to gCapt and AFLCIO and nobody cared to notice. ( some wishing to deny it -be carefull as securing evidence is my hobby )

So I would suggest to put INTERMANAGER on notice ( Capt.Kuba Szymanski - the everlasting do-goodder) , Splash247( Sam Chambers -Editor) and the author of this article below:

The curse of criminalisation - Splash247

" The case of the Phoenician M and the 30 year sentences passed down to crewmembers has incensed Steven Jones, the founder of the Seafarers Happiness Index. Shipping just does not have the right system to deal with the criminalisation of seafarers, and this needs to change, he writes in an exclusive for Splash.

6.Seatrade-Seafarers-jailed-for-30-years-guilty-until-proven-innocent-says-ITF.pdf

" Two senior crew of the bulker Phoenician-M languish in a Turkish jail sentenced to 30 years on drugs charges even after prosecutors offered little evidence connecting them to the narcotics, their High Court appeal could take up to two years to be heard. ’

Outrage as Two Seafarers Receive 30-Year Prison Sentences in Turkey - Ships & Ports