MV Barima tragedy… Internal records expose months of warnings, request for urgent repairs

Aug 12, 2026 News

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By Khadidja Ba

(Kaieteur News) – Leaked internal maintenance logs, official requisitions, and urgent technical reports spanning nearly a year reveal a damning paper trail of mechanical warnings for the MV Barima, contradicting Minister of Public Works Juan Edghill’s claims that the vessel was operating “seaworthy” before it capsized on 18^th July, 2026, claiming more than 100 lives.

The documents received by this publication (click to see full document 1 and 2), signed by Captain K. Price, Chief Engineer P. Seepersaud, and endorsed by the Shore Chief Engineer and Marine Superintendent of the Transport and Harbours Department, outline a catastrophic history of unaddressed mechanical failures, structural hazards, and failing safety systems.

The revelations stand in contrast to statements made by Minister of Public Works, Bishop Juan Edghill. During a Department of Public Information (DPI) press briefing on 20^th July, Minister Edghill dismissed allegations that the vessel was unfit for sea, stating, “There was no report of any kind that suggested the vessel was unseaworthy. It was in line for dry docking in keeping with the schedule.”

However, official internal correspondence sent directly to the Chief Mechanical Engineer (CME) and the Marine Office in Kingston tells a drastically different story, proving that crew warnings of systemic vessel failure were repeatedly filed and acknowledged by senior maritime officials.

Chronology of documented failures

 March 2026

• 13th March (Job No. B4/26): A direct requisition was filed to the CME for one 2-inch 110V submerged water pump, a medium-sized welding plant, and a box of No. 10 welding rods for onboard repairs.

February 2026

• 18^th February: Chief Engineer P. Seepersaud submitted an order to the Marine Superintendent and Chief Engineer for two pairs of battery lugs to replace damaged units on the Hiab engine. The report was stamped seen by the Shore Chief Engineer on the same day and copied to the CME office for action.

January 2026

• 26^th January (Job No. B4/26): An order was made to the CME for a replacement turbocharger for the port main engine, noting that the current unit was throwing oil during operation. A fresh water pump for the Hiab engine was also ordered due to water leaking through the seal.
• 21^st January : Chief Engineer Seepersaud issued an urgent report to the Marine Superintendent requesting the immediate replacement of the main engine daily service fuel lines. The document warned that the lines delivering fuel to the port and starboard main engines were “heavily corroded and can break at anytime while the vessel is in operation.” The report was stamped by the Shore Chief Engineer.

December 2025

• 22^nd December: Stamped by Captain Price and the Marine Superintendent, a report was sent to the CME citing that the VHF communication system was completely inoperable and needed urgent repair or replacement, alongside a damaged life raft cradle.
• 4^th December: Reports sent to the CME and Marine Superintendent requested the removal, flushing, and reassembly of the #1 and #2 generator radiators. Captain Price also requested four 29-plate batteries to replace degraded units that were failing to hold charge for the port main engine and the vessel’s 24-volt system. The request was copied to the CME office.
• 3^rd December (Job No. B4/25): The Shore Chief Engineer signed an urgent order to the CME noting power failure to the GPS navigation unit. Requisitions were also submitted for #1 generator fan and fresh water pump installation, forward hatch suction pipeline repairs, and the immediate installation of brackets, water traps, and fuel filters.

November 2025

• 30^th November: Captain Price submitted a follow-up report to the Marine Superintendent and Shore Chief Engineer stating the #1 generator was completely out of service while its water pump and fan were in the workshop. Simultaneously, a report noted the port main engine heat exchanger was operating at dangerous temperatures between 197°F and 203°F.
• 30^th November (Engine Room Hazards): Further reports filed on this date requested a welder to fix a broken starboard main engine exhaust that was leaking toxic gases directly into the engine room, and urged the installation of an air extractor fan to combat extreme heat in the unventilated machinery space.
• 17^th November : Stamped by Captain Price and the Shore Chief Engineer, requisitions were sent to the marine superintendent for repairs to the generator and shore current changeover switch, as well as the removal and servicing of the bow anchor winch electrical motor.

October 2025

• 20^th October : An order signed by Van Rossum was submitted to the marine superintendent for two throttle cables for the C18 main engines after both were damaged. The report was stamped by the Shore Chief Engineer and forwarded to the CME on 21^st

August – September 2025

• 3^rd September (Job No. B4/25): Official reports sent to the CME documented that the compass light was non-functional and the GPS was malfunctioning, corroborating public statements made by Captain Price during his subsequent court appearance where he shouted that the GPS was not working.
• 31^st August: A report to the marine superintendent detailed an August 25 incident where the #1 generator shut down during mooring due to a damaged water pump bearing, broken pump blade, and sheared head studs. The report was marked “seen” by the Shore Chief Engineer on 2^nd

The documentation validates explosive public statements made by Captain Price following the disaster. Beyond the non-functional navigation systems, the records illustrate an engine room environment operating under severe distress for nearly a year. Crew members were subjected to toxic exhaust fumes leaking into unventilated workspaces, main engines running at dangerous operating temperatures, corroded fuel lines at risk of immediate rupture, and degraded emergency power systems.

Despite repeated urgent designations on official work orders, and clear stamps showing the reports were received and forwarded to the Chief Mechanical Engineer’s office, Kaieteur News understands that the key repairs remained unresolved leading up to the vessel’s final voyage on 18^th July. Only a few reports, not listed here, had “Seen on the …. 2025 and the job was completed on….”.

Salvaging of the vessel

The 87-year-old vessel capsized on the evening of 18^th July off the coast of Essequibo, leaving 73 persons dead, 76 rescued and at least 30 others missing.

The MV Barima was on a scheduled voyage from Georgetown to Port Kaituma in Region One when it encountered trouble and sank near the Pomeroon coast.

The tragedy triggered intense scrutiny of the country’s maritime safety system, including the vessel’s maintenance history, passenger manifest, operational procedures and regulatory oversight. The government has announced a Commission of Inquiry into the disaster, while Captain Kevin Price and two crew members were subsequently charged with murder in connection with the deaths.

The government has also moved to salvage the sunken vessel, amid calls from relatives of victims and other stakeholders for the wreck to be recovered and examined.

 

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• Internal records, MV Barima, urgent repairs, warnings

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