Triton August 2019 Vol. 16, No. 5

www.The-Triton.com | August 2019

Entire crew steps up to dive down

Write to be Heard Second chance from shipyard owner offers valuable lesson in 11 reporting.

Obituary Colleagues, friends remember Capt.

Joshua Wattula.

Safety and double checks top duties for submarine operations every launch

PHOTO/DORIE COX

Deckhand Andrius Ziburys checks with the rest of the yacht crew before he releases the Triton submarine from the crane in Dania Cut in Fort Lauderdale recently.

The real sub, a Triton 3300/3, will be launched into the canal at Dania Cut Superyacht Yard in Fort Lauderdale off M/Y Axis, support yacht to the 164-foot Westport M/Y Gigi. Even though the self-sustaining vehicle can maneuver untethered to depths of 3,300 feet (1,000m), it requires a minimum of eight people to launch.

The yacht crew started on this morning’s pre-dive checklist at 7:30 and it took an hour and a half. Tonight’s post-dive list is nearly as extensive.

“Part of the pre-dive is that you touch every valve and you start getting

See SUBMARINE, Page 24

Yacht duties first, at expense of captain vacations From the Bridge Dorie Cox

Yacht captains are in control on board; they set and enforce the rules. So when regulations and contracts stipulate vacations, why don’t they take them?

The answers from this month’s Triton From the Bridge discussion group show

7

Where in the World

By Dorie Cox With a red helmet in hand, Lead Deckhand Andrius Ziburys grabs an orange life jacket. He loads his scuba-diving equipment into Chuck Norris, the tender to M/Y Axis, a 182foot Damen and First Officer Chris Parr checks his marine radio. Today they join the rest of the yacht crew to launch the bright yellow submarine.

Sub pilot and yacht captain Les Annan oversees operations. It was 50 years ago that he piloted his first submarine, a cardboard version complete with gauge decals, periscope and conning tower. He and his “crew” were both 5 years old.

39

Celebrating 15 years

some of the challenges and priorities – and fears – of captains in the yacht industry.

The summertime conversation started with laughs at the mention of the word “vacation.”

“Vacation? What’s that?”

“It's in the contract, but we never get it.”

“Vacation is what other people take at our expense.”

When was the last time these captains took one?

“I can't remember when,” a captain said.

There are several reasons why many captains don’t use vacation time. At the top of that list is simply the job. Duties pile on with the yacht, the crew, the owner, the shipyard or a number of other factors. And the captain is responsible

See BRIDGE, Page 32

Yacht captain finds blend of new and veteran vintners in centuries-old vineyards during a memorable trip in Italy’s wine country.

30

Crew Compass

Working for a liveaboard owner is “a world of difference” from other yacht jobs. 27

Boats / Brokers Recent yacht sales, charters and brokerage news.

36

Upcoming Events Yachting calendar

38

3

Contents

August 2019 The-Triton.com

NEWS 1

From the Bridge

1

Crew News

4

Industry Updates

7

Obituary

8,10 Marina 24

Fuel prices

28

Business

36

Boats / Brokers

WHERE IN THE WORLD 30

Italy wine country

40

Triton Spotter

30

COLUMNISTS Interior 12

Culinary Waves

Crew Health

14

Crew’s Mess

22

Sea Sick

15

Stew Cues

23

Take It In

16

Top Shelf

38 Calendar

Career

Operations 17

Engineer’s Angle

18

Sea Science

19 Secure@Sea 20

Balance Below

21

Rules of the Road

UPCOMING EVENTS

26

Taking the Helm

27

Crew Compass

ADVERTISERS

Publisher’s Point

39

Letters to the Editor

39

Crew Eye

Business Cards

46

Advertisers Directory

46 Puzzles

WRITE TO BE HEARD 11

41

Correction:

S/Y Columbia was built by Eastern Shipbuilding of Panama City, Florida. The location was incorrectly stated in the July edition of The Triton.

14

Contributors

Publisher / Advertising Sales Lucy Chabot Reed, lucy@the-triton.com Production Manager Patty Weinert, patty@the-triton.com Editor Dorie Cox, dorie@the-triton.com Associate Editor Susan J. Maughan, susan@the-triton.com

www.the-triton.com

JD Anson, Carol Bareuther, Capt. Jake DesVergers, Paul Ferdais, Capt. Peter Hunziker, Mary Beth Lawton Johnson, Alene Keenan, Capt. Jay Kimmal, Lauren Loudon, Chef Tim MacDonald, Rich Merhige, Keith Murray, Corey D. Ranslem, Jordanna Sheermohamed, Capt. John Wampler

tritonnews

tritonnews

16 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 Vol. 16, No. 5

The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2019 Triton Publishing Group Inc. All rights reserved.

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4 News

The-Triton.com August 2019

M/Y Mine Games owner among seven dead in copter crash

By Dorie Cox

Yacht owner and coal executive Christopher Cline died in a helicopter crash on July 4, according to media reports. It has been reported that he was one of seven killed when the helicopter crashed in the Abaco Islands in the Bahamas.

NBC News reported that the Bahamian police confirmed that four females and three males died, but they have not released the victims’ names. Mr. Cline was 60.

“He was one of the good guys,” said Billy Smith, formerly of Trinity Yachts, the builder of Mr. Cline’s first yacht named Mine Games. Smith, now of Merle Wood and Metal Shark Boats,

said he enjoyed working with Mr. Cline.

“He was a no-nonsense guy that was very easy to deal with, but he knew what he wanted,” Smith said. “He was all about quality, excellence, and everybody understood what he was trying to achieve.”

Trinity Yachts built Mr. Cline’s 164foot (50m) M/Y Mine Games, which he had for “quite a while,” Smith said. After that yacht, the company started to build a 198-foot yacht, but Mr. Cline sold it halfway through construction because he received a good offer for it, Smith said.

“He was going to start a bigger one, but the idea of waiting two years got to him,” Smith said. “Then he got the 203foot Benetti M/Y Mine Games.”

Although Mr. Cline’s primary focus at Trinity was yachts, Smith said, he had looked into tug and barge operations to move coal.

“He was a tough business guy, but he did not have the idea that ‘I have to win and you lose.’ He was about ‘this needs to make sense to both of us,’ ” Smith said.

He was well-liked by a variety of people in the yacht industry, from dock attendants to yacht builders, according to Smith.

“Some people treat their peers different than workers, and when you see someone nice to people they don’t need to be nice to, people they don’t need something from, that tells you a lot about their character,” Smith said. “If

you saw or dealt with him, you never, ever had a sense of how rich he was. He never forgot where he came from.”

Smith remembered an unannounced visit to Trinity when Mr. Cline showed up with his helicopter pilot, his best friend from high school. They stopped in on their Honda Gold Wings, driving their motorcycles across country.

“He was nice, sharp and quiet,” Smith said. “He surrounded himself with good people. I liked him because he was very active with yachts, motorcycles, helicopters – he was straightforward, no games.”

Dorie Cox is editor of The Triton.

Comments are welcome at dorie@thetriton.com.

INDUSTRY UPDATES Fire destroys new Evo 120 in Italy

A 120-foot (36.6m) Tecnomar Evo 120 yacht went up in flames early June 16 in Marina di Carrara, Italy, according to local news reports.

There were no injuries, as the captain was reportedly alone on the boat at the time of the fire and was able to safely

disembark.

The yacht, launched four weeks prior, was about to be delivered to its Asian owner, according to news reports. It was the second hull in the series for the Italian builder. The yacht sustained irreparable damage in the fire, according to reports.

America’s Cup dockage open

More than 100 vessels have inquired about dockage for the 36th America’s Cup in New Zealand in 2020, according to Duthie Lidgard, director of Asia Pacific Superyachts NZ. John Matla, marina manager for the official marinas of the event – Viaduct

Marina and Silo Marina in Auckland, New Zealand – said the marinas will formally ask for Expressions of Interest from those seeking dockage at the marinas between Oct. 1, 2020 and March 31, 2021.

The EOI program will be advertised through international boating media,

August 2019 The-Triton.com and Matla expects it to wrap up by the end of August, or sooner if possible.

For those who have already sent their contact details and formal expression of interest, Matla said the following information is needed for confirmation: booking period, electrical requirements, and other specifications.

To access the Expression of Interest program or find information such as berthage rates, visit www.ac36hub.co.nz.

NOAA chart website update required

The U.S. National Oceanic and Atmospheric Administration office has updated hardware and software that affects Electronic Navigational Chart (ENC) coverage for U.S. coastal waters and the Great Lakes as of July 20, according to a department press release.

“Due to this change, applications and maps that have the current link loaded and saved in them will be affected and the new link will need to be implemented by the user to ensure a seamless transition,” the release stated.

The update was done to keep the Geographic Information System (GIS) infrastructure up to date.

For questions and links, contact the Coast Survey GIS Team at ocs.gis@noaa. gov.

INDUSTRY UPDATES

Career News

JA’s Sea the World unveils for future

With an eye to inspiring future generations, members of the marine industry businesses in South Florida have built “Sea the World,” a storefront that will be visited by more than 20,000 students each year.

Created in an effort to encourage skilled trades workers, 24 maritime businesses collaborated on the facility to spark interest in their specialized industry with hopes of replacing an aging workforce.

Housed in the Junior Achievement Finance Park at JA World Huizenga Center in Coconut Creek, Florida, the facility was unveiled May 1 after 16 months of volunteer work and fundraising of more than $130,000.

The money was used for the buildout and curriculum development for visiting eighth grade students from Broward and south Palm Beach county schools.

Nine walls in the facility represent engine room specialists, yachting professionals, shipyard trade workers, marina management, boat sales, boat building and other specializations.

Students will engage in a comprehensive classroom curriculum that

educates on topics such as finances, careers, income, expenses, savings and credit and see how their education decisions affect their career options and have an impact on their potential income and quality of life.

The facility was built in “an effort to inspire students to join the $12 billion/ year economic engine that provides the tri-county with 142,000 careers/jobs,” according to a press release.

For more visit JASouthFlorida.org.

PHOTOS/ TOM SERIO

5

News

August 2019 The-Triton.com

7

OBITUARY

Friends remember Capt. Joshua Wattula of M/Y ForaPlay Capt. Joshua Wattula had recently accomplished one of his goals: to be master of a yacht. He had been hired as captain on M/Y ForaPlay, a Pershing.

But friends said he did not show up to work on the yacht on June 24. He was found dead in the house where the crew stayed in the Hamptons area of New York. The cause of death has not Wattula been determined; his family awaits toxicology reports. He was 29.

“He was just at the top of his game, he was killing it – his first time in international waters in the Bahamas and first trip to New England [as captain],” said friend Capt. Jared Woodin of the 70-foot M/Y Wicked. “This is so abrupt.”

Capt. Woodin said Capt. Wattula was “the closest thing to a brother to me.”

Capt. Wattula gained experience toward his captain’s license with work on motor yachts including Murphy’s Law, a 125-foot Delta; Alandrea, a 106-foot Ferreti; Atlantica, a 135-foot Christensen; Take 5, a 115-foot Sunseeker; Alandrea, a 96-foot Ferreti; Amica, a 105-foot Azimut; Sovereign, a 125-foot Broward; Lady Sheridan, a 190-foot Abeking & Rasmussen; and Soulmate, a 106-foot Broward.

Mate/Engr. Rory Callahan was on the dock at Chelsea Piers in New York City

and caught the lines when Capt. Wattula recently pulled in on M/Y ForeaPlay for the season in Sag Harbor. Callahan, who currently works on M/Y Sima, a 98-foot Santa Margarita, met Capt. Wattula about eight years ago and had watched him move up in his career from day working.

“He loved what he did and saw this as a lifetime career,” Callahan said.

The loss will be big for the rest of the crew, who met in a crew house eight years ago, Callahan said. They keep in touch, visit each other and meet up around the world. Callahan had visited Capt. Wattula in his hometown of Seattle, and the two planned a reciprocal trip to Callahan’s home.

Aside from personal relationships, the yacht industry has lost a mentor who was “encouraging, generous and genuine,” Callahan said. “He was very amicable, outgoing, and never put people down at work. Instead he would show how he would do it.”

Capt. Wattula loved to work on deck, but had no problem going down to help in engine rooms or to help stews, Callahan said. “He was an all-around helper and did not begrudge working.”

Callahan added that he would miss his friend’s sincere personality and the way people smiled when he walked into a room. “Josh was an old friend I could always count on,” he said.

Dorie Cox is editor of The Triton.

Comments at dorie@the-triton.com.

Capt. Wattula’s final trip will live on Exceprts from a letter available at www.the-triton.com

by Capt. Peter Hunziker I have been dear friends with Josh Wattula for as long as I have been in yachting. From Miami to New York and many cities in between, we clicked and picked up just as the last time we left off.

His love for the water and passion for life was unlike any energy I’d ever been around. Together we shake and baked, movers and doers, he handled any challenge in his way.

We recently traveled the Eastern seaboard together to New York last month – the running joke was that he couldn’t catch me and my dad because

I would leave an hour early out of port to beat him to the next spot. Boy, did we have fun – we drank and we ate and we laughed like kings. He would take over any room that he walked into.

It was an extremely special trip for me as I brought my father, who has stage 3 terminal cancer. Josh met my dad and immediately they became best friends, as my father would say. Josh’s lingo didn’t hesitate as he dove right in... and called him Pops. They bonded and he made my father feel so special.

“It’s been a huge loss for me, my father, and the entire yachting industry.

“This was Josh’s first full-time captain’s position – he was so excited and full of life.”

8 News

The-Triton.com August 2019

Engle retires from Bradford career marked by change, growth

By Dorie Cox

After 26 years at Bradford Marine, former president Paul Engle has retired.

He was at the helm of the Fort Lauderdale shipyard through many changes, including expansion into the Bahamas, and the addition of the yacht sales department and fabrication shops.

Since the beginning of this year, Engle has worked with the yard’s new Engle owners, father and son John and Michael Kelly of Fort Lauderdale Yacht Harbor (FLYH), as they

revitalize the business. CEO John Kelly described Engle as instrumental in the ownership transition and said he is “an amazing mentor.”

“Paul has been incredibly humble about his accomplishments for both Bradford and the industry,” Kelly said by phone. “We look forward to building upon his legacy.”

Chief Operating Officer Michael Kelly will remain as COO and will serve as the company’s new president, John Kelly said. There are no other “changes to command,” he said.

Bradford Marine began in Florida in 1966; Engle joined in 1993 after about 15 years at sea. He earned his captain’s license at age 24, worked as mate and engineer, and culminated as captain of

Feadships M/Y Highlander, 162-feet, and M/Y Enterprise, 152-feet.

Capt. Keith Moore, who for 18 years has been at the helm of M/Y Lady Sheridan, a 190-foot Abeking Rasmussen, met Engle at Bradford in the 1990s and has watched the growth. It was Engle’s yachting background that melded an understanding of captains’ needs with a yard perspective, Capt. Moore said.

“He was a visionary, he brought a new sense of enthusiasm,” Capt. Moore said. “He knew where to take the company and how to do what it took.”

Engle’s travel experience also guided what he saw as a need for expansion.

The addition of Bradford Marine Bahamas in 1997 has enhanced both the large yacht industry and the island nation,

Engle said.

“It was instrumental for them in the Bahamas to have a place to service their commercial fleet, the navy, fishing boats,” Engle said by phone. “And the Bahamas gave us an opportunity to service our existing customers that bought larger yachts that couldn’t transit up the New River.”

Located on Grand Bahama Island, the 47-acre, full-service shipyard in Freeport has a 1,200-ton drydock, a 150ton Marine Travelift, and access to a 27,000-ton drydock for yachts up to 500 feet in length.

“After all, the country of the Bahamas consists of islands and lots of boats,” Engle said. “I never got tired of doing tours around the yard a couple of times a day.

I don’t think the customers were ever tired to see it either – how boats were repaired, watching the different skills and trades. It is a good formula, and the company has a great reputation.”

Capt. Moore has brought yachts to the Bahama yard for years.

“What he did in the Bahamas is unbelievable,” Capt. Moore said. “The best bottom crew that’s ever been around.”

In Fort Lauderdale, Bradford has the capacity to haul up to 250 tons and house yachts up to 180 feet. The facility, which is on the New River, has more than 11,000 linear feet of in-water dockage under cover. It was here that Engle saw a different need – that of in-house yacht sales.

“I think it was a natural process to start that,” Engle said of Bradford Marine Yacht Sales. “Lots of times the customers wanted to stay in one location to sell their boats. It was easy to list them at the same place. It was practical in that regard.”

Bradford Vice President Jimmy Floyd has been friends with Engle since 1981, and he credits Engle with hiring him during a career change.

“I went to lunch with him to run ideas about the industry by him because I didn’t know what I wanted to do,” Floyd said of a meeting in 2009. “Paul laughed and said, ‘Hang out at Bradford ’til you find out what you want to do.’

“My intentions were not to go to a shipyard. I went to help out for a couple months,” Floyd said with a laugh. “That was 10 and a half years ago.”

A large change since the yard’s inception was the diversification of fabrication shops under Engle’s tenure, Floyd said. Engle was instrumental in adding welding, fiberglass, hydraulic, engine,

See MARINA, Page 8

August 2019 The-Triton.com

MARINAS / SHIPYARDS

News

Rybovich’s new Foreign Trade Zone is a ‘continual boat show’

By Dorie Cox

Yachts at Rybovich have found several ways to take advantage of the yard’s new U.S. Foreign Trade Zone (FTZ) in West Palm Beach, Florida. The status was activated late last year in cooperation with Palm Beach County, according to Rybovich’s Francois van Well, and alleviates duty and taxes on imported foreign-flagged vessels in the zone.

“Some have used this to go to boat shows, like the Palm Beach show, rather

MARINA, from Page 8 propeller, and electrical shops.

“We brought in lots of trades, expertise, naval architects, engineers, the mindset was for them to be in-house to control quality and timelines to really satisfy customers,” Engle said.

As to the future of Bradford, John Kelly said the company continues to move forward on yard improvements including infrastructure and services such as Wi-Fi. “We're working with the town of Davie and county of Broward for the work toward bigger upgrades,” he said. These include parking and traffic configurations, as well as yard security.

“We are in their approval process and hope to start bigger upgrades of construction in the fourth quarter,” Kelly said. As these changes take place with the new owners, Engle was asked what his legacy might be.

“I think that the customer retention and employee retention speak for themselves,” Engle said. “I was able to recruit and work alongside some of the finest tradesmen in our industry, and be their friend and supervisor at the same time.”

Capt. Moore said Engle brought other elements to the equation, “Paul made it enjoyable. We have pressures of the job, but he made it fun. He’s a people person, he gets it. Ask him a question, you got a straight, honest answer. He always came through.”

When asked about his personal plans, Engle said he will take time to play golf and tennis, boat, fish, and do woodwork for the next few months and “regroup” after that.

“I love the yachting industry and its people, so I do intend to continue to be involved and contribute to it in some capacity,” Engle, 61, wrote in an email.

Dorie Cox is editor of The Triton.

Comment at dorie@the-triton.com.

than get the [boat show] bond,” van Well said. “Some have used it because their previous bond expired, so they rolled it into the foreign trade zone.

And some have used it to show foreignflagged vessels for U.S. sales.”

Staff at Rybovich make a request to county officials for each activation.

“It is per the county, and they turn around requests on short notice, in a couple of days,” van Well said. “We can create a zone in any slip. We like to make it simple for the captain and own-

er, so instead of different fees, we charge a slightly higher dockage rate and we roll all the fees in.”

There is no minimum duration of stay and the yard works closely with U.S. Customs and Border Protection.

“There are usual restraints like any other location; it is Customs driven, but it is super straightforward,” van Well said. “It’s a real easy procedure and that was our goal.”

The first recreational marine foreign trade zone in the United States was cre-

9

ated in the Fort Lauderdale area in 2017.

That one has 16 facilities, including Bahia Mar Yachting Center and Lauderdale Marine Center.

Several yachts have completed transactions in the FTZ at Rybovich.

“We have a unique location with 80 boats here; it becomes a continual boat show,” he said. “That was not by design, but ended up happening this way.”

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

10 News

The-Triton.com August 2019

City OKs Las Olas marina plans

By Dorie Cox Dockage and upland buildings will look very different at Las Olas Marina in Fort Lauderdale in the future. After three years of going back and forth on plans for the city-owned property, city commission members unanimously approved drawings on July 9.

The multi-million-dollar development will be a “luxury, world-class marina, with high-end amenities for yacht captains and crew,” said David Filler, principal and head of Florida investments with Suntex Marina Investors.

Each of the 68 slips on the Intracoastal Waterway (ICW), located primarily on the north side of Las Olas Boulevard bridge, will be “maxed out with marina amenities, power pedestals, and concrete floating docks,” Filler said by phone.

“All slips are geared for megayachts, every slip can handle 80 feet and higher.”

Finger pier docks will be at least 15 feet wide for golf carts and slips will be double berths. T-head docks include a 200-foot and a 315-foot side and slips inside the marina can accommodate yachts up to about 180 feet, he said.

“Outside dockage, in theory, could hold up to a 320-foot, but they can’t get through the bridge,” Filler said. The 15-foot controlling depth of the ICW is

the constraint that will allow, “realistically, no bigger than 250 – really 220 feet,” he said.

A five-story, 650-space parking lot was completed in December on the former surface parking lot upland of the marina, and new development will be to the north. Excavation is scheduled to restore natural habitat that was filled in for the current marina. Plans include a twostory, 11,231-square-foot restaurant; a three-story, 24,401-square-foot marine services building with another restaurant; a dockmaster’s office; a ship store; offices; a rooftop gym; and a swimming pool, according to Suntex.

Jonathan Luscomb, supervisor of marine facilities for the city of Fort Lauderdale, is excited about the upgrades.

“It has been a parking lot for so long,” he said.

The marina will continue to house in-water displays of the Fort Lauderdale International Boat Show.

There should be no changes to the show, Filler said. Construction on the project is expected to start after the first of the year.

“It’s safe to say in the first quarter of 2020,” he said.

Dorie Cox is editor of The Triton.

Comment at dorie@the-triton.com.

The city of Fort Lauderdale has approved plans from Suntex for development of the Las Olas Marina. This rendering, and the one above, shows the facilities that will accommodate yachts up to 120-feet in length.

GRAPHICS PROVIDED

Write to Be Heard 11

August 2019 The-Triton.com

Roscioli gives this reporter second chance for first impression Publisher’s Point Lucy Chabot Reed

In mid-April, we received a press release to let us know that South Florida shipyard founder Bob Roscioli was about to get an award. My first reaction was: Big deal. Associations and governments hand out awards all the time. I’ve sat through probably a hundred award ceremonies during my journalism career. They rarely catch my attention.

But I read that the town of Davie was honoring Roscioli with its inaugural Heritage Award, so chosen for giving people second chances. It hit close to home. He’s hired many people who needed second chances, from military vets to folks with criminal records.

And he once gave me a second chance, though I’m not even sure he knows it.

In the summer of 2004, when The Triton was just getting her sea legs, I hosted a captains lunch where we discussed hurricane preparations. As Hurricane Charley was bearing down on

Southwest Florida, we discussed things like running vs. staying, and tie-down techniques. Pretty innocuous stuff.

In the days after that story was published, several captains called to say there was more to the hurricane situation in South Florida. A couple of captains had actually filed claims with the Florida attorney general’s office alleging price gouging at one of the shipyards up Fort Lauderdale’s New River. The yard was Roscioli’s.

I talked to both those captains, and a handful of others, about the higher rates they were charged for dockage during those tense weeks in the early fall of 2004. Then I called the AG’s office, which had investigated the claims and found no wrongdoing, and got that version of the story. I called a few other shipyard sources I had at that point, and got some more critical comments about the high prices.

Then I called Roscioli Yachting Center.

It never occured to me to ask for the owner of the shipyard. I was used to covering corporations where the own-

ers usually didn’t know what was going on day to day. So I asked for the yard manager. He was angry at the captains’ allegations and gave me some colorful quotes.

All sides of the story reported, I started to write my article.

Before I could finish, though, I received another call, from Mr. Roscioli himself. If I wanted to understand the issue, he told me, I should come visit the yard and sit down with him.

I don’t know how he knew that I needed more information – I didn’t even know it. But he gave me a second chance to do my job properly.

I was shown into his dark office laden with memorabilia from a lifetime of working with boats, a career I didn’t appreciate at the time. He remained seated behind his big desk. I sat facing him, pulled out my notebook, and nervously began asking questions. He answered them all, not once getting impatient at my lack of knowledge.

I wrote a better, more well-rounded story with all the sides represented.

And I learned a lot about yachting, the

PHOTO/LUCY REED

Bob Roscioli, pictured in a light-colored shirt, with wife Sharon, son Rob and daughter Heather at the awards event in April.

business of shipyards, and how this frou-frou industry of extravagant toys and untouchable wealth is really about people.

And I have Bob Roscioli to thank for that.

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

12 Interior

The-Triton.com August 2019

Garden of recipes grows with diverse vegetable and fruit flours Culinary Waves Mary Beth Lawton Johnson

The stews would each take a turn to cook for the crew on a particular charter I did once. The only meal they ever knew how to cook, which was probably reminiscent of their college days, was stir-fry. To this day, I won’t touch a stirfry of any kind because, on that charter, it was served day and night with salad.

They cooked because the captain was trying to be nice to the chef, me; the number of guests onboard for the sevenday charter was more than two chefs could handle. I felt sorry for the crew after that ordeal because, while they received a hot meal, I am sure they hated stir-fry as much as I did, maybe even to this day.

It doesn’t have to be ordinary stirfries, sandwiches, cheeseburgers, or tuna salad for lunch anymore. Why not wraps? Or crepes? Let’s think outside the box on this one. When you envision a wrap, the mind automatically goes to a tortilla right? A wheat flour tortilla.

When I was out provisioning the other day I ran across flours that really made me turn my head and look twice.

Coffee flour, kale flour, sweet potato flour, cassava flour, banana flour, butternut squash flour, apple flour, the list is endless.

That was just the beginning. I took a bag of kale flour back to the yacht to experiment with, just as any chef would, to see what could be done with it. It was just flour, so the cost was not exorbitant.

I made kale wraps. Not only was it beautiful to behold, but the taste was much different and better that an ordinary tortilla. It doesn’t have to be the regular wrap we see on every grocery store shelf. The options now include flat breads, coconut wraps, cauliflower wraps, sun-dried tomato wraps, and more.

So, I went back and this time bought some coffee flour and I made a coffee cake with it. It really intensifies the flavors of the recipe you prepare.

Instead of that boring white or wheat flour, substitute a vegetable or fruit flour instead. There are several different ways to use these new flours that you will find

out on the markets.

Try to: l substitute the flour for white flour in pies, cakes, and baking in recipes such as biscuits and scones l make crepes with it l use corn flour in addition to the vegetable flour for awesome tortillas l add to sauces, gravies, and batters l make puddings and desserts l experiment when making pastas and breads Whatever you would use flour for,

use the new vegetable flours instead.

If the recipe calls for self-rising flour and the vegetable flour isn’t, then add baking powder to it.

With a little imagination, you can create a whole brand new menu centered around the new flours.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine, and has worked on yachts for more than 25 years. Comment at editor@thetriton.com.

14 Interior

The-Triton.com August 2019

Blow up the party this summer with some sizzling BBQ bombs Crew’s Mess Capt. John Wampler

Ahh, summer. The smell of freshcut grass and two-cycle lawn mowers.

The distant crack of a baseball bat. An ice cream truck approaching, with the screams of delighted children in chase.

And then you catch a whiff of your neighbor’s barbecue grill, and you ask your South Florida self, “Who the heck barbecues in this heat?”

Yep, there are two things that are certain signs of August in South Florida:

PHOTOS/JOHN WAMPLER

hurricanes on the horizon, and temps of 94 F with a heat index of 107 F. Fear not! This gastronomical grenade is simple to create in the air-conditioned comfort of your galley and is a treat for any dockside or poolside party.

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

BACON-WRAPPED BBQ ONION BOMBS Ingredients

5 medium white onions 1 1/2 pound lean ground beef 1/3 cup onions, diced 1/3 cup parsley, chopped 1 1/2 tablespoon brown sugar 1 tablespoon green jalapeno sauce 1 1/2 teaspoon. soy sauce 1 1/2 teaspoon Worcestershire sauce 1/3 cup Panko bread crumbs 1 pack of bacon (the wider the better) 1 bottle of barbecue sauce Toothpicks

Preparation

To start making these tasty barbecue meatball onion bombs, preheat your oven to 425 F. Cut off the tops and bottoms of the onions and remove the exterior skin.

Cut the onion in half. Starting at the middle, carefully peel the onion from

the inside-out, leaving the last two outside layers for a shell.

Set the onion layers aside.

Mix the ground beef, diced onion, parsley, brown sugar, condiments and bread crumbs in a large mixing bowl by hand.

Place a handful of the meatloaf mixture inside two of the onion shells and join together to make an onion-meatball.

Wrap the onion meatballs in bacon, using three slices per ball. Secure the bacon with toothpicks to keep it from unraveling during cooking.

Bake in a dish or cast iron skillet at 425 F for 40 minutes, or until the interior temperature reaches 165 F. Baste your balls in barbecue sauce and bake for an additional 5 minutes.

Remove from oven and let sit at least 5 minutes before service.

Enjoy.

Interior 15

August 2019 The-Triton.com

Dusting not just for surfaces; it also scrubs the air you breathe Stew Cues Alene Keenan

As comedian George Carlin once said, “Dusting is a good example of the futility of trying to put things right. As soon as you dust, the fact of your next dusting is established.” How true.

Dusting is just one of those things that stews do. Every. Single. Day. Somewhere on the boat dust is accumulating, and it’s our job to find it and remove it.

Dust emerges at different times, depending on how the light strikes surfaces, so don’t be annoyed if dusting is required throughout the day.

Dusting keeps surfaces clean, but just as importantly, it improves air quality. Every particle removed is one that didn’t make it into our lungs. Dust is made up or bits of soil, fibers, skin we shed, exhaust soot, bacteria, pollen and mold. Since it gets circulated through the air conditioning system, keeping air handlers, filters and vents clean is the first step in dust control.

Regular maintenance is a priority that is usually scheduled monthly.

without leaving lint behind. A lambsFor the nitty-gritty of dusting, follow wool duster attracts and holds dust and a routine and use the right tools. Dustis perfect for walls and baseboards. Soft vacuuming is a popular technique that prevents dust from falling from top to bot- paint or makeup brushes are safe for tom. Almost everything can be vacuumed dusting delicate items and collectibles.

Cotton buds can reach dewith proper care. A vacuum tailed areas of intricate obcleaner with a HEPA filter and Dusting is jects and surfaces. the right attachments collects just one of Television and computer and holds dust. Upholstery, screens need frequent upkeep drapes, and carpets stay fresh those things and should be treated with when particles can’t escape that stews care. Electronic items come back into the air. Vacuum do. Every. with specific wipes or soft mihard floors before mopping Single. Day. crofiber cloths. To be safe, use to remove dust particles that the cloth that came with the could scratch the surface. machine, and no sprays or chemicals. For Always work from the top down, and very heavy grime or oily smudges, dust in a spiral direction to cover all corners with a clean dry cloth, then wipe with and moldings, tops of doors, frames, flat warm water and a drop or two of dish surfaces and counters, shelves, light fixsoap. Follow with a fresh damp cloth, tures, books, and finally baseboards. then dry gently and buff.

All dusting products should pick up Care for tools properly to make them dust, not spread it around. Electrostatic or microfiber cloths use static electricity last. Wash microfibers separately in warm water with mild detergent, othto attract and hold particles. They can erwise lint from cotton clings to them. be attached to an extendable telescoping duster to remove particles from high Launder terry cloth and flour sack items separately to avoid lint. Wash galley rags spots. Terry cloth is highly absorbent separately from cleaning cloths to avoid and ideal for damp cleaning and wiping contaminating them with cooking grease. up spills. Flour sack cloths dry and buff

Don’t use fabric softener because the film it deposits leaves them useless. Never put engine room or deck cleaning rags in with cleaning cloths. Vacuum lambswool dusters regularly and wash in a mild soap solution from time to time. Air dry on a towel, then fluff when completely dry to restore fullness. Clean vacuum cleaners and change bags regularly.

Constant dusting, cleaning and tidying up is part of the daily routine.

Deep detail cleaning is a project, and certain things need to be done weekly or monthly. Cleaning and dusting gives a sense of accomplishment and satisfaction. For some, it’s a way to calm the mind. Cleaning can create camaraderie and boost team morale. It can also come with the reward of extra time off. A clean boat is a happy boat.

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.

16 Interior

The-Triton.com August 2019

Pavlova is good as gold when it comes to the Russian palate Top Shelf Chef Tim MacDonald

I see many a superyacht chef on our many websites who are high-tailing it to Japan or Thailand to do the cooking courses. But is that the best way to learn? Even the molecular gastronomy and chocolate courses offered in Europe are popular, but are they relevant to what the guests really want?

Yes, it can all be beneficial. But when putting it into practice, I have found that, as a sole chef with 13 crew and 10 guests to feed, it's also kind of quasisemi-irrelevant. Because time and energy is your enemy. And even more to the point, do the guests really want it? Or is it just ego art for the chef alone?

I am not knocking or bashing the formal training; I just think the guests know what they want, and that getting inside their head and learning this is the key to success. Immersion in a culture – living, breathing, becoming intoxicated with it – can be a better way.

Say a Russian family and friends situated on the hook off Sorrento somewhere are offered a choice of Pavlova or a strawberry that looks like a tomato dessert.

Now, I’ll comb my hair like Trump for a year if the Russians go for anything but the Pavlova!

Furthermore, in the time it took to prepare the tomato dessert, who fed the crew? Who tended to the vegan, vegetarian and gluten-free requirements of those who keep getting hired on the 50m-plus class yachts? For sole charter chefs whose crew meals have become more of an issue with the insistence on observing everybody’s eating disability

these days, something’s got to give.

I have based myself in Kiev on and off now for eight years, and I can definitely say that the oligarchs prefer homely, babushka-style cuisine with a few elements of Italian and Southern French dishes mixed in. A roast chicken with boiled eggs on the side, a fish soup with bread, dumplings, buckwheat or rye bread, Russian pancakes, veal cotelleta and sweets – Russians love their sweets. It’s the only culture I have observed in which the men, on the whole, indulge in sweets – notably, honey cake, chocolate-cherry cake, mille feuille, lemon sorbet, Markiza Cake, and the ubiquitous Russian version of Pavlova cookies: zefirs.

Now, Kiev is not Moscow – in fact, referring to it as Russian will get you shot in Kiev these days if you say it loud enough – but I have immersed myself there for many years and have learned a few tricks that I can apply to the charter yacht industry. Incidentally, I never see Russian cooking classes online, yet Russians make up a huge chunk of the superyacht market, as well as the domestic London residence-based jobs market.

One of the easiest desserts to do is the Anna Pavlova. Ideally, the Markiza Cake with its many layers is the Ferrari F40 version of the Pav, but given the time restrictions on a yacht, I have adapted the toppings to what I have learned are the fruits that Russians favor most.

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. Comment at editor@the-triton.com.

ANNA PAVLOVA Ingredients

8 egg whites Pinch of salt 500 grams caster sugar 4 teaspoons cornstarch 2 teaspoons white wine vinegar 1 teaspoon vanilla essence

Method

After 30 minutes, reduce the temp to 120 C and continue baking for 45 minutes.

Topping

4/5 cup vanilla whipped cream Fresh, ripe passion fruit, mango, strawberries, as an example.

PHOTO/TIM MACDONALD Make your meringue and mold it. This quanTop your shell with the cream and fruit. tity will make a 35cm round.

Gold leaf could also be used, as the Reduce a preheated 180 C oven to 150 C Russians love all that glitters in gold. and bake your shell for 30 minutes.

Operations 17

August 2019 The-Triton.com

It’s gettin’ hot in here, so check all your electrical connections Engineer’s Angle JD Anson

Resistance is futile.

Resistance is also dangerous when it comes to electrical connections. Some electrical resistance is by design and can be useful such as heating elements in a hot tub or resistors in an electronic circuit. But unintended resistance can be harmful. Heat builds where it was not intended to be or to a point above design. The more resistance, the more heat. The more heat, the more resistance. It can feed upon itself.

This can cause a loss of conductivity or even a fire. Increased resistance can build over time, or be introduced at construction. As components age, resistance increases. At each cycle of a switch contact, a microscopic deposit is left on the contact surface. Anyone who has worked on old car distributors has seen this on the ignition points. These contacts open and close many times, and eventually enough non-conductive deposit is built up to to affect the con-

tacts and interrupt the spark.

On a large switchboard contactor the amperage is much larger, so the contacts are heavier duty. This keeps the deposits from building very quickly as the number of cycles is small. However, the second part of a contactor can cause premature failure. Each contactor is actuated by an electrical coil. Failure of the coil due to power spikes or overheating will cause a lack of magnetism and a less-than-definite connection between the contacts. Now the contacts begin to electrically arc, creating more deposits and heat. Each cycle makes it worse.

Initial resistance can be introduced when poor design or installation occurs. Using components and cabling too small for the amount of current creates heat as the parts strain to pass the power being required. Properly sized components will fail if they are not installed correctly. Installation in an environment over the temperature for which they are designed will cause resistance to increase. This then causes more heat in an ever increasing spiral. Improper securing of the individual conductors is one of the most common reasons for heat

related failure. Improperly tightened terminals will create heat resistance.

Many heating/cooling cycles over time will cause the wires to loosen as individual strands move to relieve the stress upon them by the terminal clamps.

In order to prevent these wires from working loose, the proper wire terminals must be used. These terminals will gather and constrict the wire strands into a movement-free form that discourages wire strands from shifting.

When connecting to a screw or post terminal, a properly sized ring terminal or fork terminal with retaining tabs must be used. These are the crimp-on type terminals and are available in insulated, non-insulated and heat shrink styles. If inserting a bare wire into a clamp type connection, it is recommended that wire ferrules be used. These are metal sleeves that are slid over the stripped end of the wire and crimped with a special tool.

These tools will form the sleeve tightly to the wire in a square or hexagon shape.

When installing, the ferrule sides must be square to the clamp faces. If not, the contact patch will be small and create resistance, or the ferrule can rotate and

leave the connection loose.

Class societies require periodic inspections of main switchboards. In practice, these inspections should be extended to all the subpanels. The procedures include a cleaning of the panels.

Then, each connection is checked for proper torque from the main buss to the smallest relay. A thermal survey should be performed. This is a quick, non-invasive process where a thermal imaging camera is used to inspect looking for hot spots. This imaging is done with the boat on-line to simulate normal loading. Questionable items or failing components may be spotted before it is too late, saving unscheduled downtime.

Whether your boat is classed or not, these procedures apply equally to prevent failures that can be catastrophic.

Preventative electrical maintenance can save much more than money. It could save your life.

JD Anson has 20 years as a chief engineer on yachts. He is project manager at Fine Line Marine Electric (finelinemarine electric.com) in Fort Lauderdale.

Comment at editor@the-triton.com.

18 Operations

The-Triton.com August 2019

Don’t let a dewy morning catch you with your chamois down Sea Science Jordanna Sheermohamed

Dewy mornings may conjure up memories of early adventures for some, but many a yacht crew member sees the immediate need to remove moisture.

It all starts with understanding the different phases of matter, and how it changes from solid to liquid to gas and back. Condensation occurs when matter changes from the gas phase to the liquid phase – think water droplets forming on a cold beverage glass while outdoors.

Similarly, when humid air comes in contact with cooler temperature, condensation occurs. This temperature is also known as the dew point temperature.

The dew point can be calculated by knowing the relative humidity and temperature of the air. Relative humidity of 100% means the air temperature and dew point temperature are equal. A 10% drop in relative humidity, down to 90%, means the dew point temperature drops 3 degrees Fahrenheit lower. So the air

temp would have to continue to drop to match that level in order for condensation to occur. The general rule of thumb is that for every 10 percent lower humidity, the dew point drops 3 degrees Fahrenheit.

Now, this cooler temperature can be an air mass ahead of the humid air or even the surface of an object – your frosty lemonade, the sunglasses that fog up when you walk out of a cold building, or a yacht.

Dew can also form when the surface temperature cools even lower than the existing dew point temperature. This can occur overnight as the day’s shortwave radiation is radiated back into the atmosphere as longwave radiation, essentially forcing condensation to occur and become morning dew.

Some of the more favorable weather

elements to look for include:  Clear skies, which maximize that longwave radiation being emitted.

Cloudy skies would help to reflect some of that longwave radiation right back to Earth’s surface. That makes it hard for the surface temperature to drop below that necessary dew point temperature.  Light winds help to keep the moisture at the Earth’s surface from interacting with drier air higher in the atmosphere. Heavy winds also help in the evaporation process PHOTO/MARK DODA (when matter goes from liquid to gas – think of how a cool breeze helps keep a body dry on a sweaty day).  Moist air at the surface, which is 100% guaranteed in the ocean. As that moist air surface air cools, condensation is likely, provided that temperature drops to the dew point.

In addition, a high level of humidity in the atmosphere can combine with residual salts on the surface of a yacht, allowing the salt to absorb that moisture from the atmosphere and re-create saltwater. This can increase corrosion on metals and also has the ability to permanently stain windows. Salt allowed to dry into crystals is also the equivalent of fine sandpaper and is quite abrasive.

Just as dew forms when surface temperatures cool, the air hovering just above the ground can also cool at or below the dew point temperature. When that occurs, that air undergoes condensation and creates fog, and can merge with salt crystals to re-create saltwater.

A basic understanding of the science coupled with knowledge of local weather data can aid in better preparing for the potential of a dewy day – and even more importantly, the need for clean chamois and enthusiastic crew.

Jordanna Sheermohamed is president and lead meteorologist of Weather Forecast Solutions, a weather-forecasting firm (WeatherForecastSolutions.com).

Comment at editor@the-triton.com.

August 2019 The-Triton.com

Operations 19

As drones pose increasing risks to yachts, security plan essential Several products are commercially available to detect and mitigate potential drone issues. When looking at the Corey D. Ranslem different types of devices for detection and mitigation, it is a good idea to look at what might or might not be allowed “What is that annoying buzzing by your flag state. Also, you will need to sound?” This is something we’ve all exunderstand what is and is not legal in perienced at one time or another. You could be outside at a café, at your house, the countries you are visiting.

There are several different types of on the beach or even on board the yacht, drone detection devices on the market when you hear an annoying buzzing of all different sizes and capabilities. sound, look up and see a drone.

Most of these devices search for and Unfortunately, drones are becomdetect radio frequencies used by the ing more common all the time, everydrones for control. Many of these dewhere we go. There are legitimate uses vices require a hardware for drones that help and installation and might enhance our safety and senot be a good fit for large curity, but there are many There are an yachts. However, there more cases of nefarious and estimated 235 are a couple of interesting terrorist incidents involving counter-drone devices on the market that drones. Military organizaproducts on work well in the maritime tions around the world the market. environment. now routinely use drones It is estimated by the for surveillance missions, Center for the Study of along with delivering limited the Drone at Bard College that there strikes to small targets. Terrorist orgaare approximately 235 counter-drone nizations are using drones for the same products that are on the market or are purpose, including the use of unmanned in development. There are counter“drone-boats” for attacks. drone systems that use radio frequency In mid-July, military forces reported interference to break the communicaan attempted attack on a cargo vessel in tions link and send the drone out of the the Red Sea by an unmanned “droneairspace. Other technologies relay on boat” filled with explosives. This is not the first reported case of its kind. Yachts detection of the intruder and then they send out an autonomous attack drone. have also been the target of numerous There are also counter-drone devices drone issues that typically involve the paparazzi trying to get a glimpse of who that shoot some type of projectile to disable the intruding drone. might be on board.

Most yachts, depending on the area Drones can easily become a threat to yacht security. Small drones are inexpen- of operation, don’t have to worry about a sive, easy to purchase and very easy to fly. missile or explosive strike from a drone.

But you do need to consider the possibilThey can be used for surveilling a potential target or to follow a person, vehicle or ity of detecting and defeating airborne drones that could invade your privacy or vessel without being detected. The midthat of your onboard owner or guests. size drones can carry smaller payloads, There are several cost-effective deincluding high-powered camera systems vices on the market that work well with and even a small amount of explosives.

The largest drones are typically extremely large yachts. If you are transiting or operating in some of the higher risk areas expensive, very hard to obtain and chalthat have the potential for airborne or lenging to fly. These drones carry much waterborne drone strikes, you should larger payloads, including missiles, consider working with an expert secumultifunction camera systems and other rity provider to develop a more detailed military-related payloads. plan on detecting and mitigating drone Many terrorist organizations operatissues. ing in different parts of the world have large drone capabilities. For instance, Corey Ranslem, CEO at International the Houthi rebels operating out of YeMaritime Security Associates (www. men have carried out several drone imsa.global), has more than 24 years of attacks on airports and power plants within Saudi Arabia. They are now mov- combined Coast Guard and maritime industry experience. Comment at ing their drone strike capabilities into editor@the-triton.com. the Red Sea and Gulf of Aden.

Secure@Sea

20 Operations

The-Triton.com August 2019

Vibration surveys, laser alignments keep machinery in top shape Balance Below Rich Merhige

Keeping vessel machinery aligned cannot be underestimated. Alignment on yachts typically refers to shaft alignment – the positioning of two machines so the shaft centerlines of each machine line up, at the coupling, as close as possible under normal operating conditions.

Common outcomes of misalignment are damaged bearings, couplings, seals and shafts, as well as elevated vibration contributing to engine mount and reduction gear damage.

As a captain or chief engineer on a

vessel, be aware that your machinery will require alignment on numerous occasions throughout its lifetime. Warning signs of misalignment are often noticeable and include increased vibration, engine load, leaking seals, and higher temperatures on components.

This results in a lack of mechanical efficiency causing increased fuel consumption, and consequently, higher carbon emissions. If ignored, mechanical systems will result in unplanned failures, putting strain on maintenance budgets and severely affecting charters – ­ and peace of mind.

Misalignment can be caused by numerous mechanical factors, the most common being worn resilient engine mounts. Engine mounts are made with

rubber components that harden, delaminate and degrade over time. This prevents the mount from properly isolating forces transmitted from the engine.

If left uncorrected, improper support will cause the engine to shift, therefore compromising running gear alignment. The typical lifespan for engine mounts is 10 years; this is when the rubber elements start to degrade and lose their elasticity. Mounts should also be kept free of oil, as this will cause premature wear.

The best way to diagnose misalignment is a vibration survey. A trusted vibration analyst analyzes collected data and proposes accurate, sensible recommendations for corrective action. A vi-

bration survey can pinpoint mechanical problems a yacht might be experiencing, such as engine/exhaust issues, misalignment, propeller issues, etc. It’s recommended that a vibration survey be conducted once a year, particularly prior to any maintenance. Machinery alignment should be checked once per year, after a repair, and during a new install.

Laser and/or optical alignments are the most precise methods for correcting shaft misalignment. Optical alignments utilize optical scopes and precision machined wire targets to align the strut, stern tube and reduction gear to each other. This type of alignment must be performed on the hard after the running gear has been removed.

Laser alignment measures misalignment between two machines, typically across couplings. It’s a precise way to align machinery while simultaneously eliminating guesswork and possibilities of human error, and automatically documenting results. It uses laser transmitters and a receiver to achieve alignment with extremely tight tolerances (less than 0.05mm).

Prior to the creation of laser alignment systems, piano wire and dial indicators were often used to correct alignment. This presented an inherent flaw: Over longer distances, the piano wire and dial indicator linkage would tend to sag due to the weight, causing inconsistent and inaccurate measurements.

Laser alignment was the solution.

In addition to providing documented results and reporting, light does not sag, allowing for repeatable, accurate alignment results with resolution to the thousandth of a millimeter.

In summation, approximately 50% of mechanical failures are directly related to misalignment. Vibration analysis should be used as a diagnostic tool to identify mechanical issues, such as misalignment.

Accurate and sensible corrective recommendations should be made drawing on formal education, hands-on training and field experience. This, coupled with access to state-of-the-art alignment systems, can prove to be extremely beneficial for maintenance budgets, often with an immediate and noticeable ROI. Bottom line: An investment in alignment pays dividends when it comes to mechanical health.

Rich Merhige is owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Fort Lauderdale (AMEsolutions.com). Comments at editor@the-triton.com.

Operations 21

August 2019 The-Triton.com

Qualship 21 program rewards PSC-compliant yachts in USA Rules of the Road Capt. Jake DesVergers

Sovereign and other self-governing nations have the right to control any activities within their own borders, including those of visiting yachts. Authority and control over foreign-flagged ships in a country’s ports, utilized for verifying compliance with the requirements of the applicable maritime conventions, is called Port State Control (PSC).

In the United States, the U.S. Coast Guard (USCG) is tasked as the enforcement agency for PSC. In 2018, the USCG conducted 9,025 SOLAS safety exams with a total of 105 detentions and eight ISPS control actions.

While PSC primarily exists to target and eliminate substandard vessels, the USCG also has a program called QUALSHIP 21 to recognize and reward compliant vessels, as well as their owners and flag administrations, for their commitment to safety and quality. To encourage maritime entities to participate in the program, incentives such as

certificates, name recognition, and a reduction in PSC examination frequency are offered. The criteria for inclusion are very strict and only a small percentage of all foreign-flagged ships that operate in the U.S. have earned the QUALSHIP 21 designation.

For the purpose of QUALSHIP 21, the initial eligibility criteria are:  Must be a non-U.S. flagged vessel.  The vessel must be registered to a QUALSHIP 21 qualified flag administration.  No substandard vessel detentions in the U.S. within the previous 36 months.  No marine violations or serious marine casualties, and no more than one Notice of Violation (NOV) ticket in the U.S. within the previous 36 months.  A successful U.S. PSC safety exam within the previous 24 months.  Not owned or operated by any company (listed on vessel’s Continuous Synopsis Record) that has been associated with more than one PSC detention in U.S. waters within the previous 24 months.  Vessels cannot have their statutory convention certificates issued by a “targeted” recognized organization (RO).

Targeted ROs are those that have been assigned points for substandard issues in the U.S. Port State Control Matrix as listed in the most recent PSC Annual Report.

The USCG reserves the right to restrict eligibility in the QUALSHIP 21 program to any vessel because of special circumstances. This includes, but is not limited to, significant overseas casualties or detentions and pending criminal or civil investigations.

For flag administrations to qualify for the QUALSHIP 21 program, they must:  Not have a three-year detention ratio greater than 1.0%.  Have at least 10 PSC examinations in the U.S. in each of the previous three years.  Submit a Self-Assessment of Flag Administration (State) Performance to the IMO and provide a copy to the U.S. Coast Guard.  Submit an Executive Summary from their Member State Audit Scheme audit to the U.S. Coast Guard, or submit a letter

See RULES, Page 22

2019 QUALSHIP 21 FLAG ADMINISTRATIONS The number of qualifying flag administrations is low. For 2019, the USCG has identified these 27 countries as eligible:

Bahamas Belgium Bermuda British Virgin Islands Canada Cayman Islands China Croatia Curacao Denmark France Germany Gibraltar

Hong Kong Isle of Man Italy Jamaica Japan Liberia Marshall Islands Netherlands Norway Singapore Switzerland Taiwan Thailand United Kingdom

22 Crew Health

The-Triton.com August 2019

Dry drowning can occur long after victim has been ‘rescued’ Sea Sick Keith Murray

We all know what drowning is, but what about dry drowning?

When a person falls in the water accidentally, often they inhale or gasp and water can enter the mouth. Once the person has been rescued from the water, most think the danger is over and move on. This is not always the case.

Dry drowning, as well as secondary drowning, happens most often in the summertime and most often to children.

It can happen to adults, but it's more common in kids because of their small bodies. It often occurs hours or even days after a near drowning experience.

If left untreated, if can be fatal or lead to other serious medical problems.

Both dry drowning and secondary drowning occur after the victim has inhaled water through the nose or mouth while underwater. The water gets into the lungs, which then become irritated, spasm and produce fluid. Dry drowning usually occurs less than an hour after inhaling water; secondary drowning may occur 48 hours after being underwater.

Symptoms

While 95% of children are fine after accidentally slipping underwater, it’s important to be vigilant and aware of drowning symptoms after your child appears safe and dry. Dry drowning is a medical emergency that requires prompt attention. Symptoms include:  Coughing  Chest pain  Trouble breathing or speaking  Feeling extremely tired or lethargic

 Changes in behavior, unusual behavior, irritability or a drop in energy levels may also be warning signs of a decrease in oxygen getting to the brain.

Treatment

Anyone with symptoms of dry drowning after a near-drowning incident should be quickly taken to a hospital for medical observation to make sure that regular breathing resumes and rule out other conditions, such as bacterial pneumonia. Doctors will perform a chest Xray, and a consultation with a pulmonary specialist is often suggested.

Prevention

Always keep your eyes on a child while around water. Always try to select areas where there are lifeguards or other trained professionals that are also watching the child, and never let the child be around the water unattended.

If there are young children on board, consider water-safety classes for the crew, the parents and the children themselves. Some of these programs work with children as young as 6 months old.

Never let your guard down with young children, as it does not take much water to drown – think a bathtub, toilet bowl or kiddie pool.

If you have a near-drowning experience with a child, seek immediate medical attention. If you are not near professional medical care, you should call a physician to get advice. It’s always better to be safe than sorry.

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.

Qualship 21 rewards PSC compliance in USA RULES, from Page 21 or email attesting to the fact that they have not yet undergone the audit but have submitted their request to be audited.

As one could assume, the number of qualifying flag administrations is low.

For 2019, the USCG identified 27 countries as eligible.

To have a specific ship or yacht enrolled in the Qualship 21 program, vessel owners and/or operators are required to submit the name of the vessel, IMO number, registered flag administration, company name, and company

IMO number to the U.S. Coast Guard’s Office of Commercial Compliance (CGCVC-2). After receiving this information, the Coast Guard will screen the information and make a determination of eligibility.

Once accepted into the program, a QUALSHIP 21 Certificate will be issued to the company and the vessel. The vessel will then be listed on the CG-CVC2’s QUALSHIP 21 web page.

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

Crew Health 23

August 2019 The-Triton.com

PHOTO/BRIAN YURASITS ON UNSPLASH

Toxic plastic waste – it’s what’s for dinner Take It In Carol Bareuther

The statistics about plastic pollution in our seas are staggering. Case in point, some 18 billion pounds of plastic waste finds its way from coast to ocean annually, according to the article “Plastic Waste Inputs from Land into the Ocean,” published in 2015 by Jenna Jambeck and her group at the University of Georgia, who looked at data from 192 countries. This is comparable to five grocery bags of plastic trash lining every foot of the world’s coastline, they state.

And if that fact isn't startling enough, consider this: It’s not just the oceans, rivers, lakes and streams that are choking on plastic; this waste is finding its way into our food supply. It’s potentially right there on your plate.

Most studies on plastic pollution to date have focused on environmental impacts rather than the effects on human health. To get a handle on the potential for the latter, Kieran Cox and colleagues at the Hakai Institute in British Columbia, Canada, put the first-ever estimated figure on just how much plastic there is in the average American diet. They shared this information in “Human

Consumption of Microplastics,” an article published in June in the American Chemical Society’s journal, Environmental Science & Technology.

To determine this figure, the researchers conducted an extensive literature search. They found 26 studies that had analyzed the quantities of microplastic particles in fish, shellfish, added sugars, salts, alcohol, tap or bottled water, and air. There wasn’t any data on other foods, so the scientists couldn’t include these in their calculations. Cox and colleagues then assessed approximately how much of these foods men, women and children eat by looking at recommended intakes spelled out in the 2015-2020 Dietary Guidelines for Americans. From this, they extrapolated an estimated microplastic consumption range of 74,000 to 121,000 particles per year, depending on age and sex.

These numbers are likely grossly underestimated because, as mentioned, there is no data available on quantities of microplastic particles in foods that make up some 85 percent of caloric intake in the U.S. What’s more, this analysis showed that people who consume only bottled water could drink up to an additional 90,000 microplastics annually compared with those who drink tap water only.

The study of microplastic ingestion, whether through air or diet, is an emerging field. What scientists do know is that hazards could exist on three fronts: particle, chemical and microbial.

For example, particles could accumulate and provoke the immune system into some sort of response, perhaps like an allergic reaction.

Chemical toxicity could occur from either additives in the plastic itself or environmental pollutants that stick onto the plastic. In the case of the former, studies have shown that components in plastics, such as phthalates and bisphenol-A (BPA), can affect the development of the reproductive system and brain in unborn infants. Microplastics could also be carriers for harmful microbes.

What is of greatest concern, scientists say, is the effect of chronic exposure and the accumulative effects of more and more microplastics in our bodies.

The cure? Stop plastic pollution where it starts. Do your part to prevent plastics from entering the ocean by using nonplastic plates, cups, utensils, bags and other items in your home and on the yacht where you work.

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

Comment at editor@the-triton.com.

24 News

The-Triton.com August 2019

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 591/636 Savannah, Ga. 712/NA Caribbean St. Thomas, USVI 945/NA St. Maarten 863/NA Antigua 780/NA Valparaiso 770/NA North Atlantic Bermuda (Ireland Island) 686/NA Cape Verde 568/NA Azores 628/1,376 Canary Islands NA/941 Mediterranean Gibraltar 609/NA Barcelona, Spain 799/1,303 Palma de Mallorca, Spain NA/1,314 Antibes, France 1,371/1,641 Loano, Italy 810/1,688 San Remo, Italy 755/1,700 Naples, Italy 789/1,604 Venice, Italy 1033/1,776 Corfu, Greece 707/1,531 Piraeus, Greece 673/1,483 Istanbul, Turkey 760/1,200 Malta 729/1,382 Tunis, Tunisia 668/NA Bizerte, Tunisia 671/NA Oceania Auckland, New Zealand 730/NA Sydney, Australia 570/NA Fiji 679/NA Algiers, Algeria 548/NA Bejaia, Algeria 548/NA Saranda, Albania 560/NA

One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of July 15, 2018 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

*When available according to local customs.

Scuba diver, tender driver, line handlers all key to deployments SUBMARINE, from Page 1 in the mindset,” Capt. Annan said.

Next to the standard operating procedures manual on the bridge of Axis sits a scale drawing of the aft deck with paper cut-out shapes of the sub, sailboats, jet skis, seaplane, Chuck Norris and other tenders. The captain and deck crew plan the movement for equipment and portable dock sections, noting where to tie down and position for this morning’s deployment.

Axis has a large garage with the port side dedicated to sub tools and supplies.

A nearby table is spread with life jackets, fire extinguishers, toilet bags, wet wipes and flashlights. Opened for inspection is the emergency kit, which includes a carbon-dioxide tester and a water-maker kit. For extreme emergencies, there are self-contained breathing apparatuses

and ion curtains to absorb carbon dioxide. And there are decks of playing cards and Tic-Tac mints.

“Well, we’re all down there together,” Capt. Annan said about the fact that three people can survive for 96 hours in the sub in case of problems.

The entire crew has prepared for such emergencies as entanglement, the inability to ascend or an atmospheric problem such as smoke. These examples are why everyone is on duty when the sub is deployed and no one can leave the yacht.

It’s hot in the sun on this May morning. The safety equipment is loaded and crew move to their places. Because the gray deck on Axis heats up, they keep their shoes on.

Parr loads a tray of pellets he calls “scrubbers” into the Chuck Norris, now the “surface op tender.” He tucks a tray

the size of a cat litter box under the pilot’s seat inside the submarine to absorb carbon dioxide. After two or three dives, or when the pellets turn purple, Parr changes them out.

“We wouldn’t be able to dive without that,” Parr said of the tray. He also manages tracking and communication with the sub.

“Once submerged, we have acoustic communications that talk to the surface op in the tender,” Parr said. “Tap it and you can hear. I don’t know how to describe it – it’s a piece of rubber that picks up and transmits sounds.”

He follows visually on a screen that reads “little ping pings back with GPS coordinates,” and watches the time.

“We get a trail and can see if it is getting away from us,” Parr said. “Every 14 minutes we communicate, otherwise there is radio silence. When we commu-

Career News 25

August 2019 The-Triton.com nicate, it interrupts the tracking.”

Crew are cross-trained and rotate jobs, he said.

Chief Engr. Craig Longstaff operates the crane from a large blue remote control around his neck. He tests the buttons – up, down, port, starboard, and then crew connect a yellow strap from the sub to the crane’s blue lifting line.

Deckhands Ricky Fouri and Kyle Schimmel hold forward and aft lines tied to the sub as Longstaff slowly raises the 8,000-ton vehicle from the deck.

Dayworkers Hunter Dupuis and Sammy Navedo tighten their grip on steadying lines as Longstaff swings the sub over the port side of Axis.

Each crew member pulls his line to stabilize the dangling sub. Axis lists a bit to port as it is lowered. Once in the canal, several deck crew release the hoisting lines and tie the sub to the yacht rail.

Meanwhile, Parr ferries rescue diver Ziburys and Capt. Annan in the tender from the yacht’s stern around to the sub.

He pulls close and Ziburys climbs onto the sub pontoons. There are black noskid strips on all horizontal surfaces and a cloth cover over the 6-foot sphere. He

Most of the crew, left page, is at the rail of M/Y Axis for sub deployment. Chief Engr. Craig Longstaff, above, controls crane operations with the remote control around his neck as crew hold lines for repositioning. Deckhand Andrius Ziburys holds submarine hatch open for Capt. Les Annan, pictured below, to lower himself inside.

opens the black heavy metal hinge, and Capt. Annan climbs inside and Ziburys closes the hatch cover from the outside and inspects the seal. Ziburys takes another look at the two aft props and two side props and he opens three window covers for the captain to see to drive.

Still standing on the floating, half submerged sub, Ziburys holds on to the yellow lifting strap for a ride on top of the sub as Capt. Annan starts the engine and heads to the yacht’s stern to tie off.

“I’m on standby with the rescue tender to rescue and look for damage,” Ziburys said, ready with scuba tank and fins in the tender. “I serve as communication with what’s happening below, I can dive, come up and report.”

He and Parr rotate 10 kilo weights in and out of the sub to keep 340 kilos (750 pounds) inside to maintain neutral buoyancy. That balance is vital to navigation.

“As to understanding imperative

concepts, neutral buoyancy is the hardest to teach,” Capt. Annan said. “One liter of water makes a difference.”

But today’s deployment is not for guests. The captain and crew are in search of the source of air bubbles noticed on the last dive. Although he describes it as “a minor leak,” Capt. Annan said it is imperative that it is fixed.

Recently, he took apart the chamber, pulled the foam, and made repairs. Now he wants to check in the water.

“This is like a helicopter; it needs a lot of attention,” Capt. Annan said.

For a regular day with guests, one would step on board the sub, climb up two steps, sit on the rim of the hatch opening and carefully lower down to stand one foot on a small black metal step. The next step is down onto the seat before stepping to a plexiglass floor panel to sit. There are two guest seats

See SUBMARINE, Page 35

26 Career

The-Triton.com August 2019

Know-it-alls may pay the price with crew who avoid decisions Taking the Helm Paul Ferdais

Sometimes it pays not to speak up.

When those in charge find that everyone comes to them for every simple decision, it might be because of a larger problem and not just because they are the boss. They might have, without necessarily realizing it, created an environment in which they come across as all-knowing, and because of their top position, no one has reminded them to let others think for themselves.

The captain is ultimately responsible for what happens on the boat, but that doesn’t mean he or she needs to make every single decision. Captains who have a strong, capable crew can rest assured that their team will succeed. Those captains can then focus on their own tasks instead of worrying about the various department heads doing the wrong thing. It’s up to those in charge to help build good judgment and decision-making skills in others, and encourage team members to come up with solutions of their own.

Sometimes it can seem as if we are showing off, when what we are really trying to do is show what we know. If everyone is coming to us for answers, it might be a sign that we have been taken as a know-it-all or control freak, even though that was not our intent.

People don’t want to work for a knowit-all because it’s frustrating and often infuriating. Why? Because it stunts personal growth. It causes people to disengage, which then leads to less creativity, ingenuity and ownership of outcomes.

One thing anyone in a leadership role should avoid is showing off. People above you in the hierarchy won’t like it, and those who work with you will find it annoying. You may be the smartest individual in the room, but invariably the room, as a whole, will be smarter.

Finding the right moment to speak up is key. When discussions seem to stall or idea generation stagnates, offer some suggestions. If others are interested in what you have to say, proceed. If people turn away from your ideas, wait for another time.

Also, the last thing you want to do is deliver an “I told you so” after the fact. If your solution would have been the best way forward and no one wanted to listen, saying something like “You should

have listened to me” won’t help matters.

It may make you feel better, but it won’t help the situation.

Use the following ideas to help you avoid coming across as a know-it-all.

Step back: Do you find yourself pushing your ideas over and over, and ignoring other approaches? Take a breath and step back. Nobody has ever died from taking a step back for a perspective check. Try prioritizing the team win over an individual win. Ask yourself, what if I’m wrong?

Listen: This means actually listening while another person is speaking instead of organizing your thoughts about what you’ll say next. Silence your inner voice and focus on what others are communicating. You may discover a thing or two.

When they’re done speaking, process and respond.

Ask questions: Questions are one of your most powerful leadership tools.

Use open-ended questions that begin with “What do you think?” or “How would you do this?” Then let the others answer. It’s not a contest, so don’t shoot down an answer. Guide the conversation with other questions to help create an “aha!” moment in others. Make sure you understand what they are saying, and ask for clarification as necessary.

Demonstrate humility: You may be positionally higher than those around you, but that doesn’t mean you are smarter or automatically right. It’s possible that you are wrong. Everyone has ideas that matter. Sometimes we need to enable others to shine.

Respect: Treat others with respect instead of constantly correcting, ignoring or tuning out people who think or act differently from you. Nobody wants to know how smart you are, especially if it always means they’re wrong. Remember, respect is earned.

Smart people who know when to speak up and how to act on their plan are a special breed. Don’t waste opportunities showing off. Let your behavior speak for you. There are moments to step up and show others what you know, but it needs to be done in the right way.

And that’s the challenge.

A former first officer, Paul Ferdais is owner of The Marine Leadership Group (marineleadershipgroup.com), and a commanding officer in the Canadian coast guard. Comment at editor@ the-triton.com.

Career 27

August 2019 The-Triton.com

Liveaboard job a seismic shift from charters Crew Compass Lauren Loudon

People always ask me what it’s like to work on yachts? You must have some good stories, they say. What’s it like to work for the rich and famous?

What’s the craziest thing that’s happened on board? Do you ever have celebrities on your boat? The list goes on and on.

But, as we all know, yachting is a very broad industry. Each crew member has a unique experience within the industry.

My answers to those questions will be completely different from those of others.

The differences from boat to boat are vast, and not just in their physical characteristics. Charter vs. private can be worlds apart in terms of what the guests want. Sail vs. motor is also a story of two halves. And then there’s liveaboard owners. I’ve done them all.

I’ve spent nine months in a shipyard organizing cupboards and cleaning up after everybody at the end of a dusty day. I’ve spent long winters of back-toback, weeklong charters in the Caribbean, gently tweaking my somewhat set menu to suit preferences, and a busy summer running day charters out of the Bahamas, cooking buffets for big crowds. I worked on a private sail yacht for more than two years, providing a high level of service and creating a new, unique menu for every trip.

And now, here I am, in a completely different circumstance, and I am still deciding whether it correctly falls under the umbrella of “yachting.” It’s a world of difference from anything I’ve known before: Owners who have just retired from 40 busy years of successful work, who now live on their boat with their dog and are just starting out on a 10-year circumnavigation – but with no real plan.

I spent the past two years as a chef cooking for up to 10 guests and 5 crew.

Like most chefs in the industry, I was spending long days on my feet in the galley, cooking two- to three-course guest lunches, canapes, and themed guest dinners of up to seven courses, as well as lunches and dinners for the crew­– all the while adhering to specific dietary requirements for each guest and coming up with new ideas so as to not repeat the same dish with the same people.

I never strayed far from a radio so that I could help the stewardess to clear the plates in between courses. I prepared all the elements to my dishes while I listened to radio calls asking the stewardess to top

up wine and bring some fresh ice, as she ran from doing turndowns to dinner service at the speed of light. With five crew and demanding guests, we were always required to be on our A-game – available, yet busy, all day long.

On the average day with guests on board, I had about an hour in the midafternoon to sit down, shower and put on a clean chef jacket before crew dinner, cocktail hour, canapes and the guests’ dinner. I would finally get out of the galley around 10:30 p.m., when service was over, the dishwasher was

I am still deciding whether it correctly falls under the umbrella of ‘yachting.’ It’s a world of difference from anything I’ve known before.

I am still deciding whether it correctly falls under the umbrella of ‘yachting.’ It’s a world of difference from anything I’ve known before.

PHOTO/LAUREN LOUDEN

loaded and the counters and floors had been cleaned.

I rotated with the stewardess to “late/ early girl,” checking on and topping up wine glasses or blitzing a batch of fresh margaritas, waiting up until the last guest had gone to bed to clear up, wipe down and turn off the lights.

I’ve now traded my 5:30 a.m. alarm for a gentle buzz at 7:45 so that I can have a few moments of calm before going through to the galley and clearing up from the night before. Usually there’s an empty bottle of wine on the side and two wine glasses next to the sink. Occasionally, the wine or whisky glasses are left out on the aft deck table, or the tea cups are in the salon behind the couch.

Sometimes there’s a plate or two from a snack they’ve had in front of the TV, or an oily pan on the stovetop from some eggs she has scrambled. The ashtray is always full.

I fluff up the cushions and clean up any crumbs. I tuck the TV back into its cabinet, tidy any magazines that were

read in the evening, and dust the sides before setting up to prepare lunch for the crew – for some reason crew lunch and guest breakfast almost always coincide – after which I turn up the owner’s cabin, set the laundry, and then clear the plates.

The owners will call on the internal phone system if they want anything; often they get it themselves, preferring their privacy over constant service. This means that instead of continually tiptoeing around, watching the levels of their glasses or interrupting to ask if they’d like anything, I get far more than that one hour to myself in the afternoons, be it to do some yoga, read a book or write these columns. I often bake just for the heck of it, try new recipes and make treats because I have the time.

Recently, while anchored in a beautiful bay known as Shipwreck Beach on Zakynthos island in the Ionian Sea, the owners came to us and said, “The dog needs a walk – why don’t you all go to the beach for a while? We are fine on board.”

So we did. The three of us crew got to watch the sunset from one of the nicest spots I’ve been to over the years, playing with the dog and watching him run in between the rusted metal of the wreck.

It’s essentially the difference between being a part of somebody’s once-in-alifetime charter vacation, where they want everything, all the time – or even giving private owners an amazing time with special food and extra service while they’re in holiday mode – and being there to provide for people in their floating home, where they don’t want to be doted on and eating all the time.

The question now is which do I prefer? This or that?

I honestly can’t choose. I loved the family I worked for before and the opportunity to get super creative with food. And despite the long days when guests were on board, I also enjoyed exploring the gorgeous places we traveled to in between their trips.

In my current situation, I am very lucky and also very happy. The owner is great and the situation is perfect. I enjoy the down time during the day, though I don’t get the two- or three-week breaks every two weeks. I’m not cooking the kind of food – or as often – as I'd like, but I am enjoying the change and a chance to experience yet another side of this beautiful industry.

Lauren Loudon has worked as a yacht chef for more than four years. She hails from Lancashire, England. Comment at editor@the-triton.com.

28 News

BUSINESS BRIEFS

The-Triton.com August 2019

MarineMax acquires Fraser

Clearwater, Florida-based recreational boat and yacht retailer MarineMax has announced an agreement with Italian-based yacht builder Azimut/Benetti Group to acquire yacht brokerage house Fraser, according to statements from the companies.

The deal with Azimut/ Benetti Group includes a PHOTO/FRASER multiyear agreement that gives MarineMax exclusive Raphael Sauleau, CEO of Fraser, left, and W. Brett dealership rights to sell Ben- McGill, CEO and president of MarineMax. etti yachts in North America.

"The acquisition of Fraser is significant for MarineMax as it dramatically increases our presence and strength in the strategically important superyacht category," stated Brett McGill, CEO and president of MarineMax. "We are also very excited to add the Benetti Class of yachts to our luxury motoryacht offering.”

Monaco-based Fraser offers yacht brokerage, yacht charter, yacht management, crew placement and new build services through 20 offices in 18 countries around the world. According to MarineMax, the more than 160 Fraser team members will remain in place and continue to manage the company’s operations. Current Fraser directors Paolo Vitelli and Roberto Giorgio will also remain in an advisory capacity.

Vitelli, who is also CEO and chairman of Azimut/Benetti Group, founded Azimut in 1969 and acquired Benetti in 1985. MarineMax has represented the Azimut brand in the United States since 2006.

“MarineMax has been a valued partner of the group,” Vitelli stated.

“MarineMax’s unrivaled success through many years makes it the best possible owner of Fraser for the future.”

Fraser was founded in Newport Beach, California, in 1947 by David L. Fraser, with initial offices in Newport, San Diego, Seattle and Fort Lauderdale. Although it is now a global company, American yacht owners and charterers account for more than 50% of its business, according to Fraser CEO Raphael Sauleau.

“Our alliance with MarineMax enables us to further grow our footprint across North America,” Sauleau stated. “It also allows us to share with MarineMax clients an extended and in-depth range of 24m+ (79-foot+) large yacht services, support and guidance.”

For more information, visit fraseryachts.com.

Derik Wagner to lead Pinmar U.S.

Global superyacht painting and refinishing company Pinmar has named Derik Wagner executive director of its U.S. operations, responsible for leading its U.S. management team and spearheading its growth in North America and the Caribbean.

Wagner brings more than 20 years of experience in global sales, business Wagner development and management skills, including a previous position as managing director at

MTN Yacht Service. He was president of the International Superyacht Society (ISS) from 2015 to 2017, and is a founding member of the U.S. Superyacht Association (USSA) and a former Anchor Member of the Marine Industries Association of South Florida (MIASF).

Wagner will operate out of Pinmar’s new U.S. headquarters at Rybovich in West Palm Beach.

He will be taking over the company’s U.S. business operations from Peter Brown, who will remain as managing director of Pinmar USA during the handover, then focus on strengthening the synergy between the company’s U.S. and European operations, according to

August 2019 The-Triton.com a Pinmar press release. Current general manager Phil Burgess will take on a new role as director of sales and business development.

“I’m excited to join one of the leading groups in the superyacht service sector, and I very much look forward to working with the senior management team,” Wagner stated.

Tropic Ocean Airways CEO wins award

Rob Ceravolo, CEO of Tropic Ocean Airways, has been named Ernst & Young’s “Entrepreneur of the Year” in the Consumer Services category for Florida.

The award – which recognizes entrepreneurs who excel in areas such as innovation, financial performance and personal commitment to their businesses and communities – was selected by an independent panel of judges and presented at a gala event on June 13 at the Hilton Orlando, according to a statement from the company.

Ceravolo, a former Navy fighter pilot and TOPGUN instructor, founded the charter airline in 2009 to provide private and scheduled service flights on amphibious aircraft. The airline transported more than 35,000 passengers in 2018 to destinations in Florida, the Northeast U.S., the Bahamas and the Caribbean, and has earned a five-star customer service rating on TripAdvisor, as well as the ARGUS Gold rating for safety. The airline provided disaster relief throughout the Caribbean after the major hurricanes of 2015, 2016 and 2017.

As a Florida award winner, Ceravolo is now in the running for EY’s Entrepreneur Of The Year 2019 nationally.

Winners in several categories, as well as the Entrepreneur Of The Year National Overall Award winner, will be announced at a gala on Nov. 16 in Palm Springs, California.

Now in its 33rd year, the EY awards program was founded by Ernst & Young Global Limited, a UK company that provides assurance, tax, transaction and advisory services. The program bestows regional, national and global awards in more than 145 cities and 60 countries, according to a company statement.

For more information about Tropic Ocean Airways, visit www.flytropic. com.

Fine Line to rep Loxone marine systems

Fort Lauderdale-based Fine Line Marine Electric is the exclusive marine agent for lighting, media and automation systems for Loxone Smart Home Automation.

Loxone, founded in 2009, is the largest lighting automation company in Europe, with more than 85,000 systems

News 29

BUSINESS BRIEFS installed worldwide, according to a company press release. Its products replace aging systems such as Lite Touch, according to Fine Line.

Loxone’s system of lighting fixtures can be customized by the end-user through an app. The system’s central server is interconnected with modules throughout the vessel that control lighting and multimedia systems, regardless of the brand.

The patented Loxone Tree Technology uses up to 80% less wiring than standard systems, and the company’s proprietary wireless technology, Loxone Air, was developed to retrofit lighting automation in vessels where chasing walls is not possible, according to Fine Line.

Fine Line, which is based at Lauderdale Marine Center, has been serving the superyacht industry for more than

a decade with installation and repair of all onboard electrical systems as well as automation of equipment such as sliding doors, passerelles and lighting. For details and more information, visit FineLineMarineElectric.com.

Hill Robinson has new Lauderdale office Hill Robinson Yacht Management’s Fort Lauderdale team has moved to a new office – right next door to its old one.

“Having participated in the progres-

The hidden Gem of forT LauderdaLe

MARINA FORT LAUDERDALE, FLORIDA

sion of the U.S. operations over the last eight years, it’s thrilling to me that we have outgrown our first Fort Lauderdale location,” stated Barrett Wright, president of Hill Robinson USA. The new office is in Suite 212 at 1845 Cordova Road, off 17th Street in Fort Lauderdale.

The company’s growing team in Fort Lauderdale, along with Hill Robinson USA’s project management base in Palm Beach, provides clients with services including ISM, accounting, crew employment and crew placement, and refit management.

HRCrew, Hill Robinson’s MLC-certified crew recruitment division, invites current and potential crew to drop in for an informal discussion about opportunities or to register.

For more information, visit hillrobinson.com.

Deep-water ocean access with over 5000’ of docks located off the Intracoastal Waterway on the south fork of the New River West of the I-95 span. Yacht Haven is a beautiful and safe location in the heart of the Marina Mile District.

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30 News

The-Triton.com August 2019

Wine speaks to yacht captain, leads to Italian vineyard’s cellar

Dogliani village has a tasting room for all the wineries, including Ca Neuva, in a 16th century convent cellar, pictured in the large photo. Capt. Jay Kimmal visits Ca Neuva, pictured above in the shop, officially known as Abbona Celso di Abbona Sergio.

Celso, is the owner. His grandfather opened the vineyard and his family, at right, works there as well. The white wine label, far right, was designed by one of his daughters.

PHOTOS/CAPT. JAY KIMMAL

Career News 31

August 2019 The-Triton.com

By Capt. Jay Kimmal I’m sitting on the Italian Riviera managing a refit in Loano, but instead of heading to the local version of the Blue Lady or La Grotte, I prefer to head to the vineyards in the hills above the marinas.

And I’m becoming an expert on Piemonte wine.

These wines are amazing.

Ten years ago, people only spoke about Barolo around here, and didn’t touch rose wines at all. But then the younger generations started getting serious about wine here, going organic, taking over vineyard management, etc. They have had fantastic results, creating roses that taste like the original red grape with a lighter mouth.

I find the Piemonte wines high in acidity, so they should age well, but the Italians drink them young. Barbaresco wine is huge now, as well as Barbera.

A surprise to me is Dolcetto, which I had never tried before.

It is a great everyday drinking wine with any bottle less than 10 euros in the store and under 20 at most restaurants.

I discovered a small appellation called Dogliani just

near here. It includes 48 family wineries in about an 1,800-acre appellation, each winery owning or renting five to 25 acres.

I set up a wine tasting at one of them, Ca Neuva – not something most of them do yet, but the younger generation is pushing to get their wines out there and noticed.

I arrived at the winery and the owner himself greeted me and took me to a tasting room just for the two of us.

His daughter gave us the tasting, and her mother made us appetizers to go with each style of wine. The daughter will be the fourth-generation winemaker when she takes over. I left with three cases.

I love this area. Dogliani village has a tasting room for all the wineries in a 16th century convent cellar. And several wineries offer B&B stays, so I hope to be here a long time.

Capt. Jay Kimmal, in yachting more than 20 years, grew up among the vineyards of Northern California before discovering sailing could be a career, mixed with enjoying wine. Comments are welcome at editor@ the-triton.com.

Wine speaks.

Everybody knows it. Look around. Ask the fortune teller on the street corner, the guest that wasn’t invited to the wedding, the village idiot.

It speaks.

It’s a ventriloquist. It has a million voices.

It loosens the tongue, reveals secrets that you shouldn’t have ever told, secrets that you didn’t even know you knew.

It shouts, raves and whispers.

It talks about great things, marvelous projects, tragic loves and terrible betrayals. It laughs out loud. It silently stifles a laugh. It cries over its thoughts.

It brings to mind summers from long ago and memories that are best forgotten.

Every bottle is a breath from other times, other places, and each one is a little miracle.

32 From the Bridge

The-Triton.com August 2019

PHOTO/DORIE COX

Attendees of The Triton’s From the Bridge discussion for this issue are, back row from left, Capt. Jon Brunold, freelance; Capt. Jeromy Mold; Capt. Herberth Uribe of M/Y Lumiere; Capt. John Wampler, contract captain; Capt. Brett Eagan; and Capt.

Phillip Nash; front row from left, Capt. Carl Moughan, freelance; and Capt. Scott Redlhammer of M/Y Serque.

Individual comments are not attributed to encourage candid discussion; attending captains are identified above.

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.

Vacation boosts safety, sanity, yet captains rarely take them BRIDGE, from Page 1 for all of it, according to these captains.

The excuses continued as they explained why vacations drop down on the priority list. One is that some captains make sure crew get vacations first.

“I just couldn't get it for myself,” a captain said. “It is absolutely better for crew morale for them to take vacation.”

A unique hurdle is that because yachts are vacations, some owners feel that the captain can’t possibly need more of a vacation.

“Owners think we are on vacation all the time. ‘When I'm not here, you're not doing anything anyway,’ ” one captain said. “Like the boat just stays this way magically?”

“That’s a big problem – owners don’t think we do a lot,” another captain said.

“They probably think we do 20% of what we do.”

Similarly, owners may not see captain vacation time as a priority.

“In the contract, vacation is laid down in stone,” a captain said. “Owners, they won’t honor that. If they want to

use the boat, they use it.”

Also, there is a private fear that taking a vacation could cost a job.

“When the captain is off, he's worrying about what he may come back to,” a captain said. “I’ve heard so many times when the captain gets the call not to come back and they keep the relief captain.”

Vacation means off duty

To ensure that everyone was talking about the same thing, we clarified the meaning of the word “vacation.” Several in this group started with what it is not.

“If you’re in communication with the [relief] captain and crew every day, that's not a vacation,” one captain said.

“You’re in courses?” a captain said.

“That’s not a break.”

And vacation is not when the captain and crew are in the shipyard, between charters, or underway.

“By definition, a vacation has to be pre-planned, with a date set in stone, agreed to by owners, with provision made for someone to fill in – otherwise, it's not a vacation,” another captain said.

From the Bridge 33

August 2019 The-Triton.com “A long weekend is not a vacation, it is just time off,” a third captain said.

Errands, meetings and calls during off time also take away from a real break.

“I've gotten calls on vacation to go pick up supplies: ‘Can you grab that for us and drive it up?’ ” a captain said.

Pre-planned family events such as graduations and birthdays count as vacation, and unfortunately, even funerals, several captains said.

“Depends on the boss,” one captain said.

Captains warn of consequences

Each of the captains said they see the need to balance the work-vacation equation. Although they understand it is their responsibility to make vacations happen, they could use some help from owners and the yacht industry.

“What we’re talking about is that this issue has been institutionalized in the industry – where captains don’t get to take vacations, so that’s the norm,” a captain said.

“Everybody knows what the problem is, we’re all aware,” another captain said.

What seemed at first to be a light topic could have some serious ramifications if someone gets hurt, a captain said.

“There will be an accident or something, and they will drill down to the fact that the captain has been overworked and he’s flat out,” a captain said.

“He hasn't seen his family, he's exhausted.” “Something’s going to have to happen for the industry to change,” another captain said. “Yeah, the guy hasn’t been on vacation in years, he got tired.”

“Captains cannot be working flat out like they do,” another captain said.

“There could be a huge lawsuit. That will change it,” another captain said of industry regulations. Incidents often guide regulations, he said, and an accident could continue to push yachting toward more commercial protocol.

It is “coffin technology” that lets an accident define the course of action, another captain said.

Similarly, there are challenges to meet the work and rest hour requirements set in Maritime Labour Convention’s Hours of Work and Manning (Sea) Convention, especially during charters, a captain said.

In the case of an injury or accident, such liability could fall to a yacht owner.

“The owner may be in big trouble; he can be liable or exposed,” a captain said.

“It is our duty to educate him. We have to explain the risk to the owner.”

“You have to couch it in an example: If there is ever an accident – it could be something minor on board – and there’s an insurance claim, they will go

into every aspect of the yacht,” a captain explained. That could start with an inquiry.

“It's incredible how intrusive they become as to what goes on on the boat,” he said. “If they can start pointing to a culture of avoiding the rules, they’ll say, ‘Well, look how they run the boat; they were probably tired. That caused this.’

“Suddenly the owner is in big trouble,” he said. “I think that is something they can understand.”

Here’s where the captains’ conversation became a pep talk to the captains themselves, as well as advice for others.

“You go to owners and say, ‘The flag state says we need to do this and this,’

why not with vacation?” a captain asked.

But accident and liability conversations are not the easiest to have with an owner.

“It’s easy for older guys to go to the owner and say, ‘We have to have this time off, it’s set by regulations, there’s nothing we can do,’ ” a captain said.

“But for the up-and-coming [captains] who are worried about their jobs, they haven’t learned how to have these conversations with the owner.”

“You have to be able to explain that to him, not be afraid to,” another captain said.

“But how do you sit with the owner with the CFRs [U.S. Code of Federal

Regulations] and start saying, ‘Look at this?’ ” a third captain said. “Half the time you’re not dealing with the owner, it’s the comptroller or someone else.”

As for support from the industry, yacht management companies can help.

“A lot of management companies may force you to take vacation, and that gets better for us,” one captain said.

“Management companies can be like goalies, keeping everyone in between the lines.”

Limited choices for vacation schedule In an effort to move forward with

See BRIDGE, Page 34

34 From the Bridge

The-Triton.com August 2019

Captains want to conquer vacation challenges, rotation an idea

BRIDGE, from Page 33 solutions, this group agreed that vacations should be taken, but they struggled a bit with how and when. There was a resounding “no” from around the table when asked if yard periods are a good time for vacation.

“No, that's a bad time, that's a terrible time for vacation,” a captain said.

“You’ve got to be there,” another responded.

“I’ll even stay aboard,” a third captain said. “A lot of owners don't understand.

They'll lay off the crew during the yard period. That's a terrible thing.”

Forced to answer exactly when they can take a break, several said long peri-

ods at sea and delivery trips can work, a captain said.

“An Atlantic crossing is a good time for the captain to hand off,” one captain said. “It can be defined, you can do preplanning and have a decent vacation.”

“During down time, between charters,” another said. “But I usually send crew off – I can suck it up and stay.”

Sometimes the choice is not really a choice.

“It’s not unusual, the secretary calls and says, ‘If you want any time off, you have to leave today because you need to be back in five days,’ ” a captain said.

Easier said than done.

“Planning to leave a boat for any extended length of time takes time,”

another captain said. “You have to get your ducks in a row. You can’t just leave.”

Crew rotation is the answer, a captain said. Several of the group have had experience with two sets of crew that alternate work and vacation time. For example, junior crew get five months on, one month off. Many crew like the ability to schedule leave or training, and it helps with crew retention, he said.

"Crew would not leave," one captain said of rotation crew on a previous vessel. "You could not dynamite them off there. ... When that happens, you get to take a real holiday, you can plan.”

Rotation enhances job security for senior officers, such as rotation captains.

“He doesn’t want to steal your job, he wants to keep the rotation schedule,” the captain said. Another captain recommends cultivating a close and trusted captain relationship with a colleague who does not want the job to ensure a worry-free vacation.

The commercial airline industry clarifies types of days off in a system that could suit yachting, a captain said. There are “hard days” off where employees are not subject to calls, and “soft days” off where they are subject to recall, he said.

Are vacations really that important to captains?

“Absolutely,” a captain said. “It’s time where you're not forced to do stuff. Vacation is the sense of being rewarded for all my hard work.”

“It takes a week to wind down because we never switch off – every noise, every movement, everything,” another captain said.

“Waking to every little noise in a cold sweat,” a third captain added.

Each of the eight captains said vacations are vital to their health and sanity, to have the opportunity to relax and “veg out while someone is taking care of everything.”

“Decompression, time away from the boat, time away from crew,” a captain said. “You have a lot of young people that don’t understand how beneficial it is, and how it can make their lives so much easier and enjoy their jobs.”

The stress of captain responsibilities takes a toll, said a captain who has cut his hours. Since then, his blood pressure has gone down.

“I’m healthier,” he said. “Look how many captains passed away young – heart attacks, strokes, accidents.”

On a final note, whether vacations happen is ultimately up to the captain, one said.

“Perhaps a lot of it is that you are king of your castle,” he said, and then included himself in the group. “Maybe we’re a bit wrong there. We don’t want to hand over the reins? We think, ‘They're not going to do as well as me’ – and then, if he does?”

But taking time off is part of the risk captains have to take for industry safety and personal health, he said.

“It's how we get the owners to accept it, and how we get management to push it and say it is absolutely necessary if you want this boat to operate at 100%.”

Dorie Cox is editor of The Triton. Comments on this story are welcome at editor@the-triton.com.

News 35

August 2019 The-Triton.com

Full day to finalize each detail from carbon dioxide ‘scrubbers’ to Tic-Tacs SUBMARINE, from Page 25 and the pilot is the last to climb in. After he sits, he folds the small step forward to reveal the joystick and drive station underneath.

Inside, two guests cannot fully extend their arms. Capt. Annan’s shoulders practically touch the adjacent control panels, radio, forward-looking sonar, and depth sounder. There is Wi-Fi on board for communication with the tender, but no internet and every nook is filled with tools and supplies from the table where they were checked this morning.

“If there is an emergency and I can’t operate this, I teach passengers how to put on the headset, to use the radio and hit these two black knobs to ascend,” Capt. Annan said as he pointed to his right. Everything is about safety, in fact, on a typical day with guests, the morning starts with a Triton manufacturer safety video and debrief.

“It’s like what you see on an airplane,” Capt. Annan said. “People fly so much I don’t think they’re really concerned. When was the last time you listened to the [airplane safety] talk? I really don’t think anyone is nervous.”

But just in case, the crew pack the cooler with drinks, have guests sit in the tender, and keep the cover on the sub to keep the temperature low.

“That’s why we need to keep it cool; heat can make people uncomfortable,” Capt. Annan said. “If they’re claustrophobic, I just get them out.”

For typical guest dives, Capt. Annan begins to dehydrate himself in the morning.

“I’m usually sitting here, in this seat, from 7:30 to 5, all day,” he said from the pilot seat inside the sub. “I can’t pee.”

On those days, the sub spends 5 to 6 minutes on the surface between trips.

The time is limited because the plexiglass sphere heats so quickly; it can take 30 minutes to recover the cool of the air conditioner. If they’re going to be on the surface for more than 5 minutes, one of the deckhands throws the cover on.

Back on the aft deck, Longstaff and other crew adjust a hose they have run into the sub’s open hatch to add additional cool air while they check for the leak. Safety dictates that a crew member must sit inside the sub at all times. Right now, it is the captain. It’s getting later in the afternoon and he climbs out. He is disappointed.

“That sucks; it didn’t even slow it down,” Capt. Annan said of the leak.

“All that work for nothing.”

After hours of preparation, pre-dive checks and deployment, the problem air bubbles are still rising to the surface.

Even though the crew has done this many times before and the captain has completed more than 100 dives, each submersion has to be treated like the first one.

“Whether we dive three meters or a thousand meters, we have to do the same check,” Capt. Annan said.

The crew are disappointed that all of today’s work did not find the leak.

But this is just what they do for every deployment. Overall, the work is worth being a part of the sub program.

“We’re happy to do this, but it is long hours,” Parr said. “I do want to learn to

run the sub. In the future, there will be more market for them on yachts.”

Dorie Cox is editor of The Triton.

Comment at dorie@the-triton.com.

36 News Yachts sold

M/Y FB278 Project Fenestra, a 220foot (67m) custom Benetti sold to an American owner through a partnership with Northrop & Johnson.

A new Benetti (FB270), above, a 213foot (65m) custom motoryacht, with delivery set for the first half of 2021.

A new 203.4-foot (62m) Sanlorenzo, a steel displacement yacht under construction and due for delivery in 2021, sold by Camper & Nicholsons.

M/Y Septimus, a 164-foot (50m) Heesen launched in 2011, sold by Edmiston & Company broker Antonio Redo, who represented the seller, and Ocean Independence broker Thom Conboy, who brought the buyer. Asking price was €23.25 million.

M/Y Andiamo, a 157.4-foot (48m) Baglietto launched in 2017, sold by Camper & Nicholsons broker Fernando Nicholson. Asking price was €23.95 million.

BOATS / BROKERS M/Y Trident, a 151-foot (46m) launched in 2014, sold in an in-house deal with Camper & Nicholsons brokers Bart Kimman and Jean-Marie Recamier representing both the buyer and the seller. Asking price was €18.8 million.

M/Y Okko, a 134-foot (41m) Mondomarine launched in 2012, sold by Imperial, who represented the seller, and IYC broker Marat Urusov, who brought the buyer. Asking price was €12 million.

cific Mariner launched in 2005, sold by Peck Yachts, who represented the seller, and IYC broker Roy Sea, who brought the buyer. Asking price was just under $2.5 million.

The-Triton.com August 2019 Camper & Nicholsons.

M/Y Steel, a 180-foot (55m) Ice-Class certified expedition yacht launched by Pendennis in 2009, available for summer charter in Norway through Hill Robinson Yacht Management.

M/Y Angeleyes, a newly built 85-foot (26m) Horizon FD85, available for charter in the British Virgin Islands through Virgin Charter Yachts.

M/Y Prime Time, above, an 82-foot (25m) Horizon launched in 2007, sold

by Denison broker Alex G. Clarke, who represented the seller, and Yachting Solutions, who brought the buyer.

New in the sales fleet M/Y Sea Legend, above, a 114-foot (34.7m) Hargrave launched in 2009, sold by Michael Dicondina of Hargrave and Denison broker Michael Ebeling, who brought the buyer. Asking price was $3.9 million.

M/Y Anna Laura, a 92-foot (28m) Mangusta (Overmarine) launched in 2008, sold by IYC broker Kevin Bonnie.

Asking price was $2.7 million.

M/Y Livy Lou, an 85-foot (26m) Pa-

M/Y Samhan, a 165-foot (50m) Mangusta (Overmarine) launched in 2007, listed with IYC broker Richard Gray for $17.5 million.

M/Y Cecilia, a 162-foot (49.5m) Wider launched in 2018, listed with Camper & Nicholsons for €30 million.

M/Y Serenity II, a 131-foot (40m) yacht launched by Turkish yard MengiYay in 2010, listed with IYC broker Katya Grzeszczak for €7.95 million.

M/Y RL Noor, a 123-foot (37.5m) yacht launched by Turkish yard Bilgin Yachts in 2010, listed with IYC broker Leo Jordil for €4.5 million.

M/Y Life of Reilley, a 113-foot (34.4m) Burger launched in 2003, listed with IYC brokers Frank Grzeszczak Sr. and Katya Grzeszczak for $7.65 million.

M/Y Casa, a 94-foot (28.6m) Sanlorenzo launched in 2012, listed with IYC broker Filip Jerolimov for €3.95 million.

M/Y Scarlet, an 86-foot (26m) Azimut 86S launched in 2008, listed with Denison broker Mike Kiely for $1.35 million.

M/Y Dr. No, a 75-foot (22.8m) Ferretti launched in 2011, listed with Merle Wood & Associates for just under $1.7 million.

M/Y Worth the Wait II, a 42-foot (12.8m) Silverton convertible launched in 2007, listed with Merle Wood & Associates for $214,000.

News in the charter fleet

M/Y Tranquility, a 300-foot (91.5m) Oceanco launched in 2014, available for summer charter in the western Med and winter charter in the Caribbean through

Heesen launches Project Boreas

Heesen’s YN 18650, Project Boreas, above, was recently launched and is on target for an August delivery to the owner, according to a company statement.

The 164-foot (50m) aluminum motor yacht is just under 500 GT with a fast displacement hull and draft of 7 feet (2.15m). Construction, begun on spec, was based on the design and engineering platform of Nova Plus.

Frank Laupman of Omega Architects designed the contemporary exterior, while Mark Whitely created the interior in collaboration with the experienced owner, who stepped into the project one year into construction.

MCM, which served as the owner’s representative, stated that this vessel is its second major project for this owner.

Heesen delivers M/Y Masa

Heesen has delivered YN 18750 Masa, formerly known as Project Aster, above. The 5000 aluminum class, 164-foot (50m) semi-displacement motor yacht was launched in April. Frank Laupman of Omega Architects designed the exterior, while Cristiano Gatto designed the interior. During a two-day sea trial in the North Sea, Masa’s two MTU 16V 4000 diesel engines exceeded the contractual speed of 23 knots, according to Heesen. Interior volume is below 500 GT.

August 2019 The-Triton.com

New OTAM 85 GTS delivered

Italian boat builder OTAM has announced that its “one off” OTAM 85 GTS fast cruiser has been delivered to its owner and will debut at the Cannes Yachting Festival in September.

According to Matteo Belardinelli, OTAM sales and communication manager, the idea for the 85 GTS originated at the 2017 Cannes boat show, where there was interest in the OTAM 80’s performance and efficiency, as well as its second, full-beam master suite in the center of the yacht.

A number of clients expressed their

BOATS / BROKERS interest in a “different and open or semi-open” version of that yacht, Belardinelli stated in a company press release.

The custom 85 GTS, powered by a pair of 2600hp MTU engines and Arneson transmission, has a top speed of 50 knots, with a cruising speed of more than 35 knots, according to OTAM. It features two master suites, an open lounge with galley, a day head, and crew quarters in the bow that can be accessed independently from the VIP and guest areas.

For more details and information, visit otam.it.

Vancouver launches clear way for Christensen move to Tennessee

Christensen has launched the last hull to be completed and delivered from its Vancouver yard.

The 164-foot (50m) Jackpot, above, launched the week of June 19, was delivered to a pair of experienced owners in New Jersey.

The yard is moving to facilities that have been under construction since 2008 in Tennessee. One partially completed 164-foot vessel, Hull 42, is expected to launch this week (of June 24) and delivered to a client who will complete the yacht, according to a company press release.

“We owed it to our clients to give them the yachts they had contracted,” stated Henry Luken, chairman of Christensen Shipyards. “That was our priority, along with making sure all our subcontractors, personnel and suppliers were fully repaid what they were owed when the company went into receivership.”

The move to Tennessee, which puts the yard closer to East Coast markets, will double its capacity, with 13 construction bays in a 55-acre, climatecontrolled shed, each capable of accommodating yachts up to 230 feet (70m).

According to the company, when the facility opens later this summer, it will be among the world’s largest superyacht

build yards under a single roof. The facilities are located in Vonore, Tennessee, adjacent to the Tennessee River and a 20-minute drive from Knoxville. The Tennessee Valley lake-and-river system allows passage for yachts to reach the Gulf of Mexico from the shipyard in under 10 days.

“This is a huge step for us, but also for American yacht building, which has been in steady decline for the last two decades,” Luken stated. “In our new range, we can now compete with any builder in the world in both price and quality, and unlike our existing facility, we can offer yachts virtually unrestricted in beam.”

Luken noted that Tennessee is one of the biggest fiberglass boatbuilding centers in the world, thanks to Sea Ray and other powerboat builders who employ as many as 5,000 builders within a 30mile radius of the new yard.

“Tennessee is also at the center of American fine cabinet-making,” Luken said.

According to the company, several former owners have expressed interest in its new line of 55-65m high-volume yachts, and the owner of M/Y Chasseur is in negotiations for the purchase of a new LY3-compliant 164-foot (50m) yacht to be built at the new yard.

News 37

38 Events

CALENDAR

The-Triton.com August 2019

PICK OF THE MONTH Aug. 16 Spin for a Cause Fort Lauderdale Young Professionals in Yachting has organized a one-hour spin ride to raise money for charity.

Ride for 30 minutes or an hour, and join the after party to celebrate the camaraderie. ypyinternational.org

Aug. 1 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 954525-0029. Space is limited.

Aug. 1-5 52nd Sydney International

Boat Show, Darling Harbour, Australia.

Incorporates the Australia International Dive Expo. www.sydneyboatshow.com. au

Aug. 7 No Triton Networking on this first Wednesday of the month. We’re taking a summer holiday. Join us for Triton Networking on Sept. 4. www. the-triton.com Aug. 9 Newport Yacht Rendezvous, Newport Shipyard, Rhode Island. Event includes dinner, dancing and superyacht hop. Fundraiser for Boys and Girls Club of Newport County. bgcnewport.org/ NYR Aug. 10-17 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.lendycowesweek.co.uk

Aug. 16 Start of the 15th annual Distance Race organized by the Ida Lewis Yacht Club, Newport. Features 104nm or 177nm race course. www.ilyc.org/ distancerace Sept. 4 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. 5 The Triton From the Bridge

captains lunch, noon, Fort Lauderdale.

A roundtable discussion of the issues of the day for active yacht captains. Request an invite from Editor Dorie Cox at dorie@the-triton.com or 954-525-0029.

Space is limited.

Sept. 6-8 Wilmington (N.C.) Boat Show.

Produced by JBM & Associates, producers of the Charleston and Savannah boat shows. www.wilmingtonboatshow.com

Sept. 10-15 Cannes Yachting Festival (Festival De La Plaisance), Cannes, France. Nearly 600 boats, 150 world premieres and 450 exhibitors are on display at Vieux Port and Port Pierre Canto. www.cannesyachtingfestival.com Sept. 12-15 49th annual Newport International Boat Show, Rhode Island. One of the oldest and largest in-water boat shows in the United States. www.newportboatshow.com Sept. 14-23 Southampton Boat Show, Southampton, U.K. Britain’s biggest boating festival. This year marks the 50th edition. www.southamptonboatshow.com Sept. 18 Triton Networking, 6-8 p.m. on the third Wednesday of most months at rotating locations. This time we meet with Alexseal, the paint manufacturers.

Join us for casual networking; no RSVP required. www.the-triton.com

MAKING PLANS Sept. 25-28 29th Monaco Yacht Show Monaco

This show hosts 120 custom luxury yachts (including 40 world debuts) and nearly 600 exhibits. www.monacoyachtshow.com

August 2019 The-Triton.com

FROM OUR READERS

Write to Be Heard 39

CREW EYE

L

oons are typically found in deep-water lake habitats, but this July 4 saw one in Baker’s Bay Superyacht Marina in Great Guana Cay, Abaco in the Bahamas. The crew of M/Y Loon, a 155-foot Christensen, keep things in line during a busy summer charter season and shared this Triton Crew Eye group photo. Pictured, from left, are Chief Stew Maxine Robert, Second Stew Nicola Robert, Third Stew Lindsey Biden, Deckhand Henro De Vos, Chief Mate Wesley Tucker, Capt.

Paul Clarke, Chef Nelis Muller, Engr.

Kevin Parkinson, and Bosun Steven Du Preeze.

Crew see yachting like no one else can. Share your views of yachting for others to take a peek inside the industry. Please send photos to editor@the-triton.com.

EU tariff on charter yachts could be an opportunity for US After reading your extensive article on the EU tariffs [”EU tariff turns more charter yachts off Med,” June 25], and understanding most of it, it seems that at least part of the problem extends to the U.S. owners themselves, for not searching for a work-around; several of which you pointed out in your story.

Still though, I believe this issue would remain a fly in the ointment. I believe if I were implicated in this situation myself, if I understand the problem correctly, and were asked to impart my advice to my owner(s), they could bolster their side of the issue by demonstrating their objections to the cost of the EU’s tariff by simply being absent in the EU, and make lemons out of lemonade by keeping the U.S. dollars on this side of the pond this season. Then, at least most of the U.S. revenue would remain in these longitudes, not in the EU, but mostly in the U.S. economy.

I realize the inconvenience of vessels being restricted to that portion of the globe, and of the lost charter revenue expectations and personal plans, but if U.S. owners made a show of solidarity, couldn’t they possibly do something effective?

Could this be an instance of not being part of the solution, being part of the problem? Please enlighten me if my view on this may be erroneous… I’ve been known to do that before. :o) Capt. Bob Moulton via The-Triton.com

Being some time retired now and a little unclear on how this situation is being seen, I wondered how it is for an EU-built and owned yacht to charter to U.S. citizens in U.S. waters?

Captain Brian via The-Triton.com The Columbia was built in Panama City, FL, not Louisiana.

Kevin Kerwin Naval Architect Kerwin Naval Architects Editor’s note: The story has been updated online

[“An unexpected visitor to a yard not yet opened,” May 23]. Buddy Haack, manager of Ft.. Pierce Yacht & Ship, a smaller facility next door, has been renting a number of spaces from the county since December, and filling them with yachts like a 240-foot Lurssen, a 165-foot Abeking & Rasmussen, and several other megayachts. His is the real story here.

Todd Nelson via The-Triton.com

Engineer in accident recovers at home

Bourke and I would like to thank The Triton for sharing his story and recovery [“Industry rallies to raise money for former engineer injured in accident,” Feb. 20]. We returned home permanently on Friday, June 28th and he will continue outpatient rehab in Daytona Beach. Bourke has made AMAZING progress and looks forward to return to the marine industry in the future.

Justine Cannon via The-Triton.com

Large yacht work continues to grow in Fort Pierce

The publicity stunt by Derecktor was interesting

Way off in the distance, through an arch of bougainvillea, M/Y Trident sits off the coast of Ios, Greece, this summer. Thank you to Chelsea Austin for this Facebook submission. The Triton welcomes your photos and comments on all of our social media sites: www.facebook.com/ tritonnews, twitter.com/TritonNews, and www. instagram.com/thetritonnews.

40 Where in the World

TRITON SPOTTER

The-Triton.com August 2019

Atacama Salt Lake in northern Chile is 2,400m (7,200 feet) above sea level in a landscape filled with “snow-capped volcanoes, altiplano lagoons, and flamingos – a very different, but amazing landscape,” wrote Carlos Miquel, regional director of SASYS when he submitted his Triton Spotter last month. He said the salt flat is about 100km (62 miles) long and 80km (50 miles) wide and that the town of San Pedro de Atacama is “a great destination for yacht guests or crew that are traveling along the Chilean coast.”

A recent trip to Mystic, Connecticut provided time to catch up on Triton news, said Capt. Joe Walier, pictured left. He and Tom Scranton, pictured right, the owner of Shooter, a 66-foot Viking, traveled from Jupiter, Florida for the trip north for the summer. Capt. Walier wrote that “Shooter is looking for a new home.”

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 to editor@the-triton.com.

August 2019 The-Triton.com

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

Business cards 41

42 Business cards

Search hundreds of companies in the Triton Directory.

The-Triton.com August 2019

August 2019 The-Triton.com

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

Business cards 43

44 Business cards

Search hundreds of companies in the Triton Directory.

The-Triton.com August 2019

August 2019 The-Triton.com

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

Business cards 45

46 Business cards

Search hundreds of companies in the Triton Directory.

The-Triton.com August 2019

Sudukos Calm

Stormy Try this puzzle based on numbers.

There is only one rule: Every row, every column and every 3x3 box must contain the digits 1 through 9 only once. You don’t need arithmetic. Nothing has to add up to anything else. All you need is reasoning and logic.

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Admiral Yacht Canvas & Upholstery 38 Alexseal Yacht Coatings 19 Antibes Yachtwear 8 Beers Group 30 21 Bellingham Marine (Stock Island Marina Village Key West) Bellissima Fine Art Service 20 BOW Boat Owners Warehouse 7 Bradford Marine 18 Brownie’s Yacht Diver 35 Business card advertisers 41-46 C2 Shore 31 C&N Yacht Refinishing 11 Cable Marine 2 Crown Wine and Spirits 3 Culinary Convenience 34 Children’s Diagnostic & Treatment Center 35 Estela Shipping 16 GMT Global Marine Travel 30 Gran Peninsula Yacht Center 24 Harbor East Marina 13 HMC Handcraft Mattress Company 37 Inner Harbor Baltimore 6

Lauderdale Propeller 20 Lewis Marine Supply 9 Lifeline Inflatables/Zodiac of Fort Lauderdale 31 Lighthouse Point Marina 6 Maptech 40 Marina Bay Marina 32 Marina Mile Yachting Center 30 Maritime Marine 25 Matthew’s Marine A/C 28 MPT Maritime Professional Training 48 National Harbor Marina 17 National Marine Suppliers 12 Nautical Ventures 15 Neptune Group 28 Palladium Technologies 4 Parker Yacht 32 Perry & Neblett 29 Peters & May Marine 34 Pyrate Radio 14 River Supply River Services 16 Romora Bay 8 Rossmare International Bunkering 40

Royale Palm Yacht Basin 36 RPM Diesel Engine 28 Sailorman 37 Savannah Yacht Refinishing 16 Seafarer Marine 25 Sea Salt Fish Market 38 Sea School 23 Sirocco Marine / Brig Inflatables 5 Smart Move Accomodations 14 Staniel Cay Yacht Club 47 Watermakers, Inc. 47 Makers Air 47 The Wharf Marina 13 Trac Ecological Green Products 23 Universal Marine Center 22 Ward’s Marine Electric 27 Westrec Marinas 26 Yacht Haven Park and Marina 29 Yacht Entertainment Systems 40 Yacht Equipment and Parts 10 Yacht Management 33 Zeno Mattress 38