Misuse of alcohol by some seafarers has been an age old problem. Long voyages away from home, family and friends, monotony, lack of social interaction, isolation, etc. makes some seafarers get addicted thus dependent upon the soothing effects of alcohol. A seafarer under the influence of alcohol is a hazard for the safety of ship and personnel.
Incorrect use of alcohol directly affects the fitness and ability of a seafarer to perform watch keeping and other duties making accidents much more likely.
In recent years this problem has been addressed by putting stringent restrictions on the consumption of alcohol through STCW, ILO, OCIMF, ISF, INTERTANKO, Flag and Port States, ISM/SMS shipboard manuals, etc.
Accordingly, some companies have introduced a zero alcohol policy, whereas other allow restricted intake (0.04% blood alcohol level, about 2 units) during periods more than 4 hours before reporting for watch or duty.
The afore-said alcohol policy has had the desired effects and accidents due to misuse of alcohol have reduced, but still there are a few accidents taking place probably due to ineffective implementation on such ships.
In a recent case investigated by MAIB(UK), in the early hours of 18 February last year the Scotish village of Kilchoan was disturbed by the sound of metal grinding against rocks, a vessel sailing from Belfast to Skogn, Norway had missed a course change at a waypoint and crashed into the rugged coastline near Mingary Pier, having narrowly missed another outcrop of rocks.
Half an hour later the master advised Stornoway Coastguard that there was no damage, no pollution and there were no injuries, however when the Tobermory lifeboat reached the stricken vessel, it was clear that the situation was more serious. The vessel’s hull had been breached, an engine room sludge tank was filling with water and the steering gear was damaged. As the ship came off the rocks, 25 tonnes of marine gas oil (MGO) spilled into the Sound of Mull.
MAIB found that the root cause was alcohol - specifically, the half litre of rum that the chief officer had consumed in his cabin, prior to going on watch. This led to missing an important course alteration at a way point and grounding thereafter.
The company has taken corrective and preventive measures in their fleet to enhance compliance with SMS with particular emphasis on control of alcohol consumption and bridge resource management.
The above accident is a good lesson to be learnt by all companies to once again review the implementation and effectiveness of their SMS alcohol policy in the interest of safety on board and to further enhance safety culture.
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