sea diamond yacht charter

SEA DIAMOND Overmarine Mangusta (Rodriguez Group)

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A General Description of Motor Yacht SEA DIAMOND

Overmarine Mangusta (Rodriguez Group) finished building motor yacht SEA DIAMOND in 2002. Accordingly, she has the distinction of being built in Italy. SEA DIAMOND had her yacht design work created by Studio Bacigalupo and Stefano Righini and Studio Bacigalupo. This superyacht SEA DIAMOND can accommodate a maximum of 8 guests aboard together with around 3 operating crew.

Construction & Designing of Luxury Yacht SEA DIAMOND

Studio Bacigalupo was the naval architect firm involved in the formal nautical plans for SEA DIAMOND. Also the company Studio Bacigalupo and Stefano Righini expertly collaborated on this undertaking. Italy is the country that Overmarine (Rodriguez Group) built their new build motor yacht in. After the official launch in 2002 in Massarosa the boat was thereafter delivered on to the yacht owner following final finishing. The main hull was built out of composite. The motor yacht main superstructure is fabricated for the most part using composite. With a width of 6.61 metres or 21.7 ft SEA DIAMOND has reasonable size. A reasonably shallow draught of 1.74m (5.7ft) limits the list of certain marinas she can visit, depending on their particular depth at low tide. She had refit improvement and changes completed by 2009.

Engineering And The Speed That M/Y SEA DIAMOND is Capable Of:

The 12V 396 TE94 engine installed in the motor yacht is produced by MTU. Connected to her MTU engine(s) are twin water jets (kamewa). The main engine of the ship generates 2280 horse power (or 1678 kilowatts). She is fitted with 2 engines. The sum thrust for the yacht is therefore 4560 HP or 3355 KW.

On board Superyacht SEA DIAMOND There is Guest Accommodation Layout:

Providing space for a limit of 8 yacht guests sleeping aboard, the SEA DIAMOND accommodates everyone in luxury. Under normal conditions she uses circa 3 professional crew members to manage.

A List of the Specifications of the SEA DIAMOND:

Miscellaneous yacht details.

This motor yacht has a teak deck.

SEA DIAMOND Disclaimer:

The luxury yacht SEA DIAMOND displayed on this page is merely informational and she is not necessarily available for yacht charter or for sale, nor is she represented or marketed in anyway by CharterWorld. This web page and the superyacht information contained herein is not contractual. All yacht specifications and informations are displayed in good faith but CharterWorld does not warrant or assume any legal liability or responsibility for the current accuracy, completeness, validity, or usefulness of any superyacht information and/or images displayed. All boat information is subject to change without prior notice and may not be current.

Quick Enquiry

"From designing to construction of the mould and relative laminating in composite materials, to cutting of the metal sheets, to the final outfitting, including on-board electronics and on-board plant design, all processes are carried out by the Group. 100% made in Italy and absolute quality. The Group is based in Tuscany, Italy, with various production facilities in the areas of Viareggio, Massa and Pisa.: - Mangusta Yachts from Overmarine

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SEA DIAMOND, YACHT FOR CHARTER

INQUIRE ABOUT SEA DIAMOND

‘Sea Diamond’ is an 89.01ft  /27.13m  yacht built in 1956 by Abeking & Rasmussen and last refitted in 2014.

Her exterior design is by Philip Rhodes team, and she’s a great choice for your next charter vacation.

Sea Diamond’s interior layout sleeps up to 5 guests in 3 rooms, including a master suite, 1 twin cabin. She is also capable of carrying up to 4 crew onboard to ensure a relaxed luxury yacht experience.

Timeless styling, beautiful furnishings and sumptuous seating feature throughout to create an elegant and comfortable atmosphere.

Onboard, you’ll find a plethora of leisure and entertainment facilities, making her ideal for entertaining friends and family on your charter vacation. There’s lots of space for enjoying an alfresco lunch or dinner on deck, or simply lounging in the sunshine and working on your tan.

Sea Diamond has a cruising speed of 6 knots, and you’ll enjoy the view from this stylish charter vacation as you glide across the water.

Wi-Fi connection is available throughout, so you’ll be able to keep up to date with business, check emails or share your experience on social media.

Air conditioning keeps conditions comfortable throughout the cabins, even on the warmest of days or nights.

Fun is always close by with toys including Fishing Equipment, 2 x Paddleboards, Towable Toys, Kneeboard, and Wake Board, ideal for entertaining guests of every age and interest.

Sea Diamond FEATURES & PRICING

• AIR CONDITIONING • FISHING • KNEEBOARD • PADDLEBOARD • TOWABLE TOYS • WAKEBOARD • WI FI

1 x 16ft /4.88m Zodiac RIB with 1 x Yamaha 60 HP engine

Fishing Equipment 2 x Paddleboards Towable Toys Kneeboard Wake Board

CHARTER SEA DIAMOND

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SEA DIAMOND

2014   mangusta    105ft  /  32m.

Unavailable

SEA DIAMOND private yacht

The luxury motor yacht SEA DIAMOND is a private yacht and is not available to charter.

SEA DIAMOND was built by Mangusta and delivered to her owner in 2014.

SEA DIAMOND can accommodate 8 guests in 4 cabins consisting of a cabin with a queen size bed and en-suite bathroom facilities, a primary suite with a queen size bed and en-suite bathroom facilities, a cabin with a twin bed and en-suite bathroom facilities and a cabin with 2 pullman beds and en-suite bathroom facilities.

Amenities on board include Air Conditioning and Wi-Fi.

An extensive list of further amenities and water toys can be seen under the features and amenities section.

You can view alternative similar motor yachts for charter , or alternatively contact your Yacht Charter Broker for information about renting an alternative luxury charter yacht.

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Frequently Asked Questions

How much to charter sea diamond.

SEA DIAMOND has a weekly charter price starting at €40,000 and an estimated daily charter price of €6,670.

How many guests on board SEA DIAMOND?

SEA DIAMOND can accommodate 8 sleeping guests on board in 4 cabins, with the ability to cruise with up to 12 guests.

Legal Disclaimer

Motor Yacht SEA DIAMOND is displayed on this page for informational purposes and may not necessarily be available for charter. The yacht details are displayed in good faith and whilst believed to be correct are not guaranteed, please check with your charter broker. Charter Index does not warrant or assume any legal liability or responsibility for the accuracy, completeness, or usefulness of any information or images displayed as they may not be current. All yacht details and charter pricing are subject to change without prior notice and are without warranty.

U.S. Customs & Border Protection

The yachting industry has no global listing service to which all charter yachts must subscribe to, making it impossible to ascertain a truly up-to-date view of the market. Charter Index is a news and information service and not always informed when yachts leave the charter market, or when they are recently sold and renamed, it is not always clear if they are still for charter. Whilst we endeavour to maintain accurate information, the existence of a listing on Charter Index should in no way supersede official documentation supplied by the representatives of a yacht.

Specification

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SEA DIAMOND

SEA DIAMOND is a 31.4 m Motor Yacht, built in Italy by Overmarine Group and delivered in 2002. She is one of 20 Mangusta 105 models.

Her top speed is 34.0 kn and she boasts a maximum range of 430.0 nm when navigating at cruising speed, with power coming from two MTU diesel engines. She can accommodate up to 8 guests in 3 staterooms, with 3 crew members waiting on their every need. She has a gross tonnage of 140.0 GT and a 6.9 m beam.

She was designed by Stefano Righini , who has designed 900 other superyachts in the BOAT Pro database.

The naval architecture was developed by Andrea Bacigalupo , who has architected 196 other superyachts in the BOAT Pro database, and the interior of the yacht was designed by Overmarine Group , who has 217 other superyacht interiors designed in the BOAT Pro database - she is built with a GRP and Teak deck, a GRP hull, and GRP superstructure.

SEA DIAMOND is in the top 10% by speed in the world. She is one of 2093 motor yachts in the 30-35m size range, and, compared to similarly sized motor yachts, her cruising speed is 9.91 kn above the average, and her top speed 10.19 kn above the average.

SEA DIAMOND is registered under the Luxembourg flag (along with a total of other 41 yachts)

Specifications

• Name: SEA DIAMOND
• Previous Names: SWING,TAKNM,M.J. TAKNM
• Yacht Type: Motor Yacht
• Yacht Subtype: Sports/Open Motor Yacht
• Model: Mangusta 105
• Builder: Overmarine Group
• Naval Architect: Andrea Bacigalupo
• Exterior Designer: Stefano Righini
• Interior Designer: Overmarine Group

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More About DIAMOND SEAS

DIAMOND SEAS Yacht Charter Specs Summary

Charter Status: Not for charter. Scroll down for details.

The DIAMOND SEAS yacht charter specs include a length overall of 96 ft / 29.3 m , a beam of 21 ft / 6.4 m, and a draft of 5 ft / 1.5 m, the luxurious DIAMOND SEAS accommodates 8 charter guests in 4 elegant staterooms. Her hand crafted interior is adorned with the finest selections of wood and soft furnishings meant to please discerning guests from around the world. Designed for comfort and constructed in 2014 by luxury yacht builder Horizon, you’ll enjoy traveling to the best destinations at a cruising speed of 15 knots. For detailed DIAMOND SEAS yacht charter specs, see below.

Page Contents

Download PDF Brochure ,

Download PDF Brochure

Contact: Merle Wood & Associates | web(Contact us at)merlewood.com | +1.954.525.5111

 Short Charter Specification

Charters in: west coast united states., 96 ft / 29.3 m, 21 ft / 6.4 m, 5 ft / 1.5 m, detailed diamond seas yacht charter specs, hull & dimensions, guests & crew, performance.

Overview Of DIAMOND SEAS Yacht Specs

Horizon | 2014.

22% of Length

5% of Length

Interested In The DIAMOND SEAS Yacht For Charter?

DIAMOND SEAS YACHT CHARTER INFO

DIAMOND SEAS YACHT CHARTER PRICE

DIAMOND SEAS YACHT CHARTER PHOTOS

DIAMOND SEAS YACHT CHARTER POSITION

For additional charter information, the charter price, charter photos and charter position / regions, select one of the options above. Here you will find more detailed information about the DIAMOND SEAS yacht for charter. For more information on the DIAMOND SEAS yacht charter specs, scroll down.

About The DIAMOND SEAS Yacht Charter Specs

The DIAMOND SEAS yacht charter specs are not publicly available; however, the yacht charter brokers at Merle Wood & Associates have relationships with the captains and owners of most notable yachts worldwide. To enquire about a yacht for charter that may not be advertised and the global yacht charter fleet, or to learn about yacht charter options, simply contact a yacht charter broker at Merle Wood & Associates. As an internationally recognized leader in the sales, marketing and chartering of the most discerning yachts world-wide, we are dedicated to enhancing the yachting lifestyle and enjoyment of all our clients.

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DIAMOND SEAS Yacht Charter Specs and Updates

The DIAMOND SEAS yacht specs have been compiled and sorted to provide our visitors the most current and accurate data for the luxury yacht DIAMOND SEAS. If you would like to report an error or submit additional specifications about the DIAMOND SEAS yacht, please contact our luxury yacht intelligence team .

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Charter Oahu

Review Highlights

“ Both Alex and Kelsey did an amazing job at spotting turtles and telling us to swim their way. ” in 12 reviews

“ Sophia was our life guard and was so knowledgeable about the reef and the beautiful creatures within. ” in 4 reviews

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Location & Hours

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1125 Ala Moana Blvd

Honolulu, HI 96814

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Join us for an unforgettable day on the water along the beautiful Waikiki coast. We offer Snorkeling tours, Customized Private Parties and Sunset charters. We invite you to join our Ohana while we create memories on the water! …

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Overall rating

Charter Oahu Snorkeling Tour is a great underwater adventure to remember for beginners! We made the online reservation a few days prior. They can accommodate from a small group of 2 to 4, or up to about 25-30 people on this small boat. The adventure starts with a boat ride few miles outside of the Waikiki beach. The boat is managed by a Captain, a boat handler, and also a professional underwater photographer were on hand to guide us along the way. Customer service - 4/5 Friendliness of staff 5/5 (fantastic) Guided Adventure 5/5 Underwater Tour 3/5 (underwhelm) Cleanliness of Boat: 4/5 Value of Money 4/5 As we head back to the dock, we were treated with snacks and drinks. The boat was maintained and well organized, and the professional staff were very friendly and helpful. The underwater adventure was underwhelming as the water was murky and hardly find any fishes or sea turtles around. Parking lot (Pay by Phone) is available at the dock. Overall, I would definitely recommend this snorkeling underwater adventure for beginners when you travel to Oahu or nearby Honolulu.

See all photos from Vincent C. for Charter Oahu

Fantastic charter!! We did the Turtle Canyon cruise and the crew (Alex, Willow, and Nina) were all amazing. We got to see a few sea turtles up close and lots of fish swimming around. Truly an amazing experience! Highly recommend this tour if you are interested in going snorkeling.

Turtle Canyon view of Honolulu and Diamond Head

This was so amazing! First, the staff was super incredible and friendly. They make great conversation and are super helpful at addressing nerves lol. They also serve great snacks! The snorkeling itself was so amazing. We seen so many turtles and the water was so clear. An hour in the water is the perfect amount. It was definitely an incredible experience!

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I was scared to snorkel in the middle of the ocean but Alex, Kelsey and Meg put me at ease. Meg was our caption, she's badass, she is so nice and knowledgeable about everything. Alex was the nicest person I've ever met. She is so outgoing and sweet. She helped me so much in and out of the water. Kelsey is an amazing diver and picks up critters off the ocean floor to show you. Both Alex and Kelsey did an amazing job at spotting turtles and telling us to swim their way. We saw about 10 turtles during the hour we were in the water. After we swam, they offered us drinks, chips, and fresh fruit on a cute platter. Definitely recommend booking with charter Oahu for snorkeling. Especially with these 3 women!!

This was a great experience. The crew of Snorkel 1 was great. Everything about the process from leaving the shore, wearing the equipment, and what to expect in the water was very well explained. We all received juice can when we arrived in the boat, then we were given fresh pineapples and chips as we headed back to shore. The staff was helpful in the water at pointing out where the turtles were. It was cool to look at the ocean bottom and see the various creatures. We also saw several turtles at the top of the water. We were provided with the fins, goggles, and life vest. They also provided a floating noodle for whoever wanted one. It was a great experience.

During our stay on the beautiful Island of O'ahu, my wife and I embarked on various excursions, but one in particular stood out as the highlight of our trip. The team we had the pleasure of working with displayed an exquisite balance of hospitality and an extensive knowledge of snorkeling with the turtles. Their genuine commitment to ensuring that every participant felt warmly welcomed and had an extraordinary experience went above and beyond our expectations.

So this is actually the third time I've done a boat tour to Turtle Canyon over the years, though my first with Charter Oahu. This was easily the best! The boat is a much smaller size than many that go out and the crew is absolutely amazing! We had Captain Meg, Sophia, Alix, Gretchen and Angelina on our boat and they were probably one of the best crews we've ever had on a boat tour! Secondly, this experience is incredible (hence I try to do it whenever I'm in town!) I've never been anywhere else in Hawaii with so many turtles in the water with you as at this 'cleaning station'. It's absolutely incredible to swim with them (but please respect them and give them the proper space). If you're in Oahu, don't miss this experience and don't miss doing it with Charter Oahu! They're the best!!

See all photos from Dylan H. for Charter Oahu

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Israel-Hamas war latest: IDF launches strikes in Lebanon after Hezbollah fires scores of rockets at Israel - amid fears of escalation

The IDF launches strikes in Lebanon after Hezbollah fires around 40 rockets at Israel, raising fears of escalation between the countries. Meanwhile, Hamas says the changes they requested to a ceasefire proposal include the complete withdrawal of Israeli troops from Gaza.

Thursday 13 June 2024 20:07, UK

• Israel-Hamas war

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• IDF launches strikes on southern Lebanon
• Hezbollah fires scores of rockets at Israel amid fears of escalation
• Houthis launch 'drone boat' attack in Red Sea
• Hamas changes to ceasefire plan to include all Israeli troops leaving
• Alistair Bunkall analysis: Without compromise, there might be no deal to be done
• Gaza population facing 'catastrophic hunger and famine-like conditions'
• Labour manifesto includes pledge on Palestine
• Live reporting by Mark Wyatt and, earlier, Bhvishya Patel

That brings our live coverage to an end for this evening.

Scroll back through the blog to catch up on the day's events.

Videos posted online in recent days appear to show Israeli soldiers firing flaming objects into Lebanon using a trebuchet and a bow and arrow.

Hezbollah, a Lebanon-based militia group backed by Iran, have frequently clashed with IDF forces on the Israel-Lebanon border since the most recent conflict broke out between Israel and Hamas on 7 October.

Israeli Prime Minister Benjamin Netanyahu has previously warned that Beirut would be turned "into Gaza" if Hezbollah started an all-out war.

Sky News has approached the IDF for comment on the videos.

US President Joe Biden has said he is not confident that a ceasefire between Israel and Gaza will happen soon.

Mr Biden attended today's G7 leaders' summit in Italy, where he confirmed to reporters that a ceasefire plan was discussed.

When asked whether he was confident a ceasefire would happen soon, the president replied "no".

He said that he hadn't lost hope but added that "Hamas has to move."

Mr Biden's three-phase ceasefire plan was accepted by the UN Security Council this week.

The proposal was reported to include the complete withdrawal of Israeli troops from Gaza and would involve Hamas handing over all of its hostages.

However, as we reported this morning, a senior leader of Hamas told Reuters that the complete withdrawal of Israeli troops from Gaza was a change to the deal that they had requested.

The Colombian government has announced it will receive injured Palestinian children and provide them with medical care.

Elizabeth Taylor Jay, Colombia's deputy minister of multilateral affairs, was speaking in Stockholm where she was on a state visit with Colombian president Gustavo Petro.

"We have taken the decision to provide humanitarian support to Palestinian children who will travel with their families to Colombia for rehabilitation," she said.

Ms Taylor Jay does not say how many children will be taken in by Colombia, nor how they would be transported from Gaza.

President Petro has been one of the most vocal critics on the world stage of Israel's conduct in Gaza following the attack by Hamas on 7 October.

Colombia broke diplomatic ties with Israel in May. 

Earlier this month, Mr Petro announced via a post on X that his country would suspend coal exports to Israel "until the genocide is stopped."

Colombia is Israel's largest supplier of coal, according to the American Journal for Transportation. 

Coal shipments there generate about $165m (£129.4m) a year in taxes, royalties and other contributions.

Chaka Khan has released a statement calling for an immediate ceasefire in Gaza after it was revealed that she had performed at a fundraiser organised by the Friends of the Israel Defence Forces (FIDF) in 2012.

Khan is due to perform at Meltdown Festival at the Southbank Centre this weekend. 

Collectives due to perform at the festival, including Queer Soundsystem operator Gideon, who is part of Chakha’s programme, threatened to pull out over Khan's performance at the FIDF event.

That appears to have prompted a statement from the singer.

"I understand that a performance I undertook at a fundraiser organised by the FIDF 12 years ago in 2012 may have led some to misinterpret my appearance as an endorsement of the organisation's initiatives," she wrote. 

"To clarify, I do not support any actions that perpetuate violence, inequality, or human rights violations anywhere in the world. I am against war in all its forms and stand with all artists calling for an immediate ceasefire in Gaza.

"Music has the power to unite us, to heal, and to help us see the love in one another. It is a universal language that speaks directly to our hearts. As a musician and human being, I feel a deep responsibility to use my platform to promote peace, understanding, and unity."

Friends of the Israel Defence Forces is an organisation established in 1981 dedicated to the men and women serving in the Israel Defence Forces, wounded veterans, and the families of fallen soldiers.

Israel still has support for the three-phase ceasefire plan outlined by Joe Biden in May, says US national security adviser Jake Sullivan.

Israel is yet to publicly back the plan, but the US says it has accepted the terms of the deal.

Speaking at the G7 leaders' summit in Italy, Mr Sullivan said: "Israel has supplied this proposal. It has been sitting on the table for some time. Israel has not contradicted or walked that back.

"To this day, they stand behind the proposal. I don’t think that there is a contradiction in the Israeli position."

Mr Sullivan reiterated that Hamas had responded by offering a new proposal.

"The goal is to try to bring this to a conclusion as rapidly as possible," he added.

The Israel Defence Forces says it has struck Hezbollah infrastructure targets in southern Lebanon in retaliation for attacks by the group earlier today.

The IDF shared footage that it says shows Israeli Air Force fighter jets striking targets in the Deir Seryan area. Pillars of smoke can be seen rising from the targets.

It comes after the Iran-backed Hezbollah group claimed responsibility for firing around 40 rockets into northern Israel earlier today.

The IDF said several of those launches were successfully intercepted by Israel's air defence.

Pro-Palestinian demonstrators took over a building at California State University in Los Angeles yesterday.

University spokesperson Erik Frost Hollins said a group of 50-100 people barricaded exits on the first floor and blocked paths around the building.

The university posted a "protest action alert" on its website announcing that all main campus classes and operations would be remote until further notice and asking people not to go to the main campus.

Images from the scene showed graffiti on the building, furniture blocking doorways and overturned golf carts, picnic tables and umbrellas barricading the plaza out front.

A ship was hit by a missile in a suspected Houthi attack in the Gulf of Aden today, authorities have said.

The ship was en route from Malaysia to Venice and caught fire, according to the British military's UK Maritime Trade Operations.

The Houthis did not immediately acknowledge the attack, but it typically takes the rebels hours or even days to claim them.

The attack follows the Houthis launching a boat-borne bomb attack against a commercial ship in the Red Sea yesterday.

Who are the Houthis?

The Houthis are part of an Iran-aligned regional alliance, which also includes Hamas and Lebanon's Hezbollah.

The group governs swathes of Yemen, including the capital Sanaa, more than 1,000 miles from Israel.

It has blamed Israel for instability in the Middle East, saying the "circle of conflict" in the region was driven by its "continued crimes".

The Yemen-based, Iran-backed Houthis say they are targeting any and all ships they believe are linked, operated, owned, flagged or travelling to or from Israel. 

US and British destroyers are among an international naval taskforce set up to combat the Houthi attacks in the area. 

Earlier today we brought you news that Hezbollah had launched some 40 rockets into northern Israel.

The IDF says several of these launches were successfully intercepted by Israel's air defence.

State broadcaster Kan aired footage of numerous mid-air interceptions of rockets above Israeli towns, including in Safed, some 12 km (7.5 miles) from the border. 

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The Mayday Call: How One Death at Sea Transformed a Fishing Fleet

The opioid epidemic has made a dangerous job even more deadly. And when there’s an overdose at sea, fishermen have to take care of one another.

Hollis Nevells aboard the Karen Nicole, a fishing vessel based in Massachusetts whose owner adopted a Narcan training program because of rising opioid overdoses in the industry. Credit... David Guttenfelder for The New York Times

Supported by

By C.J. Chivers

C.J. Chivers is a staff writer for the magazine. He reported from fishing ports in Massachusetts, Rhode Island and New Jersey for several months.

• June 6, 2024

The call from the Atlantic Ocean sounded over VHF radio on a midsummer afternoon. “Mayday, mayday, mayday,” the transmission began, then addressed the nearest U.S. Coast Guard command center. “Sector Delaware Bay, this is the vessel Jersey Pride. Come in.”

Listen to this article, read by James Patrick Cronin

About 40 miles east-southeast of Barnegat Light, N.J., the Jersey Pride, a 116-foot fishing vessel with a distinctive royal blue hull, was towing a harvesting dredge through clam beds 20 fathoms down when its crew found a deckhand unresponsive in a bunk. The captain suspected an overdose. After trying to revive the man, he rushed to the radio. “Yes, Coast Guard, uh, I just tried to wake a guy up and he’s got black blood in his nose,” he said, sounding short of breath on Channel 16, the international hailing and distress frequency for vessels at sea. “I got guys working on him. Come in.”

The seas were gentle, the air hot. In cramped crew quarters in the forepeak, the deckhand, Brian Murphy, was warm but not breathing in a black tee and jeans. He had no discernible pulse. Dark fluid stained his nostrils. A marine welder and father of four, Murphy, 40, had been mostly unemployed for months, spending time caring for his children while his wife worked nights. A few days earlier, while he was on a brief welding gig to repair the Jersey Pride at its dock, the captain groused about being short-handed. Murphy agreed to fill in. Now it was July 20, 2021, the third day of the first commercial fishing trip of his life. Another somber sequence in the opioid epidemic was nearing its end.

“Captain,” a Coast Guard petty officer asked, “is there CPR in progress?”

“Yes, there is,” the captain replied.

About 17 miles to the Jersey Pride’s southeast, the fishing vessel Karen Nicole was hauling back its two scallop dredges and preparing to swing aboard its catch. Through the low rumble of the 78-foot boat’s diesel engine and the high whine of its winches, the mate, Hollis Nevells, listened to the conversation crackling over a wheelhouse radio. Nevells had lost a brother-in-law and about 15 peers to fatal overdoses. When the Jersey Pride’s captain broadcast details of his imperiled deckhand — “His last name is Murphy,” he said — Nevells understood what he heard in human terms. That’s someone’s son or brother, he thought.

Nevells knew the inventory of his own vessel’s trauma kit. It contained bandages, tape, tourniquets, splints, analgesics and balms, but no Narcan, the opioid antidote. Without it, there was little to do beyond hope the Jersey Pride’s captain would announce that the other deckhands successfully revived their co-worker. Only then, Nevells knew, would the Coast Guard send a helicopter.

Murphy remained without vital signs. His pupils, the captain told the Coast Guard, had dilated to “the size of the iris.” The Jersey Pride swung its bow shoreward toward the Manasquan River, where medical examiners would meet the boat at its dock. Another commercial fisherman was gone.

Since the opioid crisis hit the United States in the late 1990s, no community has been spared. First with prescription painkillers, then with heroin after tighter prescription rules pushed people dependent on opioids to underground markets, and more recently with illicitly manufactured fentanyl and its many analogues, the epidemic has killed roughly 800,000 people by overdose since 1999, according to the Centers for Disease Control and Prevention. With fatalities averaging more than 80,000 a year for three years running, it is the nation’s leading cause of accidental death.

The death toll includes victims from all walks of life, but multiple studies illuminate how fatalities cluster along occupational lines. A 2022 report by the Massachusetts Department of Public Health noted that employees in fishing, forestry, agriculture and hunting had the highest rates of all industries, closely followed by workers in construction trades. The news affirmed what was visible on these jobs. Federal data had long established that such workers — at risk from falls, equipment mishaps or drowning — were the most likely to die in workplace accidents in the United States. Now opioids stalked their ranks disproportionately, too.

In fishing fleets, the reasons are many and clear. First is the grueling nature of the job. “The fishing industry and the relationship to substance use is the story of pain, mental and physical pain, and the lack of access to support,” says J.J. Bartlett, president and founder of Fishing Partnership Support Services, a nonprofit that provides free safety training to fishing communities in the Northeast and the Mid-Atlantic.

The risk is also rooted in how fishery employment is organized. Crew members on fishing vessels are typically independent contractors paid a fraction of the profit (a “share,” in industry jargon) after each trip. They generally lack benefits or support common to full-time employment on land, including health insurance, paid sick time and access to human-resource departments or unions. Physical conditions factor in, too. Offshore fishing boats tend to operate ceaselessly. Captains divide crew work into long, overlapping watches that offer little sleep and require arduous labor on slick, pitching decks, sometimes in extreme weather. The work can assume an ultramarathon character. When a valuable catch is running, as squid do in summer south of Nantucket, many boats will fill holds or freezers over several days, return to port to offload, then immediately take on food, fuel and ice and head back out, a practice known as “turn and burn” that can leave crews haggard. Stress, pain and injuries are inherent in such circumstances, including common musculoskeletal injuries and, on scallop vessels, an unusual and excruciating affliction known as “the grip” — caused by constant shucking — that can make hands curl and seize up for days. No matter the suffering, deckhands are expected to keep pace. Those who can are rewarded with checks, sometimes large checks, and respect, an intangible more elusive than wealth. Those who can’t are not invited back.

Its hardships notwithstanding, the industry is a reservoir of human drive and ocean-roaming talent, providing good wages and meaningful work to the independent-minded, the rugged, the nomadic and the traditionally inclined, along with immigrants and people with criminal records or powerful allergies to the stultifying confines of office life. On the water, pedigree and background checks mean little. Reputation is all. In this way, the vessels preserve a professional culture as old as human civilization and bring to shore immense amounts of healthful food, for which everyone is paid by the pound, not by the hour.

Taken together, these circumstances pressure deckhands to work through fatigue, ailments and injuries. One means is via stimulants or painkillers, or both, making it no surprise that in the fentanyl era fishing crews suffer rates of fatal overdose up to five times that of the general population. “This is an unaddressed public-health crisis,” Bartlett says, “for workers without a safety net.”

Commercial fishing in the United States also operates in a gap in the legal framework governing other industries running vessels at sea. The federal regulations mandating drug-testing for mariners on vessels in commercial service — including ferries, tugs and cargo ships as well as research and charter boats — exempt all fishing boats except the very largest. Some companies screen anyhow. But with no legal requirement, captains and crews are generally tested only after a serious incident, like a sinking, collision or death on deck. Toxicology tests are also performed on fishermen’s corpses, when the authorities manage to recover them. “We always find out too late,” says Jason D. Neubauer, deputy chief of the Coast Guard’s Office of Investigations & Casualty Analysis. One of Neubauer’s uncles, a lumberjack, was addicted to heroin for decades. “I take this personally every time I see a mariner dying from drugs,” he says, “because I have seen the struggle.”

None of these employment factors are new. Working fishermen have always faced pain, exhaustion and incentives to work through both. (A weeklong trip aboard a scalloper, among the most remunerative fishing jobs, can pay $10,000 or more — a check no deckhand wants to miss.) Heroin, cocaine and amphetamines were common in ports a generation ago. Veteran captains say drug use was much more widespread then, before smaller catch limits and tighter regulations forced the industry to trim fleets and sometimes the size of crews. Contraction, employers say, compelled vessels to hire more selectively, reducing the presence of illicit drugs.

If use is down, potency is up. Much of the increased danger is because of fentanyl, which the Drug Enforcement Administration considers 50 times stronger than heroin. Fentanyl suppresses respiration and can kill quickly, challenging the industry’s spirit of self-reliance. When offshore, laboring between heaving seas and endless sky, fishermen cook for themselves, repair damaged equipment themselves and rely on one another for first aid. Everything depends on a few sets of able hands. Barring calamity, there exists no expectation of further help. The ethos — simultaneously celebrated and unsettling — is largely the same over the horizon off the Atlantic, Pacific and Gulf coasts, in fisheries bringing billions of pounds of seafood to consumers each year. When the severity of an ailment or injury is beyond what crews can manage alone, a baked-in math restricts access to trauma care. Fishing vessels routinely operate eight hours or more from land, putting employees in circumstances utterly different from those of most workers in the United States, where response times for E.M.T.s are measured in minutes. The Coast Guard runs a highly regarded search-and-rescue service, but when a vessel’s location is remote or a storm howling, Coast Guard aircraft might require hours to arrive. Urgency does not eliminate distance and weather. A fentanyl overdose can kill in minutes, a timeline no Coast Guard asset can beat.

As the epidemic has claimed crew member after crew member, the death toll has been behind a push to bring harm-reduction strategies out onto the ocean. Chief among them are efforts to train crews to identify and treat an overdose and a push to saturate fleets with naloxone, the opioid antagonist, commonly administered as a nasal spray under the trade name Narcan, that can reverse overdoses and retrieve a fading patient from a mortal slide. The initiatives have made some inroads. But in a proud industry where names are made on punishing work and high-seas savvy, naloxone distribution has also faced resistance from vessel owners or captains concerned about the message carrying Narcan might send. Where proponents have succeeded, they have done so in part by demonstrating that harm reduction isn’t an abdication of fishermen’s responsibility — but a natural extension of it.

Before venturing into commercial fishing, Brian Murphy endured a run of difficult years. He separated from his wife in 2015 and moved to Florida, where he found, then lost, employment before running low on cash during the pandemic. He returned in late 2020 to his wife’s home in Vineland, reuniting their children with both parents and putting himself within an hour or so of commercial fishing docks along the shore. He hoped to find work welding for the fleet as he co-parented and put his life in order. “He was getting there,” his wife, Christina, says. “All he needed was a job.”

The deckhand position looked like the break he sought. It paid roughly $1,000 for three days at sea. The captain, Rodney Bart, seemed more than accommodating. Though he lived about 70 miles away, he agreed to pick up Murphy before the trip. Murphy told his wife he might put his wages toward a car, which could help him find a land job. Christina had reservations. She had heard stories of captains’ working crews past exhaustion and tolerating drugs on board. But she understood that her husband needed work. The back of his neck bore a small tattoo of the letter M adorned with a crown. “King Murph,” he called himself. He longed for that old stride.

What his family did not know was that the Jersey Pride, a boat that formerly enjoyed an excellent reputation, was in decline. Its hull and bulkheads were thick with rust. Its big gray-bearded captain, Bart, struggled with addiction to opioids and meth. A friend warned Murphy the vessel was “bad news,” says Murphy’s father, Brian Haferl. Murphy took the job anyhow.

On July 17, 2021, the evening before Murphy departed, he stayed up playing Call of Duty with a younger brother, Doug Haferl. Christina worked the night shift at a trucking firm. She returned home in the darkness and gave Brian a bag of bedding and clean clothes. When Bart showed up before dawn, Murphy dipped into the bedroom to say goodbye. Christina shared what cash she had — about $15 — to put toward cigarettes. “I didn’t have much else to give him,” she says. Then her husband left, off to make a check.

For two days Christina wondered how Brian was doing and whether he was getting sleep. I hope that blanket was enough, she thought. On the third day, a friend from a boatyard called. He said that Murphy was unconscious on the boat and that the Coast Guard might be flying out to help. Christina chose hope. “I figured they’d probably get the helicopter out there and revive him,” she says. About a half-hour later, a Coast Guard captain arrived at her home to inform her Brian was dead.

The captain shared what investigators gleaned at the dock: Murphy hurt his back, was pacing back and forth and had been in an argument with another deckhand. He got into a bunk to rest, and was soon found lifeless. “They just said he was acting really weird,” she says. The Coast Guard captain also said a small plastic bag had been found with him that appeared to contain drug residue. Christina was suspicious. Her husband had no money to buy drugs, and though he occasionally used Percocet pills and meth in the past, had not been using since returning home.

The same night, a police officer called Murphy’s father to notify him. Haferl was enraged. He told the officer that someone on the vessel must have given his son drugs and that he was heading to the dock with a rifle. “The guys on that boat better duck,” he said. The officer advised against this. If he caused a disturbance boatside, Haferl recalls him saying, “We’re going to be fishing you out of the river.”

Haferl could not rush to the Jersey Pride anyhow. Fishermen are paid by what they catch. Once medical examiners took custody of Murphy’s body, the vessel slipped back out the inlet to continue clamming. Murphy had boarded the boat with a duffel from home. He was carried off in jeans, socks and a T-shirt. Not even his shoes came back. When the Jersey Pride completed its trip, his family started calling Bart, the captain, seeking answers and Brian’s personal effects. Bart did not return calls. Neither did the owner, Doug Stocker. Eventually, Christina said, the friend from the boatyard dropped off her husband’s wallet and a phone. Both were sealed in plastic bags. Silence draped over the case. “No one was telling anyone anything,” Murphy’s father said.

Stocker, the Jersey Pride’s owner, relieved Bart of his position in fall 2021, then died that December. Bart died in 2023. Murphy’s family learned little beyond the contents of the autopsy report from the Ocean County Medical Examiner’s office. Its toxicology results were definitive. They showed the presence of fentanyl, methamphetamine and the animal tranquilizer xylazine in Murphy’s cardiac blood, leading the examiner to rule his death a result of “acute toxic effects” of three drugs. (Xylazine is another recent adulterant in black-market drug supplies.)

The report also revealed a surprise: Murphy’s blood contained traces of naloxone. Why he died nonetheless raised more unanswered questions. There were possible explanations. The crew may have administered naloxone perimortem, at the moment of death, too late to save his life but in time to show up in his blood. Alternately, the fentanyl may have been too potent for the amount of naloxone on board and failed to revive Murphy at all. A more disturbing possibility, which suggested a potential lapse in training, was that after Murphy received Narcan, Bart opted to let him rest and recover, and either the naloxone wore off or the other drugs proved lethal without intervention.

The last possibility was both maddening to consider and hard to fathom, given Bart’s personal experience with the sorrows of the epidemic. His adult daughter, Maureen, became dependent on prescription painkillers after a hip injury, completed rehab and relapsed fatally in 2018. Wracked with grief, Bart, who in 2017 completed an outpatient detox program for his own addiction, resumed use, one relative said. In March 2018 he overdosed aboard the Jersey Pride while it was alongside an Atlantic City dock. Narcan saved the captain that day. His pain deepened. His son, Rodney Bart Jr., followed him into clamming as a teenager and rose to become a mate on another clamming vessel, the John N. In 2020, about a year before Murphy died, Bart’s son fatally overdosed on fentanyl and heroin while towing a dredge off the Jersey Shore.

A federal wrongful-death lawsuit filed by Rodney Jr.’s family in early 2023 sketched a work force in addiction’s grip. It claimed that for more than six months before Rodney Jr.’s overdose, he complained that “the entire crew including the captain were using heroin during fishing operations”; that the captain supplied heroin to the crew, including to Rodney Jr.; that another crew member almost died by overdose on board in 2019; that Rodney Jr. nearly stepped on a needle on the boat; and that he saw “the captain nodded out” in the wheelhouse several times. Immediately after Rodney Jr.’s death, the suit claimed, the captain discussed with the crew “fabricating a story to the United States Coast Guard that decedent had died at the dock.” That night, the suit claimed, the captain falsely told the authorities that Rodney Jr. suffered a heart attack.

The parties settled early this year for an undisclosed sum. In telephone interviews, an owner of the vessel, John Kelleher, said he had zero tolerance for drug use and was not aware his crew was injecting heroin. After the death, he said, “I fired everybody that was on that boat.” Kelleher’s vessels now carry Narcan, though he was ambivalent about its presence. “It says it’s OK to have a heroin addict on the boat?” he asked. “I don’t want to promote that on the boat. We owe millions of dollars to the bank. You can’t have crews out there to catch clams driving around in circles.”

Hours after Murphy died, the Karen Nicole’s mate, Hollis Nevells, used a satellite phone to call his wife, Stacy Alexander-Nevells, in Fairhaven, Mass. The Karen Nicole is part of a large family-run enterprise in greater New Bedford, the most lucrative fishing port in the United States. Alexander-Nevells, a daughter of the business’s founder, grew up in commercial fishing. She sensed something was wrong. “Is everyone OK?” she asked.

“I just heard someone die on the radio,” Nevells said. “It was so close, so close, and I couldn’t help.”

Hearing strain in his voice, Alexander-Nevells was swept with pain. Her brother Warren Jr., a shore worker in the family business, died of a prescription-opioid overdose in 2009. She lived quietly in that shadow. Thinking of Murphy’s fellow crew members, and of other boats listening as the captain publicly broadcast Murphy’s deathbed symptoms, she felt an inner wall fall. “That was the first time I started processing how far-reaching one death could be, especially a preventable one,” she says. “For days I couldn’t stop thinking about it.”

In a conversation with a girlfriend, her friend mentioned Narcan. Alexander-Nevells knew of the drug, but thought of it as something administered only by emergency medical workers. That was no longer true. In 2018 Massachusetts authorized pharmacies to dispense Narcan without a prescription to opioid users, their families and “persons in a position to assist individuals at risk of experiencing an opioid-related overdose.” The Alexander fleet, employing more than 100 people in a high-risk industry, qualified. (Last year the Food and Drug Administration approved Narcan for over-the-counter sales, removing more barriers to distribution.) Had the Karen Nicole carried naloxone, Alexander-Nevells thought, Murphy might still be alive. Still she balked. She realized she knew almost nothing about the drug. “I didn’t know dose,” she says. “I didn’t know how to use it.”

All around the harbor there were signs of need. For as long as any commercial fisherman could remember, greater New Bedford suffered from widespread substance use. Before recent pockets of shoreline gentrification appeared, some of the city’s former bars, notably the National Club, were the stuff of coastal legend. Older fishermen say there was little in the 1990s like the National during nor’easters and hurricanes, when scores of boats lashed together in port, rain and gales blasted the streets and crews rode out the weather at the bar. Booze flowed. Drugs were easy to find. And fishermen between trips often had wads of cash. “We were basically pirates back then,” one older scalloper says. “The way we lived, the way we fished. It was a free-for-all.” The scalloper, later incarcerated in Maine for heroin possession, says he stopped using opioids before fentanyl tainted the heroin supply. “I got out just in time,” he says. “It’s the only reason I’m still alive.” (His girlfriend’s son, a young fisherman, overdosed fatally the week before; to protect his household’s privacy, he asked that his name be withheld.) Capt. Clint Prindle, who commands the Coast Guard sector in southeastern New England, also recalls the era. As a young officer he was stationed in New Bedford on the cutter Campbell. The tour, he says, “was the only time in my career I was issued puncture-resistant gloves” — a precaution against loose syringes on fishing vessels.

For all these stories, the fishing industry was hardly the sole driver of the city’s underground trade, and drug use there remains widespread independent of the fleet. An investigation by The New Bedford Light, a nonprofit news site, found that one in every 1,250 city residents died of an overdose in 2022, more than twice the rate statewide. (Nationally, about one in 4,070 people died of opioid overdoses in 2022.) The report also found that about one out of eight New Bedford residents had enrolled in drug- or alcohol-addiction treatment since 2012. Such data aligns with the experience of Tyler Miranda, a scallop-vessel captain who grew up in the city. “The people who had money were drug dealers or fishermen,” he says. “When I was young, I knew a few fishermen, but most of my friends were in the other business.” These conditions helped make overdoses part of the local medical routine, prompting the city, with help from organizations like Fishing Partnership, to distribute free Narcan.

The movement has still not been fully embraced. A survey of commercial fishing captains published last year in The American Journal of Industrial Medicine suggested that skepticism about stocking Narcan persisted. Of 61 captains, 10 had undergone naloxone training, and only five said their vessels carried the drug. The survey’s data ended in 2020, and Fishing Partnership says the numbers have risen. Since 2016, the partnership’s opioid-education and Narcan-distribution program has trained about 2,500 people in the industry from Maine to North Carolina, about 80 percent of them in the last three years, says Dan Orchard, the partnership’s executive vice president. But with resistance lingering, Alexander-Nevells was unsure whether she could get Narcan on her family’s fleet. That would depend on her father, Warren J. Alexander.

Alexander is a tall, reserved man with neatly combed white hair who entered commercial fishing in the 1960s at age 13 by packing herring on weekends at Cape May. As a young man he lobstered, potted sea bass and worked on trawlers and clammers before setting out on his own with the purchase of a decades-old wooden schooner. The boat sank near Cape May while returning in a storm; Alexander tells the story of hearing its propeller still turning as he treaded water above the descending hull. Undeterred, he gambled big, having steel clamming vessels built in shipyards in the Gulf of Mexico and bringing them north. By the 1990s he was one of New Jersey’s most successful clam harvesters, and odds were good that any can of clam chowder in the United States contained shellfish scraped from the sea floor by an Alexander dredge. He moved the business to New England in 1993, weathering two more sinkings and a pair of fatal accidents as it continued to grow. In the ensuing years, he left clamming and largely switched to scalloping, and now owns more than 20 steel vessels, which he watches over from a waterfront warehouse, greeting captains and crews with the soft-spoken self-assurance of a man who has seen it all.

His daughter knew him as more than a fleet manager. He was a father who lost his son, Warren Jr., to opioids. He lived the torturous contours of the epidemic firsthand. She pitched her idea with shared loss in mind. Warren listened and ruled. “I’m not going to mandate it,” he said. “But if you can get captains to agree to it, you can give it a try.”

The Fishing Partnership’s program to put naloxone on boats and provide crews with overdose first-aid training began after Debra Kelsey, a community health worker, met a grieving fisherman at an event of the Massachusetts Lobstermen’s Association in 2015. The man’s son fatally overdosed about six months before. “He told me his ex-wife had been instrumental in getting Narcan into the hands of the police in Quincy, where he was from,” she says. Kelsey was intrigued — first by the lifesaving value of naloxone, but also by who was trained and designated to carry it.

She lived with a fisherman. She knew the industry and admired its inviolable code: Out on the ocean, fishing boats rushed to help each other. Whether flooding, fire or medical emergency, they came to one another’s aid, and in many cases were first on the scene. “In a mayday call,” she says, “a fishing vessel will often get there before the Coast Guard.” In the particular conditions of work on the water, fishermen functioned as first responders. Kelsey wondered if this ancient trait could be harnessed to save lives in new ways. Naloxone dispensers felt like a suddenly necessary component in vessel safety kits — just like fire extinguishers and throwable lifesaving rings.

In 2017, in part at her urging, Fishing Partnership introduced overdose education and naloxone distribution into the free first-aid classes it offered to captains and crews. Buoyed by a federal grant to New Bedford, the program expanded in 2019 and found an ally in the Coast Guard, which often hosted the partnership’s training sessions at its stations in fishing ports. Its officers echoed Kelsey’s view that naloxone dispensers had become essential onboard equipment.

Naloxone still faced barriers, often from fishermen themselves. Many captains insisted that they forbade illicit drugs and that carrying naloxone functioned as a hypocritical wink, a suggestion that drugs were allowed. Stigma, too, played a role. “People were like, ‘These fishermen are drunks, they’re addicts, they’re living the wild life,’” Kelsey says. She disagreed — addiction isn’t a moral failure, she’d say, it’s a disease — and pressed her message. Stocking naloxone did not mean condoning drug use. It meant a vessel was more fully aligned with the mariner’s code.

Stigma was not the only obstacle. Fear played a role as well. The Coast Guard, for all its support, is a complicated harm-reduction partner. It operates as both a rescue and law-enforcement agency, which leaves many fishermen with a split-screen perception of the organization — appreciating the former role while bristling at the latter. Worries about inviting police action on a boat already dealing with a crew member down make some captains reluctant to report drug-related medical issues, says Captain Prindle, the service’s sector commander. “Often we’ll get a case where the master of a vessel reports they have a cardiac issue or shortness of breath or anxiety issues,” he says. “They leave out the opioids piece.”

Upon returning to the region in 2021, Prindle began attending the partnership’s Narcan training sessions, at which he assured attendees that if they made a mayday call for an overdose, Coast Guard teams would focus on saving a mariner’s life, not on searching for contraband. His message aligned with the experience of service members who patrol the waters. “I don’t think any of us on this boat, when we have an opioid overdose to deal with, want to arrest anybody,” says Petty Officer Third Class Justus Christopher, who runs a 47-foot motor lifeboat out of Martha’s Vineyard. Christopher recalls a vessel with a deckhand in withdrawal. “We got a call that a guy was afraid for his life, and it was a guy dopesick in his bunk,” he says. Other crew members, seething that the deckhand stopped working for his share, were hazing him. Someone defecated in his hat, Christopher said, and smeared Icy Hot in his bedding. The boarding team removed the man. “It never went through our minds to search the boat for drugs,” Christopher said.

With naloxone now available, converts to harm reduction are becoming plentiful around ports. Nuno Lemos, 50, a deckhand in his eighth year of abstinence, moved to New Bedford from Portugal as a teenager. While in high school he did his first commercial trip, working on a trawler and earning $1,200 in five days. On some boats back then, he said, captains dispensed stimulants and painkillers as performance enhancers. His use grew heavy. Between fishing trips, he smoked crack for days, then snorted heroin to come down. “Chasing the dragon,” he says. The habit consumed his income, so he supplemented wages by pinching cash from fellow deckhands’ wallets and hiding fish and scallops under ice below deck, then retrieving the stolen product at the dock for black-market wholesalers. His professional reputation plummeted. He spiraled at home too. Lemos had a son with a woman also battling addiction. In no condition to raise their child, they both lost access to the boy. Her parents took over his care. “I was selfish and self-centered,” he says. “The drugs ran the show.”

In 2016, Lemos hit bottom. He walked off a fishing boat that was laid up in Provincetown during a storm and binge-drank for hours, then burglarized a home to fund a bus ride back to New Bedford. That afternoon he took refuge in the unfinished basement of a bakery and injected what he thought was heroin. He collapsed. His mother, who rented an apartment upstairs, summoned paramedics, who reversed the overdose with naloxone. Lemos shrugged off his brush with death. “I was in the hospital for a few hours, and I got high right after,” he says. But the experience left its impression. He got his hands on Narcan and kept two other people alive. One was a fisherman named Mario, the other “a kid on Rivet Street,” he says, whom he barely knew. Later that year, ashamed and worried he would die without knowing his son, he checked into rehab. Months later he resumed work, first hanging drywall, then back on scalloper decks. As his sobriety lasted, he reunited with his son. His praise of naloxone now borders on liturgy. “Narcan is a God-given thing that should be part of everybody’s training, especially in the business that I am in,” he says. “It’s a pivotal tool of survival that should be on every boat.”

Another fisherman, Justin Souza, 38, started fishing at age 20 and soon was taking opioid pills to manage pain. He moved to heroin when OxyContin became scarce on the streets. When fentanyl entered underground markets, he says, it started killing his friends, ultimately claiming about 20 people he knew, a half-dozen of them fishermen. His first encounter with naloxone was jarringly personal: He was in an apartment with a friend who slipped into unconsciousness and was gargling for breath. “My buddy was dying, and I had a bag of drugs,” he said. “It was either call 911 or my buddy is dead. So I called 911, hid the stuff, and they came and hit him with Narcan.” The man survived. Souza was arrested on an unrelated possession charge in 2017. In jail he changed course. “I cried out to Jesus,” he said, “and he showed up.”

Upon release he entered treatment and has been abstinent since, for which he credits God. Reliable again, Souza was hired by Tyler Miranda, captain of the scallop vessel Mirage, who promoted him to engineer, the crew member responsible for maintaining the boat’s winches and power plant. The Mirage’s crew is a testament to the power of redemption. Once addicted to opioids himself, Miranda has abstained since 2017. He became captain two years into his sobriety, and stocked naloxone onboard shortly after.

Eight days after Brian Murphy died, Kelsey and a co-worker showed up at the Ocean Wave, one of Alexander’s scallopers, to train its crew. The instructors mixed demonstrations on how to administer Narcan — one spray into one nostril, the second into the other — with assurances that the drug was harmless if used on someone suffering a condition other than overdose. The training carried another message, which was not intuitive: Merely administering Narcan was not enough. Multiple dispensers were sometimes required to restore a patient’s breathing, and this was true even if a patient resumed seemingly normal respiration. If the opioids were particularly potent, a patient might backslide as the antagonist wore off. Patients in respiratory distress also often suffered “polysubstance overdoses,” like fentanyl mixed with other drugs, including cocaine, amphetamines or xylazine. Alcohol might be involved, too. With so many variables, anyone revived with naloxone should be rushed to professional care. In an overdose at sea, they said, a victim’s peers should make a mayday call, so the Coast Guard could hurry the patient to a hospital.

After the partnership trained two more Alexander crews, Warren heard positive feedback from his captains. He issued his judgment. “Now it’s mandatory,” he said. Within weeks of the Jersey Pride’s mayday call, Narcan distribution and training became permanent elements of the company’s operation. Alexander-Nevells credits Murphy. He spent about 72 hours as a commercial fisherman, died on the job and left a legacy. “He changed my dad’s fleet,” she says. “I know for a fact that without Brian Murphy, this program doesn’t exist.”

In New Jersey, where Murphy’s family suffered the agonies of sudden, unexpected loss, followed by the humiliation of being ghosted by those who knew what happened to him aboard the Jersey Pride, the changes to the Alexander fleet came as welcome news. His brother, Doug Haferl, recalls his sibling with warmth and gratitude. Their parents divorced when the kids were young, and their father worked long hours as a crane operator. Brian assumed the role of father figure. “He took me and my brother Tom under his wing,” he says. The thought that Brian’s death helped put naloxone on boats and might one day save a life, he says, “is about the best thing I could hope for.”

Deckhands and captains come and go. Naloxone dispensers expire. To keep the fleet current, Alexander-Nevells booked refresher training throughout 2023 and into 2024. At one class, Kelsey met the Karen Nicole’s captain and five-person crew. The group gathered in the galley. Everyone present had lost friends. Kelsey recited symptoms. “If someone overdoses,” she said, “they will make a noise — ”

“It’s a gargle,” said Myles Jones, a deckhand. “I know what it is.”

He stood by a freezer, a compact, muscular man in a white sleeveless tee. “I’ve lost a son,” he said. The room fell still.

“I’m sorry,” Kelsey said. She stepped across the galley and wrapped him in a hug. Jones managed a pained smile. “I lost an uncle, too,” he said.

Kelsey continued the class, then examined the Narcan aboard to ensure it had not expired. The boat headed to sea.

In the wheelhouse, the mate, Hollis Nevells, said that Narcan fit a mentality fishing jobs require. He shared a story of a drunk fisherman who crashed a house party years ago in his hometown on Deer Isle, Maine. To prevent him from driving his pickup truck, other guests took his keys and stashed them atop a refrigerator. Furious, the man produced a pistol, pointed it at Nevells’s face and demanded the keys’ return. Thus persuaded, Nevells retrieved them. The man drove away only to call a short while later, upset. His truck was stuck in mud. He wanted help. Several fishermen drove to him, separated him from the pistol and beat the truck with baseball bats until it was totaled. “Island justice,” Nevells said. In his view, carrying Narcan matched this rough, self-help spirit: On the ocean, crews needed to solve problems themselves, and with Narcan came the power to save a life. Nevells had lost many peers to overdoses, among them the man who leveled the pistol at his face. He remembered feeling helpless as the Jersey Pride broadcast graphic descriptions at the hour of Murphy’s death. He did not want to feel that way again.

The captain, Duane Natale, agreed. He had seen firsthand how delaying death bought time for a rescue. Scallopers tow massive steel dredges that cut furrows through the ocean bottom and snatch scallops along the way. By winch and boom, the dredges are periodically lifted above deck to shake out catch, then lowered again. The procedure is exceptionally dangerous. A swinging dredge, about 15 feet wide and weighing more than a ton, can crush a man in one sickening crunch. In the 1990s, Natale saw a falling dredge shear off a deckhand’s extended right arm. A makeshift tourniquet tightened around the stump kept the man alive until a helicopter lifted him away. Had they not been trained, the deckhand would have died. Natale saw a similar role for Narcan: a means to stop a fatality and let the Coast Guard do its work. “I like it a lot,” he said. “Last thing I want on my conscience is someone dying on my boat.”

In water 45 fathoms deep the boat steamed at 4.8 knots, towing dredges through sandy muck while the crew sweated through an incessant loop. From a hydraulic control station at the wheelhouse’s aft end, Nevells or Natale periodically hoisted the dredges and shook out tons of scallops, which slid out onto the steel deck in rumbling cascades of pink-and-white shells. Working fast, Hollis and the deckhands shoveled the catch into baskets and hustled it to sheltered cutting stations, where with stainless-steel knives they separated each scallop’s adductor muscle — the portion that makes its way to seafood cases and restaurant plates — from its gob of guts. Hands worked fast, flicking adductors into buckets and guts down chutes that plopped them onto greenish water beside the hull. Large sharks swam lazy circles alongside, turning to flash pale undersides while inhaling easy meals. Music thumped and blared: metal one hour, techno the next. When enough buckets were full of meat and rinsed in saltwater, two deckhands transferred the glistening, ivory-colored catch into roughly 50-pound cloth sacks, handed them down a hatch into the cool fish-hold and buried them beneath ice. Everyone else kept shucking.

The deckhands worked in staggered pairs: 11 hours of shoveling and shucking followed by four hours to shower, eat, sleep and bandage hands, then back on deck for 11 more hours. It continued for days. Daylight became dusk; dusk became night; night became dawn. Sea states changed. Fog and mist soaked the crew and shrouded the vessel, then lifted, revealing other boats on the horizon doing the same thing. The work never stopped. As exhaustion set in, people swayed where they stood, still hauling heavy baskets and shucking. To stay awake they downed coffee and Red Bull, smoked cigarettes and spoke little. One man wore a T-shirt stenciled with a solitary word. It read as both a personal statement and command to everyone else: Grind. Early on the fifth day, the Karen Nicole reached its 12,000-pound federal trip limit. Natale turned the boat toward New Bedford, almost a 24-hour steam away, and cooked everyone a rib-eye steak. The crew showered, ate and slept a few hours, then woke to scrub the boat. On shore two days later, each deckhand received his share: $9,090.61.

Within a year of its mayday call, the Jersey Pride entered a transformation. After the death in 2021 of the vessel’s owner, Doug Stocker, the boat passed to the family of his brother, Clint. A recently retired detective sergeant from the Middle Township Police Department, Clint Stocker was not affiliated with the Jersey Pride when Rodney Bart was its captain, and he knew little of what happened to Murphy, whom he never met. His view on opioid use was clear. “I tolerate none of that,” he says. He also needed no introduction to Narcan, having administered it as a police officer. The boat carries dispensers, he says, “just in case.”

In the midnight blackness this spring after the Jersey Pride returned to port, the vessel’s mate and deckhands described a job-site turnaround. The mate, Justin Puglisi, joined the crew about two months after Murphy’s death. His personal history in commercial fishing began with a loss that resonated through the industry: His father was taken by the sea with the vessel Beth Dee Bob, one of four clam boats that went to the bottom over 13 days in 1999, killing 10 fishermen. As a teenager Puglisi claimed his place in the surviving fleet. The Jersey Pride, he said, was in rough shape when he signed on. The bunk where Murphy overdosed remained unoccupied, the subject of vague stories about a deckhand’s death. Rodney Bart, still the captain, was using fentanyl onboard. “It was blatant,” Puglisi said. “He was leaving empty bags in the wheelhouse.” Two deckhands were heavy users, too. One wandered the boat with a syringe behind his ear. Puglisi had slipped into addiction himself. He was 32, had been using opioids for 15 years and was regularly buying and snorting fentanyl and crystal meth, which he bought in bulk. “I started with pills like everyone else, then switched to the cheaper stuff,” he said.

Bart was fired in fall 2021. But it was after Clint Stocker’s family took over that the operation markedly changed. Clint and his son Craig, who managed the boat’s maintenance, hired new crew members, invested in new electronics and implemented a schedule that gave crew members a week off work after two weeks onboard. They replaced the outriggers and eventually had the boat’s twin diesel engines rebuilt. Puglisi stood at a wheelhouse window. Around him were signs of attentive upkeep: new hoses, valves and a hydraulic pump; fresh upholstery on the wheelhouse bench; a new computer monitor connected to a satellite navigation system. The owners planned to repaint the boat, Puglisi said, but focused on more important maintenance first. “They put their money where it matters,” he said.

The overhaul was more than mechanical. In summer 2022, Puglisi fell asleep in the galley after getting high. When the Stockers heard, they helped find him a bed at rehab for six weeks, then gave him time to attend 90 Narcotics Anonymous meetings in 90 days. “They were like, ‘Go, and your job will be here when you get back,’” he said. When he returned, they put him straight to work. “It was all business,” Puglisi said. He rolled up his left sleeve to reveal a forearm tattoo — “One day at a time,” it read — and described the Jersey Pride as a good boat and fine workplace, unlike when Murphy was invited aboard. “I’ve worked for a lot of owners,” he said, “and this is the best boat I have been on. They take care of their crew.”

It was 1 a.m. A cold April wind blew hard from the northeast. Below Puglisi, three deckhands labored methodically under spotlights to offload catch. One, Bill Lapworth, was a former opioid user also in recovery now. His story matched countless others: He started with pills for pain relief, switched to heroin when the pills became harder to find and almost died when fentanyl poisoned the supply. He was revived by Narcan twice: first by E.M.T.s in an apartment, then by a friend as he slumped near death in a pickup truck. His friend had picked up free Narcan through a community handout program. Smoking a cigarette in the gusts as a crane swung metal cages of ocean quahogs overhead, Lapworth flashed the mischievous grin of a man pulled from the grave not once but twice, then offered a three-word endorsement of the little plastic dispensers to which he owed his life: “I got saved.”

Read by James Patrick Cronin

Audio produced by Elena Hecht

Narration produced by Anna Diamond

Engineered by Quinton Kamara

C.J. Chivers is a staff writer for the magazine and the author of two books, including “The Fighters: Americans in Combat in Afghanistan and Iraq.” He won the Pulitzer Prize for feature writing in 2017 for a profile of a former Marine with PTSD. David Guttenfelder is a photojournalist focusing on geopolitical conflict and conservation.

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