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.