Triton January 2020 Vol. 16, No.10 by Triton News Network

January 2020 The-Triton.com

www.The-Triton.com | January 2020

Destination dreams often go unfulfilled

Antigua Charter Yacht Show

News Several docked boats damaged in South Florida crash after 128-foot yacht loses control. 10

Where in the World

From the Bridge

Diver offers hopeful report of reefs in the Bahamas after 12 Hurricane Dorian. 

Dorie Cox

Most of the time, captains take the yacht where the owner says: on the standard holiday trips, charters and a couple of boat shows. But where would captains visit if it were their choice? The Triton gathers a different group of captains each month to dive into a particular yacht issue for our From the Bridge discussion lunch. This month we asked them to ponder their dreams, given unlimited resources and no restrictions. “I’d like to go to Bali, Indonesia, other exotic places,” a captain said. “But it’s not necessarily realistic.” We thought these captains would spill forth with wish lists, but they See BRIDGE, Page 38

The Croatian Adriatic coast is a yachting paradise – and the city of Split is its heart and soul. 24 

Obituaries PHOTO/BILLY BLACK

With the hills of Antigua as a backdrop, the crew of M/Y Ariadne, a 124-foot yacht built by Breaux Bay Craft, are at their best during showings at the Antigua Charter Yacht Show in December. Pictured from left are Deck/Stew Terrea Bateman, First Officer Mike Nelson, Capt. Ian Berrington, Engr. Nick Caruso, Chief Stew Chantelle Rix, and Chef Keith Williamson. See more photos on Page 26. Photo by Billy Black

Court awards chef $1.2 million after surgery By Dorie Cox A yacht chef sued the owner of the yacht after his request to recover about $4,000 for emergency hernia surgery in Cuba was denied. A judge awarded him more than $1 million. A U.S. federal judge in South Florida cited general maritime law when he ordered the owner to pay for pain and suffering, as well as punitive damages, because of the yacht’s failure to pay maintenance and cure for the chef. The verdict was reached after a three-day nonjury trial in U.S. District Court, Southern District of Florida in late May. The Triton learned of the case through

Celebrating 15 years

the plaintiff’s attorney, who shared details on the condition of anonymity of those involved.

Chain of events lead to court

According to the findings of the court, the chef began to experience pain during a private trip through the Caribbean in 2017. When he first began to feel ill, the chef alerted the captain. When the yacht got to port the next day, the chef went to a doctor who told him he needed surgery for a strangulated hernia. The following day, the chef traveled alone in a taxi to the nearest hospital in Havana three hours away. The hospital attempted unsuccessfully to contact the

yacht’s insurance company and would not perform the surgery without $1,000 payment, which the chef did not have. “For reasons that are unclear, however, the insurer never made contact with the hospital,” according to court documents. The chef reportedly sat in pain in the hospital waiting room until, on the second day, he was transferred to a public hospital that would do the surgery without payment upfront. Eventually, 18 days after the initial request for coverage, the yacht’s insurance company responded, suggesting the chef provide a

See LAWSUIT, Page 36

Friends, colleagues recall Capt. Achim Fischer and former engineer and yacht surveyor Mark Webb. 6,7

Refit Report

The refit world takes center stage in The Triton’s newest column. 18

Events Triton Networking gallery

8, 9

9 Next Triton Event Yachting calendar

40 41

The-Triton.com January 2020

Contents

January 2020 The-Triton.com

NEWS

WHERE IN THE WORLD

EVENTS

1, 35 From the Bridge

Bahamas

8, 9

Networking gallery

5,10

Industry Updates

Croatia

Next Triton Events

Business

Technology

Fuel prices

Boats / Brokers

Triton Spotter

41 Calendar

CREW NEWS 4

Yacht’s rescue mission

WRITE TO BE HEARD 42, 43 Letters to the Editor 43

Crew Eye

ADVERTISERS 45

Business Cards

Advertiser Directory

50 Puzzles

COLUMNISTS

Career 19

Crew Coach

Crew Compass

Taking the Helm

Crew Health Operations

www.the-triton.com

Take It In

Sea Sick

Rules of the Road

Interior

Engineer’s Angle

Stew Cues

15 Secure@Sea

Crew’s Mess

Sea Science

Culinary Waves

Refit Report

Top Shelf

Editor Dorie Cox, dorie@the-triton.com Associate Editor Susan Maughan, susan@the-triton.com Publisher Lucy Chabot Reed, lucy@the-triton.com Sales and Marketing Manager Robin Meagher, robin@the-triton.com Production Manager Patty Weinert, patty@the-triton.com

Contributors JD Anson, Carol Bareuther, Capt. Jake DesVergers, Kevin Davidson, Capt. Paul Ferdais, Capt. Rob Gannon, Alison Gardner, Mary Beth Lawton Johnson, Alene Keenan, Lauren Loudon, Chef Tim MacDonald, Keith Murray, Corey D. Ranslem, Tom Serio, Jordanna Sheermohamed, Capt. John Wampler, Jon Wilson

tritonnews

Contact us at: Mailing address: 757 SE 17th St., #1119 Fort Lauderdale, FL 33316 Visit us at: 1043 SE 17th St., Suite 201 Fort Lauderdale, FL 33316 Call us at: (954) 525-0029 Vol. 16, No. 10

thetritonnews

4 News

The-Triton.com January 2020

PHOTOS/PURSER STEPHANIE HODGES, SECOND STEW SHANI DAVIES

Special delivery: Laurel crew transport no-longer-salty dogs By Dorie Cox Cleaned up and rested, 10 dogs from the Bahamas Humane Society in Nassau were enthusiastic to jump ship off M/Y Laurel and make landfall on Dec. 11, according to Chief Officer Wikus Botes. They had been loaded the day before and had passed the night crossing the Atlantic Ocean on the 240-foot Delta. The yacht made Rybovich shipyard in West Palm Beach, Florida, at about 8:30 a.m. “You could see the transformation. At first they were pretty scared, just lying in their crates,” Botes said of the dogs onboard. “But this morning when we put them on the dock, they were excited, not shy at all.” Although the crossing saw relatively good conditions, the first two and a half hours were bumpy, Botes said. “They were in the tender garage way aft, it’s not affected so much,” he said. “It’s the best place to be.” The yacht owner had called the crew just three days before for them to run a repeat of a mission they did in September to make room for dogs displaced on Grand Bahama and Abaco after Hurricane Dorian. That left one day for the

crew to prepare and one day to pick up and travel. During the first mission, the crew transported 50 dogs. This time, with just 10, they were able to spend time with each animal and even gave them all baths on the aft deck of the yacht. The dogs, yacht guests and crew checked through U.S. Customs and Border Protection into the U.S. together. “We had all the puppies at customs with their papers,” Botes said. “I called yesterday, so today they just checked them for vaccinations.” Then the dogs were loaded for a drive to Big Dog Ranch Rescue, a rescue facility in Loxahatchee Groves, Florida, where they will be quarantined and, eventually, available for adoption. The crew is making plans to transport more animals on future trips to the Bahamas and will work through the Bailey and Friends Foundation associated with the yacht owners’ Golisano Foundation. “We have more people in the U.S. to adopt them than in Nassau,” Botes said. “And this makes more space for dogs from Abacos.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

January 2020 The-Triton.com

Foreign yachts can charter in Australia

The Australian parliament passed legislation on Dec. 5 to allow foreignflagged superyachts to charter in Australian waters. The Special Recreational Vessels Bill 2019 grants superyachts the use of a temporary coastal trading license, which allows commercial charter activities. The license exempts vessels from paying importation duties, although they will be required to pay 10% GST on the value of the charter. Work to amend the Coastal Trading Act for superyachts in the long term continues, according to a press release from Superyacht Australia. Previous efforts to pass the amendment in 2015 and 2018 were unsuccessful. However, in order to take advantage of upcoming events such as the Tokyo Olympics in 2020 and the America’s Cup in Auckland in 2021, the Australian government introduced legislation separating superyachts from the prior disagreements over coastal cargo operations, leading to bipartisan support for passage of the special vessel legislation on the last day of parliament this year. “The ability to charter in Australia now supplements charter in New Zealand, Tahiti, Fiji and Papua New

INDUSTRY UPDATES Guinea, where superyacht charter is already permitted, and reinforces the South Pacific as a destination of choice for superyachts,” said David Good, CEO of Superyacht Australia. “The Great Barrier Reef, The Kimberleys and Ningaloo Reef, the wilderness of Tasmania and the hustle of Sydney Harbour are all best enjoyed from on the water. Superyacht chartering is one of the best ways to experience what Australia has to offer.” Superyacht Australia will host an event on Feb. 22 in Sydney Harbour. For more information, visit superyachtaustralia.com/sya-grand-soiree/

S/Y Distant Drummer disabled offshore

The U.S. Coast Guard assisted a disabled 68-foot sailboat more than 420 miles east of Cape Canaveral in a joint effort with a good Samaritan vessel at about 2:30 p.m. Nov. 24. According to a Coast Guard news release: USCG 7th District Command Center watchstanders received a report that S/Y Distant Drummer, was disabled with six people aboard. The watchstanders issued an enhanced group calling (EGC) message and contacted the automated mutual-assistance vessel rescue (AMVER) motor vessel Sophie Schulte, the Coast Guard Cutter Bernard C.

Webber and the guided-missile destroyer USS Winston S. Churchill to assist. The Sophie Schulte crew arrived and attempted to assist in repairing the Distant Drummer’s engine, then remained until the Bernard C. Webber crew arrived and took the vessel in tow, eventually to a safe harbor in Fort Pierce.

Yacht Chandlers raises $19k for charity

Fort Lauderdale-based Yacht Chandlers raised $19,000 for charity during the company’s annual boat show party in November. Yacht captains, crew and business donated the money during an art auction, and the net proceeds were given to the Save Our Seas Foundation. The foundation provides research, conservation, and education worldwide with a focus on sharks and rays. The foundation is passionate about delivering information, especially to the younger generation, said James James, general manager of Yacht Chandlers. One project caught James’ attention, the foundation’s printing of 10,000 copies of educational books in several languages on conservation topics, including the importance of storm drain maintenance for the health of ocean waters. “This seemed cool to us, so we said,

Career News

‘How about we ship them for free?’ ” James said. “We’ve been supporting them for about 10 years.” Yacht Chandlers also helps the foundation with staff and supplies. “We donated our 34-foot boat, donated fuel, and did 34 trips with them,” James said. “Now the program has grown. We also help fund the local shark-tagging program, right here out the Port Everglades inlet with Nova Southeastern University.” – Dorie Cox

St. Croix has new U.S. CBP port director

U.S. Customs and Border Protection recently appointed Rosetta HorsfordStevens as port director for St. Croix. Horsford-Stevens has more than 20 years of law enforcement experience with CBP and the U.S. Customs Service, according to press release. She began her Customs career as a secretary in St. Croix in 1991, then five years later became a customs inspector. In 2004, she was promoted to supervisory CBP officer in St. Thomas, and later returned to St. Croix in the same capacity. Horsford-Stevens holds a bachelor’s degree from Excelsior College, and a master’s in communication and leadership studies from Gonzaga University.

6 News

OBITUARY

The-Triton.com January 2020

Surveyor, former yacht engineer Mark Webb dies after surgery By Dorie Cox

An engineer and a yacht surveyor, Mark Webb died after complications from triple by-pass heart surgery in Fort Lauderdale. He was 62. For more than two decades, Mr. Webb worked as an engineer on yachts, including motoryachts The Daybreak, a 153-foot Feadship; Shalimar, a 118-foot Azimut Benetti; Crystal Sea, a 130-foot Westport; and Blue Guitar, a 103-foot Camper and Nicholsons. After working as an engineer and project manager on the refit of M/Y Highlander, a 164-foot Feadship, he joined Florida Nautical Surveyors in Fort Lauderdale. Mr. Webb had been with the company for the past three years and was hired after the completion of the refit project on Highlander, according to the company’s president, Malcolm Elliott. “I knew him before, but I worked with Mark on Highlander,” Elliott said. “We were surveyors from the buyer to the launch. It was a two-year project. “We’ve been getting a lot of phone calls, even from clients about this. Mark

Mark Webb March 7, 1957 Dec. 3, 2019 was an important part of my team and, as my 12-year-old daughter said when I told her of Mark’s passing, ‘That’s so sad, he was so nice.’ I think that very simply, but very sincerely, sums up how everybody found Mark – ‘he was so nice.’ ” Mr. Webb moved to the United States about two years after his brother, Stuart, and worked with him on yacht repairs. Previously, he was a machinist in South Africa and worked with his father in construction. “He was thorough, good with his hands,” Stuart Webb of KDB Engineering said. “And easy to work with. He got on with everybody. He was just an easy kind of guy.” Mr. Webb was quick to help if someone moved to town, needed an apartment or help finding a job, his brother said, “He was always there for

everybody.” With a good understanding of the workings of engine rooms and electronics, he was quickly hired onto yachts, his brother said. “As an engineer, he had a good understanding of systems,” Webb said. “He was a good problem-solver, and on these boats there are problems after problems. He got even more involved as a surveyor. He would stick with it until he came to a solution, that’s why he got the job on Highlander. He was very trustworthy and would tell it like it is, whether the boss liked it or not. He never sugar-coated it.” He was knowledgeable and dependable, and came up with solutions or got the right people in to figure it out, his brother said. “Mark was always good conversation,” he said and added that his brother enjoyed fishing and golf. “He loved golf. He broke a lot of golf clubs. He was a good, sociable guy.” Mr. Webb hired longtime friend Richard Appleton and took him “under his wing” as a dayworker new to yachting. Then he “jumped right in and

worked side-by-side, hand-to-hand with me to help get my company established and moving,” Appleton said of Appleton International. Often a guest in the Appleton home, Mr. Webb became like part of the family and was godfather to their second daughter. “I will always remember the look on his face when he held her for the first time,” Appleton said. “Just then, my wife and I asked him if he would be her godfather. That look is what I will remember most.” A passionate fisherman, he and Appleton owned three boats together through the years. “I know of a number of people who are now successful in the industry who started on Mark’s sofa and under his wing,” Appleton said. “He never asked for any more than honest friendship.” Friends will remember him for his focused and dedicated work ethic and his enjoyment for a good Caribbean rum, Appleton said. Dorie Cox is editor of The Triton. Comments welcome at editor@the-triton.com.

News

January 2020 The-Triton.com

OBITUARY

Capt. Achim Fischer, 72, dies in car accident in Antibes By Dorie Cox Capt. Achim Fischer died in Antibes on Nov. 26 as a result of a car accident. He was 72. A veteran captain of 30 years, Capt. Fischer worked on a variety of vessels and worked as owner’s representative for four new builds from 24 to 65 meters. He started in the “yachting world by chance,” according to his ex-wife, Tina Fischer, a former chief stew. The couple worked together on yachts for about 20 years. Previously, Capt. Fischer had an Alfa Romeo dealership in Germany. His course changed in the early 1980s when he fixed the car engine of a woman near the International Yacht Club of Antibes. She said the boat she worked on also had engine troubles. “She took him on board and introduced him to the captain,” Ms. Fischer wrote in an email to The Triton. “It came to pass that he fixed that problem, too, and hence began his career in yachting.” Ms. Fischer met Capt. Fischer in November 1992 when he left M/Y C-Goddess. Before that he also worked on several sailboats, including S/Y Grace and S/Y Toro. “His love was sailboats, and he owned his own small sailboat for some years, S/Y Eike, a 30-foot Contest,” Ms. Fischer wrote. “He told me he won the cup for a race around Long Island Sound, I think on either Grace or Toro.” After C-Goddess, Capt. Fischer went to Norway to build M/Y Victoria Won 2, a 35m Mulder, the sister ship to M/Y Moonraker. He remained with Victoria Won 2 until she sold in 2004, and then stayed on for 10 months with the new owner, according to Ms. Fischer. He worked on M/Y Rebellious, a 35m Benetti Classic, for about 18 months and M/Y Family Day, a 41m Codecasa, for five years while also serving as build captain for the owner’s new 65m Codecasa of the same name. When Capt. Fischer changed a yacht flag registry to Cook Islands about 10 years ago, he met Capt. Andy Scherr of American Sea Toys Yacht Sales and Brokerage. “We became friends and he represented the company as a Cook Islands registrar in Europe,” said Capt. Scherr.

Achim Fischer Feb. 26, 1947 Nov. 26, 2019 Bob Saxon, longtime friend and colleague, met Capt. Fischer in Europe. “Achim exemplified professionalism and set an example as a master mariner,” Saxon, vice president of charter and crew with HMY, wrote in an email to The Triton. “We shared many clients and he was at his best in pleasing even the most demanding and difficult of customers. I'll always remember his sly smile, which he always wore, and that mischievous twinkle in his eyes. As one of the classic ‘characters’ in our business, he will be sorely missed.” Aside from mechanical and engineering skills, Capt. Fischer was adept with driving any kind of boat, sailboat, motorboat or dinghy, according to 30-year friend Norma Trease, editor-at-large at Yachting Matters. She met Capt. Fischer on C-Goddess and did crew placement for him on both Victoria Won yachts and Family Days. “He was the best boat handler and could park a boat on a dime,” Trease said. “He would brag that he was a great car driver as well. He said he could tell within a centimeter where the car was. The same with a boat.” Capt. Fischer was known for helping many people get a start in the yachting industry, sharing information with a heavy German accent and sense of humor, Trease said. The boat he lived on, M/Y Nerissa, a 47-foot Grand Banks, was open to friends and colleagues for a meal or a beverage. “He would offer a cappuccino, a glass of rose, rum – he was so proud of making great cappuccino,” she said. “Achim was the epitome of a yacht captain in appearance and demeanor and character. When you walked down the dock, you knew what he was.” Capt. Fischer is survived by ex-wife Tina Fischer; a son, Stefan; and two grandchildren. Dorie Cox is editor of The Triton. Comments welcome to editor@the-triton.com.

8 Triton CareerNetworking

luau-themed Triton Networking event on Dec. 4, the first Wednesday of the month, brought about 200 yacht captains, crew and industry professionals to Admiral Yacht Canvas and Upholstery in Fort Lauderdale. Guests were treated to a Hawaiian barbecue and Polynesian dancers. Photos by Tom Serio

ADMIRAL YACHT CANVAS AND UPHOLSTERY

The-Triton.com January 2020

January 2020 The-Triton.com

Triton Networking

MARITIME MARINE

bout 200 people enjoyed a Polynesian-inspired Triton Networking event on Dec. 11 at Maritime Marine in Fort Lauderdale. The team and staff of the shore power and switchboard specialist company also celebrated the 75th birthday of company founder Malcolm Parton. Photos by Tom Serio

10 News

The-Triton.com January 2020

Fuel was transferred to stabilize the yacht after a malfunction, said Capt. Ed Collins on the bridge of M/Y Safira onboard in South Florida after the incident in November.

Captain: Z-drive malfunction at fault in yacht crash in canal Story and photos by Dorie Cox

A malfunction during a sea trial on Nov. 23 caused the 128-foot M/Y Safira to lose control and hit several smaller boats docked nearby. No injuries were reported, but a couple of videos posted on yachting social media raised questions as to what happened. Capt. Ed Collins, who had just taken command of Safira 10 days prior, was at the starboard wing station and had maneuvered the yacht out of Seahaven Superyacht Marina just south of Fort Lauderdale. A 38-year veteran in yachting with several circumnavigations in his log book, Capt. Collins was excited to build the yacht’s charter program and show it off at the Antigua Charter Yacht Show the first week of December. "It's a beauty of a boat – it dances, it spins, it does whatever you want it to do,” he said. “The Z-drives are simple, when they work." However, that morning they didn’t work the way they are supposed to. On board the yacht the day after the incident, Capt. Collins talked about his post-incident report and described an “electrical failure of the port Schottel pod.” He recalled the preparations before the 11 a.m. sea trial departure: Safira’s bridge departure checklist had been completed; and crew radios, thrusters, Z-drive pods, depth sounder, and chart plotter were all checked while still in the marina. It was a calm morning, no wind. Guests and contractors were on board. A former first mate and former

engineer were on board to help with the handover, Capt. Collins said. “We were working like dogs to get ready for the sea trial.” As the yacht headed east in the canal toward the Intracoastal Waterway, the navigation controls did not react as quickly as the captain thought they should. “Then it was not responding at all,” Capt. Collins said. “It indicated forward, but in reality it was stuck.” He put the throttle on and the yacht started walking sideways. He corrected and it went off course again. The propulsion system was pushing the stern to the dock even though the indicator showed the yacht was on course. “It was a complete loss of communication from the azimuth,” he said. Before it was over, Safira would hit a docked catamaran, which slide aft and hit the boat behind it. Safira rebounded into the channel, and Capt. Collins ordered the anchor dropped. As the yacht slowed, it hit another docked catamaran, which broke free and drifted across the canal, coming to rest on the anchor and bow of the 50m M/Y Plan B, according to Capt. Collins’ post-incident report. Safira then rode up on a mud patch near the dock where the catamaran had been, and stopped with a list to port. “We could have backed off, but without control we chose not to,” he said. Forty-five minutes later, the yacht had been towed and was back in the slip at the marina. In theory, Capt. Collins said, it is impossible to lose communication between

Career News 11

January 2020 The-Triton.com steering and the azimuth steerable propellers. In such a situation, controls can revert to the helm station. But that didn't happen. If he had known there was a problem, he would have steered from the helm instead of the wing station, Capt. Collins said. “It is possible to drive with just one boat prop,” he said. “The problem is when you lose control and you don't know it.” Capt. Collins recalled that the crew responded as they were trained when the trouble started. “When it began to happen, we got calmer and calmer,” he said. “There was no yelling. All the crew were on their radios. They had the anchor ready for traveling in such a narrow space. The crew fended where they could.” As the yacht stopped, the crew assessed the situation. “We took on a list and immediately began to transfer fuel to the day tank,” Capt. Collins said. “We moved 143 gallons to keep the vents clear.” The crew monitored oil pressure, water, and continued with other system checks. They looked for any ingress of water. They did an integrity check. Meanwhile, the interior crew tended to the guests on board and continued to set

out a breakfast luncheon while the chef cooked. Capt. Lee Shull was watching M/Y Safira as it made way down the canal. He was on the dock where the catamarans were damaged at Royal Palm Marina, several properties to the east. He said that the crew “were spot on at their stations.” “As they were coming toward, I could tell there was an incident,” Capt. Shull said. “From the bow to the fly bridge to the stern, there was nothing but crew faces standing by to do whatever they needed to do to be ready for anything. The outcome could have been much worse.” Back at the dock, a diver found a damaged propellor and engineers were able to recreate some of the malfunction in the electrical system. Safira’s engineer was on the phone with the pod manufacturer’s diagnostics team, and a technician was scheduled to fly in for repairs. Meanwhile, at least two videos on social media show the incident. Erjo Junatas, the bosun of M/Y Laurel, was visiting a friend on a yacht at Dania Cut Superyacht across the canal. He said they all heard a loud bang and ran to the dock to see Safira drifting. His video

captures Safira hitting the second catamaran and coming to rest in the mud. Safira’s previous captain declined to comment on the incident. Capt. Collins speculated that although the azimuth propulsion system is on many commercial vessels, it is less common on large yachts. “I think part of the concern is that we were one of the first yachts with this system,” Capt. Collins said. “The concern now is that none of the wires are shielded. There could be cross talk between the wires. I mean, it could be talking to the refrigerator. “This equipment is almost like aircraft equipment, it has high precision,” he said. “This was just a very unfortunate incident. I do wish this had never happened. But after hundreds of thousands of miles, this is my first big one. I never had a boat insurance claim.” A day later, the Safira team continued with their plan to attend the Antigua show. The crew were shaken, but not spooked, the captain said. “For me and my crew, it is important to get it now 100%,” Capt. Collins said. “We will chase down this problem and we will find the ghost in the machine. I do trust the system, and I trust the crew, but we will have a full sea trial.”

At the starboard wing station, Capt. Ed Collins explains the controls for the azimuth propulsion system on board M/Y Safira.

Capt. Collins said he was relieved to talk with The Triton. “I want to be candid and transparent,” he said. “If others have had similar problems, we would like to hear about it.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

12 Where in the World

The-Triton.com January 2020

Diver assesses Bahamas reefs after hurricane Sea life survives among hurricane damage

Story and photos by Kevin Davidson Some time has passed and our memories of Hurricane Dorian are perhaps fading away a bit. The scenes in the news of the damage and the leveling of some hamlets and villages have become a topic of the past, except for those still involved with rebuilding the communities. Many have wondered about the state of the underwater environment that plays such a big part of tourism and infrastructure in the Bahamas. It would be easy to believe that the shallow, clear, azure waters and reefs that draw people to this aquatic wonderland yearround would have been nearly destroyed. I have worked as a scuba diver and made a living

in the ocean for 30 years, largely in the Pacific and Micronesia on private yachts and in dive shops. I'm not a trained marine biologist, but in those years I have worked with many professionals and learned much through observations and comparisons. Hopefully, my humble yet informed opinion of the state of the reefs after Hurricane Dorian will provide promising news about the coral and marine life throughout the Abacos. Hurricane Dorian, devastating as it was on land, was not as horrific below the ocean's surface, although the coral and marine life did not escape completely unscathed. I work aboard a 65-foot research vessel stationed in West Palm Beach, Florida. ANGARI Foundation,

a nonprofit organization, offers services to scientists who need to perform offshore marine science projects, such as water sampling, shark tagging and, in this case, reef surveying. We provide R/V ANGARI to teachers, scientists, and filmmakers for minimal cost. We also work with the Perry Institute for Marine Science (PIMS), which has been studying marine ecosystems in the Bahamas for many years and has built a detailed database of these areas. We were fortunate to have made a journey observing reefs surrounding the entire Grand Bahama and Great Abaco region in late June and early July, so when the hurricane hit in September, PIMS quickly secured a permit to go back post-hurricane and observe the

Where in the World 13

January 2020 The-Triton.com outcome on those same coral reefs. It would have been pretty hard to see every inch of the reefs around the perimeter of the two islands, but our job was to stop every few miles for a survey of the same reefs observed before the storm with a crew of six, each doing a detailed work-up of coral growth and fish populations through transects, observations and the standardized practices used by coral reef scientists to maintain symmetrical data with other organizations. My job, in addition to helping with vessel operations, was to take pictures of the team doing their jobs. I've been in the Abacos and Freeport at least four times and have kept an accurate log book of my findings. Those who have been anywhere in the Bahamas know the reefs, in general, are not what they were many years ago. There are, however, pockets of beauty still scattered throughout the area that I would be happy to take recreational divers to. The spur and groove system of reefs and coral heads will always exist, and I enjoy filming these swim-throughs and valleys. I always look at the reef through a photographic and artistic perspective, but working alongside these marine biologists teaches me also to appreciate how the web of life and continuity must exist in order for the reef to survive. From death comes life, and all corals search for a chance to expand their territory. Survival of the fittest is the rule even for the aquatic realm. As we made our way from West End to Freeport towards East Grand Bahama, I took notice of the trees. Some appeared stripped of foliage, while others along the shoreline appeared normal, having survived destruction. A small village close to the oil terminal appeared leveled. We did a dive nearby and noticed our first signs of damage to the reef. The spur and grooves of the coral have become home to trees, a large tire, bed springs, and a chair, among other items that now fill up the valleys of the ecosystem. Small schools of fish enjoyed their new home of protective bed springs. Moving further south towards Castaway Cay and Sandy Point, things were looking up. Along the shore, the tree line appeared intact, and I was told that Sandy Point fared well during the storm. A couple of my favorite reefs were in very good shape. PIMS has established a small coral nursery of elkhorn and staghorn

corals and, after a dive to untangle the lines used to suspend the coral, the growing station survived. These corals will be transferred to nearby reefs and outplanted. Three reefs we have surveyed in the past remained untouched and were still beautiful near the Sandy Point area. Rounding the southern tip of Abaco, we made our way towards Marsh Harbour, which we all know was more or less ground zero, with some of the worst damage to homes. One of the first reefs we visited was very close to shore – as close to shore as I would be during the whole trip. Mermaid Reef sits in front of Mermaid Reef Villas, and I realized this was where most of the news footage was shot. I somewhat recognized the scenes on land. I was told Mermaid Reef, a small patch reef just a two-minute swim from shore, should not even exist – the water is too hot in the summer and too cold in the winter. Yet it thrived, until the arrival of Dorian. Now we saw overturned coral and the most debris in one area. We found a lawn mower, folding ladder, big-screen TV, water tank, roofing pieces and more. Once again, I saw schools of fish making homes from these new obstructions. Mermaid Reef was in very bad shape, but all is not lost. We visited reefs inside and outside the barrier reef at Marsh Harbour, and I saw plenty of healthy coral. A regular dive and snorkel site called Sandy Cay still boasted some of the most fantastic gardens of elkhorn coral I have ever seen. Heading across the northern edge of the barrier reef in a westerly direction, we visited reefs that may not have been seen by many divers because of the remote location and rough seas in the winter. We encountered a mix of mostly untouched coral, and in a couple of locations we observed coral bleaching. The consensus was that it may or may not have been due to the hurricane. There are many factors that can bring damage to the reef, so further study and observation must be done. Other locations showed signs of a layer of thick mud coating parts of the reef in selective areas. This mud is perhaps due to the storm, as reefs located near small shallow natural channels that lead to the outer reef may allow a quicker flow of water and cause sediment from shallow waters to quickly flood the barrier reef, not giving enough time to naturally disperse the flow of sand and sediment.

One more stop along the northern edge was at a reef away from the main barrier reef. In my humble opinion, it is a really beautiful piece of underwater paradise with all the elements of the kind of dive the Bahamas has to offer: swim-throughs, healthy coral and clear water all in one location. How can you go wrong? To me, this particular dive means there is still exceptional diving and snorkeling to be found, so I keep the faith. Our last stop was a trip across Little Bahama Bank, navigating out of a natural channel on the west side below Tiger Beach and arriving at a reef nearby. Because of its close proximity to the channel, it had been covered by a silty mud from the bank, once again proving the theory that areas near channels leading to deeper water are prone to runoff. Nobody can determine the exact strength of a storm as it passes through particular locations; a hurricane can be thought of as a series of isolated tornadoes, making the damage to the reef uncertain. The only way to know what happens is to be there when it happens, but I’m not sure there would be very many volunteers willing to monitor a reef system during a large storm. Now, let’s keep something in mind: As bad as Hurricane Dorian was, there are many areas that were found in the aftermath to have fared well and that will recover. The absolute worst and strongest part of the storm laid waste to many of the resort communities, with Bakers Bay and Marsh Harbour considered to have been the most direct hit. My general observation might be summed up as follows: Any reef close to shore and in the heaviest path of the storm would bear the worst damage – yet overall, these reefs are the minority. This is good news to visitors and those who make their living through the aquatic world that typifies the Bahamas. After circumnavigating the perimeter of Grand Bahama and the Abacos, I am sure life will survive. We made a stop at Grand Bahama Yacht Club, and the guys there told me there remains a steady stream of boats bringing supplies – they are not forgotten. Kevin Davidson is a photographer whose underwater images have been published in many books and publications. He worked in the yachting industry for the past 12 years on yachts including M/Y Bluestar and M/Y Qing.

14 Operations

The-Triton.com January 2020

New year brings new rules for both new and existing yachts Rules of the Road Capt. Jake DesVergers

As we welcome in the new year, we will see several new maritime regulations enter into force. Below is a summary of the changes that will affect new and existing yachts. SOLAS – Helicopter Firefighting Appliances (Jan. 1, 2020): It was proposed that the relevant International Maritime Organization (IMO) instruments for helicopters be brought into line with the provisions of other United Nation’s agencies. As a result of this proposal, new requirements for the provision of foam application systems for helicopter landing areas were agreed. It was also agreed that the guidelines in the annex to MSC.1/ Circ.1431 should be redrafted as a new chapter to the International Code for Fire Safety Systems (FSS Code). Amendments to SOLAS II-2/18 require a foam application system that complies with the new Chapter 17 of the FSS Code, which details the specifications for foam firefighting appliances for the protection of helidecks and helicopter landing areas. The requirements are applicable to new yachts having a helicopter landing area, i.e. an area on a yacht designated for occasional or emergency landing and not designed for routine helicopter operations. SOLAS – Radiocommunications and GMDSS (Jan. 1, 2020): These amendments to SOLAS Chapter IV and other related documents accommodate new mobile satellite systems recognized for use in the Global Maritime Distress and Safety System (GMDSS). The amendments are necessary because SOLAS Chapter IV currently recognizes only Inmarsat as a GMDSS satellite service provider. As the IMO considers the recognition of additional GMDSS satellite service providers, it is necessary to replace these references with a generic term. The changes enter into force on Jan. 1, 2020, and are applicable to all ships and yachts which are subject to the requirements of the GMDSS. SOLAS – Testing of Winches and Winch Brakes for Lifesaving Appliances (Jan. 1, 2020): A discrepancy has been identified

between Chapter 6 of the Life-Saving Appliances (LSA) Code and the preinstallation testing requirements for winches and winch brakes in resolution MSC.81(70). It was agreed to modify the texts in these documents to delete the word “brakes” and to add “including winch structural components.” Since only winch brakes are designed to have sufficient strength and be prototype tested to withstand a static proof load of not less than 1.5 times the maximum working load, the text “except the winch” should be read as “For lifeboats other than free-fall lifeboats, davits and launching appliances, except winches, should be subjected to a static proof load of 2.2 times their maximum working load.” While manufacturers and surveyors need to be aware of the correction, this should have a limited impact on the prototype testing of LSA equipment. Special attention should be made on yachts equipped with rescue boat davits. This affects the pre-installation testing of equipment fitted on new yachts and new equipment installed on existing yachts after Jan. 1, 2020. MARPOL: Noncompliant Fuel (March 1, 2020): The use of 0.50% (or below) sulphur fuel oil outside of emission control areas (ECAs) from Jan. 1, 2020, was introduced in the 2008 amendments to the MARPOL Convention. This further amendment supplements the 2008 amendments by also prohibiting the carriage of fuel oil with a sulphur content higher than 0.50% unless the ship has a scrubber. MEPC 72 approved amendments to MARPOL Annex VI Regulation 14 to prohibit ships from carrying fuel oil with a sulphur content above 0.50% if its purpose is for combustion for propulsion or operations on board. The only allowance is if the ship has an approved equivalent arrangement in place, such as an exhaust gas treatment system. Corresponding amendments were also made to the supplement to the International Air Pollution Prevention (IAPP) Certificate. Yacht owners may need to consider de-bunkering of any high sulphur fuel that is not used up before Jan. 1, 2020. This carriage prohibition goes into force on March 1, 2020, and affects all ships and yachts. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (yachtbureau. org). Comment at editor@the-triton.com.

Operations 15

January 2020 The-Triton.com

While great for safety, AIS is fraught with security vulnerabilities Secure@Sea Corey D. Ranslem

The AIS, or automatic identification system, has been around for about 20 years. The International Maritime Organization required the first AIS systems back in 2002 on certain types of vessels in critical areas of the world as an update to the SOLAS (Safety of Life at Sea Convention). The early requirements stated that all tankers and passenger vessels equal to or greater than 150 gross tons would be required to carry AIS, as well as all other ships of 300 gross tons or greater on international voyages, and 500 gross tons or greater on domestic voyages. There are additional restrictions that have been put in place over the years by various countries. The U.S. requires AIS on all vessels of 65 feet or greater. Initially, fishing vessels and passenger vessels carrying less than 150 passengers were exempt, but that changed when full AIS went into effect back in 2016. There aren’t many vessels today, including large yachts, that don’t have AIS on board. The AIS signals are unencrypted VHF-based radio signals that provide some basic vessel information, including vessel name, position, course and speed. This information is used by port authorities and shoreside VTS (vessel traffic systems) for identifying vessels. This information is also integrated into a vessel’s ECDIS (electronic charting display information system) or navigation and radar to provide information on the other vessels around for better identification and collision avoidance. AIS is a great system that has enhanced collision avoidance and helped to improve vessel operations. However, there are numerous security vulnerabilities within the system. First, there are several vulnerabilities within the AIS system itself. It is very easy to intercept and change AIS information coming from vessels to shoreside facilities. It is also easy to “hack” into a vessel’s AIS and change its internal information. None of the information within the AIS system is encrypted, so it is very easy to change a vessel’s name, position, course and speed to just about anything and any location. The underlying issue with the AIS system is that there is no authentication within the system and no integrity check of any of the data. It is also very easy to build an AIS system to intercept and transmit erroneous data. Maritime security experts believed that pirates used AIS tracking to target

certain vessels back in the early days of piracy, circa 2008. Now pirates, along with other nefarious actors, use AIS as a standard practice to carry out malicious activities. Many security experts recommend AIS transceivers be switched off while transiting high-risk areas. However, that is not always possible because of flag or coastal country regulations. When you do some basic internet research, you can find several university and other research projects and studies conducted on the vulnerabilities of AIS, and how to carry out those various attacks. Even someone with basic computer knowledge could cause major issues with vessels and shoreside systems. Attackers could trigger false collision alarms or render the collision alarms use-

Information within the AIS system is unencrypted, so it is very easy to change a vessel’s name, position, course and speed to just about anything. less in an actual collision situation. They can also change information to/from VTS and port authorities, causing issues with vessel arrivals and departures, as well as with collision avoidance. A hacker could theoretically render a VTS system useless and close a traffic area or port. There are some global issues currently within the AIS system that need to be addressed on a political level that we won’t get into here. However, there are

some basic measures that can be taken to ensure you are seeing and receiving the correct information. Double-check the output of your AIS to ensure the correct information is flowing from your system. Second, double check the information coming for other vessels that corresponds with the vessel’s radar or visual position in relation to your vessels. It doesn’t hurt to also ensure VTS and port authorities are seeing your correct information when navigating in restricted channels. Corey Ranslem, CEO at International Maritime Security Associates (www. imsa.global), has more than 24 years of combined Coast Guard and maritime industry experience. Comment at editor@the-triton.com.

16 Operations

The-Triton.com January 2020

Tow, tow, tow your boat tender gently ’cross the (Gulf) stream Engineer’s Angle JD Anson

The recent arms race in tender size has begun to present some interesting challenges. For all but the very largest of yachts, gone are the days of lifting the tender on board and running off to the next exotic destination. Tenders of 40-plus feet are now regularly towed behind the mother craft from port to port. For short jaunts, it may be simpler to run the tender on its own ahead of the yacht, but for multi-day passages it is not practical. Weather conditions that may be annoying to those comfortably on board a yacht can become downright dangerous when traveling in a small craft. In poor weather, tenders frequently cannot maintain the same speed as the yacht. Navigation at night is much more difficult, and tenders simply do not have the range of a large power yacht. Also, manning needs require a minimum number of persons on board both vessels, but many yachts do not have qualified spare crew to operate two vessels over long range. Some yachts have forward-shipped the tenders to where they will be cruising. This is inconvenient since the tenders now cannot enter customs as part of the yacht. Transit time for the yacht and the ship are different, thus requiring logistics help on both ends. And it is costly, as a transport cradle usually has to be custom built and shipping costs are high. The cradle will then need to be stored until its next use. For the above reasons and more, towing these large tenders has become popular. When this first became common a few decades ago, so many tenders were lost at sea that insurance companies refused to cover them. Techniques were as varied as the tenders themselves, with some more successful than others. Low-tech polypropylene towing hawsers have given way to ultra-high-molecular-weight polyethylene (UHMWPE, UHMW) commonly known as Spectra and Dyneema. This exceptionally strong line reduces storage room, is lighter and is highly abrasion-resistant. With a specific gravity of 0.97, it floats on water to help avoid fouling propellers when retrieving the tender. However, it has very high lubricity, which makes for poor knot-holding capabilities. These towlines and bridles lines are best professionally made up with splicing and sewing.

The advent of AIS (automated identification system) transponders now allows real-time location of the tenders should they become detached from their towing hawsers. Each transponder has a unique identifier that is programmed into it and displays vessel name and position, making relocation of lost tenders quicker. Beware a common mistake when commissioning AIS: using the yacht’s identifying number. Each vessel has to have a unique number, easily obtainable through the flag state. Using the yacht’s AIS number with an “a” at the end is acceptable, but only for tenders carried on board – not for towed tenders. The biggest complaint we get about towed tenders is keeping the AIS, nav lights and bilge pump powered over several days. Though AIS and LED nav lights are low-draw items, days of constant use coupled with frequent bilge pump activation in rough weather can easily drain the batteries. Despite larger tenders, builders are still installing the same small batteries in 12V configuration that they used when boats were 25 feet. There simply is not enough juice to last. The best solution is a dedicated house battery just for the loads necessary for towing configuration. Coupled with a properly sized solar panel mounted on the hard top, this will keep the lights on happily over many days. If there is not room for this dedicated battery bank, a switched “tow” circuit can be designed that removes all loads except the necessary ones from the house batteries. This will extend the power life of the batteries to hopefully reach port. Some tenders have included a spreader light that will activate with a high-water alarm to alert those on board the mother ship that there is an issue. Many panels we have seen are woefully undersized. One must consider not only the load, but factor in cushion for cloudy, rainy days when production is nil. Remember, stated wattage ratings are for perfect conditions and the testing procedures can be a bit dubious. Take all declared specifications with a grain of salt With the proper equipment and careful deployment, that not-so-little boat will still be there at the end of a passage. JD Anson has over 20 years of experience as a chief engineer on megayachts. He is currently project manager at Fine Line Marine Electric (finelinemarineelectric. com) in Fort Lauderdale. Comment at editor@the-triton.com.

Operations 17

January 2020 The-Triton.com

Sound on the water affected by temperature, molecular density Sea Science Jordanna Sheermohamed

Before the invention of GPS, radio or radar, maritime navigation depended on different means of communication to relay messages between vessels. To compensate during times of limited visibility, sound was and is still often used to relay a boat’s position or intention. While most boats are now fitted with modern communication techniques, general regulation still require that boats carry equipment capable of producing sound, such as whistles, horns or bells. Although these requirements can slightly vary Sound is dependent on the a form of boat’s length or energy that location, one to two is released sound-producing devices should be during the audible at a minivibration mum of half a mile, of matter in and sometimes up any phase: to a mile. solid, liquid Some condior gas. tions make it easier for sound to travel faster and farther than others – consider the deafening silence during a snowy night; the distant, deep horn blast emanating from a vessel in port; or the infamous “In space, no one can hear you scream.” Technically (and scientifically), they weren’t lying! Sound is a form of energy that is released during the vibration of matter in any of its phases: solid, liquid or gas. The distance and speed at which the sound travels can be affected by the density of molecules in the phase state physical properties, such as temperature. Density, defined as the amount of molecules in a given space, provides a pathway for the energy to move. Sound travels farthest in solids, then liquids, then gasses, because of the proximity of neighboring particles. Closer particles allow the energy to propagate farther down the path. Inversely, less dense matter houses more gaps between molecules, thereby absorbing that energy and essentially attenuating the sound. The timeless hearing hack of holding a glass up to a wall or door actually capitalizes on providing a denser medium (glass) for that sound to transmit through, compared with the less dense medium of air. When it comes to air, temperature and moisture content can affect the speed of sound. Because temperature is a measurement of molecular motion,

higher temps indicate more molecular motion, which means slightly fastertraveling sound waves. Humidity can enhance or decrease the speed due to its additional influence on air density; moist air is lighter than dry air because water vapor is lighter than oxygen and nitrogen atoms. This is why sound emitting devices can be especially important on a foggy night, since the excess of moisture in the air can weaken the quality and distance of sound. While colder air has less molecular motion, the higher density of molecules helps the sound to travel a farther distance. The coldest Canadian day on record, a bitter -81 F (-63 C) during the winter of 1947, allowed locals to hear dogs barking over a distance of 3.5 miles

(6 kilometers). The distance at which sound travels over open water is subjected to the temperature differences between the cooler maritime layer and the warmer air above it. This difference bends the sound waves, allowing the sound to travel a farther distance. So next time you hear the horn or bell of a boat on the water, consider not only the safety aspects in place, but all of the specific scientific processes that make that sweet audible sound possible. Jordanna Sheermohamed is president and lead meteorologist of Weather Forecast Solutions, a weather-forecasting firm (WeatherForecastSolutions.com). Comment at editor@the-triton.com.

PHOTO/CAPT. GRANT MAUGHAN

18 Operations

The-Triton.com January 2020

Understanding world of refit can help crew avoid frustration Refit Report Jon Wilson

Refit shipyards are veritable industries in and of themselves, teeming with technicians involved at different stages of the refit process. From the first survey to the final sea trial, those technicians bring to refit projects various training, experience, and understanding. In their own way, they’re not so different from trained and experienced professional yacht crew who pursue their vessel’s mission(s) through their own daily responsibilities. Every one of these professionals began somewhere, and they made their way by dint of committed hard work. One of the big differences between those who go to sea and those who refit yachts is that the vessels and their crew move from one destination to another. Refit professionals rarely move from one place to another with the same kind of predictability. On the contrary, the refit business is fraught with unpredictability. Refits unfold on a constant continuum between objective, planning and reality, especially if the refit yards encounter (as they invariably do) complications that were, for example, previously hidden during the time of the condition surveys. Even the best and most experienced surveyors often find themselves unable to predict what will be found when, for instance, a particularly complicated tank compartment is revealed. And that’s just for starters. The refit industry comprises individuals and organizations that make challenge, imagination, and innovation the central elements of their jobs. They conceive solutions to challenges unlike anything the building yard may have had to contend with during construction, which makes refit professionals a breed unto themselves. As much as every single one of them would love to have every project predictable, many of the processes in the refit realm cannot be. The factors are myriad and maddening, which means that refit work, as exciting as it can be, is not for everyone. It’s almost impossible to conceive of a major refit going “according to plan” because planning itself can be challenged by inescapably unforeseen – and virtually unforeseeable – conditions. I state the obvious here because yacht

crew often find themselves frustrated by the unceasing complications that arise within what they expect to be a straightforward process. And it’s understandable. Depending on the nature of the refit itself, yard techs are typically swarming over both the workplace and the home of a vessel’s crew. It’s intrusive and frustrating, and it can all seem to be preventable when the surprises keep coming and completion dates keep receding below the horizon. Obviously, no one dislikes this more than the owner, and yet the new discoveries often keep popping up. What went wrong? Was it the survey? The designer? The yard? It might not be so obvious that refit yards don’t like this kind of situation, either. What they much prefer is to provide a reliable estimate for the work that needs to be done, to agree on a contracted price for that work, and a proper mechanism for addressing what can’t be predicted. What they want is to deliver the completed refit on schedule and up to their standard. Although refits will always imply unpredictability, they want to deliver refit projects on time and on budget. That is what their business model is built on, the model that is most sustainable. Open-ended refit projects are not what they want. And they’re not what owners want either. A number of refit yards in South Florida are examining the challenges the industry faces, especially in terms of measurable standards of work, and there is no doubt that this initiative will yield positive results. Coincidentally, Repair & Refit Report, our new online initiative (from the company that produces WoodenBoat and Professional BoatBuilder magazines), is committed to highlighting some of the less visible aspects of the refit industry in a way that will help showcase the innovation being carried out by largely unsung technicians in these yards. If we can showcase some of the triumphs while bringing some of the challenges into a larger conversation, we can inspire all industry professionals, including yacht captains and crew, to advance our industry’s commitment to bringing greater predictability to this extraordinary and exciting field. Jon Wilson is editor of Repair & Refit Report (www.refitreport.com), a new online journal aimed at the repair and refit industry and other allied professionals. Comment at editor@the-triton.com.

Career 19

January 2020 The-Triton.com

Success with resolutions relies on changing how we see things Crew Coach Capt. Rob Gannon

As the calendar year flips again, it’s that time when lots of folks can do some reflecting and reevaluating, which can sometimes lead to an attempt at making some changes. Often that can lead to trying to change what we’re doing or habits we may no longer want to continue. This is all fine and good, but let me suggest here a step that sometimes gets overlooked in the process of changing what we do, and that’s changing how we look at things. Before we can have any real success in changing behaviors, we have to take a look at and adjust how we view things and how we react. So rather than getting into resolutions and bold statements of what we’re going to do, maybe a look at our approach, through our thinking and our mindset, is a good place to start. Spiritual teacher and author Wayne Dyer introduced me to a phrase I really like: “Change the way you look at things and the things you look at change.” It

on, a change of plans – the owner is comseems very common for us humans to ing and wants to leave for the Bahamas in look at an event or circumstance and immediately attach an emotion or judg- two days. So no days off right now. Big change of plans. How do we handle ment to it. Often these attachments we it? Well, of course, there will be initial disadd on come from misleading places. appointment with losing Our preconceived nothe downtime, but where tions or personal emoOur preconceived we take it from there is tional histories can twist a notions or personal the key. Do we get all simple reality and turn it resentful and blaming? into something way more emotional histories Do we complain to othcomplex and daunting. can twist a simple ers how unfair this is? Or, How about, for this reality and turn this year, can we feel that new year, we try to stop it into something disappointment and then doing that. We try to stop way more complex shake it off and roll with doing that to ourselves, and daunting. How the new reality? which in turn will lay less about, for this new How about every of it upon others. We can year, we try to stop time things change on all think of people we us, we take it as a test, know who operate like doing that. a challenge: Can we this. It also might be that handle it better than it’s not just others, but we used to? That’s a fine goal right ourselves as well. This is, after all, an exercise in self-examination. So let’s first there for the coming year – being better than we used to be. Being better with look in the mirror. our thoughts and reactions will lead Let’s look at a profession – let’s say, us directly to better experiences and a working on a yacht. You think you have healthier all-around attitude. the next two days off. You are really lookI remind and encourage folks all the ing forward to this. It’s been a while and time in my coaching to create the posithe free time is going to be great. But hold

tive outcomes and results they desire in life. I believe that if we can move from the reactive mindset to the creative mindset, life becomes way more interesting and enjoyable. I understand that can be really challenging in the face of disappointment, such as in the work scenario above. But it’s within us all to make the shift. If we get hit with a seemingly unpleasant new reality, what can we create out of that to positively move forward? It all comes full circle in that the first thing we may want to create is a better feeling about the new situation. We change the way we look at things. I encourage just trying this out. We have the choice. We are equipped with everything we need. When we are at that crossroad of same old negative reactions or creating with new perspectives and insights, stay conscious and present, and choose wisely. Enjoy the voyage. Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comment at editor@the-triton.com.

20 Career

The-Triton.com January 2020

This year, invest in yourself – it’s as simple as a click of a button Crew Compass Lauren Loudon

I’ve recently written about having a side hustle while in yachting and what a challenge it is to find the time for everything when days only have 24 hours in them, and we are often working far too many of those. That, however, is not to say that we cannot make time for our other ventures. As a chef, I have a deep passion for food. I fell into cooking after a long battle with minor health issues that ultimately were diagnosed as food intolerances, but have grown far beyond just cooking food for myself that will sit well with my body’s requirements. I’ve taken the time lately to develop on that and have signed up for a nutrition course to complement my cooking, better understand the food intolerances I deal with and learn more on the topic from a professional. There are several things that go hand in hand with cooking, and I took the opportunity to dive deeper into something that really in-

outside of the profession as well – and terests me. The course is a webinar just many link in perfectly. twice a week, lasting an hour at a time For example, if you love yoga and and continuing for 16 weeks. practice regularly, why not take a course The beauty of this particular course to become an instructor and offer that is that I have the ability to schedule and on your CV next time reschedule the classes for you’re looking for a job. whenever suits me. While I Investing a little Or perhaps it’s taking a don’t have guests on board time in something dive certification to the right now, the evenings suit new that we are next level. The options me best, but once I start are endless. cooking for guests again passionate about While our jobs are regularly – and of course can open doors often exciting, I feel that my time zone changes – I we didn’t know in our industry it’s easy can dedicate an hour in the we wanted to to become comfortable middle of the day to learnwalk through. where we are because ing and self-development. it’s what we know best. This is just one example, Sometimes investing a and one that is quite specific to my personal wishes, but I have seen so little time in ourselves and into something new that we are passionate about can open many different courses that could come doors we didn’t know we wanted to walk in handy. I actually spoke to somebody through, or perhaps even existed. who is doing a photography course With a new year underway, it’s an through a similar program in order to provide an extra service to charter guests. important time to step back a moment and focus on what really makes us Our careers on board are ever evolvhappy. There are so many small changes ing. We never stop learning and growthat can be made to alter our course, ing as individuals and crew members revive our happiness or enhance our alike, but there are so many other ways wellbeing. And facilitating these advancthat we can expand our knowledge

es in our personal lives can be as simple as a click of a button. Perhaps yachting isn’t a long-term goal for you, in which case putting in some effort to learn and grow on the side is an important thing to be doing, or at least to be aware of. The reality is it really could be anything. A friend of mine wants to stay within hospitality, but doesn’t want to live on yachts her whole life, so she is looking into events management courses. Another is taking a wedding planning course online. And my husband began painting to teach himself something new in his downtime. This new year is about us. You and I. It’s our time to shine, our time to grow, and our time to better ourselves by pursuing our interests that little bit further in the short window of time that we do have off in a day. Let’s use those minutes more wisely than simply scrolling through social media or online shopping. Lauren Loudon has worked as a yacht chef for more than four years. She hails from Lancashire, England. Comment at editor@the-triton.com.

January 2020 The-Triton.com

Communication breakdown leaves charter crew to flounder Taking the Helm Paul Ferdais

I was on a charter recently when there were a couple of issues that developed between the guests, the chief stew and the chef. Fortunately, everything worked out in the end, but it reinforced for me how crucial communication is. It was late morning, close to lunch time, and we had the guests on. The guests had gotten up relatively early because they were excited for the day, and breakfast was over a good few hours ago. They were starting to get hungry. It was at this time that the chief stew went to change her uniform and had asked the 2nd stew to tend to the guests while she was gone. As bad luck would have it, this was when the main charter guests started to ask about lunch and snacks. The 2nd, who didn’t know the meal plan and couldn’t contact the chief stew, went and spoke with the chef. The chef said he was ready to prepare lunch but had no idea what the plan was as far as timing.

It’s at times like these that genuine leaders stand out. If the 2nd stew had told the chef to begin lunch, and meanwhile had started to prepare a small snack herself to hold the guests over, the chief stew could have come in and carried on.

The chief stew had a plan in mind for lunch, but hadn’t passed it on to anyone else. Unfortunately, since she wasn’t available when the guests started to ask questions about lunch, the stew and chef looked like amateurs floundering around, paralyzed by inaction. When it comes to communication, remember: No one reads minds. A funny thing sometimes happens when we get placed in a position of authority. We sometimes think because we’ve got this role or that title that we know what’s best – when in reality, we don’t – and that we have to hold that information close to the chest and dole it out in limited amounts. When we withhold information, it’s usually based on fear of somehow losing. Losing our job to someone else, looking like we don’t know what we’re doing, or simply losing the control we have. In reality, when we share what we know, we become more necessary, not less so, in the eyes of others. This builds trust and confidence between team members. If there’s a plan of some sort for the guests, everyone needs to know what it is. Because working on a yacht is a hospitality business first and a marine business second, hospitality isn’t something we can neglect, even a little. The mindset of hospitality must carry across into all of the various departments on our boats. Everyone, from the engineers to the laundry personnel to the deckhands must always remember they work in a hospitality business, no matter what their role happens to be. When we know the guests want something – be it lunch, more towels or to use the Seabob – hospitality requires us to fulfill the request. We may not be the right person, but we can get things started so the correct person can take over when they get there. It’s at times like this that genuine leaders stand out. If the 2nd stew had told the chef to begin lunch, and meanwhile had started to prepare a small snack herself to hold the guests over, the chief stew could have come in and carried on. When communication breaks down, everything can grind to a halt. Be open, clear and concise at all times to avoid looking like an amateur. Capt. Paul Ferdais, skipper of a motor yacht, has a master’s degree in leadership and previously ran a leadership training company for yacht crew. Comment at Editor@the-triton.com

Career 21

22 News The Crew Network hires new consultants

The Crew Network this year marks its 30th year of crew recruitment services, with more than 10,000 crew positions filled on vessels ranging from 79 feet (24m) to 709 feet (216m), according to a company press release. To celebrate, TCN has redesigned its website and expanded its team of crew recruitment consultants. Driven by Fraser, TCN has offices in Fort Lauderdale, Antibes, Viareggio and Palma. Anastasija Splosnova has been hired to work in TCN’s Antibes office. Ksenia Kokoshkina has also joined the Antibes office. And Anna Kuylenstierna has joined TCN’s Palma office. The future in crewing will focus on new positions, such as divers, drone pilots, butlers and videographers, according to Alessandro D’Angelo, TCN crewing manager in Viareggio and Palma. “Interior departments are very important, with a huge demand for highly professional crew profiles,” D’Angelo added. “This is why we have set up initiatives such as the Italian Yacht Stewardess Association, where we organize training for the next generation of crew, highlighting important aspects such as confidentiality, social media management, and hierarchy on board.”

BUSINESS BRIEFS Yacht Carbon Offset has new director

London-based Yacht Carbon Offset has hired Rachel Goult as managing director to work alongside company founder Mark Robinson. Goult, who holds a master’s degree in chemical engineering from Cambridge University, worked internationally for British Gas Exploration & Production. She later had a 20-year career as a finance analyst at credit rating agency S&P Global Ratings, where she focused on European infrastructure and renewable energy projects. Yacht Carbon Offset calculates a yacht’s greenhouse gas emissions based on the fuel quantity specified, and the service can be extended to include the impact from other activities, such as aircraft operations or shore power. These emissions, called the carbon footprint, are then counteracted by equivalent reductions in emissions achieved by independently verified green energy projects in a documented procedure backed up by Lloyds.

Pinmar USA expands team

Pinmar has strengthened its U.S. team to support growth due to its new facilities at Savannah (Georgia) Yacht Center coming online, according to a

company press release. Jeff Berg now manages the new paint facility at SYC. An industry veteran with 36 years of experience in fairing and painting superyachts, Berg now oversees all of Pinmar’s refit projects in SYC. Yuriel Morales and Dayan Gil have joined the production team as senior paint supervisors. Gil will head up production in Pinmar’s U.S. headquarters at Rybovich in West Palm Beach, and Morales at the company’s new Derecktor Shipyard Offices in Dania Beach. Both have extensive superyacht painting and project management experience, including running their own business, Y & D Yacht Refinishing, and previous roles with Rybovich and Classic Yacht Refinishing. Recently appointed sales manager Stefany Worswick works as part of the Pinmar commercial team under Phil Burgess, U.S. director of sales. She is responsible for business development, revenue generation and customer relationship management for the U.S. East Coast and the Caribbean. Pinmar USA provides painting and refinishing services in the refit market for yachts more than 40m, as well as conversion and new build projects in the U.S. on yachts up to 90m.

The-Triton.com January 2020

Port Louis Marina expansion complete

Camper & Nicholsons Marinas has announced that the berthing expansion project at Port Louis Marina in Grenada is now complete. The expanded facilities include 90 new berths ranging from 39 feet (12m) to 72 feet (22m) on two new piers. The new berths will help meet the demand for space during the international events hosted at the marina, including the RORC Transatlantic Race, World ARC, and Oyster World Rally, along with regional boat and charter shows, according to a company press release. According to Mathieu Salomon, technical director at Camper & Nicholsons Marinas, the new phase has been designed to handle Category 2 hurricane winds. Attention was given to the 16m and 18m fingers on Pier E, with four mooring points per finger. Triple berths are built into the design to address the increasing demand of catamaran berths. Also, dual-frequency electrical sockets (U.S. and European) are being installed on a number of the new berths. Port Louis Marina, which overlooks the capital of St. Georges and the waterfront of the Carenage, affords a base from which to explore the Grenadines and the Windward Islands.

TECHNOLOGY BRIEFS

January 2020 The-Triton.com

New take on old life buoy wins DAME

The 2019 DAME Award for innovations in marine equipment design was won by the self-propelled lifesaving float U SAFE at METStrade held Nov. 19-21 in Amsterdam. The U SAFE, a reinvention of the traditional life buoy, is auto-propelled and remote-controlled. It can be launched in line of sight at speeds of up to 15 kph, and it operates for up to 30 minutes. This year’s competition attracted 118 entries from 27 countries, with 59 products advancing to the final rounds. Each year, organizers of METS donate the registration fees to charity. This year, €17,700 was raised, and the METStrade Exhibition Committee selected two charities: sailing4handicaps and The Little Optimist Trust DAME category winners include: Marine Electronics and Marine Related Software: Garmin GPSMAP 86i Interior equipment, Furnishings, Materials and Electrical Fittings Used in Cabins: Lumitec Moray Flex Light Marina Equipment, Boatyard Equipment and Boat Construction Tools and Materials: Lignia Wood Company Deck Equipment, Sails and Rigging: Karver Compact Winch and Winch Handle Clothing and Crew Accessories: Mustang Callan Waterproof Jacket and Salopettes Lifesaving and Safety Equipment: USAFE self-propelled lifesaving float Machinery, Propulsion, Mechanical and Electrical Systems and Fittings: Garmin Force Trolling Motor and Navico GHOST Trolling Motor The jury added “special mentions”: Marine Electronics and Marine Related Software: l Digital Yacht GPS160 TriNav Positioning Sensor l FLIR M364C Marine Thermal Camera System l Raymarine DockSense Alert Assisted Docking l Vesper Cortex Interior Equipment, Furnishing, Materials and Electrical Fittings Used in Cabins: l Lumishore Lumi-Link Wireless Marina Equipment, Boatyard Equipment and Boat Construction Tools and Materials: l Teakdecking Systems l The Applicator Deck Equipment, Sails and Rigging: l Bamar BFBMMSS Boom Furling Manual Mechanism l Fender Design FlexiCush l Marlow Blue Ocean Dockline l Scanstrut ROKK Wireless - Active/ Edge

Clothing and Crew Accessories: Dacoblue collapsible fuel and water backpack l Ursuit Gemino Navigator Lifesaving and Safety Equipment: l ACR ResQLink View Personal Locator Beacon l Spinlock Deckvest 6D Lifejacket l Wichard offshore rescue knife Machinery, Propulsion, Mechanical and Electrical Systems and Fittings: l Dometic Optimus Electric Remote Mount Steering Actuator l Teignbridge Clamp on Blade Propeller l

Sun Power carries OXE diesel outboards

Sun Power Diesel, as representative of OXE diesel outboards in South Florida, now provides sales, service and technical support for the high horsepower diesel engines manufactured by Cimco Marine AB of Sweden. OXE’s product line features multiple power offerings built on the General Motors 2.0-liter, 4-cylinder base engine, which OXE configures in several packages including 125, 150, 175, and 200 HP models. On Sept. 20, OXE introduced its 300 HP model at the Genoa Boat Show. The OXE 300 is capable of delivering 680 Nm (503 ft./lbs.) of torque while consuming 40% less fuel than comparable gasoline outboard engines, according to the company. Sun Power Diesel, located at Harbour Towne Marina in Fort Lauderdale, is a family-owned company that has been in business for 70 years. For more information, visit sunpowerdiesel.com.

New digital platform for VSAT launched

Several communication and technology veterans have launched a new company to bring seamless internet to the yachting industry. Chicago-based K4 Mobility launched in August 2018 by former inflight satellite company Gogo CEO Michael Small and CTO Anand Chari. The company has raised $5 million and has developed what it calls the first all-digital, multi-network platform, which it is deploying in the maritime VSAT market. With the recent availability of operator-managed services platforms that sell megabits, the company added SD-WAN-like intelligence to create a service devoid of the capital and operating costs of traditional services as well as the long-term transponder leases. Using a mobile application, K4 users can adjust service parameters to their liking, and proprietary algorithms select the best available network. For more, visit k4mobility.com.

News 23

24 Where in the World

CROATIA

The-Triton.com January 2020

Medieval sites in ‘Game of Thrones’, modern marinas lure yachts to Split Story and photos by Alison Gardner After four visits to the Croatian Adriatic coast in 10 years, I am convinced that it is a yachting paradise – and the city of Split (population 200,000), its heart and soul. The long, crenulated coastline is dotted with protected coves to anchor in, uncountable islands and islets to explore, and picturesque towns rich in history dating back hundreds, even thousands, of years. It is no wonder that there are 22 Adriatic Croatia International (ACI) marinas, stretching from Dubrovnik in the south to the Istria peninsula in the north. ACI, the Mediterranean’s largest marina chain, is 80 percent-owned by the Croatian government. A meeting at ACI Marina Split with Priscilla Zelić Čarija, the marina’s chief of reception, was my introduction to the ACI collection. Zelić Čarija, who was clearly the face of the marina, had her finger on the pulse of every operation around this extensive land-and-water facility that dominates one side of the entrance to the crescent-shaped Split

harbor. While reviewing the facilities and services offered, we strolled along walkways between hundreds of moored yachts on a blistering hot August day, even waving a send-off to the 70-meter luxury yacht Felix as it pulled away from the dock. The marina’s 318 wet berths and 30 dry berths accommodate visits each year from about 100 recreational yachts of 20 to 90 meters. All standard needs are met on-site, including currency exchange, grocery and nautical equipment stores, free WiFi and internet, a repair and maintenance shop, a sail repair shop, a large crane and a slipway. The fuel station and customs are five minutes across the harbor. Several restaurants and cafés are on the marina property, and knowledgeable reception staff help guests make the most of their time in the city and surrounding area. Steps away, on the outdoor terrace of Zrno Soli (Grain of Salt) Restaurant, overlooking the Split waterfront that dates back 2,000 years, we indulged in seafood chowder and sample platters of seafood starters.

Roman Emperor Diocletian’s massive palace occupies a large part of Split’s old town with the occasional gladiator on hand to give directions.

January 2020 The-Triton.com

Where in the World 25

CROATIA

PHOTO/CARINA VINE

From the restaurant terrace of Zrno Soli, pictured top left, the view over Split Marina and the ancient city harbor complement the delicious food. Split harbor, pictured bottom left with ACI Marina Split in the foreground. And medieval and Roman buildings and long-trod

Then we hailed a water taxi from the marina and crossed the harbor in less than 10 minutes to the grand entrance gates of Diocletian’s Palace, built of white marble in 305 AD. It is an elegant, old part of town worth wandering for several days – sampling Croatian cuisine, local wines and brews; attending open-air concerts of every genre; and joining a walking tour to explore the palace, from its massive basement to its highest ramparts. Roman soldiers still patrol this UNESCO World Heritage Site that was built by Emperor Diocletian, who just happened to be a native son of a nearby village. He did something pretty exceptional in rising from foot soldier to head of the Roman Empire from 284 to 305 AD. Equally amazing, he was a rare Roman emperor to retire voluntarily from the job, mainly pottering in his palace garden until his natural death in 311. A Split walking tour led by our archaeologist guide Ina took us inside and all around this edifice, which has never been abandoned or conquered in all its long life. “Game of Thrones” is one very contemporary reason why Split tourism is thriving. Fans of the eight-season TV series flock to the area from around the world to walk in the footsteps of their favorite characters in settings filmed

on location at Diocletian’s Palace, the mighty Klis Fortress 10 kilometers away in the mountains overlooking Split, and other film sites fans will surely recognize. A five- to six-hour “Thrones” tour visits Klis and other fortifications, and includes dinner at a film shoot location. My “Thrones” immersion was enriched by the personable Goga, who served as a film extra for most Split-based episodes. She delivered vivid, behindthe-scenes stories about the stars and the filming challenges – so book ahead to guarantee Goga as a guide. Anyone visiting Split will be intrigued by the towering limestone mountains that rise behind the city. An off-road 4x4 tour is a great way to discover that the landscape is as rugged as it looks. Mostly on rough tracks, we explored with Opcija Tours off-road specialists Frane and Toni, visiting tiny pilgrim chapels, crumbling cliffside lookout towers, and an impressively restored eco-village presenting aspects of the ethnic life of Croatian country folk long before GPS and tourists arrived. Our 4x4 tour concluded with a rustic meal of Croatian food on the terrace of a mountain home with a steep drop to the city thousands of feet below.

marble streets, pictured right, make Split a magical stroll by day or night. Game of Thrones tour guide, Goga, pictured below, brings the Split filming seasons of this popular fantasy series to life with her insider stories.

Traditional Croatian food has characteristics of Italian, Austrian, Hungarian, and Turkish food. Dalmatian coastal cuisine is typically Mediterranean, with a heavy emphasis on seafood, vegetables, olive oil and garlic. Seafood caught daily is surprisingly varied, ranging from shellfish, octopus and shrimp to a dozen different plate-sized fish, tuna and swordfish that all thrive on Croatia’s narrow Adriatic doorstep. In Split’s old quarter, I sampled two exceptional restaurants with creative menus that emphasized local Croatian flavors. Konoba Varos, a veteran among Split eateries that is noted for its grilled meat and seafood, has been a popular city “konoba” (tavern) for more than 100 years. And Cucina Mare is a new restaurant that has risen quickly to culinary stardom. Set in the courtyard ruins of a traditional Croatian stone house, it is difficult without a reservation to get a dinner table here before 9 p.m. With an enthusiastic – yet perfectionist – personality, Chef Ćiro Sabljić anchors his creative kitchen where most ingredients come fresh from the sea and local villages, including flavorful cheeses and sausages. Halfday Croatian cooking classes are also

offered in shoulder seasons. Split is an exciting hub for a variety of active adventures, all accomplished with half- or full-day tours. For example, Zip Line Split heads into the hinterland to sample six zip wires totalling 2,500 meters in length and with amazing views of inland Dalmatia and the Adriatic Sea. Iris Adventures (adventurescroatia.net) offers canyoning, sea kayaking, hiking and rock climbing with professionally licensed guides. Split Outdoor Adventure specializes in ATV quad tours in the Dalmatian interior, white water river kayaking, or Jeep tours – all ending with a delicious barbeque meal of homegrown food prepared by a local family. There is no such thing as a bad review for Split, as far as I’m concerned. It was Diocletian’s dream destination, and now it’s mine as well. Check out the Visit Split website (visitsplit.com/en/1/welcome-to-split) for the big picture. Victoria-based Alison Gardner is a travel journalist and editor of the online magazine Travel with a Challenge, www. travelwithachallenge.com, an illustrated resource for mature travelers featuring ecological, educational, cultural and volunteer vacations worldwide. Comments on this story are welcome at editor@ the-triton.com.

26 Antigua Charter Yacht Show

acht crew kept their chamois close during rain showers at this yearâ&#x20AC;&#x2122;s Antigua Charter Yacht Show. Showings and yacht hops went on during the show, which ran Dec. 4-9 and covered three locations at the Antigua Yacht Club Marina, Falmouth Harbour Marina, and Nelsonâ&#x20AC;&#x2122;s Dockyard Marina. Photos by Billy Black

The-Triton.com January 2020

January 2020 The-Triton.com

Antigua Charter Yacht Show 27

28 Crew Health

The-Triton.com January 2020

Greens and beans – good luck, maybe; good health, definitely Take It In Carol Bareuther

Dried beans and greens are two foods with an age-old reputation for bringing good luck and prosperity in the new year. This status comes from beans’ resemblance in shape to coins and to greens’ color akin to paper bills. These hidden gems aren’t the trendiest of foods. After all, beans are one of the longest-cultivated plants in human history, dating back some 10,000-plus years. Greens, too, have been foraged and then grown in the Mediterranean and Asia since at least 2,000 B.C. Today, research shows both beans and greens are two incredibly nutrient dense foods. Plus, these affordable staples are very versatile and as such make healthful additions to meals in the year ahead. Unlike their highly perishable, green-colored counterpart, dried beans are those that are dehydrated and packaged into bags that can last weeks unrefrigerated. Examples are pinto, kidney, black, navy, white and lima beans. Nutritionally, beans are high in protein, but lack the fat and cholesterol of protein-based animal foods. What’s more, they are one of the few plant foods that contain the essential amino acid lysine. This makes dried beans a higher quality protein source than other plant foods. Dried beans are also rich sources of dietary fiber and complex carbohydrates, as well as micronutrients such as potassium, magnesium, folate, iron and zinc. According to a study published in 2013 in the journal Primary Care, eating a half cup of dried, cooked beans – pinto beans, in this case – daily for 8 weeks significantly decreased total and LDL (bad) cholesterol, thus lowering the risk of heart disease. Two of the biggest stumbling blocks for many people when it comes to eating more beans is the time it takes to cook them and the flatulence that can result after eating them. To the first point, either cook dried beans in a large batch and freeze in smaller portions for future recipes, or purchase canned beans and rinse to reduce excessive sodium. To the second point, soak beans in water for 8 to 12 hours – or overnight – before

cooking. Add a pinch of baking soda to the soaking water to reduce the risk of intestinal gas, as well as speed up the cooking time. Do drain off the soaking water and rinse the baking soda off the soaked beans prior to cooking. Watercress, Chinese cabbage, chard, beet greens, spinach, collards, turnip greens, mustard greens and kale are among the nutrient-dense “powerhouse fruits and vegetables,” according to research published in 2014 by the Centers for Disease Control in Atlanta, Georgia. These foods are low in calories and sodium, fat- and cholesterol-free, and abundant in dietary fiber, vitamins, minerals and plant-based nutrients, such as the carotenoids’ lutein and zeaxanthin. A sizable body of research accumulated by the Arlington, Virginia-headquartered American Institute for Cancer Research points to the carotenoids in dark green

PHOTO/DEAN BARNES

leafy vegetables as substances responsible for slowing or stopping breast, skin, lung and stomach cancer cells. Eating greens raw or minimally cooked does help to preserve nutrients. Yet, cooking greens offers advantages too. For example, research has shown that greens shrink when cooked, so eating cooked greens means you potentially eat more of them. Also, greens such as spinach have oxalic acid that can prevent the absorption of iron and calcium. Steaming can reduce this acid content. Try kidney beans and spinach in a salad, white beans and kale in a soup, or collards and pinto beans as a side dish. These are nutritious and delicious ways to enjoy beans and greens in the new year. Carol Bareuther is a registered dietitian and freelance health and nutrition writer. Comment at editor@the-triton.com.

January 2020 The-Triton.com

It’s annual checkup time for first-aid kits Sea Sick Keith Murray

bleeding heavily from a shark bite, how long would it take you to retrieve glasses, gloves and your trauma bag with bleeding-control supplies? What if someone were having an allergic reaction and couldn’t breathe? How long would it take you to grab your Epi-Pen? Or what if someone were overdosing on Opioids? How fast could you retrieve Narcan?

It’s that time of year again. Time to buy a new calendar, make New Year’s resolutions and go through your firstaid medical kit. The first step is to gather all of your Defibrillator medical equipment, first-aid kits, oxyHaving at least one AED on board is gen and automated external defibrilessential. Without an AED, the chances lator (AED). This includes any small of surviving sudden cardiac arrest kits on the tender, in the galley and in outside of a hospital are small – less the engine room. I suggest gathering than 5%. However, if the AED is applied as many crew members as possible for quickly, the victim’s odds increase to this exercise, especially those who are about 70-90%. Many of the boats I work new to the boat, as this is a very good with have two AEDs, one on the main learning experience. ship and the other on the tender. Often After everything is assembled, check the tender is where medical emergencies all kits for missing or expired items, opened packages or things that look out occur, and often the tender’s medical kit is overlooked. of place. If you are not sure If you have an AED, inwhat something is, ask. If spect it. Most manufacturers I suggest nobody knows what it does, recommend a monthly inyou may not need it. gathering as spection. If this has not been many crew Basic equipment happening, create a log book members Let’s start with the simple or use an AED inspection tag as possible things: medical exam gloves, to track inspections. for this eye protection such as safety AEDs have two major exercise, goggles, and a CPR mask. parts that must be replaced especially Gloves have a shelf life and periodically: the electrode should be replaced annupads and the battery. Most those who ally. They are inexpensive, at electrode pads have a twoare new to about $10 for a box of 50, so year life and the expiration the boat. when in doubt, throw them dates should be clearly out. Does the CPR mask look marked. The battery, once cracked, dirty, discolored or installed in the unit, has a life melted? If so, replace it. Again, this is span of 2-5 years. Write the installation an inexpensive item at about $20. Safety date on the battery or on a sticker on the glasses to protect your eyes from blood back of the AED as a reminder. Don’t splatter are also cheap at about $2-$8 wait until the AED is beeping. This is the per pair. For those who wear prescriplow-battery warning. Be proactive and tion lenses, make certain the safety order a new battery before this happens. glasses fit over the prescription lenses. Verify that you have a spare set of electrode pads, as well as pediatric elecMedications trodes if you have children on board. Next, look at each medication. Is Check to see if your AED has been it current? Is it organized? What is it updated to the new American Heart used for? If anything is expired, order Association guidelines. Check to see if replacements and dispose of the old your AED has been recalled or requires medication properly. Unsure what the a software update. medication is prescribed for? Check the How old is your AED? Look at the manual or USB drive that came with back; often there is a manufacture date. your medical kit. If your AED is more than 10 years old, you should consider replacing it. Many Organization of my customers trade in their AEDs This is where having an organized every 8 years. Remember, this is a lifemedical kit and quality CPR-AED-First saving medical device. Aid training comes into play. It is very AED recalls important to understand what medications you have, how to use them, where Several companies have issued recalls they are located and when they expire. on their AEDs. Your AED may have If I told you that a crew member was been affected and may require service. If

you are unsure, check with the manufacturer or email me the make, model and serial number, and I will check for you.

Medical oxygen Look at your medical oxygen. Is the tank full? When was the last time the oxygen tank itself was inspected? Oxygen tanks generally require hydro testing every five years and should only be filled with “medical” oxygen, which is highly filtered. Turn it on to make sure the regulator and tank function properly. What about the oxygen masks, nasal cannulas and tubing? Do you have both adult and pediatric masks? Are these in good condition? If they look old, warn or yellow, it’s time to replace them. Learn all about your oxygen equipment and practice using it when you have time, not during an emergency. Ask one of the crew to apply the mask to another crew and see if they know how to properly work the equipment. Please note: If you are using the oxygen for training purposes be certain to have it refilled immediately.

Bleeding control Much has changed in the treatment of bleeding over the past 20 years, including combat gauze, Pressure Dressing, hemostatic agents, packing the wound, chest seals and tourniquets. Does your kit have what you need?

Training Training for any and all emergencies is crucial. When my company teaches classes on board a boat, we talk to the captain and crew about various medical emergencies. We talk about locations that might present challenges when administering first aid. For example, someone is knocked unconscious in the bilge. How and where should we treat that person? A crew member goes into cardiac arrest in the crew quarters. Is there enough room to perform CPR or do we need to move them? During our courses, we also pull out the ship’s AED to inspect it and show the crew what to look for. If a medical kit is available, we also review what is in the kit and explain how things work. Be proactive. Asking questions is a good thing, and being prepared for emergencies is the key to saving lives. Have a safe and happy new year. 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.

Crew Health 29

30 Interior

The-Triton.com January 2020

Checklists help interior team stay on task for guest arrivals Stew Cues Alene Keenan

• Custom upholstery done by hand • Silks, leather, ultra-suede, etc. • Headliners, exterior cushions • Furniture, padded walls Fire retardant treatment to mgn 453

ronniescustomcarpetcleaning.com

At this time of year, season is in full swing. Yachts have moved into position, and you’ve probably already had at least one charter or boss trip. Now is a good time to regroup and think about where you can improve your team. The pre-arrival checklist is a good place to start. If you don’t already have a system in place, now is the time to start one. The day the guests arrive is stressful. Whether you’ve had a week to prepare or less than a day, certain things need to get done every time. A good system of checklists will keep you on point. Here are some things to think about. First things first. All rooms must be detailed and reset ahead of time with clean linens and towels. Restock refrigerators and snacks. Wipe out drawers and closets, organize hangers in the closet, and place luggage pads on the beds to protect the linens. Review preference sheets and finalize any last-minute provisioning, including fresh flowers and magazines. Finish last-minute fluff and buff, covering every little detail, checking for fingerprints, smudges and spots. Place fresh flower arrangements out, fill the candy dishes, arrange magazines on the coffee table in the salon, and prep for guest arrival cocktails or Champagne. Check with the chef about arrival snacks, meal plans and set up for service as needed. If guests are dining shortly after arrival, determine the menu and location of service, and be ready at the appropriate time. Establish guest arrival details, inform the crew, and determine what time to change into guest-on uniform. Discuss guest cabin arrangements. When they come down the dock, follow the welcome procedures you’ve established so that everyone knows where they should be and what to expect next. Take luggage to the cabins as soon as possible. While guests are enjoying their welcome drink, bags can be unpacked and then properly stowed. As the captain or first officer delivers the safety familiarization briefing, be sure guests understand where safety equipment is in their cabins and in guest common areas. If the boat will stay in position for a day or two, there is time to get organized once guests arrive, but if the

boat is getting underway shortly, it must be at least partially stowed. Begin full stowage procedures depending on the length of the trip and the sea conditions. If guest cabins are stowed, ensure guests have everything they need at hand for the trip, such as medications, sunglasses and reading materials. Offer sea sickness bands or medication as needed. This is “on charter” service now, following the daily and weekly schedules for guest preferences and the travel itinerary. Meal set-up and service, housekeeping and laundry procedures, and checklists adapt to the schedule day by day, whether the boat is traveling, at the dock or at anchor.

Whether you have had a week to prepare or less than a day, certain things need to get done every time. A good system of checklists will keep you on point. When the last day approaches, stews are organizing a plan to reset the boat to guest-readiness. As people prepare to depart, stews are helping with luggage, packing to-go snacks and beverages, checking around for forgotten items, and helping guests disembark safely. As soon as they depart, the boat is cleaned, detailed, restocked and prepared for the next round. Whether this is a mad rush or a time to regroup and restore the boat at a decent pace depends on the turnover time between guest arrivals. No matter how experienced the team is, there is nearly always a desire to get better. Well-designed checklists can always help to improve outcomes. Alene Keenan is former lead instructor of interior courses at Maritime Professional Training in Fort Lauderdale. She shares more than 20 years experience as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht,” available at yachtstewsolutions.com. Comment at editor@the-triton.com.

Interior 31

January 2020 The-Triton.com

Romance runs high in this rendezvous of wine and chocolate Crew’s Mess

BROWNIES WITH MERLOT GLAZE

Capt. John Wampler

Ingredients for brownies

It’s unclear exactly when chocolate came on the scene or who invented it. According to Hayes Lavis, cultural arts curator for the Smithsonian’s National Museum of the American Indian, Olmec pots and vessels from about 1500 B.C. were discovered in southern Mexico with traces of theobromine, a stimulant compound found in chocolate and tea. Chocolate was unknown to Europeans until the 16th century. Although Columbus encountered cacao on his fourth voyage to the New World, it wasn’t until after the conquest of the Aztecs by Cortez that chocolate was exported. When it comes to great discoveries, chocolate ranks high in my book. It has heart healthy properties and is said to be an aphrodisiac. Capt. John Wampler (yachtaide.com) has worked on yachts for over 30 years. His recipes are casual enough for anyone to prepare. Comment at editor@ the-triton.com.

1/4 cup merlot 2 eggs, room temperature 3/4 cup white sugar 4 ounces dark chocolate 1/2 cup butter, cut into pieces 1 teaspoon vanilla extract 1/4 cup cocoa powder 1/2 cup all-purpose flour 1/2 teaspoon sea salt

Ingredients for merlot glaze

Add eggs and whisk until smooth. Add sugar and vanilla, and whisk well. Add flour, salt and cocoa powder, and mix well. Next, pour batter into a 9-by-9-inch, tin foil-covered baking pan. Bake in oven for 25 minutes, or until an inserted toothpick comes out clean.

Preparation

To make the glaze while the brownies are baking, melt the butter and semi-sweet chocolate until smooth. Then whisk in the wine and set aside.

Preheat oven to 350 F. On the stovetop, in a small saucepan over medium heat, melt the chocolate and butter until smooth. Add wine and whisk until

After removing the brownies from the oven, let them cool. Then drizzle the glaze over the brownies and spread the topping using a rubber spatula. Enjoy.

2 tablespoons merlot 2 ounces semi-sweet chocolate 1 tablespoon unsalted butter

PHOTO/JOHN WAMPLER

fully incorporated, then remove from heat.

32 Interior

The-Triton.com January 2020

Chefs can stay at the top of their game with a little due diligence Culinary Waves Mary Beth Lawton Johnson

While in the galley this coming year, do your due diligence to keep yourself abreast of the changes in the food industry. This year, for example, you as a chef will encounter more plant-based options, making that vegan or vegetarian meal easier to prepare. It’s only when you get into more specified diet requirements within the

concept of plant-based that you really have to do your homework to find out which foods a specific guest can or cannot have. Due diligence ensures that a vegan or vegetarian guest who also follows a gluten-free or low-sodium diet, as well as a no-carbs guest, would not be served Beyond Beef, for example, which contains potato, arrowroot, corn and tapioca starch. While I am not knocking the meat alternative, I simply can’t use that product because it is full of starch and sodium, which someone on a specific heart-healthy or plant-based

diet maybe should avoid. We should also ensure that we, as chefs, are up-to-date on our inoculations and medical checkups. While we are busy taking care of others, it leaves very little time for us. When was the last time you had a tetanus shot? If you cut yourself with one of the knives, you need a tetanus shot. Do you know your cholesterol? How many times have you heard of a chef collapsing from exhaustion because they were dehydrated? Are you in an area prone to malaria, or are you working

with someone who you recently found out had hepatitis? All of these medical concerns should be addressed immediately while you are in dry dock or the yacht is hauled out for repairs. Do your due diligence in taking care of yourself. Do your due diligence in helping others on board. Maybe the chief stewardess needs your help, or the interior crew. Don’t just hang out in the galley and isolate yourself. If you have downtime, get out of the kitchen. Do your due diligence in being a better chef. Have you ever wanted to learn those chocolate techniques, or how to pull sugar for the decorations on board? What about learning to use the newest sous vide, or taking that pasta-making class you thought about? Now is the time to do those classes. Also, consider taking those classes online to improve your culinary education. The American Culinary Federation offers online classes that give you credit for chef certification. Whatever else you decide to do to better yourself this year, be sure to do your due diligence in making yourself a better crew member – and a better chef. 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@the-triton.com.

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January 2020 The-Triton.com

Rusty’s weekend market offers taste of Cairns’ eclectic nature Top Shelf Chef Tim MacDonald

If 50 years on the Haight-Ashbury were an ashtray in a jumble sale, Cairns would have bought it. Gateway to the Daintree Tropical rainforest and the Great Barrier Reef, the small town is steeped in a free and easy spirit longembraced by the hippy community. It’s dominated by loose, free-flowing Ganesh-imprinted clothing, leather sandals, frankincense, and more backpackers than a Greyhound bus station. Littered throughout the mix are Southeast Asians who arrived long ago to ply their trade, and the odd man out – the white Australian bushman. All positive observations when the end result is Rusty’s weekend market. The only other market that comes close in my book is the Seattle market. But I don’t think Seattle has the edge on Rusty’s.

PHOTOS/TIM MACDONALD

A weekend market in Cairns is a true multicultural feast for the senses.

Chinese, Malay, Viet, Indians and Thais trade side-by-side with the hippies selling all sorts of organic exotica. There’s no flying fish here, but the Southeast Asian element dominates. Raw bamboo root; black sapote tropical fruits; rare Southeast Asian greens and fragrant herbs, such as Vietnamese mint and Thai basil; artesian sourdough bakers wearing beads and sandals; the sole Italian cannoli seller; and the token German-meat-in-tubeform trader – all compete for the local and tourist dollar. It’s a tropical climate and the temperature is a brutal 32 C at mid-day – and that’s spring! There are too many choices to write about. A beautiful French girl has virtually stepped straight out of the Manon des Sources film set, and her Provincial blue eyes sell the macaroons before I’ve spotted them. The Viet Banh Mi baguettes, Aki Maki’s Hokkaido cream buns, Bazza’s local ginger beer, Bing Lee 7’s juice wagon ... The chocolate pudding fruit, or black sapote, is a natural choice. The soft cinnamon-spiced pulp mashed with orange zest/juice sits at perfect harmony under a baked chocolate mousse. You can neither invent the wheel nor will there be another Marco Pierre White. His chocolate tart recipe is the “Book of Matthew” in my bible. Tim MacDonald (timothymacdonald. weebly.com), 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.

BLACK SAPOTE CHOCOLATE TART Pastry ingredients

Method

1 teaspoon cinnamon 1 egg yolk beaten with water

Make the chocolate filling by melting the chocolate with milk and cream, then add the beaten eggs. Mix thoroughly.

2.5 cups soft flour Butter 1/4 cup fine caster sugar

Filling ingredients

500 grams best quality plain chocolate, broken into small pieces (plus extra for the chocolate curls, if making your own) 3 medium free-range eggs 200 milliliters milk 350 milliliters double cream Zest and juice of 2 oranges 1 teaspoon cinnamon Pulp of 4 super-ripe black sapotes

Pre-bake a rectangular shell with the pastry ingredients.

Keep the sapote pulp separate. Line the base of the shell with the ripe black pulp, then cover with the chocolate filling. Place into a pre-heated 160 C oven, and then immediately turn the oven off and bake the tart for about 25-30 minutes only. A larger, deeper tart would require 30-45 minutes.

Interior 33

34 News Yachts sold

M/Y Lilium, a 156-foot (47.5m) Bilgin launched in 2019, sold in an inhouse deal by IYC brokers Kevin Binnie and Léo Jordil. Asking price was €24.5 million.

M/Y Perla, above, a 132-foot (40.2m) Benetti launched in 2018, sold by IYC broker Frank Grzeszczak Jr., who represented the buyer, and Worth Avenue brokers Veronica Pizza and Kevin Ralph, who introduced the buyer. Asking price was $15.75 million.

BOATS / BROKERS S/Y Ghost, a 122-foot (37.3m) Vitters launched in 2005, sold by YPI broker Matt Albert, who brought the buyer, in collaboration with Emmanuel Pertuisot of Windward Islands Yachting and Travel. M/Y I Got This, a 112-foot (34m) Westport launched in 2007, sold by SYC broker Steve Sprigg, who represented the seller, and IYC broker Michael Rafferty, who brought the buyer. Asking price was just under $6.38 million. M/Y Rebeca, a 110-foot (33.5m) Horizon launched in 2012, sold by Merle Wood & Associates broker John Jacobi and Oscar Romano of Benetti Yachts, who represented the seller, and Reel Deal Yachts broker Marcos Morjain, who brought the buyer. Asking price was $5.95 million. Hull 722, a 102-foot (31m) new build Sanlorenzo Asymmetric scheduled for

delivery in April 2020, sold by Camper & Nicholsons broker Gaston LeesBuckley. M/Y Deep Devocean, a 92-foot (28m) Viking built in 2016, sold by HMY broker Dave Meyer, who represented the seller, and Denison broker Mike Burke, who brought the buyer. Asking price was just under $8 million.

M/Y Hera-C, above,an 85-foot (26m) semi-custom Cammenga launched in 1973, sold by Camper & Nicholsons in

The-Triton.com January 2020 an in-house deal by Richard Higgins, who represented the seller, and Marco Fodale, who brought the buyer. Asking price was €950,000.

New in the sales fleet

M/Y Lazy Z, a 170-foot (51.8m) Oceanco launched in 1997, listed with Merle Wood & Associates broker John Cohen for $15.4 million.

M/Y Ionian Princess, above, a 150foot (45.7m) Christensen launched in 2005, listed with IYC for $13.75 million. S/Y Lunar Mist (formerly Cinderella II), a 104-foot cutter-rigged sloop built by Windship Trident in 1992, co-listed with BGYB for €1.5 million.

M/Y A.B. Normal, above, a 98.8-foot (30m) expedition yacht built by Inace in 2006, listed with All Ocean Yachts broker John DeCaro for just under $6.9 million. A Custom Line 97-foot (29.5m) motor yacht launched by Ferretti in 2008, listed with Reel Deal broker Henry Schonthal for just under $3.2 million.

M/Y Encore V, above, an 86-foot (26.2m) Burger launched in 1986, listed with IYC broker Roy Sea for just under $1.1 million.

News in the charter fleet

M/Y Pure Bliss, a 144-foot (43.9m) Palmer Johnson launched in 1997, available for winter charter in the Caribbean through Camper & Nicholsons.

BOATS / BROKERS

January 2020 The-Triton.com

Boat Builder Awards honor eight winners Eight winners were named at the fifth edition of the IBI-METStrade Boat Builder Awards for Business Achievement, held in November at Amsterdam’s National Maritime Museum in association with Raymarine. The event received a record 82 nominations this year, according to a METStrade press release. “The Boat Builder Awards celebrates the achievements of the people and companies that build the boats that drive our industry,” said Ed Slack, International Boat Industry magazine editor and chairman of the Boat Builder Awards judges. “They also recognize the invaluable work of those that supply vital equipment and services.” The eight winners are: Retail Marketing Initiative: Riva, for Riva Lounges, Privées and Decks International Distributor or Dealer Development: Galeon, for its dedicated regional growth plans Collaborative Solution - boat builder and its supply chain partner: Marquis Yachts, working with Toyota Motor Corp. in the co-development of Lexus LY 650 Collaborative Solution- superyacht builder and its supply chain partner: Royal Huisman, working with Rondal, Comm&Sens and Gurit, on a loadsensing composite rudder Innovative On-board Design Solution: Benetti, for its Benetti FB272 propulsion system Innovation in a Production Process: Grand Banks, for its 8-axis mill Environmental Initiative: Spirit Yachts, for its manufacturing processes and yacht design Best Apprenticeship or Training Scheme: Princess Yachts, for its apprenticeship scheme and leadership pathway More than 350 guests in attendance also honored the lifetime achievement of Viking Yachts’ Robert T. Healey Sr.and William J. Healey, and applauded the “rising star” talents of Angela Pernsteiner from Dominator Yachts and Riviera Australia’s Kyle Davison.

Benetti’s FB703, Bacchanal, delivered

M/Y Bacchanal, a 154-foot (47m) Benetti custom yacht launched this summer, was delivered in November to its owner, a repeat customer from Mexico, according to a company press release. The 440GT boat (FB703) has a steel hull and aluminum superstructure with four decks, and is powered by two MTU 12V engines to a top speed of 15.8 knots. It has a range of 5,900 miles at 10 knots. Exterior lines were designed by Benetti, with interiors designed by ownerchosen architect Mauricio Gómez de Tuddo working in collaboration with the Benetti Interior Style Department. Six cabins, including the owner’s suite, accommodate 12 people, while there are five cabins to accommodate a crew of seven.

Denison welcomes Nick Duke to team

Nick Duke has recently joined Denison, where he will help to manage current charter yachts, as well as secure new yachts for the company’s fleet. After working as crew, Duke joined Burgess in 2014, beginning in its yacht management division Duke and later transitioning into charter management, according to a Denison press release. After his time at Burgess, Duke joined IYC, where he was responsible for charter yachts in the Med, Bahamas, Florida and New England. For more information, visit denisonyachting.com.

News 35

36 News

The-Triton.com January 2020

Owner fails to meet maintenance and cure obligations, court finds LAWSUIT, from Page 1 detailed list of expenses when he arrived home in Fort Lauderdale. After three weeks of convalescence, the captain did not allow the chef to return to the yacht or offer money to repatriate him. The chef told The Triton that he got by with help from his friends, who sent him money to cover his expenses and the cost of a flight home. Back at home in the United States, the chef sent the insurer an itemized list of his expenses in Cuba with attached receipts. He continued for several weeks to unsuccessfully seek coverage from the yacht’s insurance company. Eventually, the insurer advised the chef that it would not provide maintenance and

cure for his expenses once back home in the U.S., and the chef was never paid by the company. After repeated attempts to recover money from the insurance company and yacht, the chef filed a lawsuit. This year, the court calculated the chef’s maintenance and cure at more than $63,000, unearned wages at more than $10,000, and pain and suffering at more than $373,000. Damages totaled more than $747,000, and with prejudgement interest equaled just over $780,000, plus attorney fees. “After we threatened to arrest the yacht at the Fort Lauderdale boat show to satisfy the judgment, they agreed to pay $1.2 million to satisfy the judgment, including our attorney’s fees and costs,”

Clay M. Naughton, attorney and partner with Moore & Co. in Coral Gables, Florida, who represented the chef, told The Triton.

Crew rights paramount

There are several points that are important for yacht captains and crew to understand about both yacht and crew rights, according to Naughton. The judge’s decision was based on the yacht’s obligation to pay maintenance and cure, as well as unearned wages, until the crew member had reached maximum medical improvement, which is considered the point at which no further treatment can better the crew member’s condition. Maintenance

covers day-to-day living expenses and cure covers medical costs. The unearned wages are measured from the time of the incapacity until the end of the employment contract. And the law states that ambiguities are to be resolved in favor of the injured crew member. This law is taken seriously by the courts, Naughton said. “Crew are protected. Owners and captains should be aware of this. The penalties are severe.” The whole idea of mandatory maintenance and cure goes back to ancient maritime common law, and if crew are abandoned, the yacht will be held accountable, Naughton said. “Owners and captains, beware – treat sick crew correctly.” Typically, most yacht owners or their companies are aware of such laws and generally take care of their crew on board, Naughton said. “I think the point is that $4,000 can become $1.2 million,” Naughton said.

Clarify yachts requirements

Although the Marshall Island-flagged yacht did not require crew members to undergo pre-employment medical examinations, the yacht captain said he typically requested that crew present valid medical certificates. But when the Marshall Island flag state surveyor inspected crew documentation, he found that three of the five crew members – including the captain and chef – did not have valid medical certificates while the 100-foot yacht was in the Caribbean. Although it was not required on the yacht, the chef’s ENG-1, a medical certificate issued by a doctor approved by the Maritime and Coastguard Agency, was brought up in court as a medical record. The certificate had expired in 2012. When it was issued in 2010, the doctor had diagnosed the chef with an inguinal (groin) hernia and added two restrictions on the certificate: The chef could not lift more than 25 pounds and could not work more than 200 miles from the coast. Court documents state that the chef never experienced any symptoms from the hernia diagnosed in 2010 during his various yacht jobs since then. Both the doctor who issued the medical certificate and the chef’s primary care doctor said the original inguinal hernia was unrelated to the umbilical hernia that brought about the surgery in Cuba. The presence of one does not indicate the presence of the other, the doctors testified. The chef’s primary care doctor also testified that he had examined him two months before this job

January 2020 The-Triton.com began and there was no umbilical hernia at that time. Nevertheless, the yacht owner’s defense attorneys used a precedent known as the McCorpen defense, which states that if a crew member were to purposely conceal or fail to disclose a medical condition, the yacht owner would not have to pay maintenance and cure in the case of an incident. The yacht owner claimed to not be responsible because the chef did not disclose a pre-existing hernia condition that led to his injury while at sea. Court papers describe concealment as when “the shipowner requires a seaman to submit to a pre-hiring medical examination or interview and the seaman intentionally misrepresents or conceals material medical facts.” Nondisclosure occurs in cases where the “shipowner does not require a preemployment medical examination or interview.” In those cases, “the rule is that a seaman must disclose a past illness or injury only when in his own opinion the shipowner would consider it a matter of importance.” The court ruled that this case falls into the nondisclosure rather than concealment category, Naughton said. “There was no medical exam in this case, and the crew only needed, in his own subjective mind, to disclose if he thought it would affect his position,” Naughton said. “On the other hand, if you lie, then the court will hold you to a certain standard.”

Aim for prevention of incidents

The captain said he learned a few lessons. “I was not strong on documents and we didn’t follow the insurance properly,” he said. “We thought we had a strong defense.” What would have prevented this lawsuit? If the yacht had followed maritime law and paid for medical expenses in Cuba and helped while the chef was there, Naughton said. Under the law, the chef was also entitled to a daily stipend for room and board; for wages through the end of his contract or trip, whichever is longer; and to be repatriated to his home port or the port where he was picked up. As for the chef, he said he is proud of his 23-year career as a yacht chef and disappointed in the way he was treated. He would have preferred to avoid legal action. “Now my career is ruined,” he said. “Once you sue, you are done. I did not win.” Dorie Cox is editor of The Triton. Comments at editor@the-triton.com.

Career News 37

38 From the Bridge

The-Triton.com January 2020

Today’s fuel prices

Attendees of The Triton’s From the Bridge discussion for this issue are, back row from left, Capt. William Blackwell, freelance; Capt. Chris Harris of M/Y Andiamo; Capt. Les Annan of M/Y Axis; Capt. Jeff Varga of M/Y Essence Of Cayman; Capt. Brian Rowland of M/Y Horizons II; front row from left, Capt. Jack McKay of M/Y Harmony; Capt. Ned Stone; and Capt. Martin Secot.

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Dec. 15. Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 572/617 Savannah, Ga. 694/NA Caribbean St. Thomas, USVI 945/NA St. Maarten 821/NA Antigua 795/NA Valparaiso 853/NA North Atlantic Bermuda (Ireland Island) 667/NA Cape Verde 566/NA Azores 606/1,342 Canary Islands NA/893 Mediterranean Gibraltar 572/NA Barcelona, Spain 799/1,265 Palma de Mallorca, Spain NA/1,281 Antibes, France 1,414/1,693 Loano, Italy 817/1,730 San Remo, Italy 781/1,696 Naples, Italy 782/1,685 Venice, Italy 1010/1,783 Corfu, Greece 695/1,512 Piraeus, Greece 639/1,465 Istanbul, Turkey 750/1,210 Malta 801/1,471 Tunis, Tunisia 618/NA Bizerte, Tunisia 621/NA Oceania Auckland, New Zealand 746/NA Sydney, Australia 978/NA Fiji 653/NA Algiers, Algeria 570/NA Bejaia, Algeria 570/NA Saranda, Albania 585/NA

One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Dec. 15. 2018 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 546/583 Savannah, Ga. 625/NA Caribbean St. Thomas, USVI 844/NA St. Maarten 869/NA Antigua 850/NA Valparaiso 811/NA North Atlantic Bermuda (Ireland Island) 694/NA Cape Verde 641/NA Azores 719/1,411 Canary Islands NA/950 Mediterranean Gibraltar 621/NA Barcelona, Spain NA/1,182 Palma de Mallorca, Spain NA/1,229 Antibes, France 1,415/1,660 Loano, Italy 701/1,583 San Remo, Italy 687/1,572 Naples, Italy 751/1,607 Venice, Italy 730/1,974 Corfu, Greece 648/1,513 Piraeus, Greece 619/1,456 Istanbul, Turkey 823/1250 Malta 954/1,422 Tunis, Tunisia 656/NA Bizerte, Tunisia 659/NA Oceania Auckland, New Zealand 905/NA Sydney, Australia 750/1277 Fiji 794/NA Algiers, Algeria 540/NA Saranda, Albania 575/NA

*When available according to local customs.

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

PHOTO/DORIE COX

Captains suggest destinations, but go where told BRIDGE, from Page 1 hesitated as practicality and feasibility clouded their view. “I like St. Barts, but others don’t,” a captain said. “I’d go to the Bahamas to see friends or to spend money in the areas where they need help,” a captain said of postHurricane Dorian Bahamas. When pressed for their dream destination, they reached deeper. “The Bay Island of Honduras and Roatan, because I haven’t done that.” “The South Pacific. I’ve never been, but the pictures look amazing.” “Alaska.” Many wanted to go back to places where they had lived or previously visited. “The South Pacific pictures are beautiful, but Cayman is my heartbeat, and it gets overshadowed,” a captain said. “The Galapagos,” another captain said. “I lived there. I’d go there again if I could.” “I love New England and Maine. I like variety,” a final captain said. Have the captains tried to get the owners to untie dock lines for new destinations? Yes, but with little success. First, they blamed the kinds of owners who don’t use their boats much for travel. “Some owners don’t like boating,” a captain said. “They buy it because it’s a status symbol or because their tax

bracket says they should.” “Lots of them use the yacht as the actual destination, as a floating condo,” another captain said. “We’ve all done that,” a third captain said. “A floatel. Or for corporate usage, the owner’s entertaining business clients.” One yacht owner who really likes to travel would like to do an off-the-beaten-path sort of trip, but has not been able to allot time, a captain said. For the owners who do travel, why don’t they take the captains’ recommendations? “You can try, but he’s going to dictate what happens,” a captain said. “A lot of owners go with what they know.” One captain recalled inviting the owner to join the boat delivery on a perfect day at sea, headed to a terrific destination. The owner took an airplane to meet the boat instead. “I’ve tried to help him love the boat,” the captain said. “It would have been a beautiful cruise.” Across the table, a captain told a similar tale of an owner who had only used the boat a small number of times. “I’ve had some owners just want silver service while sitting at the dock,” another captain said. “But I worked for one that loved to fish. That’s all we did.” A captain recalled that he has tried to help owners enjoy their time on board and not feel the stress they may feel in their working lives. “I’ve had a few owners I’ve had to

remind that we’re in the pleasure boat business,” he said. “They would come on board and pout about this and that.” Mostly veterans with decades of experience in the industry, some of this group admitted that their dreams of travel have changed over their careers. “My favorite place to get paid is tied to a dock,” a captain said. “But if you asked me 30 years ago, it would be completely different from these days – probably the South Pacific.” “Without a doubt I would say each of us got into this for the love of travel and to see new places,” another captain said. “But as we get older, it would be nicer to be tied to a dock.” He hesitated before saying that he would deny watching Bravo’s “Below Deck” show, but had “accidentally” seen some episodes, and admitted, “I would be anchored next to you in Southeast Asia. It makes it look quite enticing.” A longtime sailor countered, “I don’t like to be at the dock, period. But I’ve worked with people who now have a wife and kids and want to be made fast to the dock. It’s a lot easier at the dock for everybody – the chefs, the engineers, the guests.” Yachting is not about the captain’s dream, one captain said. A large part of the job is to do what the owners want, and to deliver perfect trips. “Operationally, my responsibility is to work with the owners to what the itinerary will be,” a captain said. “They

From the Bridge 39

January 2020 The-Triton.com use the boat for their enjoyment. Setting up the itinerary is what I do for them – short boat rides, swimming, anchoring, shopping, parties. They leave it up to me to figure out what would make them the happiest.” So when the boat is in great shape, fully provisioned, crew at their best, and the owner is sitting inside on his phone, we asked how these captains feel. “If he’s smiling, it doesn’t matter,” a captain answered. “As long as he’s happy. I’ve encouraged him and try to take him out on his sport fish – we have the best of the best,” another captain said. “But he has an office on board. He said, ‘Call me on the radio when you catch a fish.’ ” He said he tried to persuade the owner: “ ‘Look, you’ve got to come out and enjoy the boat.’ But no, he’s going to do what he wants to do.” Another captain commiserated that he has tried to get the yacht to leave the dock. “I had to justify my own existence in my head. I mean, why am I sitting here? But I figured if I keep the owner happy, he would keep his thousands of employees happy, so I was doing the world some good.” This group has traveled extensively with yachts, even though the conversation implied otherwise. So we aimed to spark memories. Every destination was once a new place, and most of the group said they love to go to new destinations. “I think finding new things is part of what owners hope captains will do,” a captain said. “But as captains, we really have to know that owner. You have to find these places and learn how to handle things if they want to go.” “I enjoy new places but they do add stress. You don’t know what you don’t know,” a captain said.

“First of all, what language are you going to speak? You need local knowledge,” another captain said. “I talk to dockmasters and use Google Earth to see the dock,” a third captain said. “Talk to captains who have been there, call marinas and dockmasters. If you’re not comfortable, get someone who can come out and meet you,” another captain said. “That judgment is what we are paid for. It is all based on our knowledge and experience – to say ‘no’ or to say ‘I need help.’ ” Most owners don’t have time for the exploration. “If we’re going to a new place, I ask buddies and then the net goes out,” a captain said. “There are Facebook groups, you can feel it out. It’s kind of like hiring crew, you feel it. You find out through your network. It’s like electronics, you can’t rely on one piece of equipment.” There was agreement that the best planning for a new destination is to visit ahead of time. “I had an owner that flew me and the mate for two or three days to find out the best things to do there,” a captain said. “You’ve got to go if it’s a big one,” another captain agreed. “I go and check it out. I have to figure it out as best as possible. It depends on the scale of the trip and if they see the value of me going.” “The owner looks to me for advice, and I can’t just say, ‘Oh, look at this magazine,’ ” one captain said. “I have to find out the information myself, and always, always we have to have a Plan B.” We asked if they take the yacht owner on that first visit to a new place. “You try not to,” a captain said to big

laughs around the table. As we wrapped up the conversation, captains said it is not just them, but owners, too, who have unfulfilled dreams. “Talk is cheap,” a captain said. “The owner’s talked about a round-the-world trip forever. As to whether he does it or not, he wants to, but it’s crazy expensive.” They do have dreams, another captain said of an owner who also dreams of sailing around the world. The wave of enthusiasm in this conversation ebbed and flowed, the excitement of imagining dream destinations was often anchored in reality. But the captains ended on a positive note. “You mean, can I wait to get to Asia?” said a captain who enjoys the owner’s regular cruising route. “No, no, I’m happy. It’s in the little things.” He told of historical finds and gorgeous islands. “You find yourself in these places and that’s because of our jobs. That’s the reward of it. I really enjoy that part of our business. You get surprised. Nice things happen.” But as he continued, he said he still tries for a new spot. The yacht recently had a cancellation from guests. “What are you going to do? Plug back into the dock?” he said. “No, you are going to make use of it.” He and the crew tossed the lines, without the owner, and set off for a new destination. “You’re going to tell him you found these great islands,” the captain said. “Whether he goes or not is up to him, but he looks to me to advise him, ‘Boss, you’ve got to see this place.’ ” Dorie Cox is editor of The Triton. Comment at editor@the-triton.com.

40 Triton CareerNetworking Kick off the new decade with a focus on building your network of colleagues by attending Triton Networking on the third Wednesday in January. Culinary Convenience, the one-stop supply and equipment store for chefs and chief stews, is once again our gracious and festive host for the event. Come help store owners Aaron and Michaels Limor Michaels celebrate 17 years in business: 6-8 p.m. on Jan. 15 at 2212 S. Andrews Ave., Fort Lauderdale (33316). Until then, learn a little more about Culinary Convenience from Aaron Michaels.

CULINARY CONVENIENCE We offer knife sharpening, chef supQ. Tell us about Culinary Conveplies and uniforms, chief stew supplies nience. What do you do? and galley equipment. Ninety-five Culinary Convenience is a profespercent of the people who come into our sional, high-end chef and chief stew store are in the yachting industry, so supply company. We carry galley we stock it with equipment and equipment (American and supplies that feature what’s European voltages available), new in the industry. I focus smallwares, top quality Next knives, chef uniforms and Triton Event my energy bringing in products that are cool, good and shoes, knife sharpening Jan. 15 functional that will make a service, china, glass and 6-8 pm chef’s life easier. silverware. The concept started as Q. Last year, you had redea mobile toy store for chefs. signed the store to make room for I would show up in the back of a galley and offer classes. How is that restaurant and hotel kitchens and offer going? them all types of smallwares, cutlery, Really well. There’s a lot of need for apparel and knife sharpening. Now we these kinds of classes. We’re responding focus on this incredible yacht industry. to what crew are asking for. The classQ. So what do you offer yacht chefs? room sits about eight, so we can give a

The-Triton.com January 2020 really personal touch and hone in on our niche. Q. Have you made any changes to your inventory? We’ve got more products from Europe than ever before. We did a lot of traveling this year and attended some trade shows in Germany and Holland. I’m listening to what our customers are saying. Everything we do is dictated by the chef, the stew, or the food and beverage director. Those are my customers and those are the people we’re here to serve. Q. What about those non-perishable items you added last year, the oils and spices? How are those doing? They are moving well. It goes back to us focusing on the niche we’ve created. Our niche is having the cool, chefdriven and service-driven items, the hard-to-get items that no one else has. Of course, we have all the stuff everyone uses, but we want to be the place they come to for stuff they can’t get anywhere else. Q. With online shopping these days, chefs can order anything then need online. Why should they come to you? When you make a purchase online, there is no one who will help you if something is wrong. Here at Culinary Convenience, customer service is our No. 1 priority. We are all in the hospitality industry in one capacity or another, so we understand the needs and demands our clients face. Q. So congrats on being in business for 17 years. We’re learning what our customers want. Q. It sounds like you just opened. Look, as a business owner, you’re always listening to your customers and finding ways to give people what they want. A lot of businesses close because they don’t identify trends. Our mission is to give the best service to our clients and make them feel like family. They get an experience when they come in the door. Captains, crew and industry professionals are invited to join Triton Networking with Culinary Convenience on Jan. 15 from 6-8 p.m. at 2212 S. Andrews Ave., Fort Lauderdale (33316). No RSVP required. Just bring a smile and a few business cards. You never know who you might meet at Triton Networking. For details about the store, visit www. culinary-convenience.com or call 954525-0011.

PICK OF THE MONTH Jan 14-17 Caribbean CrewFest Yacht Haven Grande, St. Thomas

Jan. 22-26 New York Boat Show. nyboatshow.com

Jan. 23-26 Baltimore Boat Show, Baltimore. BaltimoreBoatShow.com

Professional development classes for crew, organized by Acrew. www.acrew.com

Feb. 5 Triton Networking with The Yacht Group (the first Wednesday of every month from 6-8 p.m.) No RSVP required. the-triton.com

Jan. 1 No Triton Networking on this first Wednesday of the month due to seasonal holidays. Join us on Jan. 15 with Culinary Convenience. www.thetriton.com

Feb. 6 The Triton From the Bridge captains luncheon, Fort Lauderdale.Yacht captains only. Request an invite from Editor Dorie Cox at dorie@the-triton. com or 954-525-0029.

Jan. 9 The Triton From the Bridge captains luncheon, Fort Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@ the-triton.com or 954-525-0029. Space is limited. Jan 9-12 64th annual Los Angeles Boat Show. LosAngelesBoatShow.com

Jan. 9-12 5th annual Thailand Yacht Show. ThailandYachtShow.com Jan. 9-19 Florida Keys Uncorked Food and Wine Festival, Key Largo and Islamorada, Florida Keys. floridakeysuncorked.com Jan. 14-16 International Marina and

Boatyard Conference, Fort Lauderdale. For marina and boatyard owners, operators and managers, dock masters, harbormasters, boat builders and repairers, and industry consultants. Networking receptions, trips to marinas and more. www.marinaassociation.org/imbc

Jan. 15 Triton Networking (the third Wednesday of most months from 6-8 p.m.), this time with chef supply and equipment store Culinary Convenience in Fort Lauderdale. Join us for casual networking, no RSVP required. Until then, read more about the brand and company behind it on page 40. www.the-triton.com Jan. 18-26 Boot Dusseldorf, Germany. www.boat-duesseldorf.com;

Jan. 21 European Superyacht Forum held during Boot Dusseldorf to discuss topics related to building, design, law and trends. quaynote.com Jan. 22-25 45th annual Fort Lauderdale to Key West Race, Fla. This 160-mile ocean race has traditionally run before Key West race week, which no longer runs. www.keywestrace.org

Events 41

CALENDAR

January 2020 The-Triton.com

Feb. 19 Triton Networking (the third

Wednesday of most months from 6-8 p.m.) with Lewis Marine Supply in Fort Lauderdale. Join us for casual networking, no RSVP required. the-triton.com

March 10-14 Dubai International Boat Show, Dubai Harbour. www.boatshowdubai.com March 12 Improving Crew Retention,

Antibes. A one-day conference to consider the rules, regulations, trends and benefits that keep good crew. quaynote.com

MAKING PLANS Feb. 13-17 Miami Yacht Show

The 32nd edition of the megayacht part of Miamiâ&#x20AC;&#x2122;s two boat shows (not to be confused with the Miami International Boat Show) returns to downtown Miami on Biscayne Bay between the Venetian and MacArthur causeways.miamiyachtshow. com.The Miami International Boat Show is also held this weekend on Virginia Key and focuses on smaller boats. www.miamiboatshow.com

42 Write to Be Heard

FROM OUR READERS

The-Triton.com January 2020

National Oceanic and Atmospheric Administration’s Office of Coast Survey announced plans to change the database and format from which traditional paper nautical charts, above, are made.

Paper charts not going away; but source will change By John Mann On Nov. 8, the National Oceanic and Atmospheric Administration’s Office of Coast Survey announced plans to change the database and format from which traditional paper nautical charts for the U.S. are printed. Unfortunately, the announcement was misinterpreted and broadly reported that over the next five years, paper charts would be phased out and no longer available. Not true. Rest assured, paper charts will continue to be available through the online NOAA Custom Chart application or thirdparty providers such as Bluewater Books and Charts. NOAA is in the midst of a multi-year program to improve Electronic Navigation Chart (ENC) coverage and will ultimately stop supporting the raster chart database from which its more than 1,000 paper charts of U.S. waters are derived. The ENCs are a vector format that allows multiple layers of data to source information; the raster data is only two-dimensional. So paper charts created from ENC-sourced data are more robust, have more information, and are simply better. Think about it as new technology being employed to ultimate-

ly provide improved paper charts. So NOAA is reaching out to chart users and companies that provide products and services based on the raster data to figure out how best to phase them out – not phasing paper charts out completely, just this format from which paper charts are made. NOAA wants input from mariners to help it choose the layers of ENC information that will be applied to paper charts moving forward. And it wants to be sure the move from raster data does not occur until the new ENCderived process is proven. To that end, NOAA is seeking comments to be made by Feb. 1 and submitted via NOAA’s Assist feedback tool at nauticalcharts.noaa.gov/customer-service/assist, or by mail to: NOAA (NCS2) , ATTN. Sunset of Raster Charts, 1315 East-West Highway, Silver Spring, MD 20910-3282. A Federal Register Notice soliciting comments has also been released. I encourage all mariners who so passionately hold fast to paper charts to help us make them the best they can be. John Mann is president of Fort Lauderdale-based Bluewater Books and Charts, a provider of digital and paper charts for worldwide cruising. Comments are welcome at editor@thetriton.com.

FROM OUR READERS

January 2020 The-Triton.com

Eager to learn cause of crash Good of Triton staff to put this out there [“Malfunction sends yacht off course,” posted Nov. 26]. These things happen, and it’s good to see an opportunity to explore and learn from the scenarios. Beez Evans via Facebook I’m glad everyone was safe, and Capt. Collins availed himself to provide a partial explanation of what happened. But I find this explanation somewhat disappointing because it falls short on the description of what actually failed. Was it a bad connector, poor wiring practice, circuit card failure, actuator failure? Was there the ability to take local manual control of at least one of the propulsion systems? Having been on a 188-foot fly-bywire boat that lost control in a channel and ultimately grounded in 1994, I feel the captain’s pain. Philip Johnson via Facebook I had a couple sets of KaMeWa go

Write to Be Heard 43

CREW EYE

crazy on me. Good thing a quick mate and a great toss took out a pole instead of cutting a yacht in half. S*** happens with fly-by-wire. Christopher Milark via Facebook Thanks Capt. Collins for getting this out there and stopping the usual speculation that follows any incident like this. Glad your crew were up to the task and no one was injured. Mark Russell via Facebook I really appreciate this feature. Accidents happen, electronics fail, things fall apart. This underlines the need for training and drills. WCGWWGW (what can go wrong will go wrong). Eric Hollman via Facebook Good article, no room for outside speculation and rumors. Beau Santigua via Facebook

PHOTO/DORIE COX

tudents from several countries attended a three-day silver service course with American Yacht Institute in November. Several currently work on estates and aim to transition to yachts, according to AYI director Kristen Cavallini-Soothill. Studies included a variety of practicals, including guest services and cocktail settings.

What is your crew up to? Share updates and photos via editor@the-triton.com.

‘Bad decision’ for NOAA to do away with vital paper charts EDITOR’S NOTE: The online version of our story announcing NOAA’s request for comments about how to transition between data sources for paper charts was met with swift resistance from mariners who interpreted the move as a way to phase out paper charts altogether. Paper charts will not be excluded onboard (see column on previous page).

Paper charts can save a life

Regarding your news about paper charts [“NOAA seeks public input on end of paper charts”, December issue], they are an essential backup. You can lose power, break the chartplotter and even have a “technical error,” but the paper still works. Paper charts could well save someone’s life – they are that important. I have had GPS failure but had backup charts. And they give a granularity you may not get on a chartplotter (if you are in a gross mode). Also, it’s what you grab as you abandon ship because in the life raft there are seldom power outlets or extra batteries. Alan Bingham Longtime sailing yacht owner

Electronics don’t always work

As a strong advocate of safety at sea, paper charts are more than just the fallback of failed electronics, they are still the "go-to" of navigation. Yes, we are in the digital age, but like everything else, electronic navigation is a double-edged sword – great when all things are working and a disaster if

electronics are not working. Electronic navigation is just another tool, not to replace all the tried-and-true tools prudent boaters are accustomed to. Not every experienced boater is an electronic whiz kid. And even if he/she were well acquainted with the precise workings of electronic navigation, “stuff” happens. What happens to the offshore sailor 600 miles out on a passage to the Caribbean when the electronics go down or the ship’s alternator fails, killing the batteries? Now, where are those paper charts I wish I had? It would be a bad decision to remove paper charts and a decision that would impair many from completing a safe passage, whether it’s a long ocean passage or a 10-mile cruise close to shore. Ed Stott Safety at Sea Chairman Marion Bermuda Race

Loss of paper charts puts us all at risk

All prudent mariners know the importance of having up-to-date paper charts on board. By eliminating paper charts, it puts the boating public at risk. Electronic charting is vulnerable to hacking and atmospheric interference, as referenced in NOAA’s article Space Weather and GPS Systems as well as simple human misinterpretation of what is being presented on electronic charts. It would be a tremendous error to eliminate paper charts. Capt. Mark Bologna Safety department manager, Landfall Stamford, Connecticut

GPS never as secure as paper

This is a very bad idea. It contravenes the Col Regs: “Vessels will plot their position by all available means.” Electronics and electricity is not a constant given on at least recreational boats, and likely some fishing boats. From the GPS.gov website: “How vulnerable is GPS to malicious jamming? Could a terrorist with a GPS jammer cause airplanes to crash? “Like all radio-based services, GPS is subject to interference from both natural and human-made sources. A GPS unit can lose reception in the presence of devices designed for intentional radio jamming. Solar flares can also disrupt GPS equipment. For this reason, the U.S. government strongly encourages all GPS users to maintain backup/alternative positioning, navigation, and timing capabilities. In addition, the government is currently fielding new GPS signals that are more resistant to interference.” And: “Commercial aircraft that use GPS are required to maintain alternative means of navigation. If intentional jamming were directed against aircraft, the pilots would revert to other sensors and ground-based navigation aids. Air traffic control would continue to provide surveillance services and ensure aircraft separation.” Paper charts are a basic form of position finding for mariners, and no amount of electronic gizmos will ever change that. Joe Cooper Long-distance sailor, builder, consultant via the-triton.com

44 Where in the World

TRITON SPOTTER

The-Triton.com January 2020

First Officer Alice Darley joined her sister and family on a camper van road trip in Western Australia this fall. Darley’s niece, Isla Rose Cushley, posed with The Triton at Monkey Mia, a popular tourist destination in Denham in the Shark Bay Marine Park.

Yacht crew: Use your device to read online at The-Triton.com or pack a paper then share where you take your Triton. Send your eye-catching photo to editor@the-triton.com for possible future publication.

Nautical news spread to a group of realtors from Keller Williams Realty in Gwinnett County, Georgia, in December. The group, led by Triton Editor Dorie Cox’s sister Dina Cox, far left, posed with their parade float while waiting for the Lilburn Christmas Parade to start in December.

The Triton makes it to remote areas, including Cochamo Valley in Chile in Northern Patagonia. Tim Morley of Morley Yachts in Monaco visits with South American Super Yacht Support’s Carlos Miquel, regional director, and Capt. Tomas Miranda, general manager.

January 2020 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 January 2020

January 2020 The-Triton.com

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

Business cards 47

48 Business cards

Search hundreds of companies in the Triton Directory.

The-Triton.com January 2020

January 2020 The-Triton.com

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

Business cards 49

50 Business cards

Search hundreds of companies in the Triton Directory. Calm

Sudukos

The-Triton.com January 2020

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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Company Page

Admiral Yacht Canvas and Upholstery 35 Alexseal Yacht Coatings 4 Amerijet International 14 Antibes Yachtwear 37 ARW Maritime 34 Baglietto 36 Beers Group 23 Bellingham Marine (Stock Island Marina Village Key West) 8 Bellissima Fine Art Service 36 BOW Boat Owners Warehouse 7 Bradford Marine 6 Brownie’s Yacht Diver 17 Business card advertisers 45-50 C2 Shore 14 C&N Yacht Refinishing 31 Cable Marine 2 Crown Wine and Spirits 20 Culinary Convenience 37 Diesel Services of America 18 Estela Shipping 44 GMT Global Marine Travel 41 Gran Peninsula Yacht Center 40 HMC Handcraft Mattress Company 28 ITS Interior Technology Services 17

Lauderdale Propeller 15 Lewis Marine Supply 33 Lifeline Inflatables/Zodiac of Fort Lauderdale 18 Maptech 16 Marina Mile Yachting Center 24 Maritime Marine 34 Matthew’s Marine A/C 33 MPT Maritime Professional Training 52 National Marine Suppliers 15 Neptune Group 44 Palladium Technologies 19 Parker Yacht 24 Perry & Neblett 39 Peters & May Marine 40 Professional Tank Cleaning 22, 33 Pyrate Radio 21 River Supply River Services 29 Romora Bay Resort and Marina 42 Ronnie’s Custom Carpet Cleaning 30 Rossmare International Bunkering 24 Royale Palm Yacht Basin 21 17th Street Yacht Basin 11 Sailorman 23 Savannah Yacht Refinishing 29

Seafarer Marine Sea Salt Fish Market Sea School Sirocco Marine / Brig Inflatables Smart Move Accomodations Staniel Cay Yacht Club Watermakers, Inc. Makers Air The Yacht Group Thomas Marine Trac Ecological Green Products Universal Marine Center HTEC Group Moe’s Fiberglass & Refinish Ninja Marine Electric Seaway Marine Services TQY LLC Ward’s Marine Electric Westrec Marinas Yacht Haven Park and Marina Yacht Entertainment Systems Yacht Equipment and Parts Yacht Management Zeno Mattress

39 28 44 5 35 51 51 51 3 30 16 26-27 27 26 26 27 26 42 9 37 28 10 32 23

January 2020 The-Triton.com