When I started at age of 15 at sea in the mid 80's, drink was freely available from the slop chest, but for me as a minor it was not allowed although the older lads would freely give it to me when they were on the drink. I used to have terrible hangovers until I learned that I don't need to drink that much and that alcohol is never finished from the world by drinking it and that work still has to be done, sick or not. The old boys taught me about the hair of the dog to cure the hangover but it is a dangerous habit. Luckily I never had any serious mishaps although one winter I fell between the ship and dock on the ice whilst going to the gangway and luckily was helped up by the night watch who had seen me stumbling. Would the sea have been thawed I might not be here writing this now.
Still the northern drinking culture followed me wherever I went and I got to see that also other drinking cultures existed but all of them had in common that at times it was excessive albeit in good spirit. The Brits enjoyed heavy bingeing in their pubs, the French would drink wine like water in restaurants, and the Danes beer like Vikings, you could never manage to drink one under the table. The Russians would throw away the cork and finish everything within sight, same with the Ukrainians, Bulgarians and Romanians maybe a bit less so but still knocking back rocket fuel they call ţuică. Chinese and Filipino would also drink their beers and whisky, some more than the other. Indians could not be prohibited from beer and alcohol. Greeks and Italians would be more restrained in general enjoying mostly wine with some shots of raki and grappa. Thais are heavy drinkers when they get started with their rum and whisky sodas. In the end everyone drinks, each to their own measure.
Onboard I saw some old timers going into weeks long binges and how they went from partying to just suppressing the hangover and being mostly grumpy. I remember as ordinary seaman I was put on 4-8 watch and was given instruction by the chief cook to wake him up with a shot of Underberg and a cold beer at 6am sharp, he got what he wanted and we got our breakfast. Some of these guys had an incredible stamina with drink, I don't know how they kept it up and did their work at the same time. He was an excellent example of a working alcoholic and he did have sober periods too so it wasn't always like this.
Our Bosun was wont to go on binges maybe once a year, they lasted for weeks and after that he was done with booze for the foreseeable future, his hangovers lasted for weeks too. Also the engine apprentice drank like a fish and had trouble lighting up his cigarette in the morning as his hands shook so badly. On the same ship I saw a deckhand, cook and messgirl got fired as they missed the ships departure having been partying ashore. Our one motorman could not function without beer. The Donkeyman was a teetotaler after he discovered that alcohol did not suit him, in his last party he had wrecked an engine control room with a fireaxe. The carpenter was also teetotal as he according to his own words drank 2 litres of vodka every day in the end, he's appearance was totally different as an old man in his 50's when compared to his look as a young man (happened to see his young picture once in his documents).
On my first ship as an Officer I saw an engineer being fired as he went on a binge on a quiet weekend and got into fisticuffs with nearly everyone onboard, including me. The Chief engineer was a closet drunk and at times we could see from deck as he emptied out evidence through his porthole into the sea. He usually came up on my watch at noon for coffee and complained of indigestion and wondered why. Saw also old log entries of the Captain discovering the chief officer passed out on the bridge at sea. Here on a trip from Finland to Portugal the deckboys bunkered up with cheap tablewine before departure and it was vile vinegary stuff that nobody hardly drank it later unless everything else was finished.
As an Officer I followed another Bosun having a binge in port and got in so bad shape that Captain told him either you close the bottle or go home but you are not following us over the Atlantic. He chose sobriety but he was also sick for more than a week until he returned to normal. On the same ship I had also two deckhands ordering 50 cases of wine coolers as their private slop chest and they finished it all on an Atlantic crossing. The other Bosun who replaced the previous one I heard later ended blowing half of his face off in a failed suicide attempt, I had seen he had a lot of unsolved personal issues. An engineer that was sailing with us had knifed a deckhand during a party (after heavy bullying) so was prohibited sailing on Finnish ships for some years.
On another vessel I had a Chief Mate who did not sober up and was perplexed coming up to his watch drunk and could not understand how come. The Captain had a word with him after I gave him the heads up that the watchkeeper is maybe not 100% compos mentis and he was later so hangover he asked me for something from the medical chest to let him sleep. In those days we had a drug called Esucos designed for hangovers and it worked wonders on him and he was back to his normal self in a day or so. Nowadays that drug has been removed from the required drugs list onboard. I am surprised there has been no serious accidents during new years holidays as all crews sailing onboard were having sumptuous dinners coupled with drink.
Other crew mates related me stories how they had cured crew from having delirium tremens in the middle of the ocean, the patient had to be gradually weaned off the sauce until they became sober and that lasted until the next binge (or port). This treatment started with a glass of vodka administered daily under supervision and gradually the amount was lessened and then changed to beer until that too became water.
The same colleague also told me that when he was third mate on Finntimber sailing deep sea, he usually relieved the chief mate for dinner. However, he often went to take a drink in his cabin for half an hour.
Also every evening at six they sat in the cabin of the engineer playing cards and drinking long gin and tonics. He usually had at least three or four. Then he went on watch and it didn't even occur to him that there was something extraordinary about it. The skipper often came to chat and there was no need to think about whether the breath smells of booze.
On his first job as third mate, they left Kotka in the evening. At morning six o'clock, the messgirl came to ask who is on the bridge. He replied "The chief mate?",
"It can't be him, I saw him lying in bed sleeping".
"Well then, it's the 2nd Officer".
"No, it's not, he's sitting in the messroom drinking".
"Then it must be the skipper".
Messgirl replied "Not him either, the salon stewardess said that the skipper hasn't woken up yet".
He went to the bridge and the lookout told him that the first mate disappeared right after four.
He thought of what to do...call the skipper or try rousing the first mate?... There was no need to think further when the skipper appeared on the bridge.
Another bosun related his own experience with delirium tremens that he had onboard another vessel, he had gotten the attack in the messroom and twitched around like in epilepsy and when he after few minutes came to he saw the messgirl, that was his partner at the time, and said "she should be killed". After that he got he nickname "Killer" and he really looked like one but he wouldn't hurt a fly.
On a cruise ship I had a Burmese laundryman ending up sent to hospital because of near delirium, it was discovered he had been drinking for nearly a year, all enabled by his workmates, he was a very big chap with a round face, his nickname was "maungkaba" that means "the world" in Burmese. I never realised he had a continuous buzz going on. Like with anyone, he suffered from withdrawal, but was taken good care of at the hospital, I can't recall if he was repatriated, or if he ever came back onboard.
Some guys could not take the hangover, but jumped overboard as one AB related to me that they had played cards in the evening off the coast of Chile but very hungover, they had even finished all the Florida water, during the night the fellow had apparently jumped overboard never to be seen again. I was also told of ex foreign legion guys that when drunk you could not even wake them up as nobody knew what they'd do, they literally used a broom handle to poke him awake.
In Africa along the Bonny river I was told stories of an Engineer going crazy and hung himself inside the smoke stack. Alcohol and tropics don't go together obviously, there was no A/C back then either, so no wonder muslims do not approve of liquor. Another colleague related a story where he was ch officer and captain forbade any women onboard, so they resorted to party on the jetty and as it became dark they snook the girls in the hold onto the cargo in big bags and continued there. Next morning when the cargo hatch was pulled open to start discharging there were passed out girls and crew between the white bags. He quickly got them evacuated off the ship.
As the crews got smaller and the older generations went on pension or died and the tax free allowance was cancelled by expansion of EU the problems also got less. Booze was not so cheap anymore and nobody had time to drink and party. Those who did were quickly out of a job. Youngsters didn't know of the old seafaring style that had prevailed in the 50-70's with the associated issues of some crew that had come back from years in the war and still had various moomins in their attic that they were trying to keep quiet with drink.
In the old days I was told that when there was really a shortage of crew they'd come to the river banks of my hometown from the job center to ask the sailors lazing in the sun that if someone would "care to take a job?" The guys would ask "what's the color of the ship?", if the answer was "black" they'd say "nah, too hot in summer...". Another stories was when a ship was waiting for fresh crew the chief mate would come from ashore after having had dinner and find the new bosun passed out on top of the gangway platform, he'd lift his shoulder with his foot and recognise the face and go "not him again". Other chaps would say it was very easy to spot seafarers in the airport, usually drunk as skunks in clogs and dungarees, dragging a decrepit seamans bag after themselves. Others said that sometimes crew changes were done in batches and the guy who was put in charge to get everyone underway said it was like herding (drunk) cats.
* * * * *
In order to get a picture of the 70's I have below the recorded incidents of the narrative section of the logbook involving alcohol (I excluded everything else) from a ship that was trading between Africa and the Continent during about 7 months, they had a 4 year charter. It is somewhat sad reading and also brings to question that what was not reported?
Credit: Hannu Vartiainen
Build year: 1960
Builder: Wartsila - Turku, Finland
Vessel Type: General Cargo
Gross tonnage: 2,476 tons
Summer DWT: 3,600 tons
Builder: Wartsila - Turku, Finland
Vessel Type: General Cargo
Gross tonnage: 2,476 tons
Summer DWT: 3,600 tons
12 Apr 1977 Bissau
Able Seaman A.J., who turned at 1100hrs, and was supposed to come back on duty at 1600hrs, did not appear on deck, but was found heavily intoxicated in the crew mess. Another man did his duty.
Signed Chief Officer
26 Apr 1977 Freetown
Ordinary seaman J.K. and apprentice R.K. absent from departure without permission. Reason: alcohol abuse.
Signed Chief Officer
30 Apr 1977 Dakar
Able Seaaman A.J. absent from time to time between 1300-1900hrs. Reason: alcohol abuse. Work ability: weak.
Signed Chief Officer
30 Apr 1977 Dakar
Able Seaman J.L., Ordinary Seaman A.H. and apprentice V.H. on shore leave and returned onboard 1.5hrs later than written on the board. During making ready for sea J.L. and A.H. intermittently absent from deck.
Signed Chief Officer
10 May 1977 Ipswich
Ordinary Seaman A.H. did not come to work after lunch at 1300hrs but was found at 1325hrs in the radio officers cabin. He was recommended to stay inside.
Signed Chief Officer
21 May 1977 Rouen
On Saturday night approximately at 2030hrs the ordinary seaman A.H. threatened to kill apprentice K when he returned from shore leave. For this he had armed himself with a grill spit. When Boatswain O.T. tried to calm A.H. down he attacked him instead and Boatswain T. managed to escape him narrowly. When Apprentice K. arrived onboard he was smuggled through the engine room into his cabin as the OS A.H. was still waiting for him in an aggravated state. During the course of the night the OS threatened also other crew with a blade so much so that the Electrician went into the 2nd Off T.'s cabin and informed him that OS A.H. is acting very threateningly and is armed with a blade.
Signed Chief Officer
23 May 1977 Rouen
OS A.H. not present at work due to alcohol abuse. In the same afternoon the OS visited Dr Marchande who ordinated immediate repatriation and upon return to his domicile to visit the Doctor again.
Signed Chief Officer
30 May 1977 At sea
Boatswain O.T. appeared drunk during working hours. The vessel enroute Biscay to Conakry.
Signed Chief Officer
27 June 1977 Rotterdam
Boatswain O.T. absent from work the whole day due to alcohol abuse.
Signed Chief Officer
28 June 1977 Rotterdam
About 0730hrs Able seaman T.R. entered in a drunken state the officers mess and shouted and swore, using very ugly words, regarding Swedish speaking officers onboard, the matter had something to do with toilet flushing, he insisted that the Finnish consul must be called onboard. The AB was absent from work the whole day due to drunkenness.
Signed Chief Officer
30 June 1977 Hamburg
The new Able seaman R.O. that arrived onboard today was visibly drunk and acted disturbingly at the dockworkers in hold no2, these workers said that if he is not removed they will stop working and go ashore. Undersigned removed him from the hold two times and also from deck 4-5 times. R.O. appears to be somehow mentally ill.
Signed Chief Officer
1 July 1977 At sea
Boatswain A.R. drunk during working hours, has not done anything the whole day, he was supposed to sound the tanks, this came out to nothing. Also Able Seaman R.O. has been drunk the whole day and acted as a disturbance, he had also been down in the engine room and made a drunk nuisance of himself said Chief engineer L.
Signed Chief Officer
2 July 1977 At sea
Able seaman R.O. is drunk and in a confused state the whole day, he has among things balanced on the railing during full speed ahead. Boatswain A.R. ordered to keep him under observation.
Signed Master
2 July 1977 At sea
Boatswain A.R. has not performed work for 3hrs as per the maritime law paragraph 4.3.5. Reason, alcohol abuse.
Signed Chief Officer
3 July 1977 At sea
At about noon the undersigned was informed by the crew that Able seaman R.O. is in a confused state and has threatened and attempted to jump overboard. The Boatswain A.R. who was guarding him prevented this from happening. R.O. refused any medication from the undersigned. Able seaman R.O. was regarded as danger to himself so he was locked into his cabin under continued observation.
Signed Chief Officer
4 July 1977 At sea
Ordinary Seaman M.H. was drunk during his watch 0000-0400hrs, he did not wake up the next watch relief for 0400hrs and when asked if he had had anything to drink during his watch he replied yes.
Signed Chief Officer
4 July 1977 At sea
Boatswain A.R. absent from work the whole day. Reason alcohol abuse. A.R. was already drunk at 0830hrs. Master given A.R. a warning.
Signed Chief Officer
28 July 1977 At sea
Boatswain A.R. appeared drunk during working hours and has not performed any of his duties.
Signed Chief Officer
29 July 1977 At sea
Boatswain A.R. heavily under the influence of alcohol at 1600hrs and has not supervised the crews assigned duties.
Signed Chief Officer
1 August 1977 Conakry
Inquest held as per maritime law paragraph 64 regarding Boatswain A.R.'s continued offenses on 1st, 2nd, 4th, 27th, 28th and 29th July. As disciplinary committee members are Master J.L. as chairman, Chief Officer J.C. as member and as union representative Electrician M.V. As witnesses were heard 1st Officer E.H. and 2nd Off T.W., A.R. was present. During the inquest it was concluded that A.R. had repeatedly refused orders from his superiors and appeared drunk during working hours. A.R. agreed on the charges of drunkenness but not regarding disobedience. Chief Officer, 1st Officer and 2nd Officer corroborated that A.R. had not obeyed orders during working hours and also that he had abused alcohol. Master decided to terminate the employ of A.R. as per the paragraph 33.1 & 33.3 of the maritime law. All members of the committee agreed.
Signed Master and Electrician
5 August 1977 Conakry
Radio Officer A.P. absent from work 1300-1700hrs without permission.
Signed Master
14 September 1977 At sea
Able Seaman S. not able to do his watch 2000-2400hrs. Reason, alcohol abuse.
Signed 2nd Off
22 September 1977 Conakry
At about 0845hrs the messgirl K.J. found apprentice H.S. in his cabin that had cut his throat on both sides of his throat with a shaving blade. K.J. alarmed undersigned who then informed Master E.A. and Officer P.P. who administered first aid. Master immediately arranged via Agents a taxi to hospital for continued care, before he left the ship he threatened with in the presence of witnesses to murder the messgirl as soon as he gets a chance. The Radio officer J.P. followed him to the hospital and saw to it that he got care.
Signed Chief Officer
22 September 1977 Conakry
Apprentice H.S. was appointed night watch between 21-22nd Sept 1977, he was drunk during his whole duty, he did not turn in at 0630hrs as ordered.
Signed Chief Officer
27 September 1977 Conakry
Ships committee inquest held as per maritime law paragraph 64 regarding apprentice H.S. suicide attempt and threat to murder the Messgirl K.J. on the 22nd Sept 1977 when the vessel was in Conakry. Present was the Master E.A. as chairman and Chief Officer J.C. and the union representative Electrician M.V. As witness was heard Ms K.J. The accused was not present due the reason that he had been repatriated on the 23rd Sept 1977 to Finland. Master decided to terminate the employ of Apprentice H.S. according to paragraph 33. All present agreed.
Signed Electrician, Chief officer and Master
13 October 1977 At sea
Able Seaman S. under influence of alcohol and could not do his watch 2000-2400hrs.
Signed 2nd Officer
29 October 1977 Antwerp
Motorman V.S. came about 1900hrs to the officers mess under the influence of alcohol and acted badly, he carried on and swore and did not leave the mess despite repeated orders from the Chief Officer.
Signed Chief Officer
2 November 1977 Rouen
Able seaman V.P. absent from work without permission during 0730-1200hrs. Reason was alcohol abuse.
Signed Chief Officer
29 November 1977 Freetown
Cook S. has disturbed the peace all night and also been absent from work without permission on 6th Nov and 23rd Nov. The attitude against his head of department and other work colleague is not commendable.
Signed Chief Cook
* * * * *
In yachting the drink is still there, most times after a completed charter, if time permitted, the crew would go out for party, some party harder than others burning their hard earned tip money. Not saying the crew returned onboard fit for fight but our duty crew was always standby there to handle any issues until the morning.
It is different on smaller yachts, I've seen yachts drag anchors towards other vessels and not react in any way until someone would go onboard and start knocking on doors. Also tenders have untied their moorings and then the boat has drifted on the rocks or never seen again. Not to mention recently the stories from the Caribbean where a drunk Captain ran the tender on the rocks and had a couple of his crew end up in ICU and ending up in the headlines. Yachting forums are constantly full of anecdotes of abusive and drunk senior crew, not sure where they exist or is it just opinions as these allegations can never be confirmed.
Colleagues related stories of other yachts where it was expected from the crew to party with the guests, some of the crew developed very unhealthy habits, but as it was required, the Captain could not tackle the issue and was told to back down. Needless to say he backed all the way down the gangway after this. I have also been asked to take shots with charter principals and did so but I did not feel it was the right thing to do having the overall responsibility, luckily it was only left at one peg per leg.
I've had a deck crew messing up ashore and ending up in hospital with broken collar bone riding an electric scooter after a wet night in the disco and then ending up in the flying club. He went on sick leave and was lucky he didn't loose his life. Eventually he resigned after a strong recommendation due to his anti-social behavior when under the influence.
Once I had some senior crew that seemed responsible having turned up on Monday black and blue after having been involved in a high speed car crash and then lied about the reason as well as nearly killing another crewmember that was in the car (she came with a neck brace). Both were drunk of course.
Had crew damaging themselves so they could go on sick leave and continue drinking and lying that it was a work related accident that was then backed up by his mate. Only heard later the real story. The paperwork was intense for a bone fracture during work. This particular chap met another alcoholic interior crew whom he then kept drinking with among themselves in their cabin, as head of service she stole alcohol from ships inventory to keep it going. Later they got fired, hired an apartment in Barcelona and then kept drinking the girls savings until they too ran out.
Another pair of engineers decided to go on the lam after having concluded their business ashore and then returned to the ship with the crew car going the wrong way on a one way street, then missed the stop sign of the police that happened to see them and then finally converged at the port gates in a car chase Hollywood style with all police cars in the area present. The driver got his license suspended with a 4 figure fine on top of that shenanigan.
In drydock a deckhand got fired after he was seen on the yard cctv using the yards forklift without permission and then damaging yard property when returning from ashore after a night out. The incidents are many and mostly made by young people getting silly ideas in the dead of night. This then results in various outcomes that sometimes unfortunately is loss of life.
These days I have enjoyed a teetotal life for awhile now as I started with a dry January after a wet New year celebration and just kept on doing it as I did not feel like drinking anymore, I do sleep much better and can always be the designated driver ashore too. This seems to hurt other people more than it does me (it doesn't hurt at all) and I keep getting asked all the time to have one. I don't go out anymore so it has restricted my social life, I can't be bothered about the nonsense after another one is 3 beers down. Maybe I grew up? At least I have managed to avoid the pitfalls of drink...
* * * * *
Then one might wonder what the maritime interests do about this? Historically the first ones to start addressing the issue was the oil tanker owners and their interest group OCIMF among others as when people get drunk and stuff start going sideways it can end very badly in the petrochemical business.
Good example highlighted by the media was the incident of the grounding of Exxon Valdez and the major oil spill that ensued. Exxon blamed Captain Hazelwood for the grounding of the tanker as he was found under the influence but was not on the bridge when the grounding occurred, but he accused the corporation of making him a scapegoat. In a 1990 trial he was charged with criminal mischief, reckless endangerment, and piloting a vessel while intoxicated, but was cleared of the three charges. Many Captains talk about taking the oath when they go onboard these days, it means no drink during the contract, better be safe than sorry and end up like Capt Hazelwood.
Shipping oil is probably very boring (I've never had any interest of trying) and naturally in the old days it was easy to turn to drink, after it got lively the owner's made their ships "dry", i.e. they prohibited any drink in the slop chest. Some crew then resorted to bring their own drink onboard and the problems continued. Nowadays your luggage gets checked and anything suspicious gets confiscated, you may also lose your job even before you get there.
The OCIMF Guidelines for the Control of Drugs and Alcohol in the Maritime Industry is a 22 page pamphlet giving some good advise on the control of alcohol onboard. It is free to download from their website, see link below.
1. Introduction
The Oil Companies International Marine Forum (OCIMF) and the maritime industry in general recognise the risks and potentially serious impacts associated with the use of drugs and alcohol.
For the purpose of these guidelines, drug and alcohol use includes:
- The use of prescribed and over-the-counter medication.
- Self-medication.
- Recreational drug or alcohol use.
- Drug or alcohol dependency.
- Accidental exposure to drugs or alcohol.
Drugs in this context includes all chemical substances that can impair cognitive function, such as attention, focus, and decision making.
Drug and alcohol use can put the safety of maritime operations at risk. There can also be legal requirements and consequences in relation to drugs and alcohol in the maritime industry.
The reasons for substance use can be complex. OCIMF emphasises the need to adopt a clear drug and alcohol policy, which includes preventive and supportive measures as well as a testing programme and disciplinary measures. Creating an environment where individuals feel supported and able to ask for help is an essential aspect to managing this risk.
1.1 Scope
This information paper aims to provide general guidance and recommendations for the maritime industry (operators of maritime tankers, barges, offshore vessels and terminals associated with the ship-shore interface) in developing and implementing controls for drugs and alcohol. It is aimed at company Human Resources (HR), Health Safety Security and Environment (HSSE), and relevant personnel who are responsible for developing and implementing the policy and ensuring that the relevant standards and procedures are followed.
This information paper covers workplace testing but does not address testing associated with the treatment and recovery of identified substance dependency cases, nor return to work testing.
When designing a policy and procedures in relation to the control of drugs and alcohol, legal and other medical professional advice should be sought on the specific circumstances, including a review of legal authority in the country or jurisdiction where workplace drug and/or alcohol testing may take place. These guidelines do not replace or supersede Flag State, local, regional, or national laws and/or regulations related to this topic. If these guidelines conflict with such laws and/or regulations, those laws shall take precedence. This does not preclude a company from having a stricter drug and alcohol policy and/or standard than required by law.
These guidelines replace OCIMF's Guidelines for the Control of Drugs and Alcohol Onboard Ship (first edition, 1995). The second edition was withdrawn in 2020. The scope of this paper has been expanded to cover ships, barges, terminals and the offshore industry. There is new information on sampling and testing methods and details of substances to be tested. A human factors lens has been applied throughout the document.
Figure 1.1. (click to enlarge)
1.2 The risks associated with drugs and alcohol
Drug and alcohol use can result in significant personal health, safety and wellbeing concerns (see root-cause diagram in figure 1.1). Skills such as judgement, reaction time, physical coordination, cognition and communication processes can all be impaired, resulting in reduced capability and increasing the risk of incidents and accidents in the workplace. Productivity levels, performance and conduct can also be affected, which may impact employment.
Bibliography
- Drug and Alcohol Abuse Prevention Programmes in the Maritime Industry: A Manual for Planners (Revised) (UNDCP and ILO)
- Management of Alcohol and Drug Related Issues in the Workplace (ILO)
- Oil and Gas Contractor Drug and Alcohol Testing Guidelines (IOGP, IPIECA)
- Standards of Training, Certification and Watchkeeping (STCW) Code (IMO)
- SIRE 2.0 Question Library (January 2022 as amended) (OCIMF)
- Guidance for Managing Drug and Alcohol Abuse at Work (CIPD)
- Managing drug and alcohol misuse at work: The law (HSE)
- The Medical Review Officer's Manual: MROCC's Guide to Drug Testing (OEM Press)
* * * * *
Then in other industries alcohol is still a part of the picture, like in cruise and yachting industry. As it is a forbidden fruit some people always abuse it and issues ensues, don't get me started on the passengers. Many times the crew gets fired or ends up leaving for another place to perpetuate his habit whilst sinking further into the abyss. Media is full of examples from other walks of life about substance abuse.
The dry ship method doesn't always work but the problem is swept under the carpet and abuse continues behind closed doors. Then one has to guess that who is on the ball and who is not as it is not always evident that who is under the influence.
Moreover these days also other stuff comes into the picture that is even worse, medicines and illegal drugs mixed with alcohol. Having an open policy by allowing moderate enjoyment you can see and try to control who is enjoying it a bit too much and then nip in the bud instead of having a nasty surprise one day.
Social media, namely LinkedIn, regarding drinking measures, advice etc that I've come across:
Credit: A.I. (LinkedIn)
By James Capt Battey (LinkedIn)
🚫 Fatigue vs. Alcohol: The Double Standard in Safety Enforcement
In the UK, we rightly take drink driving seriously. In 2022 alone, roughly 6,740 people were killed or injured in road traffic collisions where a driver was over the legal alcohol limit. Campaigns against drunk driving are fierce, penalties are severe, and public awareness is widespread. Rightly so, alcohol impairs judgment, slows reaction time, and causes devastating consequences.
But here’s a sobering comparison:
According to road safety data, driver fatigue contributes to at least 20% of all road accidents, and up to 40% on motorways. Yet we don’t see the same outrage or systemic enforcement. There are no breathalysers for tiredness. No checkpoints. No campaigns. Just silence.
And the science? Brutal.
• After 17 hours awake, the human body performs at an impairment level comparable to a 0.05% blood alcohol concentration.
• After 24 hours, it’s closer to 0.10%, above the legal driving limit.
⚠️ Sleep Deprivation Breaks People, Literally
In wartime history, sleep deprivation has been used in POW camps as a method of psychological torture. Why? Because it breaks the mind down faster than almost anything else. Memory, cognition, and emotional control rapidly deteriorate. It’s not just physical, it’s deeply mental.
Now ask yourself: why is this form of breakdown tolerated in the workplace?
🛥️ What This Means for Yachting
As a captain with over 20 years in the industry, I’ve heard regularly how “hours of rest” logs are doctored, especially under pressure from demanding owners, charter guests, and unrealistic rotas. The rest hour regulations are often treated as a box ticking exercise rather than a serious safety protocol.
We wouldn’t dream of allowing a stewardess to serve drinks after five cocktails. But we think nothing of her working a 20-hour day and then being back up by 6 a.m. for breakfast service.
It’s not just unfair, it’s dangerous.
🔍 Why Aren’t We Equally Outraged?
We legislate against alcohol because it causes accidents. So does fatigue.
We enforce drinking limits because impairment is measurable. So is sleep deprivation,with far more consistent daily exposure in our industry.
So why the double standard?
Maybe it’s because fatigue is invisible. It doesn’t show up on a breathalyser. But the damage it does, to safety, mental health, and long-term career sustainability, is very, very real.
🚨 Time for the Yacht Industry to Wake Up
The same passion we have for road safety should be applied to our vessels. It’s time we stop tolerating doctoring rest logs or glorifying the “just push through” mentality.
At Yacht Workers Council, we’re building a system of accountability, from certifying documents, to crew advocacy. Because real safety starts with real rest.
If you wouldn’t let a drunk person drive a car, don’t let an exhausted crew run a superyacht.
* * * * *
Other alcohol related posts on LinkedIn:
Routine drug and alcohol testing is part of the reality
What about the general view of enjoying drinking in a social setting without the limitations onboard?
An anti alcoholic rant by one enraged netizen.
Passengers are also not exempt of limitations onboard cruise ships these days.
Leisure boating and alcohol is still a dangerous activity,
even if you are sober the boat next to you may not be...
Bit of double standards that you can't bring your own on the threat of being blacklisted,
but once onboard it is Ok to indulge (irresponsibly?)
I was once told from an Indian crew of mine that Gujarat as a dry state,
has one of the highest alcohol/ capita consumption in India
Another drug and alcohol test, use it and lose it (your job)
Alcohol awareness campaigns are common too
Indian drinking culture or groundless accusations?
Very tragic incident if this is anywhere near the truth.
Malcolm Lowry 1909-1957, a famous English poet and novelist. In 1927 Malcolm wanted to experience the world and convinced his father to let him work as a deckhand on a tramp steamer to the Far East, he set sail on the freighter S.S. Pyrrhus. In 1929 he spent little time at the university, however, his penchant for drink was already apparent. Credit: Wikipedia.
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