tour bus for sale with bunks

More often than not, when clients compare a Star Coaches proposal to our competitor's proposals, our proposal will "appear" to be more expensive.

Why? Because it is thorough...

It's NOT designed to be "pretty"...   it's designed to be accurate.   Actually, it is designed for you to end your tour BELOW the projected budget.

Don takes the time to prepare every single proposal for every single tour himself.

He suggests stop point cities on longer drives to keep a driver safe and legal.

While this level of thoroughness takes more time, it has been invaluable, especially for foreign clients that are not familiar with the geographical layout of the United States.

See for yourself what many consider to be the best, and most informative proposal in the industry, and then get ready to enjoy "coming in below budget" at the end of your tour.

REQUEST A PROPOSAL

EXCLUSIVE: 2023 TOUR COST ESTIMATOR

In LESS than 5 minutes, find out how much an entertainer coach will cost for your next tour!

We are pleased to offer you the new 2023 Star Coaches Online Tour Cost Estimator!

Only Star Coaches offers such an online experience!

Only Star Coaches offers complete transparency!

Only Star Coaches offers you this budgeting advantage!

During the development and creation of this website, we consulted over a dozen Tour Managers about this concept...

Their reactions were all the same:  "Wow!!"...  "Amazing!!"...  "Unbelievable!!"...  "Oh My Gosh!!"

They were blown away!

Only Star Coaches offers such an online experience:  The Tour Cost Estimator!

Now YOU can enter variables into a form and calculate approximately how much it will cost to lease various entertainer coaches for your next tour.

Here is what you'll need to get started:

a)  your tour itinerary with mileage...

b)  your pick up city...

c)  your drop city...

d)  approximately how many overdrives will take place

Now YOU can see how much bus your budget will allow...  Experiment with different logistical scenarios...

This online feature will give you a very good idea of the estimated cost you will incur on your next tour...

TOUR COST ESTIMATOR

EXTERIOR BUS WRAPS

TRAILER WEIGHT LIMITS…

Most of the time, this is not a problem, as most bands are staying within our 10,000 pound limit for GVWT (Gross Vehicle Weight, or a loaded trailer)...

By the way, for you Production Managers, our trailers weight about 4,500 pounds empty, leaving you about 5,500 pounds for the gear / merch...

Anyhow, a more frequent occurrence is that we find ourselves receiving a frantic call from our drivers at pick up stating that "this trailer is very heavy"...

So we instruct the driver to immediately weigh the full trailer, only to find that the GVWT is over 10,000 pounds... This becomes a new problem...

To battle this potential problem, we suggest making sure your packed load is less than 5,500 pounds, and if you must exceed that limit, act BEFORE the tour pick up...

Rent a box truck and a driver...

Star Coaches now has a small team of box truck drivers that can help solve the problem of a disaster at pick up...

If you can't get the gear to 5,500 pounds, let us know, and we will gladly assign one of our auxiliary drivers to your rented box truck from Hertz, Budget or UHaul...

Don't be THAT guy who is overweight at pick up...

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Tour Bus Rentals

Entertainer coach.

They are called entertainer coaches because these are the coaches that most often move your favorite performers. From Willy Nelson to Billie Eilish, these are the go-to for your favorite performers. From the outside, they may look like buses or motorcoaches, but on the inside, they are designed to offer many of the comforts of home. See the below video for a sneak peek inside Kane Brown’s tour bus.

Other names an Entertainer Coach may be known as- 

Sleeper Coach/Tour Bus/Artist Bus/Music Bus/Entertainer Bus/Band Bus/Athletic Coach/Executive Coach

Sleeper Coach Tour Bus Artist Bus Music Bus Entertainer Bus Band Bus

Things to Know Before You Charter a Tour Bus

Traveling in a luxurious tour bus is a unique experience and an ideal solution for anyone traveling over the road for extended periods. Since these buses are specially equipped to provide multi-day comfort on long journeys, most companies that rent them do so on long-term contracts. Many companies will charter or rent for a day.

Here are some things to keep in mind before you book an entertainer coach for your next trip:

• Accommodations and features will differ significantly, make sure to see the coach before signing a contract.
• Often includes sleeping accommodations with either one bed for a single entertainer or a configuration of up to 8 or more bunks.
• Always ask for insurance information before booking.
• If you need other parties listed as additionally insured, tell the company before signing a contract.

Though we work hard to keep our listings updated, we encourage you to check the Federal Motor Carrier Safety Administration (FMCSA) Safer System for company standing before booking with any operator. 

Common Amenities on a Tour Bus

Because tour buses are designed to serve as your home out on the road, these vehicles are packed to the brim with amenities. When you're traveling for days at a time and spending long periods on your bus, you want every luxury you can get to make the journey more comfortable.

Most tour buses feature bunks or beds where you can relax or catch some sleep overnight and lounge areas where you can hang out during the day. While the details for each bus will vary, you can expect the following amenities from a tour bus charter:

• Restrooms   | Always
• AC   | Always
• WiFi   | Almost Always
• Screens/DVD   | Almost Always
• PA Systems   | Often
• In-Seat Power Outlets   | Almost Always
• Airline Grade Entertainment   | Almost Always
• Wheelchair Accessible   | Rare

We encourage you to ask your operators questions and request photos of your bus so you know you're getting what you need to make your trip a success.

Common Activities That Use Tour Buses

When you think about luxury tour buses, the first thing that comes to mind is probably the rock stars who tour the country putting on spectacular shows. Still, they aren't the only ones traveling in these buses. Entertainer coach buses provide comfortable, luxurious transportation and accommodations for a wide range of performers, political figures and everyday folks who want an experience like no other.

From road trips to tours and everything in between, tour buses provide an excellent home away from home for any group, including:

Bands and musicians

Political Campaigns

Theatre groups, comedians and entertainers, executive/corporate, visiting dignitary or executive groups, wedding party transportation, wedding venue shuttle, business commuter shuttle, college and professional sports, tailgate parties, traveling/hosting sporting events, nascar/racing events, benefits of renting an entertainer coach bus.

Renting a tour bus for a long trip provides you the ultimate convenience. Your bus should have almost everything you need onboard, so you can travel without searching for hotel rooms or places to stop for food and bathroom breaks. 

As with any rental, your entertainer coach will be assigned an experienced driver who will ensure you arrive at each destination safely. You can sit back and relax, and your driver will be responsible for navigation, traffic and parking. This driver gives you the opportunity to work on your performance, socialize or take a nap so that you arrive fresh and ready to shine.

Tour buses are an environmentally friendly alternative to other modes of travel, helping to minimize the impact of your tour by limiting the number of vehicles or plane trips required to get you where you're going. Most tour buses are relatively fuel-efficient and house an entire band along with some crew members, allowing you to carpool and reduce the number of vehicles on the road.

Charter a Tour Bus With BusRates

BusRates offers an up-to-date directory of entertainer coaches available in your area to make your next trip more luxurious. Each listing features all the information you need to select the perfect tour bus, including lists of amenities, entertainer coach rental prices and company contact information for your local operator.

Our goal is to help you cut out the brokers and connect directly with your operator, saving you time and money. To get started, browse our available listings and request a free quote.

Things that make Entertainer Coaches Great

They're Homelike!

A true home away from home

They're Great!

Comfort to the extreme

They're Companions!

Built for long stays on the road

They're Reliable!

Designed to sleep in

Best in class Sleeper Bus service.

Double decker tour bus.

ENTERTAINMENT

Fully equipped

Bluetooth system

5G available

Our Modern fleet of double decker tour buses is comprised entirely of Van Hool TX27 Astromegas

Spacious, with superb chassis design and advanced air suspension, these top quality sleeper buses provide a smooth, comfortable ride that’s ideal for relaxed, stress-free touring.

With quiet, smooth engines, they designed to offer the perfect conditions for passengers to enjoy a quiet, comfortable night’s sleep – so your artists and crew arrive feeling refreshed.

Premium interior features with comprehensive entertainment systems.

Our double decker tour buses feature fully bespoke, contemporary interiors, handcrafted and meticulously maintained by our experienced in-house teams in the UK.

Premium interior features include a fully equipped kitchen, modern bathroom with fresh water toilet, luxurious lounge areas with generously padded seating, extensive storage, and comfortable oversize bunks with high quality bedding.

The comprehensive entertainment system includes widescreen HD TVs, high quality surround sound systems and next generation games consoles, with Wi-Fi available on request.

Available in a range of configurations

Available in a range of configurations to sleep 12 – 16, including those designed specifically to cater for stars and their guests, supporting artists and crew, they are perfect for a full range of UK and European tours. All configurations are at the same daily rate.

Interior Features

– Fully Equipped Kitchen – Bathroom with fresh water toilet – Luxurious Lounge areas & seating – Latest TV & Surround Sound entertainment – Quality Bedding – Ample Storage space – Wi-Fi Available on request.

Technical Specification

– Van Hool TX Astromega Coaches – Euro 6 DAF 510PS low emission engines – Air Suspension – 1000ltr Fresh Water tanks – AS Tronic 12 speed gearbox for smoothness – Land line air conditioning (32 amp power required)

– Length 14.10m (18.65m with trailer) – Height 4.0 m – Width 2.55m – Headroom 1.8m – Locker space is approx. 7 cubic metres.

Get a quote

We’d be delighted to provide you with a no-obligation quote. Call +44 (0)1964 563464, email [email protected] or complete the online quote form.

Experts in tour logistics for the music industry.

Head office MM Band Services, Main Street, Burstwick, Hull, HU12 9EA

+44 01964 563464

[email protected]

Driver Portal

© 2024 MM Band Services Ltd - Web design by TH3 Design

BLACK N BLUE

Non Slide 12 Sleeper

CELEBRATION

MIDNIGHT STAR

Double Slide Star Coach with 6 bunks

TUPELO HONEY

Request pricing details.

Email Address

Phone Number

Interested in (Name of the bus)

Get In Touch

615-590-7979

110 Tennessee Way Hendersonville, TN 37075

615-590-7798

Get A Quote

We cater to some of the finest names in the music industry, as well as internationally known corporate sponsors and private individuals who wish to travel in style..

• Name * First

Driver Pay Sheet

• Name First Name Last Name
• Pay Period Start Date (Sunday) Month Day Year
• End Date (Saturday) Month Day Year
• Direct Deposit
• Drive Date (Start) Month Day Year
• Drive Date (End) Month Day Year
• Regular PAY
• Number of Days
• Amount Per Day
• Number of Overdrives
• Amount Per O/D
• Overdrive Total
• Hotel Buyouts ($125)
• Per Diem (Number of Days)
• Per Diem (Rate)
• Per Diem ( Total)
• Generator Services ($150)
• Interior Cleaning ($95)
• Linens ($75)
• Exterior Wash ($100)
• Trailer Wash ($40)
• End of Tour Cleaning ($350)
• Total Weekly Services
• Final Total Due
• Website Expense Reimbursement Form

Modified 1936 White Model 706 Tour Bus

This 1936 White Model 706 is said to have served as a tour bus in Yellowstone National Park before it was modified and refurbished under prior ownership. Power comes from a replacement 454ci big block V8 paired with a three-speed automatic transmission, and the bus is finished in beige and gray over a reconfigured interior with inward-facing rear benches trimmed in gray cloth upholstery. Additional features include a gray soft top, air-adjustable suspension, air conditioning, tinted windows, a Pioneer CD stereo, and a rear beverage station. This modified White Model 706 was purchased by the current owner in 2016 and is now offered on dealer consignment in California with a clean Nevada title.

The Model 706 grille surround and cowl were designed by industrial designer Alexis de Sakhnoffsky, while the open-top touring body was designed by Herman Bender and F.W. Black. The Bender Body Company supplied the Model 706 bodies, and this example was refinished in beige with gray fenders under prior ownership. The gray soft top is supported by metal bows and secured with tie-downs around the perimeter, and additional features include a chrome grille and bumpers, fender-mounted headlights, running boards, rear fender skirts, a driver’s door, and four passenger-side doors. The ambulance-style rear doors open to reveal a storage compartment with a leaded-glass windowpane. A scratch is visible on the upper right-rear body panel, bubbling is visible on the body panels, and the running board treads show age.

Body-color 19.5″ steel wheels are fitted with painted hub caps and are mounted with 8-series Bridgestone black wall tires. Stopping power is from hydraulic front disc and rear drum brakes, and the truck is equipped with air-adjustable suspension. The selling dealer notes that the chassis has been modified with a revised dually rear end assembly as well as front suspension and steering components sourced from a General Motors P30 truck chassis.

The cab houses a power-adjustable driver’s seat upholstered in gray cloth and vinyl accompanied by color-coordinated door panels and carpets. The woodgrain dashboard and door panel trim are accented by carved floral designs, and additional features include air conditioning, a floor shifter, and a brass handbrake lever. Work under current ownership reportedly involved replacing the wiring harness.

Central instrumentation includes a 120-mph speedometer, a tachometer, and auxiliary gauges, while a control panel for the air-ride suspension system is mounted on the left. The six-digit odometer shows 81k miles, several hundred of which were added under current ownership. Total mileage is unknown.

The rear compartment features inward-facing bench seats with lap belts, woodgrain trim, and gray carpeting. Amenities include a Pioneer stereo, power-operated side windows, air conditioning outlets, a fan, and overhead lighting. A contoured wooden beverage station is outfitted with glassware, bottle holders, and an ice bucket.

The 454ci V8 was installed under prior ownership and is equipped with chrome valve covers. Recent service included changing the oil and replacing the battery.

Power is sent to the rear wheels through a TH400 three-speed automatic transmission. Additional underside photos can be viewed in the gallery below.

Video Gallery

Photo gallery.

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BaT Essentials

• Chassis: 194387
• 81k Miles, TMU
• Replacement 454ci V8
• Three-Speed Automatic Transmission
• Beige and Gray Paint
• Gray Cloth Upholstery
• Beige Steel Wheels
• Dually Rear Axle
• Power Steering
• Inward-Facing Rear Benches
• Air Conditioning
• Pioneer Stereo
• Beverage Station
• Rear Storage Compartment

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Bus Sales In Idaho

New and used buses in idaho.

Transporting a church small group, retirement community, or maybe a kindergarten class? At The Bus Center, it’s our mission to make that process smooth and simple – fulfilling your mass transit needs every step of the way. We’re the state of Idaho’s new and used bus seller. Our school buses , shuttle buses, mid-size vans and other vehicles are all of the highest quality and available at an affordable price. With us, your group never goes without a ride.

Check Out Our Large Inventory

Passenger vans, transit buses, church buses for sale in idaho.

We serve clients with commercial transportation needs in a wide variety of industries, so The Bus Center keeps a well-stocked inventory geared towards serving a large population with a myriad of alternating needs. You’ll find the following vans and buses in our warehouses:

• 15-30 Passenger MFSABs (Multi-Functional School Activity Buses)
• 15 Passengers or Less Small buses and vans
• 16-26 Passenger Medium options
• 27 or more passenger Large options
• Wheelchair accessible passenger vans
• Executive Limousine buses & vans
• School Buses
• Charter Buses
• Shuttle Buses
• Transit Buses
• Passenger Vans
• Church Buses

Your bus is out there. At The Bus Center we understand that moving your groups isn’t always easy, and having a luxury bus or wheelchair accessible van at your disposal can be a game-changer in terms of ease of travel. We’re sure to have the right options you need.

School Bus For Sale In Idaho

If there is one thing the Bus Center can help you find, it’s school buses. Are you in charge of the transportation needs of a daycare, private school, public school? If you are looking for a school bus for sale in Idaho, our large inventory of New or Used School buses is unmatched! We carry the best and most well-known makes and models of school buses and passenger vans in the nation. If you are looking for a school bus large enough for 72 passengers like the Thomas C2, or a small school bus for 14 passengers like the Thomas MFSAB we have you covered. Reach out to our School Bus Sales team to get the best guidance possible on your next school bus purchase.

The Top Performing Manufacturers

Best vans & buses for sale in idaho.

The buses and vans we carry are manufactured and produced by some of the most trusted brands in the business. So, if you are looking for the best quality school bus or passenger van on the market, The Bus Center can help you with that commercial transportation decision.Take a look at who we work with below:

– TransitWorks

-Thomas Built Buses

-BraunAbility

– Bus Corporation

-Federal Coach

-Turtle Top

-StarTrans Bus

Working with these suppliers means your products are trusted and reliable – and that makes your purchases all the more stable and efficient.

The Bus Center has your state covered

Idaho Bus Dealer

We proudly serve the entire state of Idaho with our large selection of buses and vans. We serve:

American Falls, Ammon, Blackfoot, Boise, Bonners Ferry, Buhl, Burley, Caldwell, Cascade, Chubbuck, Coeur d’Alene, Driggs, Eagle, Emmett, Fruitland, Garden City, Grangeville, Hailey, Hayden Lake, Hayden, Idaho City, Idaho Falls, Island Park, Jerome, Kamiah, Kellogg, Ketchum, Kuna, Lava Hot Springs, Lewiston, McCall, Meridian, Moscow, Mountain Home, Nampa, Orofino, Pocatello, Post Falls, Preston, Rathdrum, Rexburg, Rigby, Salmon, Sandpoint, Soda Springs, St. Maries, Stanley, Sun Valley, Twin Falls, Weiser, and more.

More About Us

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Birmingham, Alabama is home to The Bus Center Headquarters. We’re one of the nation’s top dealers in passenger buses and vans, and we’re here to serve you. Looking for service and support? Give us a call: 844-256-6169

Copyright © 2024 The Bus Center | 844-256-6169 Web Support by Infomedia

Green Deals

Rad power ev discounts, mod bikes summer sale, anker solix c800 plus power station back at all-time low, more.

We’ve got two big sales leading today’s Green Deals, with a crowd favorite power solution bringing up the rear. First is the latest flash sale from Rad Power Bikes that is taking up to $400 off four select e-bike models, with the biggest saving opportunity in the bunch being the RadRover 6 Plus High-Step e-bike at $1,199 . It is joined by MOD BIKES’ summer sale that has taken up to $1,000 off its offered models, with the Berlin 2 Commuter e-bike taking the reigns at $1,499 . Then there is the popular Anker SOLIX C800 Plus Portable Power Station that has returned to its $499 low after a month at much higher rates. And be sure to also check our links at the bottom of the page for our Father’s Day electric tool gift guide, as well as some Best Buy one-day deals on Greenworks tools. Plus, all the other hangover Green Deals that are still alive and well.

Head below for other New Green Deals we’ve found today and, of course,  Electrek ’s best EV buying  and  leasing deals . Also, check out the new  Electrek Tesla Shop for the best deals on Tesla accessories .

Rad Power’s latest flash sale takes up to $400 off four e-bikes

Rad Power Bikes has launched its  latest flash sale  through June 11 that is taking up to $400 off four of the brand’s popular e-bike models, with the biggest discount going to the  RadRover 6 Plus High-Step e-bike for  $1,199 shipped . Down from its newer $1,599 price tag since the company lowered prices  across its lineup of models , this e-bike has so far been the focus of two flash sales and one holiday sale since 2024 began, with the two former sales dropping costs to $1,199 and a further drop to the $1,099 low during Memorial Day sales (if you don’t count the pricing error that had it at $999 for the first day). Coming in as a 25% markdown off the new going rate, today’s deal ultimately returns it back to the second-lowest price we have tracked – just $100 above the all-time low. Learn more about what to expect when this e-bike arrives by reading through our  hands-on review over .

Carrying the mantle of Rad Power’s “beast of a bike,”  the RadRover 6 Plus  hits 20 MPH top speeds for up to 45 miles on a single charge thanks to its 750W brushless geared hub motor working in tandem with the semi-integrated 672Wh battery. Equipped with a 12-magnet cadence sensor, this e-bike has five levels of pedal assistance to choose from, accessible through the full digital display that also gives you real-time performance data like battery levels or a wattage meter to keep track of the motor’s output. Should you journey off the beaten paths, this model is prepared for the adventure with its water-resistant connectors and wiring harness, as well as a pair of 26-inch by 4-inch puncture-resistant fat tires with fenders over each.

Other Rad Power flash sale discounts:

• 20 MPH for 45+ miles
• 20 MPH for 50+ miles

Save up to $1,000 during MOD BIKES summer sale throughout the entire month of June

MOD BIKES has just launched its  summer sale through the entire month of June  that is taking  up to $1,000 off  a selection of its popular e-bike lineup, including the new 2024 pre-order models. One of the two models receiving the biggest discounts, and also one of the brand’s most popular, is the  Berlin 2 Commuter e-bike for  $1,499 shipped . Regularly fetching $2,499, this is 40% markdown is the largest we have seen on this particular e-bike at a whopping $1,000 off. It’s a great opportunity to grab a quality commuter e-bike with a solid travel range at its all-time lowest and most affordable price.

The  Berlin 2 e-bike  comes sporting a more industrial-tailored look than many of the other e-bikes we’ve seen elsewhere over the years, with a near-monochrome color scheme that somehow both accentuates its stark differences from other e-bike designs while also giving it a conspicuously smooth minimalist feel. It arrives with a 350W (650W peak) brushless Shengyi mid-drive motor paired alongside a 614Wh MOD Samsung Powerpack battery, with five levels of pedal assistance that is supported via its torque sensor. Its a surprisingly powerful setup that can max out at 28 MPH for up to 60 miles on a single 3 to 6 hour charge.

It also comes jam-packed with plenty of handy features that only elevate its already unique design, like hydraulic brakes, multiple snap-on accessory brackets across its frame, a rear cargo rack with a 55-pound payload, a 7-speed drivetrain, a Selle Royal premium gel saddle, a foldable bike lock that seamlessly snaps onto the frame, an LED headlight, a taillight with brake functionality, an integrated bell, fenders for both tires, and a smart display with a USB charging port for devices that also gives you total control over its performance – plus password protection for locking and unlocking it for added peace of mind.

Other MOD BIKES summer sale discounts:

• 28 MPH for up to 45 miles
• 28 MPH for up to 90 miles
• 28 MPH for up to 50 miles (doubled with extra battery)
• can add-on a sidecar attachment for $1,000 more
• 28 MPH for up to 50 miles (doubled with a second battery)
• with sidecar attachment

Anker’s SOLIX C800 Plus Portable Power Station returns to $499 low ahead of Father’s Day

The official Anker Amazon storefront is offering its  SOLIX C800 Plus Portable Power Station for  $499 shipped ,  after clipping the on-page $150 off coupon . Normally fetching $649, today’s deal is the fourth discount we have seen since its release back in March that is once again returning the price to the all-time lowest we have tracked. You can get a full rundown on what to expect from our  initial launch coverage , or by heading below. You’ll also find bundle options available, with a  100W  or  200W  solar panel for  $698  or  $898 .

The  SOLIX C800 Plus  sports a compact 768Wh capacity with 1,600W of power output. It can fully recharge in just 58 minutes via a wall outlet, 7.2 hours via your car, or just under three hours when paired with 300W of solar panel input. It features two water-resistant LED camping lights that have three modes to choose from: a candlelight mode that covers up to 10m², a flood light mode that covers up to 20m², and a flashlight mode that covers up to 20m² – all of them lasting up to eight hours.

The lights can be easily recharged by stowing them back inside the top of the power station’s case, and they even come with a versatile retractable pole arm that can be used as a hanger, tripod, or selfie stick when not being used to extend the camping light’s reach. To cover your other devices and appliances, you’ll have five AC ports, two USB-A ports, two USB-C ports, and a car port. You’ll also be able to completely monitor and control its settings through the Anker SOLIX app, including enabling and disabling ports via Bluetooth or Wi-Fi. You can also score  the same model without the camping lights for $49 less .

Summer e-bike deals!

• Super73 RX Electric Motorbike: $2,600 (Reg. $3,695)
• Lectric ONE Long-Range e-bike with $220 in free gear (pre-order): $2,199 (Reg. $2,419)
• Juiced JetCurrent Pro Foldable e-bike (pre-order): $2,149 (Reg. $2,799)
• Lectric ONE e-bike with $220 in free gear: $1,999 (Reg. $2,219)
• Blix Packa Genie Cargo e-bike with $237 in free accessories: $1,899 (Reg. $2,099)
• Aventon Abound Cargo e-bike with $894 in free accessories: $1,799 (Reg. $2,199)
• Blix Sol Eclipse Cruiser e-bike with $207 in free accessories: $1,699 (Reg. $1,899)
• Blix Ultra Fat-Tire All-Terrain e-bike with $383 in free accessories: $1,599 (Reg. $2,099)
• Lectric XPress 750 High-Step e-bike with extra battery (pre-order): $1,299 (Reg. $1,799)
• Lectric XPress 750 Step-Thru e-bike with extra battery (pre-order): $1,299 (Reg. $1,799)
• Schwinn Ridgewood Electric Mountain Bike: $800 (Reg. $1,500)
• Schwinn Ingersoll Electric Hybrid Bike: $700 (Reg. $1,500)
• Schwinn Mendocino Hybrid Electric Cruiser Bike: $699 (Reg. $1,700)

Other new Green Deals landing this week

The savings this week are also continuing to a collection of other markdowns. To the same tune as the offers above, these all help you take a more energy-conscious approach to your routine. Winter means you can lock in even better off-season price cuts on electric tools for the lawn while saving on EVs and tons of other gear.

• Father’s Day gift ideas – Electric Tools: Update Dad’s DIY arsenal with mowers, trimmers, washers, and more from $20
• Here’s another chance to save $70 on Greenworks’ 80V cordless blower at $180, more from $600 (Today only)
• No more ice runs needed with Anker’s EverFrost 33L portable cooler at return $599 low ($200 off)
• Lectric summer sale delivers huge deals on best-selling e-bikes with up to $727 in FREE accessories
• Keep your yard looking vibrant with Rachio 3 smart 4-zone sprinkler controller back at $99 low, more from $66
• Greenworks 1,700 PSI electric pressure washer tackles residential cleaning at new $105 low
• Save up to $2,200 on Jackery power stations, bundles, and accessories during 3-day flash sale from $100
• Velotric Father’s Day sale takes $200 off Fold 1 e-bike with accessory bundle at $1,199, more from $1,299
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Asheville Food Bites: Garden-to-table farm dining, kids comedy tour, Gemelli's bouquets

ASHEVILLE - Garden-to-table chef's dining experiences on a family farm; a citywide comedy tour for kids; restaurant bouquet sale for a charitable cause.

Montgomery Sky Farm foraging and dinner series

Montgomery Sky Farm’s nature and culinary experiences are expanding with more for hands on and social activities at the family farm in Leicester.

Take a Sunday stroll with farm co-owner and Executive Chef Taylor Montgomery in Forage for Flavor from noon to 3 p.m. on June 30, July 21 and Aug. 18.

Guests will take a one-hour walk through the garden harvesting fresh herbs and vegetables to take home and stay for a three-course chef’s lunch.

Forage for Flavor is $150 per person. Events are limited to eight guests per date.

The Summer Harvest Dinner Series is slated for July 27, Aug. 31 and Sept. 28.

Join Montgomery for an outdoor, creek-side dinner surrounded by nature. The chef will prepare a four-course meal over an open fire using farm-grown produce served family-style at a communal table.

The cost is $195 per person, including nonalcoholic and alcoholic beverages. The events are limited to 24 guests each.

To RSVP for Montgomery Sky Farm events, visit montgomeryskyfarm.myshopify.com . Recently, Montgomery Sky Farm achieved a 501(c)(3) nonprofit status, and event proceeds support its animal rescue and care initiative.

Kids comedy party bus tour

LaZoom Comedy Bus Tours is known for taking the party on the road in its adult-driven citywide experiences, like the Fender Bender: Asheville Beer Tour and Ghosted: Haunted Comedy Tour.

This summer, due to popular demand, the Asheville-based company is rolling out a new 60-minute comedy tour geared toward children ages 5-12 and open to all ages called the Lil Boogers Tour.

The Lil Boogers Tour will run at noon from Sunday-Friday and 11 a.m. and 1 p.m. on Saturdays from June 1- Aug. 31.

The new program, inspired by LaZoom’s original weekly kids’ tour, features more entertaining special guests, magic tricks, puppetry, dad jokes, songs and humorous and fascinating Asheville’s historical tidbits.

Also, LaZoom has updates its food and beverage menus to include kid-friendly options at the LaZoom Room, 76 Biltmore Ave. downtown.

For more, visit lazoomtours.com .

Flower bouquet sale

Open Hearts Art Center and Gemelli are partnering to sell handcrafted and painted paper flower bouquets at the Italian eatery at 70 Westgate Parkway in West Asheville.

Proceeds will support the differently abled artists who handmade the creations at the local nonprofit studio and gallery.

Open Hearts’ mission is to represent and empower adults with varied abilities to reach their full potential through the arts. Professional artists and seasoned caregivers encourage Open Hearts artists to draw inspiration from personal stories.

The Paper Flower project evolved from a Valentine’s Day to a year-round endeavor in which Open Heart artists and volunteers make the flower kits to sell at several locations in the city, including Gemelli.

“It is fitting that ‘flower power’ is a crucial way to ensure that creative empowerment is ever present in these artists' lives,” Courtney Hannen, Open Hearts staffer and former hostess at Gemelli’s sister restaurant Strada Italiano, said in a news release. Hannen manages The Paper Flower project.

At Gemelli, guests may purchase mini bouquets that include six stems for $18. Larger bouquets include nine stems and sold for $30. Payments are accepted via cash or Venmo with 100% of sales going to Open Hearts.

“Supporting the community, and especially nonprofits, is one of our core values,” Gemelli owner Anthony Cerrato said in a news release. “We love being able to give back wherever we can, and when Courtney approached us about the partnership, it was a no brainer. The flowers enhance the space and it’s a very worthy cause.”

Gemelli’s paper flower bouquets were designed specifically for the local restaurant where they are displayed on the dining tables.

Additional artworks are sold at Open Hearts’ gallery throughout the year with sales split between the artist and center to cover operational costs.

For more, visit openheartsartcenter.org and gemelli.restaurant .

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Tiana Kennell is the food and dining reporter for the Asheville Citizen Times, part of the USA Today Network. Email her at [email protected] or follow her on Instagram @PrincessOfPage. Please support this type of journalism with a subscription to the Citizen Times .

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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

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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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