Triton August 2018 Vol. 15, No.5

/tritonnews | www.The-Triton.com | August 2018

40 Crew News We regret to inform you Two yacht captains, a chief stew and a deckhand have died recently.

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News

Hacker hijacks email, steals $100,000 charter deposit

By Dorie Cox A client who enjoyed his previous Mediterranean charter wanted to do it again. He had the captain’s phone number and called to book the 50m-plus yacht. To get started, he requested a contract and soon received it by email. With personal details filled in, he hit reply and emailed it back.

Heard of EIAPP? Pollution paper may be required

By Dorie Cox The EIAPP is a long acronym for a fairly simple document that confirms an engine meets current air pollution standards. The Engine International Air Pollution Prevention certificate is required for many diesel engines under Annex VI of MARPOL (International Convention for the Prevention of Pollution from Ships).

Although it can affect many yachts,

See ENGINE, Page 10

He and the “captain” emailed back and forth with details about where the family would visit and what they were most excited to do.

Finally, with everything set, the charter client was ready to secure his dates with a deposit. He sent a wire transfer to the details on the contract, more than $100,000.

Then, all emails stopped.

After not hearinwg back from

the captain, the charterer called him. “What happened? I haven’t heard from you?”

“It was the first indication that this money had not been received by anyone legitimate,” said Graeme Lord, president and owner of Fairport Yacht Support.

Fairport offers management

See CYBER, Page 30

Captains balance crew’s desire for home, yacht’s need for work From the Bridge Dorie Cox

Most people head home after work each day for family, food and rest. But not yacht crew. The yacht is both their residence and office.

So how can living where you work ever feel like home? We gathered five yacht captains for our From the Bridge lunch discussion to ask.

The captains said there is a balance between the two.

“If you’re going to make it [be] work 24/7, not many people are going to want to hang around,” a captain said. “It’s hard to relax, you always have some kind of work. But you want to give some kind of feeling of home... the culture you create among the crew of a family feel.”

“That kind of culture gives the

See BRIDGE, Page 36

USCG stops illegal charter; tour boat explodes, Marshall Islands skips pre-registration inspection for 4 smaller boats.

Rules of the Road

Working with illegal charter could ruin a career.

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Where in the World

New Caledonia well worth a revisit.

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Write to Be Heard Our publisher offers ‘crazy’ idea for developer’s multimillion-dollar renovation of The Sails.

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Next Triton Event Triton Networking Aug. 1 with Parker Yacht.

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Contents NEWS 4 Industry Updates 6-9,29 Obituaries 24 Boats / Brokers 28 Business 33 Marinas / Shipyards

COLUMNISTS Career 14 15 17

Crew Compass Crew Coach Taking the Helm

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Operations 16 18 19

Write to Be Heard

Engineer’s Angle Secure @ Sea Rules of the Road

12 32 40 40

Where in the World

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25 41

Interior 20 21 22 23

Culinary Waves Stew Cues Crew’s Mess Top Shelf Take It In Sea Sick Guest writer

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Production Manager Patty Weinert, patty@the-triton.com Editor Dorie Cox, dorie@the-triton.com Associate Editor Susan Jobe, susan@the-triton.com

Business Cards Advertisers Directory

Events

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38 39 Contributors

Publisher / Advertising Sales Lucy Chabot Reed, lucy@the-triton.com

New Caledonia Triton Spotter

Advertisers

Crew Health 26 27 34

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Publisher’s Point Guest writer Letters to the Editor Crew Eye

Capt. AJ Anderson, JD Anson, Carol Bareuther, Capt. Jared Burzler, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Mary Beth Lawton Johnson, Alene Keenan, Lauren Loudon, Chef Tim McDonald, Keith Murray, Corey D. Ranslem, Capt. Jenifer Rosser, Mario Vittone, Capt. Joe Walier, Capt. John Wampler

Calendar Triton Networking

Contact us at: Mailing address: 757 S.E. 17th St., #1119 Fort Lauderdale, FL 33316 Visit us at: 1043 S.E. 17th St., Suite 201 Fort Lauderdale, FL 33316 Call us at: (954) 525-0029 FAX (954) 525-9676 Online at: www.the-triton.com On Facebook at: tritonnews Vol. 15, No. 5

The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2018 Triton Publishing Group Inc. All rights reserved.

4 News USCG halts illegal charter

The U.S. Coast Guard terminated the voyage of a 35-foot boat named Catviar on June 23 near Fisher Island in Miami, Florida, after two people from the boat were rescued from the water by a good Samaritan, according to a USCG news release.

Coast Guard crew, who arrived on scene after the rescue, boarded the Catviar at Fisher Island and found the following violations: l Violation of 46 C.F.R. 176.100A for not having a valid Certificate of Inspection. l Violation of 46 C.F.R. 15.515B for not having a credentialed mariner in control while operating a small passenger vessel. l Violation of 46 C.F.R. 16.201 for failure to have a drug and alcohol program. l Violation of 46 C.F.R. 170.120 for failure to have a valid stability letter.

The owner and operator of the Catviar faces maximum civil penalties amounting to $41,546 for this illegal passenger for hire operation, according to the USCG. “Operators of boats wishing to take paying customers must have a licensed crew, properly certificated vessel and a charter contract that meets all Code of Federal Regulation Requirements,” stated Capt. Megan Dean, commander of Coast Guard Sector Miami. “Those vessel operators who are not properly certified lack a trained crew, safety equipment required to operate in the

Projects target lionfish in deep water

The Florida Fish and Wildlife Conservation Commission awarded $250,000 to five organizations this year to research and develop methods to rid lionfish from the region’s deep-water habitat.

Lionfish, as an invasive species, have a devastating impact on native wildlife and habitats. The Florida diving community helps eliminate lionfish in shallow waters with spearfishing, but the fish also can be found at depths of up to 1,000 feet – beyond the 130-foot recreational dive limit.

Research proposals were submitted in fall 2017 and five organizations were selected to each receive $50,000 in funding. Contracts were executed in March and will be completed by June 2019. The five projects receiving funding are: l University of Florida: Will field test and evaluate development and retrieval strategies for harvesting lionfish in deep-water habitat with the use of a non-containment curtain trap. This information will be used to develop a

Industry Updates

The-Triton.com August 2018

maritime environment and are often overloaded with more passengers than is safe for the vessel size and conditions.

Luckily the two people were rescued, but it's important to point out illegal charters put paying customers at serious risk of injury or death.”

The Coast Guard stated it’s important for passengers to understand that if they pay for illegal charters, they are subject to arrest or fines.

Tour boat explodes in Exumas

A tour boat exploded in the Exumas on June 30, killing one woman and injuring nine. Four of the injured, all Americans, were medevaced to Florida by the U.S. Coast Guard.

Two others, both Americans, were airlifted to Princess Margaret Hospital in Nassau where they are listed in "extremely critical condition," according to a police statement.

The cause of the incident is under investigation by the Exuma branch of the Royal Bahamas Police Force.

Private yachts between 12m and 24m and less than 20 years of age are no longer required to undergo a pre-registration inspection to fly the Republic of the Marshall Islands (RMI) flag.

This change brings the RMI Registry's private yacht registration requirements in line with other major registries, the registry said in a statement announcing the change. Yachts over 20 years of age will still be required to undergo an

inspection by either an Appointed Representative (AR) or Qualified Individual (QI).

International Registries Inc. and its affiliates (IRI) provide administrative and technical support to the RMI Maritime and Corporate Registries. The RMI Registry is now the second largest registry in the world, serving the shipping and yacht industries through a network of 28 global offices. IRI began serving the yacht market in 2001, and yachts now make up a large portion of the RMI fleet, with approximately 550 yachts already flying the RMI flag.

“These amendments to the RMI's registration requirements make the Registry much more competitive in

standardized gear and sampling methodology for use in an upcoming Gulf-wide research project. l Reef Environmental Education Foundation: Will assess modified lobster trap and curtain trap designs and gather field recordings of lionfish vocalizations to assess whether sound can be used as an attractant or an aggregation tool. l American Marine Research Co.: Will work to develop an agile and versatile underwater drone that can be used to control lionfish populations. The project will further evaluate the drone design with a focus on how to best use drone technology and to determine which characteristics of lionfish behavior make lionfish vulnerable to this kind of harvest. l R3 Digital Sciences: Will develop and promote fish trap extension kits for existing commercial spiny lobster traps that will convert them from indiscriminate traps into “smart traps” capable

of specifically targeting lionfish from depths greater than 130 feet. l Atlantic Lionshare Ltd.: Will complete the development of a remotely operated vehicle called the Reef Sweeper that can be used to harvest lionfish from beyond recreational diving depths. The goal is to harvest lionfish in quantities that make it possible to offer it consistently as a common food source to restaurants, stores and wholesalers.

For more information, visit MyFWC. com/Lionfish.

Smaller MI yachts can skip inspection

August 2018 The-Triton.com

the small yacht market,” said Patrick Bachofner, director of business development in IRI's Geneva office. “We are confident that these changes mean that we will now be an attractive option for the owners of smaller yachts.”

According to Ionna Hernandez, business development manager for the yachting sector in IRI's Fort Lauderdale office, “We have already seen very positive feedback, particularly due to the quicker turnaround time and the flat fee for these registrations.”

Culinary group signs up to cater FLIBS

Proof of the Pudding, a Southernbased catering group in the U.S., has announced a concessions partnership with Informa U.S. Boat Shows for five events in Florida: the Fort Lauderdale International Boat Show (FLIBS), the Miami Yacht Show, the Palm Beach International Boat Show, the St. Petersburg Boat Show and the Suncoast Boat Show in Sarasota.

The new partnership will kick off with the 59th annual Fort Lauderdale show, set to take place Oct. 31-Nov. 4.

"Proof of the Pudding's innovation in large-scale outdoor culinary services is poised to transform the food offerings at FLIBS into an upscale and unique

Industry Updates culinary experience," Andrew Doole, general manager of Informa U.S. Boat Shows, stated in a news release.

With 39 years of food service and management experience, Proof of the Pudding is planning a “Ports of Call” theme for food stations at FLIBS, including Cabo San Lucas (Mexican), Portofino (Italian), the British Virgin Islands (Caribbean), the Greek Isles (Greek), and the French Riviera (Parisian). Beverages planned for FLIBS include specialty cocktails, premium wines and a full line of craft beers.

For this year's show, Proof of the Pudding mixologist Anthony Schuch will team with local brewers to add an onsite "guest brewer" to each drink station.

In addition to overseeing the management and operations for all of the shows' food and beverage areas, Proof of the Pudding also will offer catering reservations for exhibitors and auxiliary show events.

Exhibitors will be able to place online orders in advance for selected catering options, such as daily lunch for employees working the show, or arrange custom menus for parties and receptions.

For more information, visit ProofPudding.com.

Customize nautical charts online

A prototype version of NOAA Custom Chart, an online application to customize scale and size of nautical charts centered on a position of choice, is available for use.

Once this prototype is fully developed, NOAA Custom Chart will allow boaters to create a paper or digital back-up for the electronic chart system or other GPS-enabled chart display that they are using on board, according to the NOAA Office of Coast Survey.

NOAA Custom Chart creates a geospatially referenced PDF (GeoPDF) from the NOAA electronic navigational chart database.

In the final operational version of the application, chart notes and other margin notes will be placed at the bottom, below the chart neatline, similar to USGS topographic maps.

The user may download, view and print the output.

There are several op-

Career News

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tions for customizing the appearance of the chart data. The prototype creates charts with either the “traditional” or “simplified” symbology of the Electronic Chart Display and Information Systems (ECDIS) used by professional mariners.

Future versions of NOAA Custom Chart will add a full paper chart symbology option.

For more information, visit devgis. charttools.noaa.gov/pod.

6 News

OBITUARIES

The-Triton.com August 2018

Skipper who ‘loved being a captain’ dies of heart attack at 40

By Dorie Cox Capt. Ryan O’Meara loved the water, his yacht crew, and his work on M/Y Pipe Dream, a 112-foot Westport. He was in the midst of it all when he died of a heart attack in Chub Cay in the Bahamas. Stew Katie O’Meara found her husband in their cabin. The yacht’s crew as well as crew from nearby boats tried to resuscitate him but he was dead on May 27. He was 40.

“He loved being the captain of this boat,” Katie O’Meara said. “When we got asked, ‘Who’s the captain?’ he would say, ‘I am’ and people would question, ‘You’re the captain?’ I guess he just looked like he was having too much fun.”

Capt. O’Meara enjoyed scuba diving, snorkelling, paddleboarding, everything in the water, but he was “not a big fisherman.”

“He loved the water, some type of ocean, that was it for both of us,” O’Meara said. “Even when we were off work, we always took our vacation on the water.”

The two had worked as a team onboard several yachts, including M/Y JusMad, an 80-foot Ocean Alexander, M/Y Petrus, an 88-foot Leopard, and M/Y Southern Star, a 95-foot Burger, for more than 10 years cruising the United States, Bahamas, Central and South America, and the Caribbean. On vacations, the couple chartered a sailboat in the Virgin Islands, visited Belize, and in April spent time snorkeling in Maui.

Capt. O’Meara started his career on larger yachts in 2003 and worked on M/Y Arrowhead, a 112-foot Palmer

Johnson, M/Y Savannah, a 118-foot Intermarine, and M/Y Big Zip, a 93-foot Cheoy Lee as mate.

He was born in Germany into a military family and moved around the United States including Texas, Virginia, and North Carolina. Highlights of his youth were the family’s boats, trips to the beach and sailing camp, said his wife.

The two met in 1999, in North Carolina, near where he attended Louisburg College. They began dating in 2003.

“He told one of his best friends, ‘If I’m ever going to marry anyone, I’ll marry Katie’,” she said.

One of Capt. O’Meara’s relatives let him do a boat delivery to the Virgin Islands and it was there he lived on board a sailboat and learned about the yacht industry through yacht crew working in St. Thomas.

“When we hooked up, he was coming to Fort Lauderdale to do yachting, he had gotten a job on Petrus,” O’Meara said. That was when she left her work in accounting to start as a yachtie herself.

“I’m fortunate he dragged me into it,” she said. “People in my town think I’m on a cruise ship.”

With the 1600-ton master oceans mariner’s license that he earned two years ago, Capt. O’Meara could have run larger boats, but the 112-foot Westport was his favorite, she said. The two had recently finished a refit on M/Y Pipe Dream.

“He wanted to run a 112, he liked the smaller, family feel,” she said.

As a United States resident, an autopsy was required by the Bahamian government, so the yacht stayed in the islands for a week awaiting results.

PHOTO PROVIDED

Capt. Ryan O’Meara, Oct. 9, 1978 - May 27, 2018.

O’Meara and the close crew are still on the job, even after the loss of their captain.

“The core group is still here now,” she said by phone in late July after a trip.

“I think he would like to be remembered for his smile and his laughter,” she said. “You could hear his laugh from a mile away. He loved his people, he was good to everyone, from contractors to friends. People would talk to him about their life, including me. He listened and would give advice and help. He cared

about people.”

Friends do remember his smile, including a former yacht industry couple, Tehane and Andy Brady.

“Ryan always had a big smile on his face and a big heart,” Tehane Brady wrote in a message. “He was welcoming and friendly to everyone he met, well liked by everyone who was lucky enough to have him touch their lives, and he will be missed dearly.”

“He always had a smile on his face and was one of the most gracious guys I have met in the industry,” Andy Brady wrote. “From helping out with problem solving to opening up his house for holidays.”

Katie O’Meara said she is grateful to the yachting community for their support, including a group of 40 friends waiting to offer condolences at The Treasure Trove, a Fort Lauderdale beach bar, when she returned to Florida.

“We have an amazing group of friends,” she said.

And Capt. O’Meara fostered those relationships.

“He had Epic Adventure days for crew,” she said. “He said, ‘It’s your day off, but don’t sit on your bed’. The last epic adventure was to St. Lucia on an all-terrain vehicles through woods. He made memories.”

Dorie Cox is editor of The Triton.

Comment at dorie@the-triton.com.

August 2018 The-Triton.com

News

Young deckhand left crew mates, friends with laughs

By Dorie Cox British Deckhand Lewis Raymond Burke, known to his friends as Burko, died June 1. His family has declined to disclose details of his death. He was 26.

Fellow crew said Mr. Burke was funny and hardworking. His yacht experience included more than a year on M/Y Lady Beatrice, a 60m Feadship, in 2015-16, and time on M/Y Elixir.

Burke Previously he was a dayworker on yachts including M/Y Seanna, a 65m Benetti, M/Y Lady Roxanne, a 36m Benetti, M/Y Mrs D, a 31m Moonen, and M/Y Romea, an 82m Abeking Rasmussen.

His sister Sophie shared a copy of the program from a Celebration of Life held in Mr. Burke’s honor. It included words from 1st Officer Freddie Freeman of M/Y Lady Beatrice, which he shared “on behalf of everybody on board”: “I speak as the person who employed Lewis on Lady Beatrice, not a decision I would ever regret as he was probably the funniest person I have had the privilege to meet over my 20 years in yachting.

I will always remember his CV as he stated he had ‘lightning hands’; I was laughing before I met him. He certainly did have those lightning hands and was an old school grafter, always keeping himself busy and eager to please. He was obviously brought up well.

“During our long and somewhat boring summer, he kept us laughing with apparent ease. We were clearly in the presence of a really special guy ….

I was flattered to be shown one of his films called “The Cat”, simply genius, and it showed his natural ability to create clever and humorous material. We always joked if I won the lottery I would fund his first feature film.

“Not only was he liked and admired by the crew, but managed to also win the captain over, which is no mean feat; I’m still trying after 18 summers. We are all deeply upset by the loss of such a bright person, and he will leave a void in not only the yachting community, but I’m sure the whole world.”

After his first season in yachting, Mr. Burke volunteered in Asia, painting schools, recycling plastic from beaches,

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raising money for freshwater projects and recycling waste oil from hotels.

The program stated, “Lewis’s experiences of such poverty had a profound effect on him. Living amongst families in these poor countries to gain an understanding of their way of life when contrasted with the riches of the Western World would lead Lewis into finding his spiritual side, and he developed a deeper interest in the effect that mankind was having on the earth.”

A theme during the program was his love of chocolate and included childhood tales including a trip to Cadbury’s World and a chocolate bar that was to be used as a prop in a play, but he ate instead. His pet rabbit was named Choco.

Capt. Stewart Richardson of M/Y Seanna met Mr. Burke in 2015 when he first arrived in Antibes looking for work.

The yacht had employed 10 dayworkers who worked all night. Mr. Burke was among them.

“It was pretty obvious he was a hard worker, did the job well and he had the deck crew laughing and joking,” Capt.

Richardson said.“He and his friends became our go-to guys. We always called them between charters, and we got to know him well that summer.”

It was around that time Mr. Burke was hired on M/Y Lady Beatrice.

“What an amazing guy,” Capt. Richardson said. “I gave him a good reference, and a month later, the first mate thanked me for suggesting him. And Lewis wrote to thank me for helping him. It was really nice. He appreciated the opportunity and grabbed it with both hands.”

Though he never had a full-time job opening for Mr. Burke, the captain said, “I would have hired him like a shot.”

Mr. Burke was genuinely nice, always doing extra things, he said.

“If there was a mug to wash, he would do two, it was just the way he conducted himself on the boat.”

In lieu of flowers, the family suggests donations be made in Lewis Raymond Burke's name to WaterAid at wateraid. org or Mind, a mental health charity, at www.mind.org.uk.

Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

See Deckhand Lewis Burke’s favorite cookie recipe by Chef Tim MacDonald on Page 23.

8 News

OBITUARIES

The-Triton.com August 2018

Veteran captain and Crewfinder crew agent Jack Maguire dies

By Dorie Cox and Lucy Chabot Reed Capt. Jack Maguire, veteran yacht captain and placement agent at Crewfinders International, died on June 23 as a result of kidney failure.

He was an old-school mariner, born in Philadelphia, said his wife, Lois Whelan, former yacht chef and his partner of more than 30 years. She said the two worked 24/7 together on yachts for 10 years before they married.

“He was a great engineer, he could do it all,” she said. “He was a no-nonsense guy, that’s why I trusted him so much.

He would always get us into port.”

He was an old salt of a captain down to the end, when he died on a Saturday.

“He would never start a voyage on Friday, he was superstitious,” Whelan wrote to The Triton. “The same ancient mariner superstition from Biblical times that Christ died on Friday and it was very bad luck to start a sea voyage.

He would make us wait until 12:01 on Saturday morning to get underway, seriously.”

Whelan met Capt. Maguire when she

left her first couple of years in yachting to work in a bar instead. He was a customer.

“He was running a 60-foot Hatteras and had a dive business cleaning bottoms,” she said. She worked with him when he needed a cook/stew and they worked together so well that they started on a Jongert 72, M/Y Lady Marion.

“We did 10,000 miles in 10 months at 10 knots, just the two of us,” she said.

“That’s like a 30-year marriage right there.”

But that kind of travel fit his philosophy of slow and steady. There was no reason to rush.

As a young man, Capt. Maguire served in the U.S. Navy as an inertial navigation aviation electrician working on jets on the USS Kitty Hawk during the Vietnam War. His bio on the Crewfinders website noted that he moved to Fort Lauderdale in 1979 as the senior lineman for the telephone company Bell South. In 1980, he became a partner in a local dive shop, “the only dive shop in town that not only taught fun but also had a beer-andwine license.”

He got his 50-ton USCG license in 1982 and began running the dive boat and moving customer’s boats to local yards for work. In 1984, he got his 100ton license.

In the early 1990s, Capt. Maguire and Whelan “cast off the lines and let the adventures begin,” eventually running yachts up to 208 feet. Along the way, he would earn his 1600/3000 ITC All Oceans Master and MCA CEC 3000 ton Master Oceans.

“He had a wicked sense of humor," his wife recalled. "He could see the humor in everyday situations. He had sarcastic quips and could make you laugh. Lots of time out at sea, you need that humor.”

He was also tolerant and fair, she said. When crew members screwed up, he would give them another chance. Do it again, however, "you were gone."

“No matter what happened between him and the crew, all of them -- fired or not -- would say he was a great captain and great man to work for,” his wife said.

Capt. Maguire did have a dry Irish sense humor and was a great employee,

FILE PHOTO

Capt. Jack Maguire and Crewfinders’ Linda Turner in March 2015 at a Triton Networking event in Fort Lauderdale.

said Linda Turner, director of crew placement at Crewfinders International.

Turner had placed Capt. Maguire and Whelan on jobs for most of their careers. When Turner was out of the office due to the death of her mother, Capt. Maguire showed up and offered to help. Eventually, he asked to join Crewfinders in 2012. He really knew the industry, Turner said. He had hired "a ton" of crew and could sort out who was good.

August 2018 The-Triton.com

News

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“He had an uncanny, simple way of looking at things, a cutting clarity,” she said. “He was forthright.

When you were dealing with him, you knew exactly where you stood.

Crew could be giving him a line of hot air and he would say, 'Are you going to be quiet and listen to me to get yourself somewhere in this industry?’ But it wasn’t offensive.”

He had many favorite sayings: Accept responsibility for what you did; Do what you’re going to do, when you say you’re going to do it; and if you think it costs a lot to hire a professional, hire an amateur.

“He loved that one,” Turner said of the amateur quote. “He was very loyal, a rare good man and good FACEBOOK POST OF CAPT. MARTYN WALKER friend. He leaves a big hole, not Capt. Maguire, center, in command of M/Y Alteza, replaceable.” circa mid-1990’s. Now Capt. Martyn Walker is to Capt. Martyn Walker served as the left; his wife Lois Whelan is to the right.

Capt. Maguire’s first officer 24 years Capt. Maguire's health began to ago aboard M/Y Alteza, a 135-foot decline and he had a hemorrhagic stroke Christenson. in 2010.

“Cappy was one of the most honest “Doctors said he had only a 10 permen I ever met,” he wrote on Facebook. cent chance of making and, if he made “He said it like it was and pandered to it, he had a 14 percent chance of being no one. He stood by me through good days and bad, showing me never-ending normal,” his wife said. "He said, 'I’m going to beat this' and he learned to walk loyalty. I considered him one of my with the encouragement of his two dogs, closest friends.”

Bahamian potcakes.

Jimmy Floyd, vice president of yacht A memorial get-together in Fort Lauservice at Bradford Marine met Capt. derdale is being planned before the Fort Maguire nearly 30 years.

Lauderdale International Boat Show.

The captain was a loyal friend to For date and information check with people.

Crewfinders International and www.

“His friendships meant a lot to him,” The-Triton.com.

Floyd said. “Jack liked the people that he liked and never had anything bad to Dorie Cox is editor and Lucy Chabot say about the ones he didn’t like. Jack Reed is publisher of The Triton. Comwas a fun-loving, loyal friend, and he ment at editor@the-triton.com. always had a smile on his face.”

British stew found dead after fall on M/Y La Polonia British Chief Stew Rebecca Boyle, was found dead in her cabin on board M/Y La Polonia on July 4 according to several media sources. The yacht was docked in the Port of Imperia, Italy. She was 32.

Ms. Boyle died during the night of July 3 or early morning of July 4 as a result of a broken neck sustained durBoyle ing an accidental fall while returning to her cabin, according to the coroner’s report as reported in SanRemoNews.it Local law enforcement said they

received a call after a crew member said Ms. Boyle did not show up for breakfast and her body was found laying on the floor in her cabin at about 8 a.m. She was found alone with a suitcase on the floor, no blood or signs of violence were reported.

Ms. Boyle's resume includes work as a chief stew with Allied Marine Brokerage and on the 40m M/Y Imperial, the 38m M/Y Constance Joy and the 32m M/Y Seven. Other work included work as stew on the 70m M/Y Martha Ann, the 52m M/Y Seahorse, the 34m M/Y Robusto, and the 25m M/Y Little Taiba, and as deckhand on the 42m M/Y My Way. – Dorie Cox

10 News

The-Triton.com August 2018

Lack of certificate could stall a sales transaction ENGINE from Page 1 there is some confusion about which ones need the certification and how to get it, said Andy Miles, a yacht broker with Westport in Fort Lauderdale. As a member of the board of directors of the International Yacht Brokers Association (IYBA) Miles works with many maritime attorneys who deal with the transactional importance on a daily basis.

Captains, brokers and owners often learn of the engine document during the sale of a yacht, said Brian Fowler, marine engine consultant for Pantropic Power in Miami. And based on the number of calls coming into Pantropic, he said many in yachting realize they need the certification a bit too late.

“I just got a call yesterday from a broker who acted like he never heard of it. He said, ‘I can’t believe this is going to hold up the sale’,” Fowler said. “We need to get the word out, this needs to be common knowledge.”

According to the U. S. Environmental Protection Agency (EPA), the certificate is the internationally accepted documentation that a specific engine meets the international NOx emission limits for diesel engines.

NOx are oxides of nitrogen that form when diesel fuel is burned with excess air, according to Capt. Jeff Werner, a diesel engine expert with Diesel Doctor and Triton columnist.

There is misinformation about how important this document is, Miles said. ”Hardly any captains are aware of their exposure, and many captains have no idea what it is,” Miles said. “They’ve been running without them.”

Although the law was passed in 2008, implementation did not begin until 2009 and authority of enforcement did not begin until January 2015, he said.

Even though the document is typically part of the engine’s technical file to be kept onboard, Miles said obtaining it can take up to several months and include fees that have ranged from several hundred dollars to nearly $10,000.

Fowler cautioned that the request process may take time and it helps to plan ahead.

“It can be cumbersome and time consuming,” Fowler said, noting that he requests the document at the beginning of an engine order and recommends that others confirm it will be included in the engine documentation.

“I order it with every engine I build, whether they ask for it or not,” he said.

When the document is ordered at the time the engine is shipped, it runs about

$400, he said.

Because of the delay in receiving the certification, Miles said brokers have been able to show proof of good faith in the form of paid invoices that the certificates have been ordered along with a letter from a maritime attorney.

Another potential liability to the yacht owner for non-compliance is, according to USCG and EPA documents, that they may be subject to $25,000 fine per day, per occurrence. The U.S. Coast Guard, Homeland Security and other enforcement agencies also have the authority to ask for proof that the captain is in possession of these documents and that they are onboard at the time of inspection. No one interviewed for this story could confirm that any yachts had been fined.

The certification is not required on gasoline, propane, natural gas or other spark engines, and the following list can help a yacht captain or broker clarify if the yacht is required to have an EIAPP

certificate.

As with many regulations, the answer can take a bit of research as to details on the engine’s age, size and possible alterations to the equipment.

The following diesel engines are required to be certified to the Annex VI NOx limits, as evidenced by an EIAPP certificate: l Any engine above 130 kW that is installed on a vessel constructed on or after Jan. 1, 2000 l An engine above 130 kW installed on any vessel if the engine has undergone a major conversion on or after Jan. 1, 2000. This means: l The engine has been replaced with a new engine built on or after Jan. 1, 2000; this requirement is extended to include replacement with any existing (used) engine, beginning July 1, 2010 l The maximum continuous rating of the engine has been increased by more than 10 percent l The engine has been significantly

GRAPHIC / U. S. ENVIRONMENTAL PROTECTION AGENCY

Career News 11

August 2018 The-Triton.com

modified, which means it has been modified in such a way that would increase its NOx emissions (for example, the fuel injector nozzles have been changed, a turbocharger has been added, or the timing has been changed).

The following diesel engines are not required to have an EIAPP certificate: l Engines used solely for emergency purposes in life boats or for any equipment intended to be used solely in case of emergency l Engines installed on drilling rigs and platforms and that are solely dedicated to the exploration, exploitation and associated offshore processing of sea-bed mineral resources.

If the EIAPP certification is not in the yacht’s paperwork, a place to start the process is at the beginning. Contact the builder or engine manufacturer for an application to supply basic information including the yacht’s hull identification number and/or engine’s serial number.

Sometimes finding that serial number, however, can require a bit of detective work, according to Todd Barnes, general manager at RPM Diesel in Fort Lauderdale.

“You have to know your engine to find it,” Barnes said. “Some are on the blower, the valve cover, or the heat

engine manufacturer in the location of the build for the best way to get the certification.

“Many businesses are getting calls,” he said. “We try to divvy up the load. If it’s a Viking built in New Jersey, go to those guys, they know the hull, they are obligated to assist the boat builder all the way through.”

Newer engines are already built to the specifications and are compliant; it is just that many yachts do not have the EIAPP certification in their files. If people know about it then they can plan ahead and have it before selling a yacht, Fowler said.

“Don’t panic,” he said. “Find out a way to get ahead of it and start now to be ready for the boat show.”

FILE PHOTO

exchanger. If the block has been subject to repairs, the original number may not have been transferred.”

The number can usually be found on decals, stickers or plates in a variety of locations on an engine, he said.

But events such as a fire can damage the numbers, overzealous cleaning can scratch them off, or paint can cover them, Barnes said.

Another misconception is that a new engine has a sticker that states “this engine meets standard … .”

“Captains think that is their EIAPP; it is not,” Miles said. “Now they have added another decal that says this is not the EIAPP.” Pantropic’s Fowler said the company receives many calls for the certification and callers are referred to the yacht

Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

For details on EIAPP regulations, visit www.govregs.com/regulations and search EIAPP. For the EPA’s Frequently Asked Questions About How to Obtain an Engine International Air Pollution Prevention (EIAPP) Certificate, visit nepis.epa.gov and search EIAPP.

12 Write to Be Heard

The-Triton.com August 2018

PHOTO/LUCY REED

A view of the existing marina on the southeast end of the 17th Street Causeway bridge.

Here’s hoping new Pier South includes marina plans as well Publisher’s Point Lucy Chabot Reed

I’ve been reporting on the yachting industry for about 15 years, and I have seen fantastic marina redevelopment plans come and go. Typically what happens is a property changes ownership hands, and the new owners are real estate people or hotel people who want to maximize their investment.

Then creative designers sketch beautiful ideas and the public goes beserk.

And we’re left with things like the vacant lot at the southeast corner of the Intracoastal Waterway and 17th Street bridge in Fort Lauderdale, a property that could be our city’s and our industry’s signature property. Vacant. For about a decade now.

The last time residents shot down a development plan (that vacant property that once upon a time was Pink City, Best Western Marina and, most recently, The Sails), the developer ended up suing, and won. It never did get built, but the property is zoned and entitled for 350 hotel rooms; 72,000 square feet of retail, office, restaurant and meeting space; and 150 dry stack storage slips.

The property changed hands again last summer, and with it comes those approved plans. This time, however, the owner is a yacht owner. (Well, a yacht owner’s development company, Tavistock Development Company.) I’m sure he likely doesn’t think of himself first and foremost as a yacht owner, but to us he is. And that’s a good thing. Finally, I thought when I heard he bought it, that property will be turned into a great big yacht marina.

But neighbors have already begun casting aspersions on the project, taking to social media to criticize something that hasn’t even been presented yet.

At a recent community open house

meeting about the project, several executives from the development company answered questions from anyone who was interested. All the residents wanted to know how many condos would be built on it. The Tavistock executives said, patiently and clearly, that they don’t have an official site plan for the property yet so they couldn’t say.

So I asked about the marinas. Tavistock also owns Pier 66 and they want to redevelop both properties as one.

I was disappointed to learn they don’t expect much to change there except for perhaps straightening the bulkhead at The Sails to offer more docking options.

Pier 66 went through five years and nearly 50 local, state and federal approvals to renovate the docks a few years ago. I don’t blame them for not wanting to mess with those.

But the old Sails property – to be rebranded Pier South – is a different story.

It’s vacant, it’s in the most prime location, and it’s owned by a yacht guy. It, too, could be iconic. And it should have as many slips for big boats as it can.

So here’s my wacky idea: back the seawall up about 200 feet and build slips for six or eight large yachts to dock stern-to, out of the current.

There are a host of objections, I know. But it’s possible. Tavistock had a similar mindset when it envisioned and built the successful marina at Albany in the Bahamas.

The big issue is the value of the dirt, and whether the land owner finds more value in it being developed for condos or yachts. I’m hoping he picks yachts.

There aren’t many places in Fort Lauderdale for these large yachts (until we convince our county officials to share a bit of the port, but that’s another story).

Pier South is it. It’s vacant. It’s owned by a yacht owner. It’s time.

Lucy Chabot Reed is publisher of The Triton. Comment at lucy@the-triton.com.

14 Career

The-Triton.com August 2018

Close-quarter conflicts tricky for couples who crew together with the crew quarters in which to hide.

The best place to seek shelter in these Crew Compass circumstances is your cabin – but then, Lauren Loudon you’re sharing that with your other half, so now what do you do?

Everybody deals with things differWorking with people is one thing, but being around them 24/7 while living ently, but let’s face it, no matter how happy a couple may appear, they’re in your work space as well can take its going to have their issues when working toll. Any personal issues, thoughts or and living on top of each other all day, observations come with you to work every day. After all, who else is going to simply because you live there. In yachtget snapped at when you’re so exhausted ing, no matter how hard you try, it really is difficult to leave your private life mid-season after back-to-back charters.

Everything becomes amplified when behind when you go to work. confined spaces, fatigue and close relaSometimes there’s an issue among tionships collide. crew because somebody The chances of your doesn’t get on with anOnce fellow crew paths crossing at any unother person for whatever members – or wanted moment are very reason, or somebody did high because, after all, something to upset another worse, guests it’s a boat. Eventually, crew member, or some and owners – see you’re both going to be other matter caused disrupthat something is in the crew mess at the tion. Inevitably, there will wrong, there's no same time, but confrontbe issues at some point in coming back. ing the issue then isn't time between people when an option because your they’re crammed into close crewmates have breaks at the same time quarters for so long. and will be there as well. You certainly Now, imagine what it’s like when an can’t slack off from duty just to have an issue at hand involves somebody that argument, and the night before needs to you work with, live with – and are in a be left where it was left. relationship with. Some personal issue I’ve only ever worked on boats that you now have to hide while slapping a smile across your face, awkwardly with my partner, first as my boyfriend avoiding your other half all day and try- and now my husband. They say when couples work together on boats, things ing not to let anybody notice a change move 10 times faster than in land-based of heart. You’re unable to deal with the relationships. "Moving in together" can problem because duty calls, so you have come before it’s even Facebook official to spend a whole day with the unresometimes, and things generally escalate solved issue looming overhead.

I will never forget the time I “stowed” very quickly – usually in a good way, but not always. my husband’s sunglasses in a “safe" One lesson I’ve learned over the years place after he left them on the side in is the importance of creating a firm the galley, and then couldn’t remember line between work and play. No matter where I had put them – because durhow hard it is, keeping issues at bay is ing guests’ lunch service I clearly had more important things on my mind. He the only way to cope if they cannot be resolved before the working day begins. shouldn’t have left them in my space!

Because once fellow crew members – Then there was the time our former or worse, guests and owners – see that stewardess threw her engagement ring something is wrong, there’s no comacross the room because her fiancé ing back. Things get out of hand when didn’t wash his grubby deck-worn people start talking or, God forbid, try hands before opening the door handle to intervene. she had just polished, even though he As difficult as it seems at the time, was just coming to say hello. reigning yourself in and keeping a very The biggest struggle of all is when bold line of separation between work you really want some space from your and play is the only way. partner. All you want is space. Space?!

Yeah, right – you only have the size of Lauren Loudon has worked as a yacht the boat, and that space is filled with chef and stew for more than four years. other crew members the majority of the She hails from Lancashire, England. time. Plus, most of the boat is off limits Comment at editor@the-triton.com. anyway, which really only leaves you

August 2018 The-Triton.com

Tread carefully when crew talk turns to the hot topic of politics Crew Coach Capt. Rob Gannon

Here in the U.S., there is a political situation that is dividing the country pretty severely right now. This divide, or radically different view of things, can also affect families, friends and coworkers. How we handle it is important in all these relationships.

Working and living together on a yacht can make communication challenging in all kinds of ways, but should political talk be discouraged? Avoided?

The generation before mine used to say there are two things you don’t talk about: politics and religion. Well, those days – and many of that generation’s social norms – are gone. Today, overhearing or participating in conversations or debates about both politics and religion is not unusual. It can be tricky ground, though, with a lot of emotion involved – especially in an environment where coworkers also live together.

It’s probably a good idea to develop a personal strategy or approach on how to deal with the subject of politics when someone wants to engage us in such a conversation. Here are a couple of things to keep in mind: First, consider the person. Knowing a little about someone’s temperament can be a guide as to whether this emotional topic should be discussed with them. The self-centered, hotheaded, opinionated egomaniac may not be the one to get into it with, since it’s probably not going to go well if they’re coming from a radically different place.

Sometimes, if we are conscious and calm, an emotional discussion with that type can change course before crashing hard on the rocks, but more often it can be a shipwreck.

Being selective in who we speak with and careful in how we handle them is a key first step in navigating the political discussion minefield. If everyone shares the same views, it’s all fine. We can just have a good old time expressing our complaints and views about how things should be. But handling the adamant opposing view takes some respectful listening and debating skills for a chance of any kind of positive experience.

Second, understand that there probably will be no winning over or changing anyone in a single conversation. We can go back and forth

and think we are making excellent points, and that may well be true – but usually, when all is said and done, each party holds on to their own beliefs and opinions. Those beliefs can run deep.

In the living-and-working-together scenario, handle this with care. Also, remember that it’s probably not a good idea to talk politics when lots of alcohol is involved.

So, is it better for the topic of politics just be avoided, or even discouraged or forbidden on board? Should new hires be told the topic is off-limits? Would that be better for all-around morale and teamwork?

If everyone on board had similar viewpoints it probably wouldn’t matter, but in a large enough crew there are bound to be differing views and beliefs.

The topic is so emotional for many, it can actually change how we feel about someone; it can be that powerful. Maybe having that energy in a professional, close-quarters environment is a powder keg that could explode at some point.

What about international crews?

Most large yachts these days are pretty mixed. Are foreign opinions respected and welcomed in a discussion of U.S. politics? I think it’s quite interesting and valuable to hear an outside opinion, but some may take offense. It’s quite a potent brew to have stirred up.

It might be best to keep the focus on work and enjoyable activities outside of work, and not get too wrapped up in the daily news and political opinions. The beauty of working on a yacht is that you can cut yourself off a bit from the TV and the noise and just let it be. Do your thing, and try to do it well.

The political climate is pretty rough right now. On one hand, it’s important to be somewhat informed in order to be an educated voter, but the emotions between folks can get a little crazy. It is always our choice whether to engage or not in hot-topic discussions.

Is it proper around the workplace?

Is it healthy for a yacht crew? That is a debate in itself.

Teamwork always benefits from being united and working towards a common goal. Be careful of anything that divides the team.

Enjoy the voyage.

Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comment at editor@the-triton.com.

Career 15

16 Operations

The-Triton.com August 2018

Keep on top of your boat’s bloodwork to save your engine’s life Engineer’s Angle JD Anson

For days on end, machinery on board runs nonstop. Myriad parts are constantly rubbing together under incredible pressure, separated only by a film of oil a few thousandths of an inch thick.

That oil is the lifeblood of your boat.

Just as a doctor can use a blood sample to check your health, a sample of oil offers insight into the condition of your engine And like your blood, oil performs several important tasks simultaneously. Not only is it there to lubricate and prevent wear and friction, but it also is cooling and cleaning

the insides of the machine, be it a small pump or a many-thousand horsepower main engine.

Oil sampling is easy to do, but must be done correctly to be of value. A written procedure must be established and followed. If your boat has no established procedure, making one right away can begin the trend for later analysis. The longer the history, and thus more data, the better. Do not wait for symptoms to arise before beginning to sample the oil.

If you are noticing a problem without using samples, it is probably too late.

There is no one-size-fits-all procedure. It is more important that whatever method is used is followed to the letter.

Failure to do so can cause wildly varying results, and these variations will make it

impossible to monitor changes in conditions over time. Testing intervals should be established based on hours of use or fixed period of time. If the manufacturer has not specified an interval, at a minimum the samples should be taken at each oil change.

When taking a sample, remember that cold oil has fewer suspended particles than warm, so sampling must be done after the machine has reached operating temperature for at least 15 minutes. Each sampling container kit comes with a small tube to draw oil from the dipstick tube using a hand vacuum pump. The tube should be inserted into the dipstick tube until it touches the bottom, then withdrawn a bit to avoid sucking particles off the bottom of the

oil pan, which would skew the results.

If provided, a sample may be taken from a sampling draincock. When doing so, let the oil run for several seconds before sampling to flush the passageway inside. Use protective gloves and safety glasses to prevent burns from hot oil, and ensure that all sampling equipment is clean and free of contamination.

Once the sample is received by the laboratory for analysis, it will be heated to a specific temperature while mixing the sample thoroughly. It is then tested for properties such as viscosity and acid neutralization, which will indicate the level of breakdown in the oil. Viscosity is related to the oils ability to lubricate, while acid neutralization shows the condition of the oil as it oxidizes from age and use. To establish a good baseline for comparison, it is recommended that a sample of the oil directly from the drum be tested as well.

The oil is also tested for wear metals and contamination. Each type of internal part is made of specific materials. By using emmisive spectography, the lab can measure amounts and types of metals suspended in the oil. Rising levels of particular metals can be early indicators of damage occurring before it reaches catastrophic levels.

For instance, high levels of copper (Cu) and tin (Sn) can indicate wear on valvetrain components, bearings and bushings while chrome (Cr) can point to wear of rings and exhaust valves.

Contaminants can include water, fuel or antifreeze and give advance warning of internal leaks. Dirt and salts can cause wear and corrosion.

A report is issued to the vessel after testing, but without a history of previous samples done according to the same procedure, trends can be impossible to spot. This is why the written procedure must be followed each time to give comparable results. Each sampling kit is only a few dollars, and well worth the expense if it saves an engine.

File the reports chronologically in a binder, one section per machine. Graphing the results on a simple spreadsheet can visually cue one into changes better than a bunch of numbers. Plus, it will give you something to do on long passages. Because, seriously, how many episodes of Below Deck can you watch?

JD Anson has more than 20 years of experience as a chief engineer on megayachts. He is currently project manager at Fine Line Marine Electric (finelinemarineelectric.com) in Fort Lauderdale.

Comment at editor@the-triton.com.

August 2018 The-Triton.com

Career 17

Gender roles on board yachts changing at glacially slow pace Taking the Helm Paul Ferdais

In the news recently there’ve been calls to have more women in positions of leadership in all industries, which by definition includes the yachting industry. On the surface this seems to make sense, since women make up 50 percent of the population. What I’ve come to realize, though, is that while the sentiment for gender equality in the workplace is an admirable aspiration, reality doesn’t always follow our wishes.

For instance, I’m currently working with a team on a Canadian Coast Guard vessel and there aren’t any women on the team. Additionally, there are five other vessels of the same size doing the same program and none of those vessels have women on them either. So out of a collective group of roughly 20 people, there are no women in any of the roles.

It may simply be that the program is of no interest to women, or they may not know about the particular program, or any other number of other reasons.

It doesn’t appear that women are held back or disadvantaged in any way from competing for or acquiring positions when compared with men on these vessels. All that can be said for sure is there are no women on the vessels. In fact, the department that handles staffing has a hard time getting and keeping qualified crew of any kind for these vessels.

It’s fairly easy to see why there aren’t any women in positions of leadership on the above mentioned Coast Guard vessels: There simply aren’t any women there to choose from. The next question to ask is why aren’t there more women in the top leadership positions – captains, chief mates or chief engineers, as well as chief stews – on yachts, where women can be found in abundance?’

This is a bit trickier to answer, and there are many reasons why men and women aren’t equally represented in the workplace. To keep things manageable, let’s focus to two ideas: a vessel’s culture and personal choice.

Broadly speaking, the yachting industry can be classified as culturally tight. What this means is that there are – again, generally speaking – historically rigid viewpoints, stereotypes or ideas of the people who do certain roles on ships. Men have traditionally been the captains and women have been the stew.

Yes, this idea is changing, as evidenced by more women on deck and men in the interior. The point is, the majority of roles are still arranged stereotypically by gender.

Traditional role stereotypes are difficult to overcome, which makes it challenging for a person who doesn’t fit the mold to break through into a nontraditional gender role. Teammates may have no issue with a female captain or male steward. That doesn’t mean the person responsible for hiring will be as open-minded. Perhaps the boss or management company want to adhere to what they think is the “proper’” way to crew a vessel. Whatever the ultimate reason, change is glacially slow. In 2018, there are still a limited number of female captains, chief mates or chief engineers on yachts. Conversely, women are still the majority of chief stews or heads of housekeeping.

Besides culture, the most important factor in the division of roles on a boat comes down to personal choice. No one ends up in a leadership position overnight. In order to become a captain or chief engineer, years of work and study are necessary, which requires time and effort to achieve the qualification to be placed in the position.

Before anyone, man or woman, considers a career in the marine industry, a lot of other choices will be considered too: other jobs to take, length of time away from home, whether to start a family, where a family will live, what jobs one is qualified for, and so on.

After the decision is made to pursue a particular career, will the person be able to commit to whatever the new path requires. For example, how will being away from home on a boat for months at a time affect a family/life balance?

There may be some who say there’s an “old boys’ club” that keeps women from positions of leadership on vessels. I’d suggest that the factors of culture; the types of jobs people want and choose, which includes the years of schooling and training for a particular job; or a major life decision, such as starting a family, are bigger forces at work in determining whether someone will become a leader on a yacht.

A former first officer, Paul Ferdais is owner of The Marine Leadership Group (marineleadershipgroup.com), and now an officer in the Canadian Coast Guard.

Comment at editor@the-triton.com.

18 Operations

The-Triton.com August 2018

Cybersecurity laws, regulations lacking when it comes to yachts Secure@Sea Corey D. Ranslem

It is hard to realistically determine the number of cyberthefts that take place within a given time period. Many cyber experts believe the maritime industry has suffered eight to 10 major incidents since the start of 2018. If you look at all cyber-related issues, that number moves into the thousands.

What are the International Maritime Organization and the respective world governments planning to push forward when it comes to cybersecurity laws and regulations for the maritime industry?

Very little. Industry organizations seem to be taking the lead when it comes to guidance and industry-specific best practices. Unfortunately, regulatory compliance does not always align with industry best practices. Those best practices sometimes vary by industry and location. What is good for a large cruise ship might not always work well within the large yacht industry and vice versa.

Currently the IMO has issued Guidelines on Cyber Risk Management (MSC-FAL.1/Circ.3), and the Maritime Safety Committee, in their 98th session last year (June 2017), adopted Maritime Cyber Risk Management in Safety Management Systems (Resolution MSC.428(98)). This resolution encourages flag administrations to ensure that cyber risks are “appropriately addressed” as part of existing safety management systems (ISM code). This is set to take place by the first annual verification of the company's Document of Compliance after Jan. 1, 2021, according to the IMO website. A lot can happen between now and then.

I attended a recent conference with IMO officials. Several participants asked about changes to the ISPS codes to incorporate cybersecurity. The IMO said there are no such plans. They felt the existing code, in broad terms, provides the framework to address a number of threats, including cybersecurity.

Flag states and some class societies have put forward some guidance documents regarding cybersecurity. The U.S. Coast Guard published cybersecurity guidelines in 2017 for MTSA-regulated facilities as part of an overall critical infrastructure cybersecurity plan. Nothing within this strategy mentions vessels.

The MCA published “Cyber Security

for Ships, Code of Practice,” a 73-page document with some good guidelines.

However, there are no major regulations proposed regarding cybersecurity specifically for the maritime industry.

Governments have put forward laws and regulations regarding cybersecurity, but they are more specific to handling data, not cybersecurity in general. I believe maritime industry regulations are not being proposed because of potential problems with enforcement of those regulations, along with several potential jurisdictional issues.

There are several maritime industryrelated organizations (within the cargo and cruise industry) that have provided guidance to their respective industries on cybersecurity. These documents mirror a document on cybersecurity put together in the U.S. by the National Institute of Standards and Technology.

Published initially in February 2014 and revised in April, this 55-page document is not specific to any industry or organization, but critical infrastructure in general. Many of the principles, in theory, can be adapted to the maritime industry.

Insurance companies aren’t moving at lighting speed in producing cybersecurity coverage for the maritime industry and, specifically, vessel operations. There are several cyber-related products for companies and critical infrastructure, but at this point, most large insurers haven’t worked through the risk model for cyberthefts against large yachts, cargo vessels or cruise lines. Cyber-risk insurance for ships will start in the cargo industry, then move to cruise lines and large yachts. Insurance companies still need to collect data to determine how to best price that risk.

I recommend one simple principle: If you have a company managing your cybersecurity infrastructure, it is a good practice to have another trusted company try to penetrate your network, testing the resilience and security of that infrastructure. I haven’t seen many vessels – whether large yachts, cargo lines or cruise lines – with cybersecurity standards even close to that of the healthcare and financials industries. As an industry, we have a long way to go.

Corey Ranslem, CEO at International Maritime Security Associates (www. imsa.global), has more than 24 years of combined Coast Guard and maritime industry experience. Comment at editor@the-triton.com.

August 2018 The-Triton.com

Operations Career 19

Illegal charters put safety at risk, as well as the crews’ credentials Rules of the Road Capt. Jake DesVergers

In a recent action by the U.S. Coast Guard in Miami, the voyage of a 65foot yacht was terminated after the vessel was found to be in violation of several federal regulations governing the operation of commercial passenger vessels. These violations included the carriage of more paying passengers than the yacht was certified to carry.

After a serious incident earlier that day in which the yacht collided with a bridge, a concerned passenger contacted the U.S. Coast Guard. Fortunately, no one reported any injuries. A subsequent law enforcement boarding team discovered four violations:  Operating a vessel without a valid Certificate of Inspection: 46 CFR 176.100(a) l Failure to have a credentialed mariner in command of the vessel: 46 CFR 15.515(b) l Failure to have a drug and alcohol program implemented: 46 CFR 16.201 l Failure to have a valid stability letter issued to the vessel: 46 CFR 170.120 This case highlights the need for continued coordination among the U.S. Coast Guard, the charter yacht industry and local law enforcement. Illegal operations by individuals who are either unaware of or are attempting to avoid U.S. laws and Coast Guard regulations pose serious safety concerns to the public and the environment. Failure to comply with the rules on operator credentialing requirements, vessel inspections, operational standards and safety equipment also adversely impacts the livelihood of legitimate operators who do comply with federal requirements. In its press release on the incident, the U.S. Coast Guard emphasized its dedication to investigating these violations and taking the appropriate enforcement actions.

Charter guests engaging in this type of operation are taking an unnecessary safety risk by sailing on a yacht without a credentialed mariner in charge, or an uninspected vessel that needs to be inspected under federal regulations. The U.S. Coast Guard urges passengers to request to see the vessel operator’s valid credential and/or proof of any required inspection or examination before hiring any crewed charter vessel, water taxi or

other type of waterborne transportation.

This is to ensure the captain possesses a U.S. Coast Guard-issued Merchant Mariner’s Credential suitable for the vessel’s service.

Credentialed mariners should also be aware that if they accept employment from an illegal operation, they risk not only passenger safety, but also their own credentials, livelihood and reputation.

The U.S. Coast Guard strongly advises licensed mariners to avoid unlawful and dangerous situations such as: l Operating unqualified bareboat charters. l Operating a vessel without a valid Certificate of Inspection. l Operating a 6-Pack that does not meet Uninspected Passenger Vessel requirements. l Inadequate merchant mariner license endorsements for charter service/employment performed. l Violating a Captain of the Port Order. l Operating without adequate liability insurance.

Owners must comply with U.S. federal regulations governing the operation of commercial passenger vessels regardless of the mode customers use to reserve the vessel. The introduction of smartphone apps offering vessel charter services have made it easier for owners to enter into agreements with paying customers. Although the circumstances leading to the illegal charter in Miami remain under investigation, the owner faces a potential maximum civil penalty amounting to $41,546 per day.

Criminal charges can also be assigned.

Recent operations targeting illegal passenger vessels across the country have shown the benefits of collaboration between marine safety personnel, Coast Guard Investigative Service special agents, boarding officers, local law enforcement and the marine industry.

Charter services found to be operating illegally will continue to be subject to civil or criminal penalties. The U.S. Coast Guard has clearly publicized its commitment to commercial and recreational boating safety on the nation’s shared waterways. They encourage legitimate operators and passengers to report suspicious and unsafe activities.

Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (yachtbureau.org). Comment at editor@the-triton.com.

20 Interior

The-Triton.com August 2018

Crew sharing the galley doesn’t have to be a recipe for disaster Culinary Waves Mary Beth Lawton Johnson

I’m in the galley cooking, and in comes the bosun. It's his duty to cook for the crew tonight. Tied up with a task the captain had given him, he is an hour late. Now he is there to cook at the exact time I am trying to get dinner out for the owner and guests, roughly 15 people. Meanwhile, the crew of seven very hungry men and women are waiting for their meal. So we both are in the galley, vying for cooktop and counter space.

As time went on, that scenario was starting to become a familiar thing – the

stew, deckhand and others coming into the galley around dinner time, simply ignoring my requests to stay away until I had the dinner under control. They just didn’t get it. Or was it me that didn’t get it? How could this situation be rectified – or even prevented from happening in the first place?

First, there has to be communication with all crew and the captain about when the crew is allowed into the galley.

Use time sheets and a calendar to make the schedule clear.

Time sheets are easy. Just put the time down, allowing five minutes for each step, such as chopping and cleaning celery, or mixing meat for meatloaf.

Be sure to have set times for the protein

to go into the oven and to come out. It keeps a schedule going, and there is no waste of time or the issue of two cooks in the kitchen overlapping one another.

Have the calendar handy for penciling in the name of whoever is coming into the galley to help. At the next crew meeting, go over the schedule with them. Have it prepared at least one month in advance and remind crew members a couple of days prior that they will be cooking on such and such a date. Put it on the crew bulletin board, if need be.

Let’s say “Sue,” the second stew, is scheduled to cook on Thursday. What if Sue has minimum cooking experience? What if it is the busiest time of the

season? Two options: I would give Sue a recipe, along with the entire ingredient list pulled together in a container in the walk-in, and a time sheet to follow so that all she would have to do is grab it and start prepping.

Now, if it is a very busy season, I would have a more experienced cook in the kitchen to do the crew meal.

They can get in and out quicker. Then, when it is a slower time, I'd have the less experienced crew member in to cook and practice. Galleys are tight quarters and vying for the knives, cutting boards and sink is not what you want to happen when you are planning an elegant sixcourse meal for the owner and guests.

Make sure crew members are there at the allotted time. What if they can't be there? As chef, I would have an alternate crew scheduled. Put that name on the calendar and remind them a few days prior as well.

Have menus set up for the crew meal. Choose simple recipes, like salad and roast chicken with veggies. Include pictures, if possible. That way, the crew won’t use the protein you had chosen for the guests – or worse, the dessert.

Another good option is to compile a book with favorite crew meals. Be sure to get crew input on creating the book.

Have all ingredients pulled for the crew ahead of time. Gather the protein, the potatoes or whatever carb you are using, and the vegetables and put them in a tub in the walk-in labeled “crew meal,” along with the date.

Have cleanup scheduled to be done by the same crew member or another, so you can focus on getting the owner and guests dinner out.

Make sure that the crew meal is ready and in the crew mess at least one hour before the guests' meal. That way, the crew won't starve while the guests and owners are being served. There is nothing worse for crew, after working a long day, than when it's already 10 p.m. and they have not eaten. There would be a new chef brought in the next day if that happened.

Sure, some things can't be helped – we run behind once in a while, or a guest ties up our time. Things are not always going to go according to plans, no matter what we do. But if we can stay one step ahead of the game, the flow of food will continue flawlessly.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 25 years. Comments are welcome at editor@the-triton.com.

August 2018 The-Triton.com

Silver service protocol depends on preferences of owner, guests Stew Cues Alene Keenan

Stews frequently ask what the correct way to perform silver service is. There is more than one proper way to serve, whether from the left or the right side of the guest.

Silver service is synonymous with proper etiquette of table setting and multi-course meal and beverage service. The term originated in the 17th century and involves food served from silver platters with a silver fork and spoon. Guests may help themselves, or servers may place food for them. All platter service is performed from the left. Beverages are served from the right, and on many boats, all preplated food is too.

Many restaurants train staff to serve food from the left and clear plates from the right. Beverages are served and cleared from the right, and bread is served and cleared from the left. Servers should maintain an open body posture and never reach across the midline of the guest’s body. Using the proper hand requires the first plate to be held and set in the left hand. The second plate is in the right hand and then moved to the left hand after the first plate is down. When clearing, the right hand picks up the first plate, then moves it to the left hand so the right is free to pick up the next plate.

Rules vary from boat to boat, but the correct way is always the way that the owners and guests want to be served, whether it is “proper” or not. Certain rules apply in every case, though, beginning with silverware.

Silverware is set according to the way it is used, working from the outside in, using only pieces that will be used. Forks are picked up with the left hand and go on the left side, while knives and spoons are picked up in the right hand and go on the right side. The knife blade faces in. Not all sets have a starter, or salad, knife. The same knife may be used for the starter and the main course, or you may set two knives on the table. Wear gloves while setting the table to avoid

fingerprints on the cutlery and dishes.

The lower edge of the utensils aligns with the bottom rim of the plate, about one inch from the edge of the table.

Avoid hiding a utensil under the rim of a plate or bowl. The bread plate goes to the left of the setting, glasses go on the right. The water glass sits above the main knife. Wine glasses are then arranged around the water glass. Dessert silverware may be set above the plate or brought in with dessert.

Water, wine, and bread are served before the menu courses.

The seat to the right of the host/principal is the seat of honor and is the first to be served.

Service continues counterclockwise. Two or more servers may provide synchronized service on both sides of the table by carrying plates to the table, standing to the left of guests, and with a nod or a signal, setting the plates down at the same time. Servers then move to the next guest, repeating the process.

Proper etiquette dictates that plates are cleared after all have finished eating.

However, if guests request it, plates may be cleared as diners finish. Once the plates are cleared, everything except beverages is removed. Dessert is served and cleared and, again, beverages remain on the table.

Rules are easy to follow, but dining areas on many yachts are difficult to serve in. There may be benches, bar stools, banquettes, country kitchens or other challenging situations. It may be impossible to walk around the table – and even if it is possible, servers may not be able squeeze behind chairs once guests are seated. It helps to know the basics, but the best course of action for each unique situation must be determined by the stews.

Alene Keenan is former lead instructor of interior courses at Maritime Professional Training in Fort Lauderdale. She shares more than 20 years experience as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht,” available at yachtstewsolutions.com.

Comment at editor@the-triton.com.

Interior 21

22 Interior

The-Triton.com August 2018

Give diet goals a healthy boost by trading buns for lettuce wrap Crew’s Mess Capt. John Wampler

One of the things I find most difficult while working on yachts is maintaining a strict diet plan. We work long hours with infrequent breaks, and at the end of the day, we're exhausted. Exercise? Pull this, lift or climb that – yacht work is a

workout program in itself. But where I tend to stray off course (pun intended) is with my dietary intake.

While trying to lose weight by cutting my calorie and carbohydrate intake, cravings can be subconscious triggers.

A burger or sandwich will satisfy that craving, yet blows my whole regime.

Lettuce wraps are a great solution for staying on course. By simply substituting a lettuce leaf for a bun or bread, I

save calories and carbs and can have a healthier version of my favorite meal.

For instance, the average burger contains around 53 grams of carbohydrate, nearly all of which come from the bun. By replacing the bun with lettuce, which contains less than 3 grams of carbohydrates per serving, I automatically save myself around

200 calories. I also get the added benefits of the vitamins and minerals from the lettuce. So drop the bun and wrap your head around lettuce.

THAI LETTUCE WRAP (YUM NAM SOD) Ingredients Cooking spray 1 pound ground chicken (or pork) 1/2 cup thin vertical slices red onion 1/3 cup finely chopped green onions 3 tablespoons fresh lime juice 1 1/2 tablespoon fish sauce 1 tablespoon minced, peeled fresh ginger 1 teaspoon chili paste with garlic (or substitute Sriracha chili)

2 tablespoons dry-roasted peanuts (lightly salted) 2 tablespoons fresh chopped cilantro 1/2 head romaine or bib lettuce, separated into leaves

Preparation Heat a large nonstick skillet over medium-high heat.

Coat pan with cooking spray.

Add meat to pan; cook 5 minutes or until done and crumbled.

Remove meat from skillet and set aside to cool.

Add peanuts to hot skillet and roast until they start to brown.

Mix onion slices and all remaining ingredients (including roasted peanuts) in a medium bowl.

Let stand 10 minutes.

Stir meat into onion mixture; sprinkle with peanuts.

Serve meat mixture in lettuce leaves.

PHOTO/JOHN WAMPLER

Capt. John Wampler (yachtaide.com) has worked on yachts for over 30 years. His recipes are casual enough for anyone to prepare. Comment at editor@the-triton.com.

Interior 23

August 2018 The-Triton.com

PHOTO PROVIDED

Deckhand George Cuthbertson (left) and Deckhand Lewis Burke (right) point to Chef Tim MacDonald on board M/Y Elixir last year. Chef MacDonald shares a recipe this month that he often made for Mr. Burke, who died in June.

Choco Cookies for Deckhand Burke Top Shelf Chef Tim MacDonald

Lewis Burke was a deckhand on our yacht, M/Y Elixir – part of a special “golden crew” this time last year. I was saddened to hear of his recent death.

Lewis loved chocolate.

One of his favourite ‘treats’ was the choc chunk sea biscuit. A derivative of the Quaker oatmeal cookie, these wagon wheels sat out in the mess after the meal had finished.

It was not uncommon to hear that Lewis had polished off half the plate by the time his watch shift came around at 12 a.m.

This month's recipe is in honor of Lewis, who will be fondly remembered.

Tim MacDonald (timothymacdonald. weebly.com) has more than 20 years experience as a chef. He was named Concours de Chefs winner for Yachts over 160 feet at the 2011 Antigua Charter Yacht Show. His recipes are designed for the owner and guests. Comments are welcome at editor@the-triton.com.

LEWIS' CHOCOLATE CHUNK SEA BISCUIT Ingredients

2 cups plain flour 1 teaspoon baking powder 1 teaspoon bicarbonate 1 cup butter 1 cup white caster sugar 1 cup dark sugar 2 eggs 2 teaspoons vanilla 1 ts allspice .5 cup power seed mix ( sesame, chia, poppy,hemp and flax) 3 cups oats 1.5 cup cranberries .5 cup raisins 1 cup white chocolate chips 1 cup dark chocolate chips

Method

Cream butter, vanilla, spice and sugar to white and fluffy. Add the flour mixed with the baking powder and then quickly beat in the eggs. Mix in the oats. Lastly, mix in the dried fruits, power seeds and chocolate chunks.

Try not to mash the fruit and mix quickly.

Bake for about 12 minutes in a 180 C commercial combination oven. Ideally, the sea biscuits should be medium rare or ‘gooey’ on baking, as they will set on cooling.

Preparation time: 30 minutes Cooking time: 12 minutes Serves: 12-14

24 News Yachts sold

M/Y Como, a 154-foot (47m) Heesen, sold by Ocean Independence broker Thom Conboy, who represented the seller, and Perini Navi USA broker Dirk Johnson, who brought the buyer. Asking price was €19.75 million.

M/Y Cheers 46, above, a 140-foot (42.6m) Benetti launched in 2014, sold

by Denison broker Glynn Smith and Worth Avenue Yachts broker Kevin Ralph, who represented the seller, and Aqua Marina Yachts broker Lawrence Nathan, who brought the buyer. Asking price was $13.45 million.

M/Y Blue Mamba, a 128-foot (39m) Oceanline built in Slovakia in 2008, sold

by Neo Yachting brokers Radka Sikorova and Svjetlana (Lucy) Matic Bozic.

Asking price was €3.2 million.

S/Y Song of the Sea, a 112-foot (34m) Nautor Swan launched in 2002, sold by Northrop & Johnson broker Joost Goverts. Asking price was €4.7 million.

M/Y Gamayun, a 108-foot (32.9m) Versilcraft built in 1998, sold by Northrop & Johnson broker Jim Poulsen as the first sale from the new N&J office in Thailand.

M/Y Stella Maris, a 105-foot Broward launched in 1993, sold by Denison broker Carlos Dominguez who brought the buyer and listing broker Bob Curry.

M/Y Chica 1, above, a 103-foot (31.5m) motor yacht built by Benetti Sail Division in 2009, sold by Camper & Nicholsons in an in-house deal, with Arne Ploch representing the seller and Richard Higgins representing the buyer.

Asking price was €3.95 million.

M/Y Pokrov II, a 101-foot (31m) Heesen launched in 2000, sold by Camper & Nicholsons broker Richard Higgins, who represented the seller, and Ocean Independence broker Jelena Vezia, who brought the buyer. Asking price was €2.1 million.

M/Y Crescendo, a 100-foot Hatteras launched in 2005, sold by RJC broker Raymond Young, who represented the seller, and Denison broker Steve Messenger, who brought the buyer. Asking price was just under $3.3 million.

boats / brokers S/Y Mariposa 3a (now named Grit), a 95-foot (29m) Vitters launched in 1994, sold by YPI broker Matt Albert. Asking price was €1.95 million.

M/Y Chagos, a 95-foot (29m) Ocean Voyager launched in 2009, sold by Fraser brokers Josh Gulbranson and Trevor Carroll, who represented the seller, and Denison broker Alex Clarke, who brought the buyer. Asking price was $950,000.

M/Y Addiction, above, a 92-foot (28m) Pershing launched in 2013, sold

by Denison broker Will Noftsinger.

Asking price was $5.59 million.

S/Y Conquistador (formerly known as Maligaya and Astro D’el Este), an 82foot (24.8m) Nautor Swan built in 2000, sold by Northrop & Johnson broker Joost Goverts.

M/Y Thea, an 80-foot (24.4m) Azimut built in 2017, sold by Denison broker Jordan Preusz and BG Yachting broker Petko Bachiyski. Asking price was $4.6 million.

S/Y Elettra, an 80-foot (24.4m) Perini Navi launched in 1987, sold by Camper & Nicholsons brokers Gaston LeesBuckley and Arne Ploch. Asking price was €995,000.

New in the sales fleet

S/Y Atlantic, a 212-foot (65m) threemasted schooner built by Van Der Graaf in 2010 as an exact replica of the recordbreaking Atlantic designed by William Gardner in 1903, listed with BGYB. M/Y Celestial Hope, a 154-foot (47m) Heesen launched in 2008, co-listed with Ocean Independence brokers Thom Conboy and Chris Collins and YachtZoo broker Splinter Fangman for €19.5 million.

M/Y Raasta, a 153-foot (46.7m) Heesen launched in 2008, listed with Camper & Nicholsons broker Jean-Marie Recamier for €17.5 million.

M/Y Idyllwild, a 145-foot (44.2m) Benetti launched in 2005, listed with Camper & Nicholsons broker Jean-Marie Recamier for €9.45 million.

M/Y X, a 140-foot (42.8m) Sanlorenzo 460 EXP built in 2016, listed with Camper & Nicholsons broker Fernando Nicholson for €18 million.

M/Y Mac Brew, a 134-foot (39.4m) Heesen launched in 2002, listed with Ocean Independence brokers Thom Conboy and Rytis Babravicius for just under €5.5 million.

M/Y Thumper, a 131-foot (40m) Sun-

seeker built in 2014, listed with Camper & Nicholsons broker Alex Lees-Buckley for €12.97 million.

M/Y Namaste, above, a 131-foot (40m) yacht launched by Tamsen Yachts in 2008, listed with Denison broker Glynn Smith for $7.9 million.

M/Y Phatsara, a 121-foot (27m) power catamaran launched by Silkline International in 2012, listed with Northrop & Johnson broker Jim Poulsen for $3.95 million.

M/Y Azul A, a 112-foot (34m) Moonen launched in 1997, co-listed with Northrop & Johnson broker Jim Poulsen and Van Der Vliet Dutch Quality Yachts for $2.95 million.

M/Y Lady Amanda (formerly Revenge II), a 98-foot (30m) Couach launched in 2006 and refitted in 2018, listed with West Nautical for €2.5 million.

M/Y Scarlet, an 86-foot (26m) Azimut 86S built in 2007, listed with Reel Deal Yachts broker Henry Schonthal for just under $1.5 million.

A Ferretti 80-foot (24.4m) flybridge motor yacht built in 2010 is listed with Real Deal Yachts broker Henry Schonthal for just under $2.4 million.

New Zodiac inflatable debuts

The Zodiac Open 5.5, an adventurestyle rigid-hull inflatable boat, was launched by Z Marine North America, a subsidiary of Zodiac Nautic Group, on June 22 in Charleston, South Carolina, where the American facility for assembling Zodiac RIBs is located.

The 17.7-foot (5.4m) RIB features an

Limited edition Brabus tender debuts

The-Triton.com August 2018

ergonomic cockpit, extra large cargo storage and reinforced deep V-hull with a tube diameter of 1.8 feet (0.57m), offering control and stability even in rough waters, according to a company statement.

“Its versatility and performance make this RIB well-suited for a variety of activities, including fishing, diving, water-skiing and cruising,” said Zodiac Nautic North America President Gary Durnan. “This is a real Swiss-Army knife of a boat."

For more information, visit zodiacnautic.com/en.

N&J adds two in Phuket

Northrop & Johnson has hired Jim Poulsen and Hans Doodkorte as sales brokers in its Phuket, Thailand, office.

Poulsen spent his teens and early 20s racing yachts on the Australian East Coast, then went on to earn his USL Master Class 5 captain license in Australia and became a commercial captain.

He has been working in international yacht sales since 2004, most recently as a senior yacht broker with Lee Marine, and calls Phuket home.

Doodkorte, a native of Perth, Australia, began his yachting career as a deckhand on two Oceanfast yachts in the Whitsundays. He later became an engineer, then took on the two-year refit of a large sailing yacht at Royal Huisman Shipyard in the Netherlands.

That yacht became his first command as captain after receiving his 3,000-ton master’s license in 1999.

Following a circumnavigation, Doodkorte managed five new-build projects of 164 feet (50m) to 230 feet (70m) at various shipyards, including Feadship and Heesen in Holland. Having spent many years visiting Asia and seeing the growth in the local industry, he has decided to make Phuket his second home.

Visit northropandjohnson.com.

Two of 20 limited edition Brabus Shadow 800 tenders, above, will be offered for sale at Nautical Ventures of Dania Beach, Florida, in August.

“We are thrilled they chose us to be their North American dealer,” Roger Moore, CEO of Nautical Ventures, stated in a company news release. “This is about owning and enjoying the very best.”

The boat is the work of Finnish boatbuilder Axopar Boats and German car engineering-manufacturer Brabus Group. The initial production run comprises 20 handmade models, referred to as the “One in Twenty.”

For more information, visit nauticalventures.com or brabusshadow.com.

Where in the World 25

August 2018 The-Triton.com

PHOTOS PROVIDED

A sunset view of New Caledonia.

New Caledonia reefs, beaches and wilds a South Pacific gem

By Jenifer Rosser Mate M/Y Dorothea III Crossing the South Pacific offers a multitude of dazzling countries, islands, lagoons and reefs to enchant even the most discerning yacht owners, guests, captains and crew. We have been fortunate to cross three times in the last fours years with our experiences and memories highlighting culture, diversity, stunning scenery, crystalline waters and spectacular cruising.

On our first crossing we only made a brief stop in New Caledonia for fuel and provisions before continuing “down under” to Australia. In 2016 we decided to do more research about the region and came to the conclusion it was worth spending more time to explore, cruise

and use it as base for minor repairs, crew holiday and prepping for our eastbound return crossing.

Noumea is a cosmopolitan capital that offered everything we needed as a base including a secure protected marina, a multitude of options for provisioning everything from food to parts and supplies, international flights, and qualified tradesmen. Also there were plenty of restaurants, nightlife, and recreation including hiking, kiteboarding, surfing and a variety of cruising options to put together amazing itineraries for owner/ guest trips. Our yacht agent, Chloe Morin of Noumea Ocean facilitated all our needs and wants with no request being too big or too small.

New Cal has the world’s second largest coral reef lagoon on Earth and it is possible to spend weeks just hopping around the lagoon and cruising out to the Loyalty Islands. The Loyalties provided beautiful beaches and spectacular snorkeling/diving opportunities, but the real wild beauty is found in the northern area encompassing the Entrecasteaux Atoll World Heritage Site, recognized in 2013 as a 2,000-square-kilometer notake zone and a fully protected marine reserve. Special permits must be obtained to visit this area, which were arranged by our agent, but it compares second only to the Galapagos – on Up close viewing of a green sea turtle nesting area in New Caledonia.

M/Y Dorothea III berthed at Port Du Sud Marina in Noumea, New Caledonia.

a much smaller scale in our experiences of up close and personal interaction with marine life, including marine birds, green sea turtles, fish and sharks.

The small islands are breeding grounds and landing ashore is only permitted in certain areas, but the abundance of life is incredible both above and below the surface.

If you’re planning to cross the South Pacific it would be a shame to miss this delightful country with its tropical playground, warm hospitality, diamondblue lagoon, expanses of red earth, secluded beaches and up close marine life encounters.

Capt. Jenifer Rosser has been in the yachting industry for almost 20 years.

She and her partner, Capt. John Crupi have been with the M/Y Dorothea program for more than 15 years, now running M/Y Dorothea III, a 147-foot Cheoy Lee. For more information on yacht services and cruising in New Caledonia contact Chloe Morin, operations manager with Noumea Ocean, +687 713 723, chloe@noumeaocean.com or visit Newcaledoniasuperyachtagent.com.

26 Crew Health

The-Triton.com August 2018

No health limit on avocados – eat them every day, every way Take It In Carol Bareuther

No one food has all the nutrients needed for a healthful diet and healthy body. However, some definitely do provide many more nutrients than others.

Avocados are one of these. Dubbed a “superfood” – a term that doesn’t have a legal meaning but is defined by the Oxford dictionary as a “nutrient-rich food considered to be especially beneficial for health and well-being” – avocados provide nearly 20 vitamins, minerals and phytonutrients. The key to getting the most out of this fruit is eating it often – meaning morning, noon, night and for snacks.

Native to south central Mexico, the avocado was cultivated in that region, as well as Central and South America, as early as 2,000 years ago. Spanish conquistadors brought the fruit to the West Indies, where they then were taken north to the U.S., east to Europe and beyond. Today, supplies grown in New Zealand are igniting Asians' favor, making the avocado one of the most indemand fruits in the world.

There are several varieties of avocado, however, the most popular and most widely planted is the Hass variety. This fruit is small, usually pear-sized, and the bumpy dark green skin when ripe gives it the nickname “alligator pear.”

The other well-liked type is the “greenskinned” avocado, a larger, lighter green, smooth-skinned fruit that grows abundantly throughout the Caribbean.

Both varieties are chock-full of cholesterol-lowering dietary fiber, nervous system protecting folate and vitamin E, minerals like magnesium that aid muscles and can help to prevent osteoporosis, and phytonutrients such as vision-helping carotenoids, bloodclotting chlorophyll, skin-saving lutein and cancer-preventative polyphenols.

Where Hass and green-skin avocado varieties differ is in their fat content. A 2-tablespoon serving of Hass avocado contains 4.6 grams of fat, while the same size serving of the green-skin variety offers only 3 grams. The benefit is that avocados contain “good” fat – the hearthealthy, monounsaturated form.

The key to cultivating the real value of avocados is to eat the fruit often and to use it to replace other types of fat. For example, according to a study published

in the Journal of the American Heart Association in 2015, overweight but otherwise healthy adults who included one fresh Hass avocado in their diet daily had lower LDL (bad cholesterol) and total cholesterol at the end of the fiveweek study than those eating low-fat and moderate-fat diets without avocado.

More specifically, fats in the non-avocado diets came from butter, mayonnaise and polyunsaturated oils.

PHOTO/CALIFORNIA AVOCADO COMMISSION

Those who can’t imagine finding enough tasty ways to eat an avocado a day have only to look to the world’s first two avocado-only restaurants for inspiration. Both opened last year. The Avocado Show in Amsterdam serves eggs baked in pitted avocado halves with a bagel on the side, and for lunch there’s an Avo Poke Bowl with sushi rice, salmon and edamame. Those with a sweet tooth can order a Blind Date – an avocado mousse with dates, nuts, citrus and anise seeds served in an avocado shell. Meanwhile, at the Avocaderia in New York City, there are selections like a Guacamole Rap (green wrap stuffed with guacamole, chicken or tofu, and a variety of veggies), a Caesar salad topped with avocado cubes, and a lychee-dragon fruit smoothie with avocado, ginger and coconut water.

If these ideas are a little too ambitious, the Hass Avocado Board, based in Mission Viejo, California, offers five quick tips to use avocados: First, just scoop the flesh out of its shell and sprinkle with a little lemon juice or balsamic vinegar; second, simply mash and spread on bread with favorite toppings; third, whip up some guacamole; fourth, toss chunks in a green salad; and fifth, tuck into sandwiches or a burger.

This way, an avocado a day can keep the doctor away.

Carol Bareuther is a registered dietitian and freelance health/nutrition writer.

Comment at editor@the-triton.com.

Crew Health 27

August 2018 The-Triton.com

Hand washing is a simple step with a profound impact on health Sea Sick Keith Murray

In the past, we have covered complex and dramatic lifesaving topics in this column. This month, I want to talk about something very basic that could also save a life and improve your health: hand washing.

Yes, hand washing. Do you know the proper way to wash your hands? Do you know how long you are supposed to wash your hands? Should you use soap or hand sanitizer?

Hand washing saves lives, according to the Centers for Disease Control and Prevention. Proper technique can cut cold and flu risk, and prevent the spread of foodborne illnesses and other infections in close settings like yachts and hospitals.

For this article, I consulted a handwashing specialist: Tracy Thomas, a registered nurse with more than 20 years of experience in the medical field.

Tracy said washing our hands, even if they look clean, is the most important way to prevent the spread of illnesses

and germs. We should always wash our hands after using the bathroom, coughing, sneezing, blowing our nose, handling money, petting an animal or changing a diaper.

And here is the most effective way to do it: First, lather your hands with soap and warm or hot-warm water, then rub your hands together vigorously for 20 seconds. After 20 seconds, rinse your hands thoroughly with water and fully dry them with paper towels. Using paper towels to also turn off the faucet and open the bathroom door will prevent germs on the handles from transferring onto your clean hands.

If using hand sanitizer, make sure it is an alcohol-based one – the alcohol is what kills the bacteria and viruses. Apply enough sanitizer to cover all surfaces of your hands. Then rub your hands together until they are completely dry.

According to the CDC, washing with soap removes germs from the hands.

This helps prevent infections because:  People frequently touch their eyes, nose and mouth without even realizing it. Germs can enter the body through the eyes, nose and mouth, and make us sick.

 Germs from unwashed hands can get into food and drinks while people prepare or consume them. Germs can multiply in some types of food or drinks, under certain conditions, and make people sick.  Germs from unwashed hands can be transferred to other objects, such as handrails, tabletops or toys, and then transferred to another person’s hands.

Removing germs through hand washing helps prevent diarrhea and respiratory infections, and may even help prevent skin and eye infections.

The CDC sited a study of 6,000 elementary school students encouraged to use an alcohol gel hand sanitizer in the classroom, resulting in a 19.8 percent decrease in absenteeism due to infection. With that said, why not teach your crew and guests the importance of proper hand washing – you have nothing to lose but onboard illness.

EMT Keith Murray provides onboard CPR, AED and first-aid training, as well as AED sales and service. His company can be found at TheCPRSchool.com.

Comment at editor@the-triton.com.

If you can train your crew in proper hand-washing techniques, you can help the crew and guests stay healthy. Studies indicate that proper hand washing education:  Reduces the number of people who get sick with diarrhea by 31 percent.  Reduces diarrheal illness in people with weakened immune systems by 58 percent.  Reduces respiratory illnesses, such as colds, by 16-21 percent.

28 News

business briefs

The-Triton.com August 2018

Viking opens Fort Lauderdale office

Viking Crew US celebrated the opening of its office in Fort Lauderdale with a grand opening party July 10.

Like the other offices of UK-based Viking Recruitment, the Fort Lauderdale office will offer crew placement, crew management and crew deployment in not only the yachting industry but in the commercial and cruise industries as well.

Sue Price, director of operations for the U.S. office, welcomed veteran crew and industry pros from her 16 years as a placement agent with the former Crew Unlimited.

Viking executives from the UK were on hand to celebrate the opening. From left, Louise Hunter, senior crew and operations coordinator; Katie Thornton, senior yacht

The Crew Network opens in Palma

Fraser’s crew recruitment agency, The Crew Network, now has a branch in Palma. The agency – with existing offices in Antibes, Fort Lauderdale and Viareggio – focuses on providing crew and captains to luxury yacht owners around the world.

Dawn Farara‐Line has been appointed to establish the Palma office.

Farara‐Line has worked within both the yachting and corporate sectors as an executive assistant for more than a decade, according to a company statement. In recent years, she worked with Dovaston and The Crew Finder.

“Palma is a strategic location for us and we want to strengthen The Crew Network brand, introducing new services and crew activities over the coming years,” stated Raphael Sauleau, CEO of Fraser and The Crew Network.

For more information on The Crew Network, visit crewnetwork.com.

Triton Expo date, spot set

The date and location for the 2018 fall Triton Expo are now secure: Wednesday, Oct. 10, at ISS-GMT, the marine travel agency, just east of US 1 off Southeast 17th Street in Fort Lauderdale.

The fall edition of the popular, crewfocused trade show is The Triton’s biggest event of the year, typically attracting more than 1,000 guests and more than 50 vendors.

Make plans to join us in the north parking lot at 1800 S.E. 10th Ave. (33316) from 5-8 p.m.

Titan Marine distributes Schenker

Titan Marine Air has been appointed U.S. distributor for Italy-based Schenker’s reverse osmosis water makers.

The distributorship enables Schenker to guarantee service in key areas of the U.S. and Caribbean, according to the company.

Titan CEO Kobus Swanepoel commented that Titan was proud to rep-

PHOTO/LUCY REED

recruitment consultant; Chairman Dieter Jaenicke; CFO Stuart Jaenicke; and Price.

Viking Recruitment celebrates 30 years in business in September. This is its first U.S. office.

resent the new generation of Schenker water makers.

“Their exceptionally high energy efficiency – consuming 80 percent less energy than conventional systems -- as well as silent, vibration-free operation and competitive pricing means that water makers are now accessible to a significantly wider market,” he said.

Fort Lauderdale-based Titan Marine Air provides sales, parts, installation, service and support for marine airconditioning, refrigeration and water makers. The company also has offices in St. Maarten and Palma.

For more information, visit schenkerwatermakersusa.com or call +1 954406-3015.

Defreitas moves to Derecktor

After 25 years with Jones Boat Yard on the Miami River, Cliff Defreitas has joined Derecktor in Dania Beach as a project manager.

Defreitas worked at Jones for 25 of the past 28 years, leaving for a short stint at Merrill-Stevens when it was owned by the Westbrooks. He was Defreitas a vice president when he left in February.

“I had recently moved up to Fort Lauderdale, and it was just time for me to move,” he said.

He started at Derecktor in March.

Based in New York, Derecktor's South Florida facility on the Dania Cutoff Canal just south of Port Everglades has the area's largest mobile lift, a 900ton lift built by Cimolai.

– Lucy Reed

FLIBS producer moves to 17th Street

Informa Exhibitions, producers of the Fort Lauderdale International Boat Show, has opened a 7,700-square-foot Southeast U.S. base on Southeast 17th

Street in Fort Lauderdale.

The new office is one of more than 20 international offices that house Informa Exhibitions' more than 1,400 employees, about half of which are based in the U.S. Informa acquired Yachting Promotions Inc. last year, adding three of the world's largest in-water boat shows to its portfolio: FLIBS, Miami Yacht Show and the Palm Beach International Boat Show. Informa Exhibitions also owns and produces the Monaco Yacht Show.

Yachtsign opens new showroom

Yachtsign opened a new Fort Lauderdale showroom in mid-June, according to Andrew Cohen, the company’s creative director. Previously the company most recently opened an office at Rybovich North in Riviera Beach to add to offices in Seattle and Hamburg, Germany. The production office is in Bonita Springs, Florida.

Yachtsign’s services include in-house artwork design, on-site consultation, inhouse manufacturing, and installation.

The new showroom is located at 1216 S. Andrews Ave., Fort Lauderdale (33316). For more information contact fortlauderdale@yachtsign.com, +1 (877) 876-6789, or yachtsign.com.

– Dorie Cox

David Good appointed AIMEX CEO

The Australian International Marine Export Group has a new CEO. AIMEX President Richard Chapman recently announced the appointment of David Good as chief executive officer, effective July 16.

Good, who is currently vice chairman of the Great Barrier Reef Superyacht Cluster, has been a longtime senior manager with Ports North in Cairns. He is a graduate of the Royal Military College. According to an AIMEX statement, Good has been involved with many aspects of the industry as part of the Superyacht Australia working group, driving changes to allow superyachts to charter in Australia.

OBITUARIES

August 2018 The-Triton.com

Designer, builder, broker Walters remembered

By Lucy Chabot Reed

David Walters, founder of the brokerage firm David Walters Yachts and designer and builder of the Cambria series of cruising yachts, passed away of a brain tumor on Jan. 17 in Fort Lauderdale. He was 75.

“It’s been six months and he’s missed every day around the David Walters Yachts family,” said Josh McLean, president of the brokerage firm Mr. Walters started in Fort Lauderdale in 2001. “Such an incredible man.”

Mr. Walters’ passion for sailboats and sailing spanned 63 years. In 1953, he competed in junior one-design classes from his home Riverside (Connecticut) Yacht Club.

In 1960, he amassed the highest percentage winning average of any junior sailor in any class on Long Island Sound. Two years later, he won the Blue Jay Class National Championship.

At 23, he began his career as a yacht broker with Allied Boat Building Co. Much of what he learned about designing and building yachts he attributed to his work with Allied under the mentorship of company president, Howard Foster. He was soon general manager of the Mamaroneck, New York, location.

In 1971 while still in his 20s, he established the Sound Yachts Boatyard and Marina in New Rochelle, New York.

Though owner and manager of the yard, he continued his brokerage and new sales for Allied, and also began offering Ericson and Morgan yachts.

In 1975, he partnered with Walter Schulz to establish Shannon Yachts in Bristol, Rhode Island. This would be the first of two companies he founded to earn accolades in “The World’s Best Sailboats” by Ferenc Maté. The second was Cambria Yachts.

At the founding of Cambria Yachts, and throughout the rest of his life and career, was his wife, Betsy. Together they assembled a team of craftsman and boat builders and built high performance cruising yachts. They also had two sons, David Jr and Chris.

“Characterized by unmistakable elegance, performance and strength, combined with comfort and practicality, each boat he built was a direct reflection of his character and the family of individuals he employed,” according to a company statement announcing his death.

In 1991, Mr. Walters joined Luke Brown & Associates where he began offering new build consultation, custom design work, and brokerage services.

In 1998, he opened a sales office, representing Nautor’s Swan among other builders, in Fort Lauderdale. In 2001, 11 years after the closure of the Cambria yard, this sales office became known as

David Walters Yachts.

In September 2016, Mr. Walters stepped down from his company, selling it to McLean and Vice President Amanda Noon.

“We couldn’t be more humbled to follow in the footsteps of a man like David Walters,” McLean said at the time.

“We made a promise to him that David Walters Yachts will always be guided by his founding principles.”

Following decades of offshore racing, Mr. Walters sailed his final of scores of races to Bermuda in 2016, this from Annapolis on Brad Duncan’s Cambria 46 Pandion, the company statement said.

“During one of my last visits with David, I brought along one of his original sketches of his Cambria 44,” McLean recalled. “I sat there, a bit stunned, as I listened to him describe each facet of the boat’s design, why each carefully drawn line was the way it was. Even all those years after drafting it, I could see him studying his own work, critiquing himself and thinking about how it could be improved.

“Then, after a long while, he instructed me to grab a pencil and paper,” he said. “Time to ‘update a few things’, he said. I started taking notes, carefully and diligently not to miss a single detail, as he described to me the changes he wanted to make. The final edit to his design. That last moment with Dave, I’ll cherish forever.”

Lucy Chabot Reed is publisher of The Triton. Comment: lucy@the-triton.com.

Merrill-Stevens yacht broker Ryan Carrigan dies

By Dorie Cox Ryan Carrigan of Merrill-Stevens Yachts died on June 29 of sudden cardiac arrest. He had recently joined the new Merrill-Stevens Yachts Sales division leading new product sales, according to Aaron Leatherwood, CEO of the company in Miami. He was 46.

“Ryan only recently joined MS Yachts, bringing more than 20 years experience in new yacht sales including past performance with Donzi Marine, Chris Craft, Lightening Bay and Grove Harbor,” Leatherwood wrote in an email. “Ryan was a great fit for MS Yachts with a high degree of integrity and customer focus.”

The following is posted on legacy.com: Carrigan It is with great sadness that the family of Ryan Patrick Carrigan announces his sudden passing on June 29, 2018, at 46 years old.

Ryan was born on May 25, 1972. He was a sixth generation Sarasota native, graduated from The Prew Academy in Sarasota, and studied at the University of Central Florida in

Orlando. A well-respected third generation marine industry veteran, Ryan spent his professional career in the boat manufacturing and retail boat business. He traveled extensively throughout his career and enjoyed great relationships and friendships both nationally and internationally.

Ryan was passionate about the outdoors. He spent countless hours on the water and underwater, while boating, fishing and diving with family and friends. His birth and chosen family were of the utmost importance in his life. He had a huge heart, as well as an infectious smile and laugh. Ryan had a long list of those who were proud to call him their best friend.

Ryan is survived by his parents, Michael and JoAnn Carrigan of Sarasota; longtime forever love, April Irene Donelson; sister Colleen Carrigan of Takoma Park, Maryland; brother Michael Carrigan Jr. (Teresa) of Sarasota; sister Erin Carrigan of Sarasota; sister Katy Carrigan of Sarasota; nephew Sean Michael Carrigan of Sarasota; and four-legged best friend, Ace. A Celebration of Ryan's Life was held on July 14 in Sarasota, Florida. In lieu of flowers, the family recommends donations be made to The Genesis Reef Project c/o Ryan Carrigan, P.O. Box 3811, Sarasota, FL 34230-3811.

News 29

30 News Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of July 15.

Region

Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 643/688 Savannah, Ga. 693/NA Caribbean St. Thomas, USVI 1029/NA St. Maarten 850/NA Antigua 815/NA Valparaiso 760/NA North Atlantic Bermuda (Ireland Island) 670/NA Cape Verde 613/NA Azores 684/1,493 Canary Islands NA/932 Mediterranean Gibraltar 655/NA Barcelona, Spain NA/1,323 Palma de Mallorca, Spain NA/1,354 Antibes, France 1,482/1,727 San Remo, Italy 678/1,789 Naples, Italy 891/1,868 Venice, Italy 827/2,055 Corfu, Greece 815/1,634 Piraeus, Greece 780/1,587 Istanbul, Turkey 813/NA Malta 757/1,540 Tunis, Tunisia 599/NA Bizerte, Tunisia 603/NA Oceania Auckland, New Zealand 683/NA Sydney, Australia 692/NA Fiji 743/NA

One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of July 15, 2017 Region

Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 445/480 Savannah, Ga. 550/NA Newport, R.I. 590/NA Caribbean St. Thomas, USVI 805/NA St. Maarten 681/NA Antigua 670/NA Valparaiso 555/NA North Atlantic Bermuda (Ireland Island) 615/NA Cape Verde 445/NA Azores 522/1368 Canary Islands 591/1139 Mediterranean Gibraltar 448/NA Barcelona, Spain 511/1,136 Palma de Mallorca, Spain NA/1,346 Antibes, France 420/1,370 San Remo, Italy 708/1,679 Naples, Italy 602/1,585 Venice, Italy 717/2,048 Corfu, Greece 557/1,362 Piraeus, Greece 500/1,322 Istanbul, Turkey 673/1290 Malta 640/1,288 Tunis, Tunisia 445/NA Bizerte, Tunisia 448/NA Oceania Auckland, New Zealand 520/NA Sydney, Australia 525/NA Fiji 640/NA

*When available according to local customs.

The-Triton.com August 2018

Online scams are serious business, an industry danger CYBER from Page 1 support for the vessel and was one of the first to learn something was wrong.

The client’s money never arrived at the charter company. His deposit was gone.

A hacker had intercepted the email communications, posed as the yacht captain, and altered the email and wire transfer information, Lord said.

“What was going on in the background was the hacker read all the client’s previous emails and figured out he had chartered this boat before,” Lord said.

Way back to the first phone call and email of the contract, the real yacht captain never heard back from the charterer again. At that point, the communication had transferred to the hacker. The yacht captain assumed the client had decided not to charter.

This was a man-in-the middle cyber attack, said Corey Ranslem, CEO at International Maritime Security Associates.

“Those are attacks where someone inserts themself into communication between two parties and takes over the identification of one of those parties,” he said. “It’s a pretty popular one. The hacker profiles you, gets to know you, what you do, where you are, and tries to gain access to your network through phishing or other cyber penetrations.”

Lord worked with the U.S. Secret Service to unravel the situation. The money left the country when it was wired, and this branch of the U.S. government is the one to investigate across international borders in incidents of financial and computer-based crimes. They learned that the hacker had studied the emails and social media accounts to better play his role, learning details about the great experience the charterer had previously and the ports visited. The hacker even learned the names of the charterer’s children.

Questions remain on exactly how the hacker committed this crime. The Secret Service did discover that the phone number and the wire transfer account information had been changed before the contract made it to the client, and that when the money was finally sent, it went to a bank in Hong Kong, Lord said.

Now Lord is on a mission to warn others in the yacht industry about such dangers. He has spoken at several maritime events in an effort to raise awareness of the problem.

“No one thinks it can happen to

them, until it does,” he said. “It’s like with your home – if you’ve never had anyone break into your home, you may be lax on security.

“Fishing [phishing] on a yacht used to mean something different,” Lord said.

What it means now is an internet scam where the user is duped into revealing personal or confidential information through emails or in other ways that the scammer then uses illegally.

“We’ve all seen the emails where the grammar is bad, the English is bad and it is clear it is a hack,” Lord said. “That’s changed. The hackers we’re seeing now are sophisticated, English is their first language, the grammar is perfect and the appearance is perfect. The invoice you get is from a company that is familiar, you recognize it and it looks identical, with one or two key pieces of information embedded into that.”

Email is a vulnerable portal, said Keith Perfect, director of technology and intelligence for Northrop & Johnson.

“Any crew member, or anyone, can

‘Any crew member, or anyone, can get an email and that’s one of the largest phishing hacks we see today. It’s one of the easiest ways that bypasses all your security systems – they click it and type in email or other information and suddenly the hacker has that information.’

– Keith Perfect director of technology and intelligence Northrop & Johnson get an email and that’s one of the largest phishing hacks we see today,” Perfect said. “It’s one of the easiest ways that bypasses all your security systems – they click it and type in email or other information and suddenly the hacker has that information.”

Spam filters only work to some extent, but training people not to click bad links in email is important, he said.

“These emails look very real with grammar, graphics, the links look correct,” he said. “People need to learn not to fall for these kind of emails.”

This type of hacking is a full-time career for these criminals, even down to

regular business meetings and corporate structure.

“There are groups of people whose job it is to get into the system,” Lord said. “They get in, then sell the information. Then that group sells to the next group, which is spear phishing. Your computer could have an active virus that is dormant for eight months and they’ve sold your information five times. You click today, but it looks like nothing happened.”

There are many damaging aspects to the charter client’s story, but one is that it affects a long line of people, Lord said.

That list can include yacht captains and crew, contractors, marinas and yards, as well as yacht owners and charterers.

And as people come forward with their incidents, the industry is beginning to realize potential impacts.

“In terms of the risk to your industry from the Homeland Security point of view, yes, the fraud is a very significant risk,” said John Tobon, Homeland Security investigations deputy special agent in charge for U.S. Department of Homeland Security. “The U.S. government has been hacked; everybody is at risk. It’s the things we do on a day-today basis that put us at risk. One of the biggest ones, the most popular, is social media.”

Unfortunately, it also happens to be the best way to keep in touch with families, especially for people who travel the world, he said.

He recommends everyone become aware of the risks and what can be done to safeguard information, he said.

“Something as simple as making our social media accounts private so the only people that can see are people we know,” Tobon said. “It’s more important than being popular.”

But there are other types of cybercrimes, frauds that cause financial loss and other financial crimes such as money laundering, that can not only cause financial loss, but can put a company at legal risk, especially in yachting, Tobon said.

“In your industry, it is sought out because the high net worth individuals are very, very attractive,” he said. “We saw a similar thing in real estate and the majority of transactions occurred with LLCs (limited liability company) – and LLCs that were not your traditional type.”

One segment of concern with LLCs is with beneficial ownership, he said.

“High net worth individuals will almost always have an LLC that will be paying for services in your industry.

Career News 31

August 2018 The-Triton.com

That’s normal,” he said. “What isn’t normal is a high net worth individual that is paying with an LLC that is owned by another LLC, which is nested within another group of LLCs so there really isn’t one person that can be traced.”

Tobon recommends a couple of priorities to safeguard transactions.

Educate your staff on how to identify fake emails, phishers and other types of cybercriminals, he said. Realize that employees are the ones who will keep you out of trouble. As hackers continue to become more sophisticated, more specialized training is required to spot red flags, he stressed.

Cyber and data breach insurance options are now available, said John Jarvie, vice president of Oversea Yacht Insurance in Fort Lauderdale.

“Cyber [insurance] didn’t exist a couple of years ago and is being created as we go,” Jarvie said.

Part of the complexity is culpability, he said. There are many kinks in the chain that may not be the yacht’s cyber liability. Just one example is wi-fi use.

“Those cyber passwords get handed out pretty freely, especially on charter, or if crew are in Antigua at the pub and sharing Wi-Fi with friends,” Jarvie said. “That information gets out very easily, so I think this means training for our entire industry.”

Learning how to stay safe from the multibillion-dollar illegal industry is complex, said Jubal Inman, vice president of sales and support and a partner at Advantage Services in Fort Lauderdale.

Multifactor, or two-factor, identification creates a safety level by requiring internet users to put in a password. It will then text you a code as a second verification, he said.

“It still goes back to training,” Inman said.

Unfortunately, staying safe is not so simple. The factors vary with the way each person uses their network: how they log on, type of passwords, Wi-Fi use and more. The complexity is exacerbated with the travel aspect of people in the yachting industry.

Nothing is foolproof, as each attack can be unique, but there are some best practices for the type of man-in-the middle cyberattack that happened with the charterer, said Ranslem, of International Maritime Security Associates.

He recommends two things that can help.

1. When corresponding with someone, verify that the email matches what you have on file. If it does not, give them a call. Not an email. The hacker may have changed one letter or one detail.

2. When it comes to wiring or banking, companies’ information doesn’t change. If a company sends you something with different details, pick up the phone and give them a call. Make sure their banking information really has changed.

“It’s an extra step, but it’s worth it if you’re sending half a million dollars,” Ranslem said.

Cybercrime’s effect on the yacht industry can be long-term.

“I can tell you, some of the trust was eroded and it’s hard to get that trust back,” Lord said of the incident. “You may not be cash-out-of-pocket, but trust is so hard to build, it does erode.”

And each day, people learn more about the dangers, Lord said. Most everyone has heard of scams, and may personally know someone who has been affected.

“We’re not going to beat these hackers through normal means, we’re going to beat them through education,” he said.

“Education is key to not letting this happen to you.”

“These things are happening around us every day, and one day it’s going to affect your business,” he said. “You’ve done the work, you supplied the widget, you deserve to get paid, but you’re not going to.”

Although the charterer’s story is but one incident, Lord said he does not want to see the industry suffer. He doesn’t know if this client will book a charter again, but he hopes that by raising awareness more people can be protected.

“Most yacht owners start as charter clients,” Lord said. “If the first charter is negative, that’s the end of the road.”

Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

Learn more about cybertheft laws and regulations for the maritime industry from new Triton expert Corey Ranslem in his colum Secure@Sea, including this month on Page 18, as well as his columns in the June and July editions of The Triton.

32 News

The-Triton.com August 2018

Most important change in yachting not in LOA but in collaboration Earlier this year, Capt. AJ Anderson was elected president of the International Superyacht Society. As a seafarer for 40 years and an industry leader in operational management for 20, he shares his perspective on the industry.

I was asked to share a few thoughts on where the large yacht industry is and how it has developed over the last 40 years. It could be summarised by a simple definition of what large is. Forty years ago, large meant 100 feet or 200300gt. Today, large means 300 feet and 3,000gt, with a number of yachts afloat and in construction in the range of 350550 feet and 5,000-12,000 gt.

Most everyone who might read this knows there is a tremendous difference between the old large and the new large.

Other than cost, the difference is related to regulatory requirements, technical design, engineering, construction and in operations – even before the regulatory changes that have increased in scope and became more clearly defined in the past 20 years.

Breaking it down

The yacht industry is comprised of organisations, including the IMO (International Maritime Organisation), flag-states, port states, IACS (International Association of Classification Societies) members, associations and companies. These companies are insurers, refit and building shipyards, co-makers, new build owners’ representative firms, berthing facilities, suppliers, service providers, publications, law firms, educators, brokerages, charter and operational managers, medical and security firms, crew placement firms, crew, and all professionals serving in the above list. Any specific group unintentionally left out of this list are also included.

Those of us who have been in the yacht industry for 20, 30 or 40 years would probably agree that the past 25

years have witnessed organisations, companies and individuals, imperfectly but deliberately, continuing to adopt higher standards of professionalism and overall practices.

Additionally, there is a higher level of organisational collaboration today than there was just five years ago, while 20 years ago the word collaboration would have been misspelled in any language.

Regarding professional education and training, comparing what is happening in 2018 to 1998, there is no question of the substantial advances made in those 20 years. Organisations have required higher – aka more – seafarer certification. Companies providing crew education and training have not only responded to requirements, they have also developed ways to explain the requirements to seafarers – which as a seafarer, I can say this is immensely helpful.

Additionally, management firms and others have invested in higher relevant education for their staffs.

While it will reasonably be argued that aspects of the regulatory changes may have been overreaching – and, in respect to education investment, may have been underreaching – there is clearly room for improvement. Still, the industry has made measurable advances in professional development of crew and other professionals. Professional education has been adopted for immediate effect and for long-term sustainability.

While our industry is achieving excellence at a number of levels, a reasonable person would acknowledge that there are areas that require improvement and would point to other areas that are barely touched opportunities to contribute in a higher way to our world’s sustainability. That means people and the environment.

In the past 20 years, charitable investment in time, human resources and cash has grown substantially across all yacht industry sectors and by individual industry professionals. The last five years shows a near vertical curve. Those charitable investments include the environment, medical care for those in need, hunger prevention, youth development, local assistance to disenfranchised people, and local assistance to others who have given for their countries and need help. Check out the results-based organisation YachtAid Global and the future-leaning Research Expedition Vessel environmental project as only two important examples from the maritime perspective.

There are large yacht industry associations that provide a platform for

their members to share ideas and lobby for what they believe is right. There is objective evidence of positive influence by associations such as the Professional Yachting Association, Superyacht Builders Association, and the U.S. Superyacht Association, to name just three, doing important work relevant to us all, regardless of borders. Young Professionals in Yachting, an international organisation, has provided a platform for nonseagoing yachting professionals to learn, share ideas and to influence company leaders toward a better direction. Media has also contributed to professional understanding that helps with influencing for best practices worldwide.

PHOTOS/WENDY LEUDER

Bringing professionals from all sectors of the industry together to share ideas, influence regulatory decisions and encourage professional excellence through education and recognition is the backbone of the International Superyacht Society. There are over 30 nationalities in all industry sectors represented in ISS membership. There is an obligation to represent their ideals and interests with concrete action.

For the International Superyacht Society, 2018 has determined a number of managerial and results-based objectives – two of these objectives are of interest to the industry. One objective is that the executive committee and board of directors decided to provide other associations with tangible support where it is helpful to their important goals being

mutual to ISS goals. The other objective is how to accelerate the Society’s role in education. The education committee has been given resources, autonomy and authority to take on educational projects that are challenging and at a higher rate than previous years.

Overall, the yacht industry is doing important things, and like any organisation, company or individual, the industry has the opportunity to build on the successes while avoiding past missteps. Not the only, but one way to ensure sustainable success in doing these important things is for associations and companies to band together on these mutually important issues. Collaboration is a word; real collaboration takes determination, patience … humor helps.

Last but first - the owners of yachts.

Often, they take their life’s work and turn to our industry to provide them with the best results possible for their families’ safety and privacy in off-time, something every person hopes for.

While providing a positive life experience is key, yacht owners also expect that industry professionals are doing business in an appropriate and sustainable manner.

The industry must develop practical solutions. This includes the development of mentoring and education processes while encouraging current and future professionals ashore and afloat.

All sector organisations and companies can participate in this activity by way of investment and providing opportunities.

To summarise, organisations, associations, companies and individuals can come together to focus on matters of mutual importance. Reach higher.

As always, it is our choice on how to accomplish this. It is work, but it is joyful work.

Capt. AJ Anderson is managing director and CEO of Wright Maritime Group.

August 2018 The-Triton.com

Fort Lauderdale ICW marina sold

The Hilton Fort Lauderdale Marina, one of the three large-yacht marinas near the 17th Street Causeway bridge, has been sold.

Various news outlets have reported the sale by Blackstone Group to Thayer Lodging Group, a subsidiary of Brookfield Asset Management. The nine-acre property, which has a 589-room hotel and 33-slip marina, reportedly sold for $170.6 million. Thayer also owns the Diplomat Beach Resort on Hollywood beach.

New York City-based Blackstone once owned Bahia Mar Yachting Center a little farther north up the ICW (which it sold in 2014) and Pier 66 directly across the ICW (which it sold in 2016).

Plans for Pier 66 step forward

By a vote of 4-1, Fort Lauderdale city commissioners approved on July 10 a development agreement with Tavistock Development Company, owners of Pier 66 and The Sails, to legally combine the properties so they could be developed as one.

While there are no official site plans for the redevelopment yet, Tavistock staff have indicated the company intends to renovate the iconic Pier 66 tower and likely add residential units as well as commercial options. Few changes are expected to the marina portions of both sites.

The combined properties are 32 acres, with 25 of them being upland.

They are divided by the 17th Street Causeway bridge but there is access beneath the bridge along the ICW, which Tavistock plans to turn into a marina promenade.

Under the development agreement, phase one would include renovating the tower and constructing that promenade.

Tavistock plans to rebrand The Sails property and marina as Pier South.

Residents of the barrier island’s neighboring communities have objected to residential units on the property because of impact on traffic on 17th Street.

Any plans will still have to be approved by the city.

–Lucy Chabot Reed

Staniel Cay to close for maintenance

Much of Staniel Cay Yacht Club will be closed in October for scheduled annual maintenance. The marina and fuel dock will remain open daily from 8 a.m. to 5 p.m. except for Oct. 2 when every-

Marinas / Shipyards thing will be closed. All marina services will be available, including dockage, power, water, ice, fuel and bait.

Beginning Oct. 1, the hotel, bar and restaurant will be closed. The bar and clubhouse are scheduled to reopen for drinks only (no food) on Oct. 19 from 8 a.m. to 10 p.m.

Everything is scheduled to reopen on Nov. 1.

For more information, visit www. stanielcay.com.

Bali’s Big Boat Quay moves

The Big Boat Quay superyacht sternto dock moved to the new Royal Bali Yacht Club facility in Sanur Bay, Bali, Indonesia, according to Capt. Cilian Budarlaigh, founding partner and director of international trade and business with Indo Yacht Support.

"The barbecue dock currently has one 12m pilot pontoon section for yachts," Budarlaigh wrote in an email to The Triton. Currently, the dock is available to the agency's clients, but he said phase two installation of international standard concrete pontoons will start this month.

Capt. Budarlaigh wrote that the company is also working on several new marina projects on other islands in Indonesia "that will help create a chain of options for yachts".

For more information, visit www. indoyachtsupport.com and www. yachtsupport.org.

–Dorie Cox

Maldives development includes marina

Developments from the Maldives of the new Hulhumalé Yacht Marina continue, according to Asia Pacific Superyachts Maldives Director Mohamed Hameed. Hameed said the marina will service 300 yachts and provide numerous attractions and benefits for arriving yachts.

Hulhumalé Island lies 8km off the northeast coast of Malè, the capital of Maldives. Managed by the governmentowned Housing Development Corp., the city broke ground in 1997 with a total land area of 432 hectares and is now home to more than 40,000 residents.

The Hulhumalé Yacht Marina will offer water sports facilities, retail shops, a yacht club that includes exhibition space, and dry berth facilities.

“The new Hulhumalé Yacht Marina will be of enormous benefit to visiting superyachts and yachts,” Hameed stated in a company news release. “In the meantime, we have some wonderful itineraries and special anchorages to share with captains and owners now.”

For more information, visit asiapacific-superyachts.com.

News 33

34 News

The-Triton.com August 2018

More subtle and serious, real-life drowning not like media portrays

By Mario Vittone The new captain jumped from the deck, fully dressed, and sprinted through the water. A former lifeguard, he kept his eyes on his victim as he headed straight for the couple swimming between their anchored sportfisher and the beach.

“I think he thinks you’re drowning,” the husband said to his wife. They had been splashing each other and she had screamed, but now they were just standing, neck-deep, on the sand bar.

“We’re fine, what is he doing?” she asked, a little annoyed. “We’re fine!” the husband yelled, waving him off, but his captain kept swimming hard. ”Move!” he barked as he sprinted between the stunned owners. Directly behind them, not 10 feet away, their 9-year-old daughter was drowning.

Safely above the surface in the arms of the captain, she burst into tears, “Daddy!”

How did this captain know, from 50 feet away, what the father couldn’t recognize from just 10?

Drowning is not the violent, splashing call for help that most people

expect. The captain was trained to recognize drowning by experts and years of experience. The father, on the other hand, had learned what drowning looks like by watching television. Until his daughter cried a tearful “Daddy,” she hadn’t made a sound.

As a former Coast Guard rescue

swimmer, I wasn’t surprised at all by this story. Drowning is almost always a deceptively quiet event. The waving, splashing, and yelling that dramatic conditioning (television) prepares us to look for is rarely seen in real life. If you spend time on or near the water (hint: that’s all of us), you should make

sure that you and your crew know what to look for whenever people enter the water.

The Instinctive Drowning Response – so named by Francesco A. Pia, Ph.D., a veteran lifeguard and psychologist who is renowned for his research on water rescue – is what people do to avoid actual or perceived suffocation in the water.

And it does not look like most people expect. There is very little splashing, no waving, and no yelling or calls for help of any kind.

To get an idea of just how quiet and undramatic from the surface drowning can be, consider this: l It is the No. 2 cause of accidental death in children ages 15 and under (just behind vehicle accidents); l of the approximately 750 children who will drown next year, about 375 of them will do so within 25 yards of a parent or other adult; l and in 10 percent of those drownings, the adult will actually watch them do it, having no idea it is happening.

Drowning doesn’t look like drowning.

Career News 35

August 2018 The-Triton.com

Look for these other signs of drowning when persons are in the water: l l l l l l l l l l

Head low in the water, mouth at water level.

Head tilted back with mouth open.

Eyes glassy and empty, unable to focus.

Eyes closed.

Hair over forehead or eyes.

Not using legs, body vertical in the water.

Hyperventilating or gasping.

Trying to swim in a particular direction, but not making headway.

Trying to roll over on the back.

Appear to be climbing an invisible ladder.

In the Coast Guard’s “On Scene” magazine (Fall 2006 issue), Pia described the instinctive drowning response like this: “Except in rare circumstances, drowning people are physiologically unable to call out for help. The respiratory system was designed for breathing. Speech is the secondary, or overlaid, function. Breathing must be fulfilled before speech occurs.

“Drowning people’s mouths alternately sink below and reappear above the surface of the water. The mouths of drowning people are not above the surface of the water long enough for them to exhale, inhale, and call out for help.

“When the drowning people’s mouths are above the surface, they exhale and inhale quickly as their mouths start to sink below the surface of the water.

“Drowning people cannot wave for help. Nature instinctively forces them to extend their arms laterally and press down on the water’s surface.

Pressing down on the surface of the water permits drowning people to leverage their bodies so they can lift their mouths out of the water to breathe.

“Throughout the Instinctive Drowning Response, drowning people cannot voluntarily control their arm movements. Physiologically, drowning people who are struggling on the surface of the water cannot stop drowning and perform voluntary movements such as waving for help, moving toward a rescuer, or reaching out for a piece of rescue equipment.

“From beginning to end of the Instinctive Drowning Response, people’s bodies remain upright in the water, with

no evidence of a supporting kick. Unless rescued by a trained lifeguard, these drowning people can only struggle on the surface of the water from 20 to 60 seconds before submersion occurs.”

This doesn’t mean that a person who is yelling for help and thrashing isn’t in real trouble – they are experiencing aquatic distress. Not always present before the instinctive drowning response, aquatic distress doesn’t last long – but unlike true drowning, these victims can still assist in their own rescue. They can grab lifelines, throw rings, etc.

So if a crew member falls overboard and everything looks OK – don’t be too sure.

Sometimes the most common indication that someone is drowning is that they don’t look like they’re drowning. They may just look like they are treading water and looking up at the deck.

One way to be sure: Ask them, “Are you alright?” If they can answer at all, they probably are. If they return a blank stare, you may have less than 30 seconds to get to them.

And, parents – children playing in the water make noise. When they get quiet, you get to them and find out why.

Mario Vittone (mariovittone.com) is a former U.S. Coast Guard helicopter rescue swimmer. He has developed training courses in search-and-rescue tactics and open ocean survival for municipal rescue teams and the military.

His areas of expertise include immersion hypothermia, drowning, sea survival and safety at sea. Comments are welcome at editor@the-triton.com.

36 From the Bridge

The-Triton.com August 2018

Family feel beats souvenirs for crew to feel right at home Bridge, from Page 1

boat a home feeling,” a second captain said. “But obviously the boat’s not ours, so we always have to keep that in mind.”

On the other hand, crew should treat the boat as if it is theirs, said another captain.

“I want the crew to use the boat; they need to care about the boat,” he said.

“They feel at home because I try to show that the boat is ours.”

But above all, it still comes back to the job crew are here to do for us, a third captain said.

As moderator of the discussion I thought personal items might be key and asked what crew bring on board to in an effort to feel like home. Turns out, possessions are just a small part of the equation. And small they are.

“If it’s on their nightstand, about this size,” a captain said as he met both thumbs and forefingers for a square shape. “They can have anything there, that’s ok.”

“They can have something hanging over the desk lamp, a curio you got somewhere as long as it isn’t damaging the boat,” another captain said.

There are photos on a photo board, “for a bit of a homey feeling,” a third captain said.

They can have a plant or bring something from their travels, the second captain said. “But now it's all electronic books and pictures.”

“That's a really good point,” another captain said. “If they have their iPad, they've got most of it. You can have everything electronic, it’s not so much about adorning the room.”

Attendees of The Triton’s From the Bridge discussion for this issue are, from left, Capt.

Kent Kohlberger on M/Y Safira, Capt. Pedro Camargo on M/Y Brunello, Capt. Dave Johnson on M/Y 14 To Smile, Capt. Dave Schlitz (working as mate) on M/Y Septimus, and Capt. Pablo Gonzales on M/Y Picnic. Thanks to Capt. Bernard Calot of Universal Marine Center for the lunch location.

Individual comments are not attributed to encourage candid discussion; attending captains are identified in the accompanying photograph.

Basically, crew can’t bring much, although many of the captains try to accommodate a few bigger things like guitars, bicycles, skateboards and surfboards. Several of the captains even have their own toys on board.

“Crew are allowed to bring on their sports gear,” a captain said. “It gives them the feeling they have freedom to do what they want.”

But there are caveats. Crew do need to ask first, a captain said. And, “in general, it needs to fit in the space in your

room.”

This all is part of navigating the line between feeling at home and living in someone else’s place, a line that must be monitored, he said. He has seen crew damage their cabins and now has weekly cabin checks.

“If, when you leave, there is no trace it was there, I have no problem with it,” he said. “It isn’t about the object itself, it’s the lack of respect for the yacht.

Don’t nail or don't screw anything to the cabin. This is finely built, this it is

PHOTO/DORIE COX

Captains who make their living running someone else’s yacht are welcome to join in the conversation. Email to editor@the-triton.com for an invitation to our monthly From the Bridge discussion.

someone else’s.”

Each item also needs to be in its place.

“When we go to bed, in the mess there is nothing – no jackets, no backpacks,” he said.

“We need to give crew freedom, because if not, there start to be problems,” a third captain said. “Like if they don’t have a social life or can’t drink, they have issues related to a lot of work.”

“It helps to allow them to have friends on or a beer at the end of the day,” a fourth captain said. “As long as I’m given a heads up, things like that are really appreciated. That’s huge,” a fifth captain said. “We want the crew to use the boat and to feel at home.”

Each captain in attendance said crew meals and events add to the comfort level.

“Occasionally it’s organized, or someone will say, ‘Let's all go do this’,” a captain said.

And each of the yachts celebrate crew birthdays.

“We have a crew night out, they get to chose what restaurant,” one captain said.

On another yacht, “everyone chips in 20 bucks,” for a birthday present,” another captain said.

And most get a cake and do something extra to celebrate. But holidays are more of a challenge.

“What are you talking about?” a cap-

From the Bridge 37

August 2018 The-Triton.com

tain said. “We work holidays.”

“It is what you sign up for on a yacht,” another captain said. “We breeze through holidays like a regular day.”

Even if there is work to be done, each of the captains said they are allowed to decorate the crew area for holidays, like a small Christmas tree or Easter eggs. And sometimes crew can go to a religious service if a fellow crew member will cover their shift, a captain said.

With all the accommodations, I wondered if crew ever feel homesick.

“They wouldn’t be on board,” a captain said. “That’s for green people.”

But he clarified, if someone was homesick, he would find out the reason and would work with the crew member to address their issue.

“That’s common sense, you help out,” he said.

“The nature of this business is that people are adventurous,” another captain said. “To put yourself in this industry is a lot. It’s not for everyone, we know that. I've had a couple of wide-eyeds that didn’t make it. I’m interviewing smarter, I try to make sure everyone understands what the job really is. When they do, they don’t have a problem.”

Several of the veteran captains said they have learned lessons with balancing the work/home equation over the years.

“I’m really conscious of respect of the owner’s boat and respect for the owner,” one said. “Early on I expected people to behave, but I found they didn’t always do that.”

In the beginning he handled issues on a personal level but found better results with a list of rules.

“I try to keep it to one page but the type keeps getting really small,” he said, to laughs from around the table. He explained that good crew respect boundaries and guidelines and these restrictions help keep the work and home life on board healthy.

As we wrapped up the topic, the consensus among the captains was that it optimizes the yacht program to have a comfortable, homey atmosphere. And each of the captains referred to the crew as “family.”

“The main thing we have to have is respect for each other,” a captain said.

And several others agreed.

“It's more about the camaraderie of the crew as to how much it feels at home,” a captain said of life on board.

“It is cliche, but a boat out of kilter really is a miserable place to work. It doesn’t matter how gorgeous the state room is.

If you’re not gelling and respect each other, all the toys don’t matter.”

“It can be a crappy boat,” a second captain said. “We have a great time if

‘It’s more about the camaraderie of the crew as to how much it feels at home,” a captain said of life on board. “It is cliche, but a boat out of kilter really is a miserable place to work. It doesn’t matter how gorgeous the state room is.’ everyone is pulling together.”

“You can have the worst charter from hell, but it’s still binding, we’re even stronger,” a third captain said.

“You laugh, cry about it, but you did it together. It’s our second family.”

“We’re working as a team, getting the job done. It’s work hard, play hard,” a fourth captain said. “It works out really well. I don’t think it’s as much about hanging a photo of mom or your girlfriend on the wall.”

Several of the captains said how crew get along and work together ranks high

in importance.

“I think a lot about that when I bring new crew in, not just if they are qualified or available, but how are the going to fit into our family,” a captain said.

“Who we hire is important,” another captain said. “It's the crew’s values and goals. Boats have different cultures, sometimes crew don’t mesh.”

“Most important, they need freedom, they need to feel at home,” a third captain said. “But it comes back to, that it is our job and everybody needs to understand that nobody is here on vacation.

We have things to do.”

But the crew culture on board is also molded by the atmosphere created by the yacht owner.

“If he wants us in the toys or he doesn’t want us in the toys, it starts with the top,” a captain said. “It’s the relationship with the owner.”

And where I thought possessions had more to do with the balance, they are just a small part of the feel-like-home equation.

“What you’re talking about is more what things you put on the wall,” a captain said. “And we’re talking about the camaraderie. When it’s working, when it’s gelling, it doesn’t matter what stuff is around.”

Dorie Cox is editor of The Triton.

Comments on this story are welcome at editor@the-triton.com.

38 Calendar PICK OF THE MONTH Aug. 1 Triton Networking Fort Lauderdale

Join us after our summer hiatus to our regular Triton Networking on the first Wednesday of every month from 6-8 p.m., this time with Parker Yacht in Fort Lauderdale, a tender repair company. No RSVP required. www.the-triton.com

Aug. 2 The Triton From the Bridge

captains lunch, noon, Fort Lauderdale.

A roundtable discussion of the issues of the day for captains who earn their livings running someone else’s yacht. Request an invite from Editor Dorie Cox at dorie@the-triton.com or 954-525-0029.

Space is limited.

Aug. 2-6 51st Sydney International

Boat Show, International Convention Centre and Cockle Bay Marina, Darling Harbour, Australia. Incorporates

upcoming events the Australia International Dive Expo. www.sydneyboatshow.com.au

Aug. 4-11 Cowes Week, Isle Of Wight,

UK. One of the UK's longest running sporting events with up to 40 daily races for up to 1,000 boats. www.aamcowesweek.co.uk

Aug. 10 Newport Yacht Rendezvous,

Newport Shipyard, Rhode Island. Event includes dinner, dancing and superyacht hop. Fundraiser for Boys and Girls Club of Newport County. www.bgcnewport. org/newport-yacht-rendezvous

Aug. 17 Start of the 13th annual Distance Race organized by the Ida Lewis Yacht Club, Newport. Features 104 or 177nm race course. www.ilyc.org/distancerace

Aug. 31 “Pigs of Paradise” pre-launch

book party, Staniel Cay Yacht Club.

Author T.R. Todd will have advance copies of his book of the swimming pigs of Exuma during a party aboard M/Y Impulse. RSVP at www.impulsey-

The-Triton.com August 2018

MONTHLY EVENT

Aug. 2, noon The Triton From the Bridge captains discussion Fort Lauderdale

A roundtable lunchtime conversation on issues of the day.

Yacht captains only.

Request an invite from Editor Dorie Cox at dorie@the-triton.com or 954-525-0029. Space is limited.

achtcharter.com/lpl2

newportboatshow.com

Sept. 5 Triton Networking, 6-8 p.m. the first Wednesday of every month at rotating locations. This time we meet at the offices of Neptune Group Yachting in Fort Lauderdale. Join us for casual networking; no RSVP required. www. the-triton.com

Sept. 15 International Coastal Cleanup.

Thousands of volunteers around the world pick up ocean trash. www.oceanconservancy.org

Sept. 6 The Triton “From the Bridge” captains lunch, noon, Fort Lauderdale.

See box above.

Sept. 15-16 Bart’s Bash, worldwide. In

memory of Andrew “Bart” Simpson, an America’s Cup sailor killed while training in 2013. Now 700 sailing clubs from 60 countries host races. andrewsimpsonfoundation.org

Sept. 7-9 Wilmington (N.C.) Boat Show.

Sept. 25-28 International Marine Elec-

Sept. 11-16 Cannes Yachting Festival

Sept. 26-29 28th Monaco Yacht Show,

Produced by JBM & Associates, producers of the Charleston and Savannah Boat Shows. www.wilmingtonboatshow.com (Festival De La Plaisance), Cannes, France. Nearly 600 boats, 150 world premieres and 450 exhibitors are on display. www.salonnautiquecannes.com

Sept. 13-16 48th annual Newport In-

ternational Boat Show, Rhode Island.

One of the oldest and largest in-water boat shows in the United States. www.

tronics Conference & Expo, West Palm Beach, Florida. NMEA and RTCM combine to host the event focusing strictly on electronics.www.expo.nmea.org Monaco. This year to host 125 yachts (including 40 new launches) and 593 exhibits. New and updated are the Darse Nord after two years of construction, additional air-conditioned exhibition space, the reconfigured Quai Antoine Ier, an area for HISWA, the Starboard yachting lifestyle display and the Car Deck. www.monacoyachtshow.com

MAKING PLANS

Oct. 10 Triton Expo Fort Lauderdale

Make plans to join us at The Triton’s biggest event of the year.

More than 50 exhibitors for yacht captains and crew are expected, complete with raffle prizes, food, music and adult beverages. All in the industry are welcome; no RSVP. www.the-triton.com

August 2018 The-Triton.com

After a relaxing summer hiatus, Triton Networking is back on the first Wednesday in August with Parker Yacht Management. Parker Yacht is a large custom yacht tender repair facility in Fort Lauderdale, recently expanded into big digs behind Lester’s Diner.

Everyone is welcome to join us from 6- 8 p.m. at this casual networking event to catch up with industry Parker colleagues and tour Parker Yacht. Until then, learn more about the company from founder Ole Parker.

Q. Tell us about Parker Yacht.

We are a full-service center for large yacht tenders, especially those that are towed behind or on deck on yachts of 150 feet or larger. We do custom work, and don’t refuse anything.

We are also an authorized Yamaha outboard engine dealer and repair center, and recently were named an authorized Castoldi jet tender service center.

Q. Specializing in tender repair is an interesting niche. Why tenders?

Why not just do the big-boat repair?

I didn’t want to be a boatyard. I knew these tenders needed repair and generally the boatyards don’t want to deal with them. And it’s something we’re good at.

We have large yards calling us now.

Tenders have evolved from an afterthought to being another tool for the owners. They’ve gotten so big that they are now being towed behind the larger vessels.

We actually have four key customers:

PARKER YACHT tenders for large yachts, the local Fort Lauderdale boater, being a Yamaha full line dealer, and the restoration of classic small vessels, such as the 1970 Seacraft I’m working on now.

Q. Makes sense that you needed this big new facility. Tell us how you got to this point.

I came to Fort Lauderdale in 1982 when I was 22 years old and started working at Chinook Marine. By 1987, I was the yard foreman. I learned everything I could from the guys there. I ran the Travelift, hauled boats, painted bottoms, worked on engines, did electric. I was a jack of all trades, but a master of none. So they didn’t give me the 50-cent raise because I was not a master, so we came to a parting of the ways in the summer of 1987.

By then, I had gotten my captains license, so I got my first job on a 65-foot Kashing out of Taiwan, running the whole U.S. East Coast and the Bahamas.

Then that owner bought a 92-foot Westport and we did a complete refit. (That owner now owns the big Feadship M/Y Chantal Ma Vie.) I also ran an 86-foot Burger and stayed with that owner 11 years, running the Great Circle twice, the St. Lawrence Seaway and up the Mississippi.

In 2002, it all ended when my drinking got in the way. By 2006, I was sober and had worked at Rybovich for a year.

Then I came to Fort Lauderdale with a friend to work on outboard engines, and I restored some friends’ boats. In 2007, I started Parker Yacht with me and a toolbox.

Then I hired two helpers, then an office lady. In February 2018, we moved into this 10,000-square-foot warehouse.

Now, any boat we can get on a trailer,

we can get inside. The doors have 14foot clearance.

I sobered up when I was 45 years old.

I started with absolutely nothing; now that we have this, I look at it all differently. It’s come a long way; not as far as I wanted, but we’re getting there.

Q. Tell us about your staff. Finding qualified technicians isn’t easy. Do you find them or train them?

We trained everybody that’s here.

We’ve hired some from the vocational schools, and I then send them to school.

Yamaha master technicians go through six levels of training. We also have ABYC-certified electrical and electronics installers, and some staff training in epoxy from Gougeon.

Q. You are a part of the MSHS Group of Companies. Tell us what that means.

In the beginning, [MSHS President Are Friesecke] offered me work on his boat and a place to store some boats.

When it came time for Parker Yacht to grow further, his company has what I was lacking, the infrastructure, HR support, IT support, marketing.

We utilize that infrastructure. And they also have a large yacht division, so we supplement each other’s work on larger yachts, offering full service from yacht to tender.

Join us for Triton Networking from 6-8 p.m. with Parker Yacht, 240 SW 32nd Court (33315). No RSVP necessary.

Just bring a smile and some business cards. You’ll never know who you might meet to further your career in the yachting industry. For more info about Parker Yacht, call 954-463-1515 or visit www. parkeryacht.com.

Triton Networking Career 39

40 Write to Be Heard

from our readers

The-Triton.com August 2018

Crew Eye

A

ll hands are on duty in the galley of M/Y Pipe Dreams for meal prep during a busy summer season. The yacht was anchored off Shroud Cay in the Exuma, Bahamas in late July.

Pictured from left are, Chef Robert Mitchell, Capt. Jared Burzler, Second Stew Krystal Fanning, 1st Officer Dave Moloney, and Bosun Grayson Moffatt.

“Typically myself and another deck clean the chef’s side and one of the deck assist the stew side, so the count is six in the galley on busy nights,” wrote Capt. Burzler. He and the crew, “like the galley to be wrapped up quickly and efficiently”.

Not pictured, but hard at work, is Stew Shannon Durrette.

From galley to anchor locker, yacht crew are continually on the job. Please share behindthe-scenes photos of your crew in action to editor@the-triton.com.

Use social media tools wisely to protect yacht owners, yachts Social media is definitely here to stay [From the Bridge: Social media: It’s a joke until it’s on you, your job”, posted July 2]. It’s all about etiquette and being mindful, which unfortunately not all are.

I think writing into crew contracts and NDA [nondisclosure agreement] guidelines on social media posts not only protect the owner but also can outline parameters for how the crew can help rather than hinder their and the yacht’s success.

Randi Barry Founder of Nautic Nomad, Fort Lauderdale via www.the-triton.com Interesting comment about taking name off boat to avoid publicity in an incident. Apparently, British Airways has a full-time crew and executive jet on standby 24/7 so that if a BA plane crashes they fly out and paint over the logos and all BA insignia before journalists/ cameras get there.

Capt. Conor Craig M/Y Dash via www.the-triton.com Great article. I remember back in the day, most boats had a zero tolerance policy for anything boat related making its way to social media. Even the smallest things as a selfie with the boat name wasn’t accepted.

As yachties, service is only a portion of our responsibility. The other part is the discretion that owners expect from us. And that part of our jobs should not be taken lightly. Protecting the owner’s privacy is a top priority, along with the service aspect.

Anonymous via www.the-triton.com

Kudos for real news

My compliments to your superb online publication (www.the-triton.com). So well formatted and consis-

tently concise. Just the facts and pertinent information.

Thank you.

Capt. Patrick Connelly via Facebook

Everyone wins on world cruise

What an amazing experience [“Couple build, cruise Benetti for owner’s round-the-world adventure”, posted June 27]. Well done to all: the owners for being so adventurous and clearly good bosses, and the crew for having that same spirit of adventure and cooperation.

Diane M Byrne via www.the-triton.com

Communication pays during fire

SOLAS Chapter II-2 requires fire fighter radios; incidents like this [“From dancing to darkness: Training pays off after lightning strike”, posted June 25] demonstrate why they are needed.

We have the SAILOR 3965 UHF Fire Fighter radio in stock in our Fort Lauderdale warehouse. These radios are specifically designed for this application, and will keep your crews and vessels safe no matter what the conditions.

Darren Andrews Network Innovations via www.the-triton.com

Money is good, but happiness better

A nice and well written article by Mr. Salmon [“Yachting doesn’t need to hold crew with ‘golden handcuffs’,” posted June 8].

I think there’s an underlying message here, apart from “you can do whatever you set your mind to,” which I firmly believe. But if a crew member doesn’t completely enjoy the challenges and benefits that being professionally paid and certified yacht crew is all about

then by all means you’re in the wrong business. Get out as soon as your current commitment allows. There are many, many other professions in the world. Find the one you do love and try and not let the amount of salary influence your choice of work.

Life is short, don’t take up a profession you don’t completely enjoy, and not one that is just as much of a lifestyle as it a profession. Thank you to Mr. Salmon for his piece.

Capt. Ethan Lee M/Y Tsumat via www.the-triton.com

Colleague remembers Capt. Piesch

Great guy, he will be missed [“Capt. Kerry “KP” Piesch dies in Vancouver”, posted June 2]. I filled in for him on rotation with a new 72m while it was under final construction at Delta. He was such a patient and quite personal guy, prudent captain. He’ll be missed.

Capt. David Kane M/V Watta Ryde via www.the-triton.com

Access electrical in any application

Editor’s note: Triton columnist JD Anson mentioned an adaptor option in Engineer’s Angle: “Shore power connection can be stressful, but new adapters help,” posted July 9.

What is the contact and website for the company that sells the 3rd option mentioned (quick-swap adapter kit)?

Capt. Cilian Budarlaigh via www.the-triton.com Anson’s reply: The manufacturer of the adapter kit is Yacht Plugs International. Vince is a former yacht engineer who saw a need for such a kit. The adapters are CE approved. Their website is YachtPlugs.com.

July 2018 The-Triton.com

Triton Spotter

Elmer Strauss, seated at right, is spotted with his Triton mug for an after-hours cocktail poured by his son, Pete Strauss of PS plumbing. The elder Strauss is a fixture in South Florida’s yacht industry with a hand in many businesses including Cable Marine, Boat Owners Warehouse, BOW Worldwide, DS Hull and Yacht Equipment and Parts.

Triton subscriber Capt. Joe Walier relaxes with his Triton on a day boat in Essex Harbor on the Connecticut River.

Triton Publisher Lucy Chabot Reed (right) enjoyed listening to bluewater sailing legend Jimmy Cornell (center) discuss his latest book – “Cornell’s Ocean Atlas” – with Bluewater Books and Charts owner Vivien Godfrey (left) at the London Boat Show in May. The Triton is truly global as it straddles the Prime Meridian (below) at the Royal Observatory in Greenwich, London.

We love to see The Triton all over the world, and we love to see our readers as they travel. Share a photo of you and your Triton, wherever and however you read it.

Send your best crew shot to editor@the-triton.com.

Where in the World 41

42 Business cards

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The-Triton.com August 2018

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August 2018 The-Triton.com

Find the Directory online at www.The-Triton.com.

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Search hundreds of companies in the Triton Directory.

The-Triton.com August 2018

Save the date for the fall Triton Expo: Wednesday, Oct. 10 Fort Lauderdale We expect: 60 vendors, 1,000+ captains, crew and industry guests Unlimited connections For updates, check www.the-triton.com/triton-expo

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