Triton April 2015 Vol.12, No.1

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April 2015 Join Triton networking on April 1 (see page A5) and the Triton Expo on April 15 (see below).

C2,3 Crew in the news Engineer dies; deckhand, stew add author to resume. A6, B1,9

Recognizing the work Owner juggles using his yacht, giving crew time off. A3

Take a jump across Pacific Tips for trip from Panama to the South Pacific.

B10

C1

Forget the tip; captains just want owner to be happy

WORTH THE WAIT

Still a job for craftsmen, prop repair takes time

By Dorie Cox Salvador Mejia maneuvers a 600pound yacht propeller onto a stand using a hydraulic lift. He hoists a 20-pound hammer over his head and strikes one of the blades. Mejia, a propulsion reconditioner at Frank & Jimmie’s Propeller in Ft. Lauderdale has decades of experience. He can see and feel the smallest of dents with his hands.

Even so, this part of the repair that requires a hammer may take him an hour or an entire day.

Yacht captains understand that myriad things can whack a prop out of balance, said Brandon Cooney of Lauderdale Propeller Service. Electrolysis, cavitation, a bottom bump, even driving over a submerged log or coconut can cause vibrations, fuel inefficiency and mechanical issues.

“Just five one thousandths (.005) can make a prop out of balance,” Cooney said as he pointed to rows of new, slightly bent and mangled propellers during a walk through the shop in Ft. Lauderdale.

Untangle ties that bind Close quarters call for clear definition of relationships.

PITCH PERFECT: Salvador Mejia measures and marks damaged areas for a propeller repair at Frank & Jimmie’s Propeller in Ft. Lauderdale last PHOTO/ DORIE COX month.

But captains may not realize just what goes into making that prop turn smoothly again.

“We understand the need for a quick turn around, but it can be a tedious process,” Cooney said.

“We do old-fashioned blacksmith work here.”

It takes a craftsman to repair a propeller, agreed Jimmie Harrison of Frank & Jimmie’s, and that’s why it takes anywhere from two days to two weeks for the entire process.

“It’s a misconception that the computer fixes the prop,” Harrison said. “It doesn’t.

It measures the prop.”

The process of fixing an imperfect prop begins by taking it off, either in-water or during a haul-out.

Commercial Diver Services in

Ft. Lauderdale dives to remove damaged props, and owner Geno Gargiulo takes many emergency calls, including a recent one from a yacht more than 40m in length in the Bahamas that was preparing for an owner’s party. Surprisingly, it took three days to remove the damaged prop. (The topic of removal and installation are extensive enough for another article.)

Back to the prop shop for the repair: first anti-fouling coating is removed. Since megayacht props are usually made of bronze or nibral (a nickel, bronze, aluminum alloy) they weigh hundreds of pounds and take the repair crew some effort to move with hydraulics and forklifts.

The real repair begins when the prop is placed on a computer stand

See PROPS, page A12

Join this month’s Triton Expo to make connections Every April, The Triton gets a year older and, hopefully, wiser. We like to take this time to celebrate our anniversary (this month begins our 12th year publishing The Triton) and celebrate with our yachting family and friends.

And the best way to do that is with the Triton Expo, a low-key trade show for the professionals who earn their livings running and caring for other people’s yachts.

Captains, crew, and industry are welcome to join us for great networking, some tasty treats and adult beverages.

About 40 vendors will be scattered around the Expo on April 15 (the third Wednesday of the month), ready to discuss their particular products and services for those who might need them (or even if you don’t, it’s always good to make a new contact because you never

See EXPO, page A4

Captains and crew keep busy on a yacht.

There’s always one more thing that needs maintenance, needs replacing, needs polishing. It’s not just busy work. There’s a method to their madness.

“Every time you change a bilge pump, that’s in the back of your mind – do I need to replace that before he gets here? – so that when he [the owner] comes From the Bridge on board, everything Lucy Chabot Reed works,” a captain said when asked how much of his job is concerned with the owner’s or guests’ enjoyment.

“It’s 100 percent of my job,” another said.

The captains gathered for our monthly roundtable discussion spanned the spectrum of charter and private (and that cloudy bit in between), new and veteran, large boats and smaller. Their thoughts about owner and guest enjoyment, however, were remarkably in line.

“The concierge part of what we do is endless,” one captain said. “It’s 100 percent of

See BRIDGE, page A14

TRITON SURVEY

How detailed do you require an invoice?

Not very 10% Extremely 19%

Pretty detailed 71%

– Story, C1

A April 2015

WHAT’S INSIDE

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Are you happy Gilmore?

Bad fashion, good cause. Read more on A10. PHOTO/MIKE PRICE

Advertiser directory C15 Boats / Brokers B5 Business Cards C13-15 Business Briefs B8 Calendar B14 Captain’s Lunch A1 Columns: Yacht Careers A16 Crew Eye A19 From the Engine Room B2 Health A11 In the Galley: Crew Mess C7 Culinary Waves C5 Top Shelf C6 Interior C1 Leadership A17 Motoring B3

Nutrition C4 Onboard Emergencies B4 Owner’s View A3 Rules of the Road B1 Training B6 Crew News A6,B1,9 Cruising Grounds B10 Fuel prices B5 Marinas / Shipyards B7 Networking QA A1,5 Networking photos C2,3 News A6 Technology A1 Technology Briefs B12 Triton Spotter B15 Triton Survey C1 Write to Be Heard A18-19

T h e Tr i t o n : M e g ay a c h t n e w s fo r c a p t a i n s a n d c r e w

The Triton

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OWNER’S VIEW: Crew time off

April 2015 A

Yacht runs full speed into turn-around, guests, crew schedules I am on a flight returning from a week on my boat in an unnamed island group in the Caribbean. (Un-named only because I am writing a scathing story about why I will never return there. Another story for another time.)

As always, my family and I had a great time and learned more about crew/owner Owner’s View relations. No one Peter Herm will ever accuse our boat of being a dock queen, but a boat in motion creates crew challenges.

We have been running our unchartered boat hard. Over the last 120 days, guests have been on board for 62 nights and more than 3,000 miles cruised. The three owners have been eager to use the boat whenever possible.

This is a good sign. But with partners new to yacht ownership, there is a learning curve as to what is acceptable usage vs. appropriate crew time off.

My views are apparently outdated, reaching back many years ago to the time we went from Maine to Alaska

and back with seven crew and the months, I asked the captain: “What generators ran non-stop for 18 months. would be an acceptable guest time While staring into blue skies and on board over a normal year?” His waters this week, the captain and I response was quick and concise: “two discussed our cruising plans for the weeks per month.” next nine months. The captain made a I pointed out that may come as 12 prescient comment, weeks in a row which I appreciated. (with 72 hours “You are the between use?) and As an owner, I look boss and we are then zero weeks at any time in tropical here to serve you. of usage for three But remember, we months. He smiled, paradise as heaven are a tool for your then grumbled; and forget that for enjoyment. Like there was not a crew it is work! any tool, we need definitive answer. maintenance and Our conversation time off. was cut short by the “We missed Christmas banging into mate and a mahi, but we will continue 15-foot head seas going to Grenada and when I see him further north in a New Year’s was 12 guests followed by couple of weeks. another week of eight kids demanding This delicate balance is critical to JetSkis. We love our jobs … but we need low crew turnover, which ultimately a break; a little time off is due.“ creates happy guests. The challenge Sometimes I forget that pre-guest we have is that my partners are loving arrival and post-guest departure is boating. We fill every open slot with lots of work for the crew. I also do not usage, taking the captain’s “give me 48 fully grasp the mental and emotional hours between cruises, please” literally. cost of five or six people living in close (This is all actually a good thing for proximity who need time apart and off the industry, as I predicted when we their floating home. bought this almost a year ago that they As an owner, I look at any time in would each have their own boats in due tropical paradise as heaven and forget time. Due time is just coming faster that for crew it is work! than any of us thought.)

In trying to plan the next few The discussion brings up interesting

questions I would love to have comments on from Triton readers: 1. What is the “acceptable” usage of an owner-used (not chartered) boat?

2. What should be the duration between one cruise and the next?

3. Where do you find a great chef who is not crazy?

I realize the above questions are subjective based upon an owner’s service level requirements, cruising area, crew level, the boat, etc. But any comments would be appreciated.

Our partnership is on the hunt for a second 30m-plus boat. No matter how you slice it, there is too much demand for the supply of fun, relaxation and business entertainment venue for three guys with only one boat, so I guess we will have two and double the craziness.

I want to find a balance between keeping the crew happy (critical) and using the boat as much as humanly possible.

Peter Herm is the pen name for a real yacht owner who is an entrepreneur based on the East Coast of the U.S. It comes from Pieter Harmensz, original owner of the oldest known stock certificate in 1606, issued for a Dutch company with the largest shipping fleet in the world. Comments are welcome at editorial@the-triton.com.

A April 2015 TRITON NETWORKING: Triton Expo

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Find the Triton Expo at Bahia Mar on April 15, 5-8 p.m.

EXPO, from page A1 know when you might need them). We usually welcome a crowd of 400-500, so it’s always a great mix of people.

In an effort to keep things fresh – this is our 14th semi-annual Triton Expo, after all – we’re setting up on the grounds at Bahia Mar Yachting Center.

Under new ownership this past year, managers at Bahia Mar have been eager to interact with the yachting industry in different ways.

Bahia Mar, the 250-slip marina on

the ICW south of Las Olas Boulevard bridge, was bought last summer by Miami real estate investors Tate Capital and Rok Acquisition, along with Rialto Capital Management and RCI Marine.

They have reached out to different facets of the yachting and local communities with the hopes of keeping the iconic, 65-year-old facility a prime draw in Ft. Lauderdale.

Earlier this year, it welcomed its largest yacht ever, the 312-foot Lurssen M/Y Kismet. Plans to dredge the ICW in front of the marina promise

even bigger and better things, not to mention that they are committed to remaining home to the Fort Lauderdale International Boat Show.

So join us on the third Wednesday in April from 5-8 p.m. on the northeast parking lot at Bahia Mar, the same place where the entrance tent for the Ft. Lauderdale boat show is normally erected. Bring business cards and a smile. If you need a ride, call Yachty Rentals (855-55-SCOOT) and Rai or one of his team will come pick you up.

Until then, learn a little more about

The Triton from its owners, David and Lucy Reed.

Q. Why do this sort of event? Your usual first-Wednesday and thirdWednesday events are usually hosted by one company, aren’t they?

David: Putting on a regular Triton event takes a bit of money to provide food, drinks and entertainment for more than 200 people. Some of our smaller advertisers and supporters David Reed can’t afford it, so we came up with this idea to give them a chance to promote their businesses to Triton readers. Only our advertisers can host a monthly event. It’s one little way we can help the companies that keep us in business.

Lucy: And it helps crew, too.

Meeting these companies and understanding what they do only builds your network. The rock stars in this industry are the Lucy Reed ones who know everyone, who know who to call when they need something or when an emergency happens. We’re really just trying to connect people.

Q. Are you raising money for a charity this time?

David: Sort of. All the tip jars at the bars will go toward The Triton’s Spin-AThon team, which will make its way to the Marine Industry Cares Foundation.

The Spin-A-Thon is a really great event.

A group of people can make a team, or it can be just one rider. The idea is to keep that spin bike (those stationary bikes you see in the gym) moving for 360 minutes, the whole of a compass.

Lucy: I just ride an hour, maybe two, but the event is so high-energy. The music is great, a lot of businesses set up booths and activities on the grass, and it’s all for a good cause. It’s April 25 this year at Esplanade Park in Ft. Lauderdale. It’s a really fun way for a crew to spend a day together, doing something fun and challenging.

Q. What do you get out of it?

David: We help our advertisers and provide an opportunity for people to get together away from a bar.

Lucy: And I always meet new crew doing interesting things, which helps fill the pages of this newspaper.

Triton Expo is Wednesday, April 15, from 5-8 p.m. in the northeast parking lot at Bahia Mar. (801 Seabreeze Blvd., Ft. Lauderdale, 33316). All are welcome.

No charge, no RSVP.

The Triton

www.the-triton.com TRITON NETWORKING: Viking SurfSUP

Make waves to network with The Triton and Viking SurfSUP Many crew work with watersport equipment onboard and The Triton hosts networking with Viking SurfSUP in Ft. Lauderdale to learn what’s new.

All yacht crew and industry professionals are invited to join our regular networking event on the first Wednesday of the month, this month on April 1.

Join us at Bahia Lopes Cabana Beach Resort Marina Restaurant and Bar so we can put a few things in the water and test them out. No RSVP is required; just bring business cards to the meetand-greet from 6-8 p.m.

Until then, learn more about Viking SurfSUP from manager Darlan Lopes.

Q. Viking SurfSUP is a great name. Tell us about the company.

We are a surf and stand up paddleboard (SUP) retail store in Ft. Lauderdale in the 17th Street district.

We cater to the surf, skate, kite, skim board and SUP sportsperson. We actually produce and manufacture our products and can custom make boards.

The history of the name came from our Fusion Viking and Danish Blood brands, which reflect the Danish background of the owner, Christian Wolthers. We originally made Viking boards and needed to add to our brand to reflect the growth in the SUP sport.

Q. What sets Viking apart?

Several things, but primarily the fact that we produce and test our own equipment. We have produced boards since 1974; that’s more than 40 years of experience. We constantly test our equipment in ocean and lake surf spots around the world. We strive to improve by producing boards with the highest quality in the market. We work closely with our talented champion team riders in different countries.

But our main goal is for excellent customer service.

Q. What can Viking SurfSUP do for yacht crew?

We make sure crew get the right product for the right price for their yacht’s program. We work with them, point by point, to help them get the best equipment that their owners and charter guests need. We can help crew tailor what the boat carries according to trips, guests and destinations.

Q. What products do crew like best for the yacht?

Paddleboards are the most popular for charters and guests.

Q. What products do crew like best for themselves?

Crew are very active and like paddleboards, surfboards, skateboards

and beachwear. We have GoPro and JVC cameras and underwater camera housings and things like glasses, bathing suits, ding repair kits, sunscreen, lip balms and accessories like fins, bags, leashes, wax, deck beds (traction pads) and paddles.

Q. Tell us about personalizing products (putting yacht name or logo on boards).

We can customize paddleboards and surfboards. We can put the yacht name, logo, a boat photo or any number of things on a variety of products. These can be used onboard, given to guests or customized just for the owner. Just bring what you have in mind and we can work on it.

Q. Tell us about the “create your own custom surfboard” link.

That’s a link on our Web site where you can enter all your information to make a request and we will make it easy to build a board for you, especially if you are not in Ft. Lauderdale.

Q. On your Web site you have Viking TV. What can we see there?

You can see videos of our surfing trips, new products, recent networking events and hear from our experts.

Q. What is the “cat-bottom concept” for surfboards?

It is the same concept as the catamaran boat. The water comes in but goes out faster than when it came in. This gives the board a 10 to 15 percent faster reaction compared to a regular board. It works like a turbo, keeping the speed in the flat part of the wave. It’s our signature board designed

by Wolthers, Viking’s head boardshaper.

Q. Tell us about your team riders, of which you are one.

Our team riders all have a great impact and collaborate in our growth within the communities where they live. They all carry championship titles.

We have a local team rider and riders on our worldwide teams in Central America and South America.

Q. You host surf camps and parties for the up and coming generation?

Yes, we do surf camps, birthday parties and we also host office parties.

We can tailor a variety of different activities to make a great event for everyone.

The networking event will be held at Bahia Cabana Beach Resort Marina Restaurant and Bar on the beach just south of Bahia Mar, 3001 Harbor Drive, Ft. Lauderdale (33316). Viking SurfSUP shop is located at 1598 Cordova Rd, Unit 2 in Ft. Lauderdale, 33316. For more information connect at +1 954321-9277, info@vikingsurfsup.com and www.vikingsurfboards.com and vikingsurfsup.com.

April 2015 A

A April 2015

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Ch. engineer dies in hitand-run on his bicycle Chief Eng. Maurice White was killed in a hit-and-run accident while riding his bicycle in Ft. Lauderdale in early March. He was 46.

Mr. White was riding his bike about 2:45 a.m. on Sunday, March 1, eastbound on State Road 84 approaching I-95 when he was hit from White behind, according to the Broward Sheriff ’s Office. Emergency personnel pronounced him dead at the scene.

Police have arrested the man they believe struck Mr. White, Carlos Miguel Lee, 26, of Davie. He was being held without bond for violating probation.

A frequent guest of Triton events, Mr. White was sociable and friendly, quick with a smile and willing to chat.

He also participated in the Triton Today surveys during boat shows, sharing with our readers that his favorite thing to do when he had time off was to travel to placed he’s never been.

“It’s why I do this job,” he said during the Palm Beach show in 2013 when he was chief engineer on the 151-foot M/Y Golden Compass.

Mr. White was from Ireland and is survived by siblings in Gainesville and Ireland, according to a news report.

– Lucy Reed

Ocean still carries tsunami debris

More than 1 million tons of debris from Japan’s 2011 tsunami that remain off the U.S. Pacific Northwest coast is expected to continue moving slowly toward shore, thanks to a change in wave patterns and other oceanic conditions, according to scientists monitoring the debris.

Sam Chan, an aquatic invasive species expert with Oregon State University Extension and Oregon Sea Grant, told KGW, an NBC affiliate in Oregon, that more items were likely to drift closer to shore and onto beaches from Alaska to California this summer.

The debris includes large and heavy items that have taken time to cross the ocean, including large pieces of docks, boats and things like refrigerators and cars. Scientists expect the debris to litter the North American coast for the next three years, according to a story by KGW, an NBC affiliate in Oregon.

“When it comes into our Pacific

See NEWS BRIEFS, page A7

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April 2015 A

Aleutians add marine buffer zones; whale kills tourist NEWS BRIEFS, from page A6 shores in North America it (the debris) tends to stay offshore for months and sometimes a year,” he told the station.

“It’s not until we actually end up with local storm events or changes in the season that debris comes ashore.”

Last summer, 26 Japanese boats floated ashore in Oregon, Washington and British Columbia, Chan said. In 2012, a 66-foot (20m) piece of dock floated up on a beach southwest of Portland.

The magnitude 9.0 earthquake, the most powerful ever recorded in Japan, set off a series of massive waves that killed nearly 20,000 people and damaged the Fukushima Daiichi nuclear plant.

New rules in the Aleutians

Ten years after a major shipping disaster, the IMO has approved protective buffer zones, also called “areas to be avoided, around Alaska’s Aleutian Islands In December 2004, the bulk cargo ship M/V Selendang Ayu foundered off the Aleutians in severe weather and was blown to shore, eventually breaking into two pieces and spilling more than 300,000 gallons of heavy fuel oil into the water. Six crew died.

Company plea agreement money was used to identify and quantify risks to navigational safety and the environment in the area, and measures to reduce those risks.

Those measures were vetted by various stakeholders, resulting in several recommendations, including placing a designated assist tug in the Aleutians and establishing Areas to be Avoided. The latter was formally brought to IMO in early March.

The five proposed Areas to be Avoided stretch for 1,200 miles across the North Pacific and generally extend no more than 55 miles from shore.

This new buffer is designed for vessels making transoceanic voyages through the Bering Sea and North Pacific Ocean adjacent to the islands. They provide powerless, drifting vessels time to undergo repairs, or to launch an emergency response effort.

The proposal will move forward to the IMO’s Marine Environment Protection Committee (MEPC) for consideration in July 2015.

An IMO subcommittee also created new ship routing measures in the southwest Coral Sea aimed at protecting areas off Australia’s Great Barrier Reef.

The recommended area to be avoided and two 5nm-wide two-way

shipping routes on either side aim to reduce the risk of ship collisions and groundings by separating opposing traffic streams.

The IMO’s MEPC will consider the recommendations in May and, if approved, to the IMO’s Maritime Safety Committee in June for adoption.

On the heels of that news, Australia detailed in mid-March how it plans to ban the dumping of dredge soil in the GBR. UNESCO’s World Heritage Committee is due to decide in June whether to put the reef on its “in danger” list because its corals have been badly damaged and some of its animal species, including dugong and large green turtles, are threatened, according to a report by Reuters news service.

Such a listing could lead to restrictions on shipping and port expansions that could hit Australia’s trade in commodities and energy.

Whale kills tourist in RIB off Cabo

A 35-year-old Canadian woman was killed and two other people injured in mid-March when a whale smashed into their 25-foot inflatable boat off the coast of Cabo San Lucas, according to news reports.

The accident happened about a mile

offshore as the boat was returning from an excursion. As one of the whales breached the water, it collided with an inflatable sightseeing boat piloted by tour company Cabo Adventures.

“The captain had to make a movement to avoid a whale that surfaced just in front of the boat,” the company said in a statement.

“The whale hit one side of the boat, leaving two people injured and another passenger hurt who, unfortunately, later died in hospital.”

The victim was identified as Jennifer Karren of Calgary in Alberta, CTV News reported.

The whales spend the winter months in the warm waters off the Mexican coasts, where they breed.

The port captain’s office for Cabo San Lucas issued a circular the next day ordering its employees to ensure boats respect the 4-knot speed limit in San Lucas bay.

It also announced a temporary, 15knot speed limit on boats in open water outside the bay, which it said will last as long as the whales are in the area.

The National Commission for Natural Protected Areas said its census indicated a 10 percent increase on last season, making it one of the highest

See NEWS BRIEFS, page A8

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French fight mooring tax; RI wind farm gets funding NEWS BRIEFS, from page A7 migrations registered during the last two decades.

French fight mooring tax

The European Committee for Professional Yachting (ECPY) is petitioning the French government over what the industry association has identified as a catastrophic legislative proposal.

On Jan. 20, the French Senate presented a bill to tax yachts cruising and anchoring in 322 “managed marine

areas.” The government has proposed to impose a mooring tax on any vessel moored inside a Marine Protected Area: a tax of up to 100 euros per day for a 5m motorboat, and 300 euros for a 15m yacht.

According to the ECPY, the law shall apply to the following : l On the mainland from June 1-Sept.

30 for areas attracting few visitors. l For areas attracting large numbers of visitors on the mainland and overseas, year round. l In managed areas, including national parks, Natura 2000 areas,

protected marine areas. l Each administration will decide which areas under its management shall be covered by the law. l For yachts, the tax is capped at 20 euros per day per linear meter.

It is proposed to come into effect in the summer of 2016.

Initially, the National Assembly rejected the bill recognizing its impact on the yachting industry. The areas make up about a quarter of France’s territorial waters.

But the government revised and resubmitted the bill, which passed

its first reading in the Chamber of Deputies in early March. It must now be presented to the Senate to be discussed and amended before returning to the Chamber of Deputies for the final reading.

“We have lost the first battle,” the ECPY said in a statement. “Now we must renew our efforts to block the anchorage tax provisions from being passed by the Senate and afterwards by the Chamber of Deputies.

“To achieve this, we must prove we represent a large body of yachting professionals opposed to the law,” the statement read.

The ECPY has compared the bill, known as NOTRe, to legislation introduced in Sardinia in 2006, which is credited with reducing yacht traffic by 50 percent over three years.

The group started a petition to oppose the law. Find it online at www. riviera-ports.com.

RI wind farm gets funding

A U.S. developer of renewable offshore wind-power projects has received $290 million to build a five-turbine wind farm three miles southeast of Block Island in Rhode Island. The money came from Mandated Lead Arrangers Societe Generale of Paris, and KeyBank National Association of Cleveland.

Deepwater Wind said its Block Island Wind Farm, a 30-megawatt facility, should be up and running in 2016.

The company said that the turbine foundations will be installed off the coast of Block Island as early as this summer.

Wind farms generate electricity from wind, and due to stronger wind speeds offshore versus those on land, they can collect a higher supply of electricity.

Europe, the global leader in offshore wind, has more than 2,450 wind farms that supply electricity to more than 5 million households.

The Block Island Wind Farm is expected to produce 125,000 megawatthours of energy a year, enough to power more than 17,000 homes.

Deepwater hopes its Block Island project will pave the way for its 1,000megawatt project 30 miles east of Montauk, N.Y., called Deepwater One. That project should provide electricity to power 350,000 homes on Long Island and around New England.

New show in Antibes

Following the last-minute cancellation of the Antibes Yacht Show by its organizers, several city leaders asked the Association to Support Port Vauban Evolution to put on an event on those dates so as not to leave a gap in the international yachting calendar.

See NEWS BRIEFS, page A9

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NEWS BRIEFS

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Yard may auction Cousteau’s neglected Calypso to pay bill NEWS BRIEFS, from page A8 In three weeks, ASAP brought together more than 30 partners and 75 percent of the budget required for this new event, called Antibes Celebrates Yachting, that will take place April 2425 on Port Vauban, Bastion St Jaume and IYCA (Billionaires Quay).

Antibes Celebrates Yachting (ACY) will combine professionalism and conviviality with speed networking, a job fair and seminars. And MYBA (Mediterranean Yacht Brokers Association) members will exhibit their yachts.

ACY 2015 will be open and free to the public.

For more information, visit www. antibescelebratesyachting.com.

Volunteers pull 20 tons from water

More than 2,000 volunteers picked trash from South Florida’s waterways in March as part of the 38th annual Broward County Waterway Cleanup, the county’s largest and longestrunning environmental event.

More than 100 boats participated in the event, organized by the Marine Industries Association of South Florida and Marine Industry Cares Foundation.

Yard threatens to sell Calypso

After a long legal battle, a French court has given the widow of marine explorer Jacques Cousteau a deadline to collect his abandoned boat or it will be auctioned off, according to The Guardian newspaper.

The 43m M/V Calypso was made famous as the ship that took Cousteau on adventures on and beneath the ocean.

Now, nearly 20 years after it sank following a collision with a barge in Singapore a year before Cousteau’s death, a French judge has ordered Francine Cousteau to remove the Calypso from its dry dock at the Piriou shipyard in Finistere and settle a 273,000 euro bill for renovations or it will be auctioned to pay the bill.

The deadline for her action passed on the day The Triton was going to press.

Air, sea upgrades in Mauritius

Indian Prime Minister Narendra Modi has secured agreements to develop islands in Mauritius and Seychelles, according to reports by Reuters news service. Modi toured Mauritius in mid-March and signed an agreement with local officials to upgrade sea and air links on the remote Agalega islands.

The North Agalega island has a rough air strip which would likely be upgraded under the agreement, a former Indian navy pilot told the news service.

Modi also announced an

agreement with Seychelles to develop infrastructure on Assumption island.

The agreements are an effort by India to remain globally competitive in a region where China has been investing millions in recent years, Reuters reported.

NOAA increases Arctic charting

NOAA plans to increase charting operations in the Arctic to update its nautical charts.

NOAA’s Office of Coast Survey will use data collected by two of its own ships, Rainier and Fairweather, as well as the U.S. Coast Guard cutter Healy and a private sector hydrographic contractor to cover nearly 12,000 nautical miles in the Arctic for use in updating its navigational charts.

The NOAA-led Arctic marine

corridor project will work with the U.S. Coast Guard to assess the safety of a potential deepwater Arctic shipping route from Unimak Island, the largest of the Aleutian Islands, through the Bering Strait to the Chukchi Sea, as proposed by the USCG, which is still taking public comments on the rulemaking.

“Much of our charting data in this corridor is from surveys conducted a hundred years ago,” said Rear Admiral Gerd Glang, director of NOAA’s Office of Coast Survey. “So right now, we need to conduct reconnaissance of the seafloor in high traffic areas to make sure they are safe for navigation.”

Other work planned for this summer includes hydrographic surveys in Kotzebue Sound, off Point Hope, and in Port Clarence, a location of interest as a

deepwater port.

Divers find gold coins

Scuba divers have found a cache of gold coins while working a wreck site in the ancient harbor of Caesarea on Israel’s Mediterranean coast.

The 2,000 coins weigh more than 20 pounds and date back more than 1,000 years to the era of Fatimid Caliphate, which ruled much of the Middle East and North Africa from 909 to 1171. The coins are described as “priceless.”

Bridget Buxton, an associate professor of Ancient History and Mediterranean Archeology at the University of Rhode Island, was in the area in 2011 and left a powerful metal detector with the Israeli Antiquities

See NEWS BRIEFS, page A10

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Octopus, Allen find WWII wreck; Benetti gathers captains it was used to launch Director James Cameron’s world record solo dive to Challenger Deep, the deepest place on Earth in the Marianas Trench.

For more details, visit PaulAllen.com

NEWS BRIEFS, from page A9 Authority, which it used to help find the coins on this site.

“This July I’m going back to Caesarea to put together an expedition to find more shipwrecks and a neolithic buried city we believe to be in the same area the gold coins were found,” she said.

“Finding shipwrecks is much easier than securing funding for projects,” she said. “Going out looking for extremely rare and valuable things, that may or may not be there, is the riskiest thing you can do in archaeology. It’s too risky for most grant-giving agencies. So we’re dependent on donors with long-term vision and entrepreneurial mindset.”

Benetti captains gather

Octopus finds WWII shipwreck

A team of researchers aboard the 414-foot (126m) Lurssen M/Y Octopus has discovered a Japanese battleship sunk during World War II. The team discovered the wreck of the Musashi, one of the world’s largest and most technologically advanced battleships in naval history. The ship was sunk by American forces off the coast of the Philippines on Oct. 24, 1944. It was found March 2 in the Sibuyan Sea about 1 kilometer down.

The yacht’s owner, Microsoft cofounder Paul Allen, announced the

The annual St. Paddy’s Yachty Nationals Invitational golf tournament raised more than $8,000 for charity in March. Hosted by National Marine Suppliers, more than two dozen companies provided sponsorship and fun, including The Triton, which sponsored the 9th hole and featured a PHOTO/MIKE PRICE fastest swing competition. find on his Web site, noting that he has been searching for it for more than eight years, using historical records, detailed topographical data and

advanced technology aboard his yacht to locate the wreck. M/Y Octopus is regularly used for exploration, scientific research and rescue missions. In 2012,

More than 180 yacht industry professionals participated in the 15th annual Azimut Benetti Yachtmaster event in Italy in early February. Hosted for captains on the brand’s yachts larger than 100 feet, the three-day event featured workshops and meetings on the challenges of managing megayachts.

One meeting was a discussion from the owner’s team, including captains and owner’s reps, who discussed their involvement with Benetti during all the phases of a project, including negotiations, design and construction, and navigation.

The topics for the workshop were chosen by the participants themselves before the event by polls taken on social media pages, including fiscal regulations in the Mediterranean, port state control inspections, IMO rule updates, the effects of the 2006 Maritime Labour Convention.

The event also include a social side, with a gala dinner and team-building activities such as cardboard boat building.

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HEALTH: The Yachtie Glow

Challenge yourself to health, fitness, sleep, water, diversions If I only knew what I know now when I started working on boats, I wouldn’t have fallen into bouts of depression and left the industry.

In all honesty, though, I wouldn’t have changed my experience because it led me to search for solutions that have changed my The Yachtie Glow life and benefited Angela Orecchio my career.

The healthier you are personally, the better life will be in general. This is a list of my must-do’s to be your most vibrant while working on a super yacht.

1. Limit alcohol. It can be easy and habit forming to head to the bar every night. I know this story well. At the start of my career, it was routine to have a few drinks after work with the crew. It was a way to bond with each other, get off the boat, let off some steam and relax after work.

However, I started to find that I was less motivated to workout and more sluggish. It also triggered me to make poor eating choices, which didn’t support my idea of being healthy. So I made a conscious effort to join in a few days a week and suggested other ideas where we could all hang out together.

2. Make sleep a priority. I used to fight going to sleep early. Sometimes I’d just feel like I didn’t want to miss anything or it was hard to wind down, even though I felt exhausted. Then I learned something: Even if you’re not sleeping but your eyes are closed and the room is dark, you benefit. Your body rests and you will fall asleep.

I also learned that if I made an effort to go to bed between 9 and 10 p.m., I would feel 100 percent better than if I went to bed even one hour later.

The degree of energy, happiness and balance I felt was exponentially greater.

3. Refine your diet. I’ve experimented with my diet more than anyone cares to know. I’ve known that what I put in my body changes the quality of my day. There is no greater truth than you are what you eat.

I came into yachting as a vegan and settled on eating vegetarian to make it easier to find my first job. I then quickly started eating like everyone else on board (meat, caffeine and junk food).

I did this to fit in and at first I felt fine.

But soon I started to feel consistently more tired and depressed.

It can be tough having specific food requirements on board but eventually, I found a way to work them in with the chef. The biggest secret to seeing healthier food choices in the crew mess is for you is to be consistent with your

diet. If you’re not, the chef will go back to doing what is easiest for them, not what is healthy for you.

4. Fitness first. I make fitness a priority because when I do, I find a way to make it happen. No doubt, it can be a challenge to find ways to work out when I’m busy and traveling, but when I do I feel so accomplished.

It also gets me in the state of mind to accomplish whatever else I need to do. I like to be the person who pulls into a port and goes for a run and looks for adventurous things to do. It doesn’t always have to be about drinking.

5. Water. Probably nothing has changed the way I feel during the day more than the ritual of drinking enough water. I start my day with drinking one liter of fresh water, first thing when I wake up. This re-hydrates me from sleep, gets my digestion working properly and wakes me up.

I feel so good doing this. It used to be coffee but: When you wake up in the morning and you’re thirsty, are you experiencing a deficiency in coffee or water? I try to drink 3 liters throughout the day to feel my best.

6. Have good social relationships.

I’ve been on boats where everyone has gotten along swimmingly, and I’ve been with crew who fall into clicks. Life on board will change if you can be with a crew you get along with.

No, you don’t have to be best friends with everyone, but having respect for each other and doing your part to keep the energy light on board is worth the extra mile. Life on board is not always roses but I’ve made a commitment to myself that I will do my part in having a harmonious crew. And if I screw up, I apologize and move forward.

7. Get a hobby. In the beginning of my career, I put aside everything I loved that didn’t revolve around the boat. I wanted to become part of the crew and eventually, that lead to burn out and it started to affect my happiness Even when I was on a very busy boat, doing back-to-back charters, I would take a yoga class or do creative writing.

Everyone needs something to focus on that takes them away from the boat. I found that when I did this, I felt a sense of energy about the job.

Follow these guidelines to get grounded and feel great, so that when you find yourself working on board a busy boat, amidst crew drama and you barely have time to breathe, you will have an anchor to your own happiness.

Angela Orecchio is a chief stew and certified health coach. This column was edited from entries in her blog, The Yachtie Glow (www.angelaorecchio. com), which offers tips on how to be fit and happy on board. Comments are welcome at editorial@the-triton.com.

April 2015 A11

A12 April 2015 FROM THE FRONT: Propeller repair

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Propeller repair requires experienced craftsmen to manually pound out dents, above; specialized hammers are usually covered with rawhide, PHOTOS/ DORIE COX copper or aluminum, below.

Craftsmen, not computers, do repair’s heavy lifting PROP, from page A1 for assessment. Using various manual measuring tools, craftsmen like Mejia scribe each blade with lines at 50, 60, 70, 80, 90 and 95 degrees from the hub.

Now it’s the computer’s turn. Mejia will guide a Prop Scan or Hale MRI (Measurement Recording Instrument) to take readings along his prescribed lines and several computer screens worth of data are computed. With these numbers, Mejia isolates and marks raised and lowered spots along the scribe marks.

Next, he moves the prop to pitch blocks, which support the blades, chooses the appropriate hammer – covered either with rawhide, copper or aluminum – and pounds out the damaged areas. Big dents will require big hammers and big swings.

When he thinks he’s close, Mejia will move the prop back to the computer to see how near to allowable measurements the dings are.

Then it’s back in the blocks for more hammering. He continues the sequence until the prop is within ISO class tolerances. It is important for all the blades, whether there are three, five or more, to be nearly identical.

“It’s like swimming,” he said. “If one hand is cupped and the other is flat, you don’t swim straight.”

During the repair, if any chunks are missing from the prop, it is sent to the welding department to make them whole again.

Toward the end of the repair the prop is subject to a few more checks, said Robert Abrahamsen, Frank & Jimmie’s production manager.

“The geometry of props is really complex, but two types of balance

testings confirm the work,” he said.

The prop is hoisted onto a stand that holds it vertically, the way it will be installed on a yacht, and set to spinning. The technician can see if any of the blades is not perfect in weight.

“The static balance test uses gravity to allow the heavy blade to swing to the bottom,” Abrahamsen said. “And the dynamic balancing machine spins it to show any imbalance.”

“People ask for dynamic balancing because they think it’s a computer repair,” Harrison said.

But prop shops use the machines just to take readings; the work still lies with the techicians, he said.

“We use the MRI for about 80 percent and dynamic is about 10 percent,” Harrison said.

Eventually, the propeller moves to the grinding, polishing and buffing room.

“People think polishing is sign of good prop, but it’s just the last step,” Harrison said. “They like to see shiny props, but what they can’t see is the balance and the pitch.”

At the time of propeller repair, captains choose between their priority in reference to cost, accuracy and time, Harrison said. It can take two months and more money for a yacht to have a custom or specifically designed prop.

And less time and money (therefore, less accuracy) for a standard factory prop or a previously used prop that is repitched or reworked.

Propeller experts offer captains, engineers, managers and owners a few insider tips to prevent and prepare for prop work: Plan for delay. Be prepared for potential difficulties removing or

See PROPS, page A13

The Triton

www.the-triton.com FROM THE FRONT: Propeller repair

Ease prop problems with patience, records, spares PROPS, from page A12

like the space-saver tire on a car, which will have less performance and need to repairing a damaged prop, Cooney said. be replaced with the repaired props.

“Really, you always need spares You know when a job starts, but not because you will need a prop at the when it will end. worst possible time and place, when Understand the paperwork. there is no facility and you’re stuck,” Captains make better choices Boyd said. when they are familiar with class Typically, storage space is an issue requirements and understand repair so most yachts keep spares on land, paperwork, said Chris Brown, general although some long-range vessels have manager and president of High Seas designed onboard storage for props and Yacht Service, in Ft. Lauderdale. hardware.

“It helps if captains understand the “Good boats have spares because different ISO class levels and how to time is money,” Harrison said. “We hear, read a routine scan report,” he said.

‘I have a charter that starts ...,’ so it is a Captains are usually given an initial smart move, moneywise. They are the assessment of a damaged prop that most likely thing that can be damaged lists averages of pitch and radius measurements on each blade. Then the and can put a trip out of business.

Props are very necessary.” propellers are typically repaired to ISO Monitor the ride. Captains and 484 tolerances for class S or class 1. engineers should Class S is the be aware of most precise. Class vibrations, sounds 1 works for a 10and efficiency knot boat or one onboard. The running at slower engine load shaft speed. Class 2 and propeller would be for a tug, relationship is Brown said. key, said Troy Erb, “If a yacht is owner of Wildcat Class 1, we don’t Propellers in want them to go to sea trial and wish Smaller tools are used for fine, Chesapeake, Va. “A lot of they had requested finish work.

PHOTO/ DORIE COX captains overlook Class S,” he said. this because they Captains should never run at wide-open throttle,” he be aware that the American Bureau said. “The prop, when loaded, should of Shipping (ABS) and Lloyds have be 96 to 97 percent on load and not implemented survey requirements for red-lined at 100 percent. The vessel when a vessel is hauled for propeller will achieve better efficiency and your work, Brown said. engines won’t wear as fast.”

Keep records. Crew may save time And consider the prop when adding and money by maintaining original a substantial load. The weight-versusrecords, as well as subsequent repairs horsepower equation changes and the throughout the life of the prop. prop may need to be adjusted as the “Captains need to tighten up the waterline has changed and the vessel transfer of information with the sits wider in the water, Erb said. movement of crew and records,” said Abrahamsen recommends that Dean Gualillo, outside sales at Frank captains also keep up on zincs. & Jimmie’s. “Often in yachting we see “I see this often, one side’s prop has transient crew, and it might be the old more electrolysis,” Abrahamsen said. crew that knew the prop history.”

“Check for a bad ground or if zincs are And crew need to understand missing. If it’s the side closest to dock, that proper documentation and check for a shore-power issue.” assessments may be required by an Even with all this information, insurance company before a repair is Gualillo simply said, “don’t forget about started.

“If insurance is an issue, the captain, your props.”

“Usually captains and engineers are engineer and management company savvy and keep watch, but sometimes need to understand what is needed to they have to push a trip through,” qualify for coverage and claims and he said. “During that, props get how to expedite that,” Gualillo said. overlooked. Yachts need a smooth, Consider spares. There are two quiet ride that doesn’t upset the wine schools of thought on spare propellers, glasses. But these invisible, hidden said Charlie Boyd, sales manager at props are the unsung heroes that can Frank & Jimmie’s. be the source of downtime.”

“A yacht could have identical spares that are rotated and left on while the other is repaired,” he said. “That means Dorie Cox is associate editor of The Triton. Comments on this story are initial high cost, but the replacements welcome at dorie@the-triton.com. will run identically. Or cheap spares,

April 2015 A13

A14 April 2015 FROM THE BRIDGE FRONT: Owner/guest enjoyment

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Attendees of The Triton’s April Bridge luncheon were, from left, Adam Lambert of S/Y Mitseaah, Ned Stone (freelance), Steve Steinberg of M/Y Illiquid, David Cherington of M/Y Meamina, Daniel Weaver, and Stephen Pepe of M/Y Dreams.

PHOTO/LUCY REED

Owners can present challenge; charters guests often routine BRIDGE, from page A1 what we do when guests are onboard.”

As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The captains are identified in the photo above.

Looking in from the outside, one might wonder if the chief stew or perhaps the chef is more focused on owner/guest enjoyment. After all, it’s often the interior department tasked with themed events and engaging owners and guests in activities that pass the time and create memories.

But none of these captains said they delegate their role in ensuring the owner and guests enjoy themselves.

Instead, they sort of orchestrate it.

“When guests are onboard, crew lose the ability to think rationally,” one captain said, noting how even a well practice task such as docking can become a challenge when guests watch.

“So I’m managing everyone, keeping them all going in the right direction.”

“My crew don’t think outside the box when guests are onboard,” another said.

Part of that is because much of what crew do – especially on charter – is routine. The myriad chores and activities become rote, and deviating from them just begs for a problem.

“On charter, we’re a machine,” one captain said. “We tell the same jokes, go to the same places. Everything we did was always the same. We had a formula that worked, so we did that. If you stray from that you have to have a good reason.”

He told several stories about some

of the things his crew did that guests loved, including making little cheesy mice and serving them on crackers. Got a smile and a comment every time.

So how do captains (and their crew) ensure the owners and/or guests are enjoying themselves? Is it a matter of filling their time and just keeping them busy, or do they have to do remarkable things and create memories?

The answer, they said, is “it depends.”

One captain works for an owner who does not want to be busy all the time and would rather sit quietly with his iPad. When a fellow captain helped him on a trip recently, he approached the trip like a charter, pulling out all the toys, getting everything ready so that the owner could use anything the moment he chose.

The items sat, each day, unused.

“Not til they ask you, then you put the tender in the water,” the captain on that yacht said. “My guy lives aboard for 10 weeks in the summer. You can’t keep that up for that long. It’s exhausting.”

“Same for me,” another captain said.

“The JetSkis and the Seabobs will get used; nothing else gets touched. We just spent thousands on new fishing gear so I said to the boss, let’s go fishing. Naw.” “It’s different on charter,” noted a third captain. “With the owner, we do what he wants. If he wants to do nothing, we do nothing. The owner manages his enjoyment himself. My job is thinking ahead for the charters.”

“I’ll let him suggest what he wants to do,” another said. “I’m lucky; he’s got his

See BRIDGE, page A15

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www.the-triton.com FROM THE BRIDGE FRONT: Owner/guest enjoyment

April 2015 A15

Familiarity brings ease, challenges to fulfill owner expectations BRIDGE, from page A14 agenda completely planned out. My job is just to get dockage if they want it.”

That said, though, these captains agreed that having the owner onboard is not down time. It’s just that they know how to arrange things so the owner can enjoy himself, whether that’s making sure to be docked with the kayak in the water by 8 a,m. or waiting until he wakes to move the yacht.

WIth owners or guests, it’s a matter of reading their mood and reacting appropriately. It’s easier with an owner they’ve known for some time, but it still requires a sharp eye and deft tongue.

“In hotels, when you knock on the door, you have to learn what kind of greeting the guest wants,” one captain with a hotel background said. “Is it a big ‘good morning, how are you’ or do you roll the cart in and not say a word?

In 2 seconds, I have to determine that.

“It’s similar in yachting,” he said.

“You have to learn from the owner how he wants to be treated. And you have to tailor what you do all day long to his mood and attitude. You become an artist, in a way, figuring out what they want. To be Joe Charter Guy for an owner who just wants to read his iPad all day is just going to piss him off.”

“I ask constantly, is everything OK, you all good?,” another captain said.

“I keep a very close eye on the interior department to make sure they are swinging by to make sure he gets what he needs,” said a third.

Another trick to keeping the owner happy when he’s onboard is all the communication before he gets there.

“Every time I talk to the boss, it’s good news,” one captain said. “I’ll tell him ‘Guess what? We’re getting new tires for the Jeep and a new engineer.

I don’t know who it is yet, but he’ll be great.’ I don’t tell him that the engineer ran over the spikes in the wrong direction again.

“Never mention bad news,” this captain said. “If I had to buy something, I tell him it was only $1,200 when it used to be $1,500. Sometimes you have to dig really deep to get the good

news but before I call him, I always say, what can I smile about today and end the conversation with two good things. So that, after five years, he still thinks owning that boat was a good experience.”

He likened his performance when the owner or guests are onboard to the mentality of “do you want fries with that,” that psychology of telling the owner and guests what they want and that they will love it.

“It’s a routine for all our guests,” this captain said. “I tell them they’re going to enjoy themselves. I’ll tell them what the chef is making in a way that makes it so they can’t wait to try it.”

He gave an example of how he would make split pea soup sound luxurious and tempting. Looking around the room, every other captain was attentive and engaged in the story.

“Dude, you’re good,” another captain noted, and the other captains chuckled.

“The owner’s enjoyment is 100 percent our role,” the captain said. “You have to make it exciting. It’s how you sell it.”

“You have to read that,” said another.

“You walk by and look at them, and you can tell if you should leave them alone or walk in to ask if they need anything.”

“The toughest ones are the ones with short attention spans,” a third captain said. “Those guys need something new to do every 45 minutes.”

“With wealthy people, is it just me or has anyone else noticed that they suddenly cross a point in wealth when they don’t do anything for themselves?” another captain said. “They have other people figure it out. We are part of that support network.”

“In my case, the owner will figure it out; it’s the wife who wants to know what to do and where to go,” another captain said.

This got us into a conversation about destinations and how well-versed captains needed to be about the places they go. While they do expect to be experts and tour guides everywhere they go, the idea doesn’t bother them.

“You research before you go somewhere,” one captain said. “I’ve

CORRECTION

While the photo accompanying last month’s From the Bridge story about licensing listed all the captains in attendance, the photo was inadvertently cropped to exclude one captain. Here they are in their entirety, from left: Michael Murphy, Conor Craig, John Wampler, Les Annan, Steve King, Julie FILE PHOTO King, Dan Morrison, and John Tucker.

always been a captain, I’ve never been crew. No one has ever taken me to places. It’s just research. You write the passage plan and you figure it out.”

“Even when we’re going someplace I’ve never been, I feel well-versed because of all the research we do,” another said.

“I don’t need to have been there before,” the first captain said. “That’s what we’re supposed to be able to do.

Proper planning prevents piss-poor performance.”

So what’s a captain’s biggest hurdle to the owner and/or guests enjoying themselves?

First, and without hesitation, the captains said “their own attitudes”, followed quickly by “impetuous behavior,” that desire to be in St. Tropez “right now” when there’s no chance of getting dockage and it’s going to be a sloppy ride in.

Overcoming the owner’s and guests’ preconceived expectations of what it’s going to be like can also be a challenge.

Often, they said, guests want to see more places than is practical during a relatively short trip, or the weather is bad, preventing as much movement as they had planned. Managing those expectations can make or break a guest’s enjoyment.

But that captain who has mastered the psychology play has this figured out, too.

“A preconceived conception is a preconceived result,” he said. “So I tell them, you’re going to hate it. We’re going to get beaten up for eight hours, your wife and kids will be seasick, but arriving in St. Barths, you’ll be early and the only one to have made it through.

At the end, you’re going to feel like a rock star.”

Then, of course, it’s up to the owner to decide.

One final hurdle these captains noted is keeping all the technology working, which has become such a vital part of the owner’s and guests’ enjoyment onboard.

“So much stuff is breaking all the time,” one captain said. “There’s so much to keep up with.”

Do owners and guests really need all that stuff to enjoy the yacht? The question wasn’t even fully out before the captains enthusiastically said yes, then complained about how frustrating is it to have intermittent or slow wi-fi.

“Most owners and guests see the boat as an extension of their home,” one captain said. “And it needs to function like their house does, details be damned.”

Some tips on how to get owners and guests engaged: 1. Resolve the five senses. Provide something for all of them. Make coffee, play music. One captain plays “Baraka,” a film with no dialogue, only music and stunning photography that mesmerizes guests.

2. Think ahead. Preempting is easier with guests than with owners. “We’re playing chess, they’re playing checkers,” one captain said. “I’m eight steps ahead of them.”

3. Make sure the boat’s prepared and it works. Make sure we’ve planned ahead for the trip, and we’re on time.

4. Always say yes.

5. Keep attitudes at bay with all the crew.

“The hardest part is watching them when they don’t do anything,” one captain said. “You can’t make them happy. The owner is set in his ways.”

“When the boss is happy and you see a genuine smile, that’s when your job is the best,” another said.

“The biggest kick we get is when they say, “That was great, thanks’,” another said. “I don’t need a bonus or a tip. I’m flying if I can get him to enjoy himself.

“We try so hard to get the right chef, make sure the pumps aren’t breaking (and worrying, should I replace it before he gets here?), all this to see a smile on their face,” one captain said.

“When you get it, it’s magic.”

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. If you make your living working as a yacht captain, e-mail us for an invitation to our monthly Bridge luncheon.

A16 April 2015

YACHT CAREERS: Crew Coach

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Springtime can be a good time for a personal haul out The arrival of April signals the forward. arrival of spring. In many areas there So far I’ve been addressing the are signs of new growth. Trees start to inner work of your haul out, but there bud and new plant life begins to push could also be work on the outside. up through the soil. What about those projects you’ve put It’s a time of new off? How about those decisions and life, growth and situations you’ve avoided? Well, what regeneration. better time than to join in and be part It’s not a bad of all that spring time energy? idea to follow How’s your clutter situation? Are Mother Nature’s there things, stuff, that need to go? lead. Do you feel There’s a whole industry around clutter the need for some management these days. There is so personal spring much stuff flying around and we all Crew Coach cleaning? Well, collect more than we really need. What Rob Gannon these next couple can you release? Maybe there are others of months may be who could benefit from some of your the perfect time. stuff. It always feels good when we We all know yachts need to be donate and someone in need benefits hauled periodically. The growth below from something that was lying around the waterline that is slowing the and not needed in our lives anymore. performance of the How about selfvessel needs to be care? Are you putting Sometimes power washed away. off that check-up, Barnacles need to exercise or yoga we need to haul be scraped off. The program? It’s spring, a ourselves out and props and rudders great time to get your clean off what’s that move and steer life force aligned and the yacht must be regenerating. Think been slowing our inspected. Zincs that about that bud of performance. We control corrosion may a plant busting out may need to check need to be replaced. from the soil or the Then there are all the caterpillar forcing what is moving and little projects that its way out of the steering us, our have been put off that cocoon. We have personal props and need attending to. that same life energy It’s quite a process. inside us. If it feels rudders.

It’s quite a productive kind of dormant after process. In the end, a long winter, then it’s everything feels tightened up and ready time to wake it up. for another season. Sounds good, right?

It might be time to bust out of Well, maybe it’s time for a personal the cocoon. The clocks have sprung haul out. ahead bringing longer days of sun Sometimes we need to haul energy. Maybe it’s time to spring ahead ourselves out and clean off what’s yourself. It really literally feels like been slowing our performance. We going with the flow, if you think about may need to check what is moving it. All the life around us is going in one and steering us, our personal props direction so it just doesn’t seem right to and rudders. Our thoughts, habits and be withdrawing or shrinking from life beliefs may have to be looked at. How is right now. our fuel system doing? Is our personal So, personal spring cleaning or a fuel flowing clean and efficiently personal haul out, I like it. We’ve all feeding our engine? If our personal heard the expression that we can’t fool performance has been a bit sluggish, we Mother Nature right? So we might want may want to do some troubleshooting to try rolling with her. It always feels to figure out the causes. We all know better to paddle with the current than a good mechanic or good engineer against. A long paddle against is just on board doesn’t mask over engine exhausting and it can be hard to make problems. They get to the cause and fix a lot of headway. that. It’s not always the easy way but it’s So catch that ebb tide out to the the right way. open sea and begin your new journey.

Taking that approach with our A new life always awaits us. Join in personal operating systems can be nature’s parade; it would be a shame to quite beneficial to us. It’s not always let it pass you by. Enjoy the voyage. easy. In fact, it can be quite challenging and even painful, depending on what Rob Gannon is a 25-year licensed we’re facing. Honest assessment can captain and certified life and wellness be tough but also really good for us. It coach. He offers free sample coaching can be an awakening that stimulates sessions and can be reached at rob@ our new growth, our new beginnings yachtcrewcoach.com. Comments are and really moves our personal haul out welcome at editorial@the-triton.com.

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LEADERSHIP: Taking the Helm

Believe it or not, motivation comes from more than money Getting 110 percent from your crew all the time rests on more than the monthly salary, charter tip or annual bonus. Move beyond money and watch your people give their best all the time.

Motivation in our work is dependent on the meaning we have for the things we do.

If the work has Taking the Helm no meaning for us, we won’t Paul Ferdais be sincerely motivated to give our best, no matter how much we’re paid.

If we work on a charter boat, often there are tips for the crew at the end of the trip. As a crew member, if I’m only focused on getting the money, I’ll give 110 percent until I have received the big payout. Once the money’s in my pocket, the motivating force for my effort stops and I go back to giving whatever I normally give, say 65 percent. My internal drive has been satisfied, so I can go back to putting in just enough effort to get by.

What’s a leader to do? Internal motivation isn’t something leaders can give to anyone else. Motivation is the drive we have as individuals to accomplish our tasks in the best possible way. What can be done to encourage your people to give their best more often, not just when there is a prize at the end?

Noted social scientist Daniel Pink suggests there are three elements to create the environment that develops personal drive: autonomy, mastery and purpose.

Autonomy

The first thing leaders can do to help develop drive in others is to let their people have as much autonomy as possible over their work. This means no micro-managing. If your team is micromanaged because you don’t trust them to complete a task, then you’ve either hired the wrong people or they haven’t been trained properly.

Autonomy includes letting your teammates decide what needs to be done and when. You’ve hired smart people and they should be trusted to come up with solutions at least as good as yours. Let your people be the drivers behind decisions and their commitment to the work will improve.

Do everything in your power to build autonomy in your crew and you’ll soon notice their drive increase as well.

Mastery

Encourage your crew to become

experts at their tasks. Just remember, expertise takes months and years to achieve. Don’t expect perfection in the first few hours of learning a task.

Leaders can help with mastery through training and encouragement.

Realize that crew members will become masters of different components within their roles at different stages. As people become more skillful, their satisfaction improves, which enhances their performance, which reinforces their satisfaction.

Be sure to give people tasks that are just right for their skill level for them to continually become better. If tasks are too easy or too hard, there will be no satisfaction from the activity, which can lower personal drive.

A component of mastery is understanding personal limitations.

For example, a captain frustrated with accounting may be better served by hiring a crew who is good at it. This will have a twofold effect for motivation.

The new hire develops greater mastery of accounting, which builds internal drive. At the same time, the captain’s time is freed up to train others on the things the captain is good at. The captain isn’t frustrated and annoyed with the specific details of accounting, which may make him or her a better crew member for everyone else.

Purpose

Leaders must create a sense of purpose for their team. Perhaps it’s delivering five-star, outstanding customer service. Perhaps it’s doing a task faster than the last time. Or even that the goal is to become the best possible team.

Alternatively, reconnect each person with why they started working in the yachting industry in the first place, their sense of adventure, wonder or excitement that got them going.

Remind them of that. It’s easy to get caught up in the mundane tasks once we have a job on a boat. One of the responsibilities of leadership is to remind the team why they are doing what they’re doing.

Focus on autonomy, mastery and purpose and you’ll see your crew members’ motivation and drive change for the betterment of your team and boat.

Paul Ferdais is founder and CEO of The Marine Leadership Group delivering leadership training workshops and coaching. The next Free Leadership Seminar is April 28 in Ft. Lauderdale (www.marineleadershipgroup.com). He holds a master’s degree in leadership and spent years working his way up from deckhand, to first officer on yachts.

Comments are welcome at editorial@ the-triton.com.

April 2015 A17

A18 April 2015

WRITE TO BE HEARD

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Owner’s column rightly points to captain-owner relationship

By Capt. Ian Bone Peter Herm’s article, “Captains, boat shows are the perfect mix to feed the dream,” [Owner’s View, page A3, March issue] raises a number of interesting topics and captures some of the more unusual features of builder/buyer interactions occurring at boat shows.

The part that particularly interested me was Peter’s discussion concerning the role of the yacht captain in the boat show experience. My interest extends into the ongoing relationship between the captain and the yacht owner, particularly the benefits that accrue when that relationship develops and strengthens over time.

The relationship that exists between yacht owners and captains can be one of the strongest, closest and most trusted relationships that exists in any professional or business environment.

Naturally these relationships, like all relationships, take time to develop and are underpinned with mutual respect for each other’s position, roles, skills and responsibilities.

I understand that reasons not all captain/owner relationships are strong and close. Much the pity, because it is clearly the case when this relationship is strong and built on a platform of trust that great things can happen.

When one unpacks the fundamentals of the captain/owner relationship, it’s not difficult to understand why the interactions have the potential to become so enduring.

Quite simply, the owner trusts the yacht captain with his safety, security and, in many cases, life (and that of his family and guests). The yacht owner entrusts the captain with significant assets. And the owner trusts the captain with complete confidentiality relating to personal matters.

Astute captains understand that this granting of trust is the most fundamental of responsibilities. The establishment of trust and mutual respect takes time and energy to develop, yet can be destroyed with a foolish action or decision in seconds.

The astute owner understands the importance of strengthening his/her relationship with the captain. An experienced, competent and capable captain will be a significant asset not only in the context of the employment relationship, but if and when the yacht owner decides to climb the “yacht ownership ladder”.

The captain who has a strong relationship with the owner will bring a valued perspective to the process of upgrading or building a new vessel. The captain who understands the yacht

owner’s preferences can freely bring forward these opinions, knowing that her/his views will be listened to. On many occasions, the captain’s advice in the purchase or build process has saved owners significant sums of money and resulted in a vessel more in tune with the owner’s needs.

The salient point that Peter Herm makes is that the role of the yacht captain is far more diverse than what is generally understood or given credit for.

Competent captains understand and accept that they have a diverse array of responsibilities beyond that of being behind the helm.

The captain sitting on the aft deck in Peter’s article is an example of a captain that just doesn’t get it.

Captains who see their role as being constrained to a limited number of roles and feel as if they have achieved their career goals with the awarding of the 3000gt CoC will inevitably find themselves being sidelined in an industry that requires women and men who step up to a more comprehensive command and leadership role.

As one captain recently put it “just about anyone can drive the yacht; it’s the crew and the relationships that really matter.”

Those captains who decide not to develop their people skills and

leadership capabilities, including their own emotional intelligence awareness, will struggle to advance their careers.

One of the key reasons why a group of captains formed the Yacht Captains Association was to seek to improve the relationships between captains and yacht owners. We recognize that in many cases these relationships have not achieved their fullest potential.

Our aspirations are to help address these shortcomings by uplifting the professionalism in the leadership and management capabilities of yacht captains. We hope that owners will encourage captains to develop their personal and professional skills as part of their ongoing career development.

The Yacht Captains Association promotes the concept of continuous professional development for yacht captains. We encourage all captains to seek to develop their own leadership and people management skills, and we plan to help captains develop these skills as part of their career development.

Capt. Ian Bone is a founder of the Yacht Captains Association and serves as its chairman. Find out more at www. yachtcaptains.org. Comments on this letter are welcome at editorial@thetriton.com.

The Triton

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This yacht broker surprises, brings integrity to the deal

WRITE TO BE HEARD

April 2015 A19

CREW EYE

It’s not often I get inspired to write about anything, but recently I had an experience with a well known Ft. Lauderdale yacht broker that has changed my sometimes-cynical attitude toward the brokering side of the industry.

This individual has shown me that there still is integrity and honesty in the yacht selling business. This individual has also shown me what the true meaning of words like tenacity, loyalty, persistence and, above all, kindness really mean. She is Pam Barlow of Luke Brown Yachts.

I can’t begin to tell you how long Pam persevered to finally close the deal that eventually sold this fine classic American-made motor yacht. It felt like an eternity.

Most Gucci shoe’d, Rolex wearing, self-absorbed brokers I’ve come to know throughout my 30 years in the industry would have folded their tent and moved on at the first sight of resistance from either side. Not Pam. I’m really at a loss to remember a yacht broker so thoughtful and dedicated to making every person in the sale process feel comfortable and ensure that things ran smoothly. And if that wasn’t noteworthy enough, she also exhibited great knowledge of the vessel and all its systems, and was at all times stocked with a full cache of resources to help solve any problems that arose.

I have known Pam for many years, but have only recently been involved in a yacht sale with her. I am proud and honored to know her as a professional and now as a friend. If I had to use a single word to describe Pam it would be ... awesome.

Capt. Carl Moughan

C

apt. Christopher Walsh of M/Y Archimedes caught a leprechaun on St. Patrick’s Day. Deckhand Nico Scholly (with Chef Luke Elwin on deck) enjoy a little downtime in the U.S. Virgin Islands before it’s back to cruising with the owner.

Crew see yachting like no one else can. Send us images of yachting as you see it, in all its beauty and luxury, or all its toughness and tedium. Consider it your canvas to share your views of yachting.

Send your photos to editorial@ the-triton.com. Be sure to include where it was taken, when, and what kind of equipment you used.

Fess up after marine mistake; keep pigs swimming for food Accidents happen; learn from them Over the years I have handled many cases that involved incidents like the ones described by your captains [From the Bridge: “Accidents cost and pay in captains’ careers”, page A12, February issue].

When a captain was honest and forthcoming, he or she usually fared much better, especially if litigation took place. Why? Because lawyers make their living by gathering facts. If a captain or crew member tries to hide or twist the facts, the lawyer who takes that person’s deposition will attack the witness’ credibility. If the lawyer succeeds, that witness’s reputation is forever tarnished.

Everyone makes mistakes. That’s what insurance is for. Learning from

mistakes, especially the mistakes made by others, is the best way to avoid incidents that can ruin your day or your career. Articles like yours enlighten everyone.

Marine Accident Reports published by the Nautical Institute and Professional Mariner are also valuable reminders that accidents do happen. Accidents can be prevented by experience, education and diligence.

Great article.

Stephen M. Moon, Esq.

Pigs need workout for their food

I read this article [“Captain gets bitten taking guests to see the pigs at Big Majors,” page A5, February issue] with interest. I have been there many times and have noticed a change in the habits of the humans, not so Editor Lucy Chabot Reed, lucy@the-triton.com Associate Editor Dorie Cox, dorie@the-triton.com

Publisher David Reed, david@the-triton.com Advertising Sales Mike Price, mike@the-triton.com

Production Manager Patty Weinert, patty@the-triton.com The Triton Directory Mike Price, mike@the-triton.com

much of a change in pig behavior.

Pigs are pigs. When on land, they are just pigs looking for food. The only distinction between these particular pigs and the pigs on any farm are the fact that these pigs have learned to swim for their food.

One of my jobs when visiting my grandparents was to “slop the pigs,” which meant you took leftovers to them. Not once did we ever consider stepping into their environment with food to feed them. They are undomesticated animals, and hungry to boot.

When I started seeing tourists beach their boats to feed the pigs, I was amazed as the pigs were not swimming out to earn their keep. They were becoming lazy pigs who expected

Contributors Carol Bareuther, Capt. Ian Bone, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Peter Herm, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Rich Merhige, Keith Murray, Capt. Frank Nitte, Chief Stew Angela Orecchio, Rossmare Intl., Capt. Chris Walsh, Capt. John Wampler, Capt. Jeff Werner, Capt. Tom White

to be fed on land and were losing their uniqueness as “swimming pigs.” I really did not understand why anyone would take the time to cruise to Big Majors only to beach their boat and feed the “swimming pigs” on land, thus missing the whole point of the attraction.

Although I feel bad that this captain got chomped, I do admire him for admitting his folly, which caused the chomping. It clearly shows an error in judgment of not staying in his boat and not allowing the swimming pigs to be exactly that … swimming.

A lesson learned I hope for future visitors to Big Majors beach. Perhaps it needs a sign saying “Do not feed the pigs on the beach. Make them swim out to your boat. They need the exercise.”

Mate Linda Besk

Vol. 12, No. 1

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April 2015

B Section

Make most of yard time Consider hull, seals, lines, mounts this spring season. B2

Tally your engine’s tier Stay in front of after-engine technology for pollution.

B3

Five courses, five years Does your crew need to update STCW Basic Safety Training? B6

BY THE BOOK: Crew tell tales

Deckhand’s book spares new crew hard lessons

By Dorie Cox Former Deckhand James Tate wished he had a guide book when he broke into yachting eight years ago. To help new crew learn from his mistakes, he recently wrote “The Deck Handbook: A Guide for the Super Yacht Greenhorn”.

“It’s about how to look good and not embarrass yourself,” 32 year-old Tate said, by phone from his home in Brooklyn, NY. “I learned most things the hard way. I was surprised at the detail of the job.”

Growing up in the port town of Fremantle in Western Australia, Tate felt like his career options were limited.

“I packed my bags in 2007; it was WATCH THAT SLIP KNOT: Former Deckhand James Tate shares lessons learned either go into mining or go to Ft. in his recent book, “The Deck Handbook: A Guide for the Super Yacht Lauderdale,” Tate said.

Like many other young crew, he PHOTO PROVIDED Greenhorn”. started in crew houses, taking day bunk in “the pointy end” of the yacht. work, and eventually landed a job on a day-to-day tasks, and what’s expected of deckhands.

Plus, he highlights “Right up the front, in the bow. A lot of 140-foot Feadship. lessons he learned about personal the seas and swells will be hitting just Tate doesn’t claim to be an expert behavior and relationships. outside your wall.” on all topics, but said he learned as “I wasn’t clean and organized; I was But he also shares some of the his career progressed. He earned his told to clean my cabin and put tools benefits to spending some time yachtmaster while on his second boat, away,” Tate said.

“I learned how to working on yachts. as well as his ordinary seaman license. deal with guests and crew relations, “I have friends from over 20 “I guess I am an expert deckhand,” important things like how to keep the countries that I still stay in contact he said. “I started taking peace onboard.” with,” he said.

“I am offered a place notes a few years ago A few of Tate’s tips to stay when I visit any of them and Find “The Deck Handand wrote about what I to prepare for life as a they have a place at mine. We have book: A Guide for the wanted to know.” deckhand include: shared experiences most people can’t Super Yacht Greenhorn” The book is half – Get used to comprehend.” an introduction to at www.amazon.com, missing personal Even though there are the industry and half www.createspace.com milestones and challenges,Tate said they are worth it. about the surprises and www.facebook.com/ holidays. “Of the six While working as a deckhand he met new deckhands may TheDeckHandbook. years I spent working a scientist on one of a yacht’s charters encounter, such as small on yachts, I didn’t for a research company. living quarters and close spend one Christmas or “Stick with it and you won’t regret work with strangers. birthday with family.” it.”

Tate said. “She’s now my wife.”

“It would shock anyone,” Tate said – As the newest crew member with a laugh. “It’s not a natural thing Dorie Cox is associate editor of The onboard in an entry-level position, to do unless you’re in a war or in Triton. Comments on this story are expect the worst bunk in the smallest prison.” welcome at dorie@the-triton.com. cabin.

His book shares tips for radio – New crew also will most likely etiquette, how to anchor and dock, See page B9 for more crew news.

Pacific a big puddle Cruisers share info on routing, prep and inter-island scoop. B9

New rules for USVI charters require time and patience In December, U.S. President Obama signed into law the Howard Coble Coast Guard and Maritime Transportation Act of 2014. This legislation contained multiple appropriations and various new regulations.

For the U.S. Virgin Islands, Rules of the Road there was a longawaited regulatory Jake DesVergers amendment that increased the maximum number of passengers that charter yachts can carry on board.

In 1993, the U.S. Congress amended the Passenger Vessel Safety Act and placed a six-passenger limit on vessels measuring less than 100 gross tons.

Referred to as the “6-pack” restriction, this amendment had an unintentional but especially negative impact on the crewed charter business in the U.S. Virgin Islands.

It was estimated that about $70 million-$100 million was lost in annual revenue.

When the act was signed into law, the affected charter yachts moved their businesses and bases of operation to the neighboring British Virgin Islands (BVIs).

In contrast, the BVIs follow the international regulations that permit up to 12 guests on board a charter yacht.

Now, with the passage of the Coble Act, vessels of 80 feet (24m) and less operating in the U.S. Virgin Islands will be permitted to carry up to 12 passengers.

In order to use this new privilege, a charter yacht must be certified to one of the following safety standards, as quoted from the Act: l the Code of Practice for the

See RULES, page B13

B April 2015

FROM THE ENGINE ROOM: Engineer’s Angle

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Think of hull, running gear, mounts, rudders in yard time All too often, the yachting industry can be too focused on keeping up appearances. That’s not to say that cosmetic maintenance isn’t important, but the old adage – it’s what’s on the inside that counts – definitely carries weight.

With the spring yard season hovering, here are a few important that can be Engineer’s Angle checks done for a modest Rich Merhige investment that will spot any conditions before they become issues, and provide peace of mind.

1. Even if vibration or noise is not present, a pre-haul vibration analysis is always a good idea. Think of this as an EKG for a vessel. It can spot issues such as misalignment, propeller problems, engine misfire, exhaust system deficiencies, and deteriorated mounts and worn bearings. It can also pinpoint crucial mechanical elements that need attention, and forecast what problems are likely to appear, including what should be monitored in the future.

2. During a haul-out, your project manager will be a vital point of contact to keep you on schedule. Maintaining good communication and ensuring they have thorough information, such as drawings, a work list and technical documents, will help ensure that the yard can accommodate you with things like the proper straps and blocking.

As menial as this sounds, using the correct straps and blocking will prevent damage to the running gear.

3. Another service item that should always be done is a hull target. This establishes the shape of the hull in the water and, once blocked, the shape on land. Typically, the yard will run a piano wire along the port and starboard sides or the main deck with the wire fixed on both ends. A more advanced option uses a geometric laser system, which features a 3D rotating laser. The laser receiver records specific data point measurements of the vessel in the water. The readings will be collected again, once the boat is hauled and on blocks, to allow for any variances if it changed shape out of water.

Unfortunately, the laser isn’t always an option, especially if deck space is limited. But even when performed with wire, a hull target is important should any misalignment be present or if an alignment issue appears.

4. Once hauled, shaft seals and their cooling supply lines should be checked. Seals need to be cooled by water for proper function, so if the cooling lines are damaged or showing wear, they should be replaced. The

seals need to be examined to see if they just need service or be fully replaced.

Determining what parts are needed early on in the haul out will usually allow for time to procure them, should spares not already be on hand.

5. The yard or the subcontractor working on your running gear should perform a rudder pull test. The rudders should be given a good shake to check for excessive play in the bearings or rudder hardware. The propellers and shafts should be removed so they can be cleaned and inspected to determine if they need to be reconditioned and/or straightened.

6. Oyher checks that are relatively easy but important involve the engine mounts and bearings. Reviewing the vessel’s records and knowing when the mounts were last changed, how many running hours they have, and their make and model are all helpful.

An inspection of the mounts should be performed, mount deflection measurements taken, and a report provided, detailing their condition.

Bearing information should also be researched to find out age, make and type. The service technician assessing their condition will record their clearances and can determine if there’s any problems, such as the rubber being separated from the sleeve.

7. With the running gear pulled, an optical alignment check can be done to see where the alignment is and determine what corrections, if any, need to be made.

8. Once everything is put back together and the vessel is launched, “burp” the seals to make sure air has escaped the stern tube and water is at the seals and forward bearing, providing proper lubrication. This can be done by temporarily disconnecting the supply line closest to the top.

Burping the seals at their main sealing points may allow dirt to slide into the seal elements and cause leaking.

9. After settling back in the water for 24 hours, a final laser check can record the alignment.

If all is good to go, the yard period can be wrapped up with a post works vibration analysis that will serve as a comparative to the vessel’s pre-haul condition, and verify you did your job thoroughly and correctly.

Rich Merhige is the owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Ft. Lauderdale, which specializes in rotating and reciprocating machinery.

This column is co-written by Teresa Drugatz, marketing manager at AME. Contact them through info@ AMEsolutions.com or +1 954-764-2678.

Comments on this column are welcome at editorial@the-triton.com.

The Triton

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MOTORING: Diesel Digest

April 2015 B

After-engine technologies phased in to scrub exhaust gases If you have been to any boat shows in the past few years, and lurked around the booths of companies that make the engines for yachts, you know that change is in the air. It is change for cleaner air.

MARPOL Annex VI addresses air pollution from marine engines on ocean-going vessels. This international Diesel Digest Capt. Jeff Werner convention limits the amount of emissions from nitrogen oxides, sulfur oxides, particulate matter and requires low sulfur diesel fuel.

These pollutants significantly contribute to smog, acid rain, ozone damage and respiratory problems.

In the United States, the MARPOL Annex VI guidelines are written into the Code of Federal Regulations (CFR), which are enforced by the Environmental Protection Agency (EPA) and the U.S. Coast Guard.

Worldwide, marine diesel engine manufacturers have been developing new technologies aboard yachts that meet these stringent requirements.

Since 1997, stricter pollutant limits for marine engines have been phased in through a series of four steps called tiers. The higher the tier number,

the greater the pollution reduction requirements. Tier 4 final emission standards are being implemented, based on engine size through 2017.

To yachts, a Tier 3 diesel engine doesn’t look much different from other engines. It uses high pressure common rail fuel injection, turbocharging, microprocessor and electronic controlled engine management with ultra low sulfur diesel fuel to achieve the mandated emissions levels with “inengine” technology.

Tier 4 engines, however, will achieve the pollution reduction through Tier 3 in-engine techniques plus new “after-engine” treatments. These afterengine technologies include scrubbing exhaust gases using Selective Catalytic Reduction, Diesel Particulate Filters and Exhaust Gas Recirculation.

Ford, GM and Chrysler have been using SCR in their trucks since 2010. To reduce nitrogen oxides, Diesel Exhaust Fluid (DEF) is injected into the exhaust gases, then the catalyst turns it into nitrogen, carbon dioxide and water vapor. DEF is made up of urea (an agricultural fertilizer) and water.

Whether engines are Tier 3 or 4, at the heart of addressing MARPOL Annex VI is fuel quality. As manufacturers increase the pressure of the fuel injected through the common rail system, fuel cleanliness becomes paramount. These newer engines

have filters to catch contaminants as small as two microns since larger particles can clog the injection system. Remembering that the average diameter of a human hair is 80 microns, it doesn’t take a large-size particle to create an expensive injector failure. A failure due to poor quality fuel is not covered under warranty repair.

Fuel quality should be sampled for quantity and size of contaminants before it is bunkered and regularly while stored. This sampling can be done with a portable particle counter.

Using the International Organization for Standardization’s cleanliness code (ISO 4406), the counter samples fuel to determine the number of particles of different sizes present per milliliter of fluid. ISO 4406 is a shorthand method of defining cleanliness in fluids using a three-number system.

The particle counter expresses levels of contaminants using these same three numbers that correspond to the amount of particles present that are greater than four, six and 14 microns in diameter, in that order. There are charts available to understand these numbers.

For example, a typical batch of diesel has a cleanliness level of 22/21/18.

Deciphered with the key, that means every milliliter of that fuel contains about 30,000 particles greater than four microns in size, about 15,000 particles greater than six microns wide and

about 1,900 particles greater than 14 microns in diameter.

That delivery of diesel fuel is considered fairly contaminated, and should be polished upon bunkering.

The new fuel should be polished until it reaches the target cleanliness level of 14/13/11 needed for pumping diesel fuel from your yacht’s tank to its Tier 4 engines. Those numbers translate into about 120 particles greater than four microns, about 60 particles greater than six microns and 15 particles greater than 14 microns.

It is imperative that every yacht has a multi-stage fuel cleaning system on board to polish the fuel when needed per the analysis of the particle counter. And using this fuel polishing system as part of the diesel preventive maintenance program will also keep water, mold and bacteria out of the fuel. Diesel fuel is the lifeblood of your engine, and with the lower tolerances of Tier 4 engines to contaminants, a rigorous fuel sampling, testing and polishing regimen is a must.

Capt. Jeff Werner has been in yachting for more than 20 years on private and charter yachts, both sail and power. He is an instructor for RYA, MCA, USCG and US Sailing courses and owns Diesel Doctor (MyDieselDoctor.com).

Comments on this column are welcome at editorial@the-triton.com.

B April 2015

ONBOARD EMERGENCIES: Sea Sick

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The best first aid for a cancer patient, onboard or in your life, is emotional PHOTO FROM BIGSTOCK.COM support.

Emotional first aid is your best tool to care for cancer patient As I write this, my mother has just completed her second week of chemotherapy and ended up in the hospital for six days. The chemo, coupled with her other medication, caused her blood pressure to drop dangerously low.

The doctor decided to stop chemo early and begin radiation therapy.

Chemotherapy Sea Sick is a type of cancer Keith Murray treatment that uses drugs to destroy cancer cells. It is intended to stop or slow the growth of cancer cells, which often grow and divide quickly. A doctor can administer chemo in many ways: orally, topically or through injection into the muscle, an artery, the organ with cancer, or the veins.

One problem with chemo is that it often damages healthy cells that divide quickly, too, such as those that line the mouth and intestines or that cause hair to grow. Hair loss is very common for chemo patients. So is fatigue, which really hit my mom hard.

Often, these columns are focused on first aid and preparing for a medical emergency. When being around someone being treated for cancer, there really is no first aid we can render.

Instead, we have to supply emotional first aid.

For those yacht crew interacting with cancer patients – whether they be guests, fellow crew or someone in your family – the best medicine we can give them is our emotional care, patience and understanding.

Cancer can cause a wide range of emotions that may be overwhelming.

These emotions may change frequently and are completely normal. Some of the feelings cancer patients may exhibit include anger, fear, stress, depression, loneliness and sadness.

Anger is one of the biggies. They often ask “Why me? I don’t deserve to be sick.” Often, they direct their anger at loved ones, caregivers, or anyone else

around. Religious people may even feel angry with God. They are sad, too, at the loss of their health. Sad they can’t live the life they had before cancer. This sadness may lead to depression and could require medical attention, counseling and possibly medication.

It’s important to remember that these emotions can also be shared by the spouse and family of the cancer patient. We shouldn’t forget about them when we give our emotional care.

All we can do to help is simply to understand that a wide range of emotions is normal. Our job, then, is to treat the patient with kindness and understanding. They may not always want your help or act like they appreciate your efforts, but keep in mind they need you. Even though they may not show it, you are helping them.

One of the symptoms we noticed in my mother was a loss of appetite.

According to the American Cancer Society, a poor appetite can be caused by many things, such as trouble swallowing, depression, pain or nausea.

A poor appetite can also be due to a changed sense of taste or smell, which was the case for my mother.

So we tried to vary her diet and think of foods that looked good. If a cancer patient is onboard, do not be offended if they complain about the food or do not eat much of it. It’s often a temporary side effect of the cancer treatment. Try to find foods that look appealing and hopefully the patient will be able to eat.

There are many good sources for information on cancer, chemotherapy and radiation treatment. The best place to start is the American Cancer Society at www.cancer.org.

Keith Murray, a former firefighter EMT, owns The CPR School, a first-aid training company. He provides onboard training for yacht captains and crew and sells and services AEDs. Contact him at 877-6-AED-CPR, 877-623-3277 or www.TheCPRSchool.com. Comments on this column are welcome at editorial@ the-triton.com.

The Triton

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Motoryachts Told U So, No Comment, Muse sell Merle Wood & Associates has sold the 145-foot (45m) Benetti M/Y Told U So, the 125-foot (38m) Heesen M/Y No Comment (jointly listed with Luxury Yacht Group), the 98-foot (30m) Princess M/Y Sally Slade, and the 82foot Sunseeker M/Y Hideout.

New to its central agency listings for sale are the 205-foot Oceanco M/Y Lady Lola, the 180-foot (55m) Benetti M/Y Cakewalk (ex-Altitude) in a joint listing with Burgess and listed for $29.5 million, and the 84-foot Hatteras M/Y Perfect Lady.

Camper and Nicholsons has sold the 145-foot (45m) Benetti M/Y Told U So, the 125-foot (38m) Heesen M/Y No Comment, and the 111-foot (34m) Benetti M/Y Sentimental Journey by broker Michael Rafferty.

New to its central agency listings for sale is the 145-foot (44m) Benetti M/Y Star, the 143-foot (43m) M/Y Silver Wind built by ISA Yachts, the 105-foot (32m) S/Y Liara built by Southern Ocean, and the 85-foot (26m) M/Y The Next Episode built by Van Der Valk.

New to its charter fleet is the 163foot (50m) M/Y Resilience (ex-Dream) available in the western Mediterranean this summer, the 143-foot (43.6m) M/Y Silver Wind also in the western Med, the 139-foot (42.5m) S/Y Hic Salta, the 131-foot (40m) M/Y Thumper and the 91-foot (28m) M/Y Devotion.

Italian builder Benetti has sold its seventh Classic Supreme 132 (hull BS007), in collaboration with Ocean Independence. The Classic Supreme 132 is a 40m yacht from the board of Stefano Righini, responsible for the concept and the exteriors, while Alessandro Pulina of Pulina DNA and the yard’s design office were responsible for the interiors.

Benetti has sold nine new builds since September and has 45 units under construction, the company said in a press release. Three of its new builds are on the move.

The 50m M/Y Vica, the yard’s first yacht with hybrid technology, was expected to weigh anchor in Livorno mid-March. According to a company statement, it “ensures comfortable hull performance thanks to a special elastic connection between the engines and prop shaft.”

The 63.5m FB264 has been launched in Livorno. And the 56m M/Y Surpina (above) was expected to be delivered in late March.

YPI Brokerage, the sales and new construction arm of Yachting Partners

April 2015 B

BOATS / BROKERS

International (YPI), has sold the 111foot (34m) Sunseeker M/Y Frivolous by broker Matt Albert. This is the second Sunseeker the company sold since last summer. It was listed at 5 million euros.

Moran Yacht & Ship has sold the 102-foot (31m) M/Y Muse built by Cerri Cantieri Navali.

Northrop & Johnson has sold the 84-foot M/Y Coy Koi by Vripack by broker Chuck MacMahon.

Now to its central agency listings for sale is a 2-year-old 84-foot Sunseeker Predator listed at 3.2 million euros with broker Jonathan Browne, and the classic 75-foot Little Harbor sloop S/Y Halcyon in Newport.

In related news, the brokerage has hired John Solomon as a sales broker in its Antibes office.

It also opened an office in New York City, where the company’s first office opened in 1949 on Madison Avenue.

The new office is off Fifth Avenue in the city’s luxury shopping area. Joining the company as head of the office is broker Mathias Chouraki, who previously owned a charter and marketing company in Manhattan.

Fraser Yachts has sold M/Y Calixe, M/Y Four Wishes, M/Y Serenity J, M/Y Lady Ecosse, M/Y Mr Jack and M/Y Dancing Girl.

New to its central agency listings for sale are the 32m Horizon M/Y Maximus II listed for $5 million, and the Horizon M/Y Uno Mas listed for $2 million.

The firm also represents six berths for sale in two marinas in Palma, including one of 128m for just under 10 million euros.

New to its charter fleet is the 164foot (50m) S/Y Xarifa in the Western Med. Dutch builder VanDutch has introduced a high-performance electric model, the VanDutch 40 Electric (below), also known as VanDutch E.

VanDutch created the vessel in partnership with Aguri Technologies, a division of Aguri Racing—the organization behind the Amlin-Aguri Formula E team.

The VanDutch E will reduce emissions by 100 percent, the company said in a statement.

Established in 2008 in The Netherlands, VanDutch builds its recreational vessels in the United

States. It builds vessels from 30-55 feet and expects to reveal a 75-foot model soon. For more information, visit www.

VanDutch.com.

Dutch builder Heesen Yachts has delivered M/Y Asya (below). Launched in December, M/Y Asya is the second in the restyled 47m class designed by Frank Laupman of Omega Architects.

The restyling houses the rescue tender in an enclosed bay in front of the wheelhouse and redesigned crew accommodations to comply with LY3 regulations. Her interior is from London-based Bannenberg & Rowell.

Powered by two MTU8V 4000 M63 diesel engines, M/Y Asya’s steel hull with bulbous bow passed sea trials in the North Sea in early February. At her cruising speed of 12 knots, the yacht has a range of 4,000 nautical miles.

The builder has nine yachts under construction with deliveries scheduled through to 2017, according to a company statement.

New Zealand-based builder McMullen & Wing has created design partnerships with three of the world’s leading yacht design studios to build the world’s most capable luxury yachts, according to a press release.

H2 Yacht Design of London, Vripack Naval Architecture of The Netherlands and Greg Marshall of Canada have created new designs for the builder.

Jonny Horsfield of H2 Yacht Design designed Blade (above), combining iconic H2 styling cues with specific expedition credentials: massive tenders, pool and vast exterior decks.

Marnix Hoekstra and Bart Bouwhuis from Vripack designed Flow, a muscular yet styled family motor yacht featuring a beach house on the aft deck, gull wing lookouts from the skylouge and perforated window graphics.

Marshall designed Diamond, another version of the award-winning 45m M/Y Big Fish and his current 50m being built at the yard.

McMullen & Wing CEO Michael Eaglen is working with designers to create specs for the new yachts. Pricing should be available this spring.

For more information, visit www. mcmullenandwing.com.

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

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 628/673 Savannah, Ga. 600/NA Newport, R.I. 612/NA Caribbean St. Thomas, USVI 828/NA St. Maarten 819/NA Antigua 738/NA Valparaiso 750/NA North Atlantic

Bermuda (Ireland Island) 828/NA Cape Verde 775/NA Azores 644/1,106 Canary Islands 683/951 Mediterranean Gibraltar 519/NA Barcelona, Spain 662/1,304 Palma de Mallorca, Spain NA/785 Antibes, France 555/1,325 San Remo, Italy 631/1,626 Naples, Italy 626/1,477 Venice, Italy 630/1,547 Corfu, Greece 517/1,159 Piraeus, Greece 500/1,125 Istanbul, Turkey 661/NA Malta 630/1,133 Tunis, Tunisia 711/NA Bizerte, Tunisia 711/NA Oceania Auckland, New Zealand 633/NA Sydney, Australia 599/NA Fiji 615/NA

One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of March 15, 2014 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 916/976 Savannah, Ga. 896/NA Newport, R.I. 888/NA Caribbean St. Thomas, USVI 1,124/NA St. Maarten 1,110/NA Antigua 982/NA Valparaiso 689/NA North Atlantic

Bermuda (Ireland Island) 1,053/NA Cape Verde 879/NA Azores 960/1,795 Canary Islands 901/1,296 Mediterranean Gibraltar 911/NA Barcelona, Spain 894/1,698 Palma de Mallorca, Spain NA/883 Antibes, France 870/1,823 San Remo, Italy 1,026/2,386 Naples, Italy 1,013/2,289 Venice, Italy 1,053/2,200 Corfu, Greece 1,102/2,128 Piraeus, Greece 1,060/1,892 Istanbul, Turkey 1,008/NA Malta 977/1,809 Tunis, Tunisia 877/NA Bizerte, Tunisia 877/NA Oceania Auckland, New Zealand 921/NA Sydney, Australia 917/NA Fiji 951/NA *When available according to local customs.

B April 2015

TRAINING: On Course

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The Triton

Crew to document five courses in five years for current STCW The Manila Amendments bring significant changes for all seafarers, specifically the requirement to update certain elements of the mandatory STCW Basic Safety Training.

According to the IMO, and therefore the MCA, there are five basic courses that need to be updated by crew every five years.

These On Course requirements affect Brian Luke crew and all vessels subject to port state control. Vessels are now required to provide documentary evidence that within the previous five years all employed seafarers have met the appropriate updated training requirements. If crew cannot provide evidence of such training and revalidation, then the vessel could be put at risk and potentially fail port state inspection.

MCA Marine Information Note (MIN) 469 specifies which STCW elements require updating and which crew are subject to it. For those in the yachting industry, this includes OOWs, chief mates, engineers and masters.

Additionally, for other crew, the MCA states that “…if you are serving on board ship and are qualified in any of the following you must, as of 1 January 2017, have documentary evidence of either completing the training course or updating training within the last five years”: l Personal Survival Techniques (STCW Table A-VI/1-1) l Fire Prevention and Fire Fighting (STCW Table A-VI/1-2) l Proficiency in Survival Craft and Rescue Boats Other Than Fast Rescue Boats (STCW Table A-VI/21) (Advanced Sea Survival, for yacht ratings) l Proficiency in Fast Rescue Boats (STCW Table A-VI/2-2) l Advanced Fire Fighting (STCW Table A-VI/3) In the superyacht industry, generally this means that if you are working in the capacity of stew, deckhand, bosun or OOW <3000 gt yachts, you will only need to update Personal Survival Techniques and Fire Fighting.

Those operating in the capacity of chief mate, engineer (Y1, Y2, Y3 and Y4) or master <3000 gt yachts will need to also add Proficiency in Advanced Fire Fighting and Proficiency in Survival Craft and Rescue Boats Other Than Fast Rescue Boats (PSCRB).

The MCA allows those in yachting to substitute Advanced Sea Survival for the PSCRB requirement. Those holding a chief mate or master <3000 gt yachts Certificate of Competency (CoC) need

to update Advance Sea Survival.

Fortunately, STCW permits some elements of the updating training (the preceeding bullet points) to be completed onboard. With the exception of fire fighting, the MCA takes advantage of this through a selfdeclaration form found in the annex of MIN 469.

The good news is that by completing much of the required training elements onboard, less time is required training at an authorized training center, saving crew time away and expenses.

As an example for self-declaration, let’s look at Personal Survival Techniques. Within the self-declaration form, crew declare that within the previous five years they have completed onboard training and gained experience for maintaining the required standard of competence in each of the following areas: l Donning a life jacket l Boarding a survival craft from the ship while wearing a life jacket l Taking initial actions on boarding a lifeboat to enhance chance of survival l Streaming a lifeboat drogue or sea anchor l Operating survival craft equipment l Operating location devices, including radio equipment Crew who can legitimately declare they have accomplished these six elements in the previous five years can reduce the required authorized training center time in PST from a one-day course to four hours.

Additional self-declaration forms may be filled out and signed for PSCRB (Advanced Sea Survival, yachts) and Advanced Fire Fighting (AFF can be reduced from one day to four hours).

The MCA goes on to state that “the reason FP&FF (Fire Prevention & Fire Fighting) is not included in this option is that the elements of training permitted to be carried out on board would not significantly reduce time of the shore-based program”.

For those of us working in the yachting industry, we now need to attend update/refresher training every five years. Depending on qualifications and position, crew will be required to update from two to four courses.

By planning ahead, crew may be able to reduce training time and costs significantly, helping keep your career on course.

Capt. Brian Luke is chief operations officer for International Crew Training in Ft. Lauderdale. He is an airline captain and holds a USCG 1600/3000-ton master’s ticket. ICT trains crew for entrylevel through 3000 ITC Master licenses, engineering and interior operations.

Comments on this column are welcome at editorial@the-triton.com.

The Triton

www.the-triton.com

MARINAS / SHIPYARDS

April 2015 B

River Bend renovates; Miami River, Jacksonville projects in news River Bend Marine Center on Ft. Lauderdale’s New River is undergoing a $5 million renovation to add new floating docks, dredge the basin, repair the sea wall, upgrade the electrical, add new bathrooms and showers, resurface the yard and upgrade the landscaping.

The yard just east of Lauderdale Marine Center remains open and operational during the renovations.

Major vessel repairs will take place at LMC. The renovation is expected to be complete in time for the fall season.

designs were passed by the Miami River Commission. Construction is planned to begin in early 2016.

The marina at 583 N.W. 24th Ave. is designed to have a Kallwal roof system, which allows natural light, according to Miami Today newspaper. The architect is Miami-based Bermello, Ajamil & Partners, which has worked on the Northwest 12th Avenue Miami River Bridge project, and drawbridge projects for the Venetian Causeway and 79th Street Causeway.

Riverfront land in play

For more information, visit www. riverbendmarinecenter.com.

Miami River project OK’d

The latest plans for the former Miami Mega Yacht Marina on the Miami River got another approval in early March. According to news reports, SeaVault will include 14 covered slips for yachts 150-230 feet, each with three-level crew quarters and for sale.

First approved a year ago, the latest

A developer has presented a $1.4 billion proposal to the city of Jacksonville to turn 48 acres of neglected city-owned property on the north bank of the St. Johns River into a yacht shipyard and marina.

Known as the Shipyards property, Shitaki Marine Enterprises, owned

by Patrick Mullen, proposes to build a world-class yacht yard and marina there, according to news reports.

Jacksonville Jaguars owner Shad Khan submitted a $35 million plan in early February to turn the area into an urban, walkable destination that connects his football stadium with downtown. But the site had once been home to ship repair and service, so Mullen revived the idea with his

proposal in early March.

The city’s Downtown Investment Authority has issued a request for proposals for other ideas.

Derecktor to build Damen boats

Derecktor Shipyard in Mamaroneck, N.Y., and Dutch builder Damen Shipyards Group have entered into a license agreement for Derecktor to build Damen pilot boats and wind farm support vessels.

The core vessels of Derecktor’s “H” Series are designed by Damen but customized by Derecktor to include U.S. components, modular propulsion units, and enhanced personnel transfer systems.

The agreement also provides for Damen Technical Cooperation Services, including personnel for the onsite management and supervision of construction projects.

Damen Shipyards Group operates 32 shipbuilding and repair yards around the world, but none in the United States.

In other company news, Derecktor Shipyard in South Florida has refinanced its existing boat lift loan to renovate the shipyard around it.

According to a story in the South Florida Business Journal, the yard has acquired a $5.6 million loan from

BankUnited, a portion of which will be used for improvements. Low interest rates precipitated the refinancing, the newspaper reported.

For more information, visit www. derecktor.com.

Azimut opens in Thailand

Azimut Yachts opened an office in Thailand, partnering with MGC Marine in Bangkok as the sole authorized importer and distributor of Azimut Yachts in the country. MGC Marine is part of Master Group Corp. (Asia), a dealer in the automotive retail business, including luxury brands as Rolls-Royce and Aston Martin.

The office, called The Azimut Lounge, is an exclusive reception area for clients at Ocean Marina Yacht Club in Pattaya, 90 minutes drive from Bangkok. MGC plans to open its second Azimut Lounge in Phuket within the year. The Azimut line in Thailand is 50-85 feet.

B April 2015

BUSINESS BRIEFS

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The Triton

Database centralizes job search; Reardon starts consulting firm Database centralizes job search

A yacht captain and a former yacht crew have started a company to help crew searching for work to streamline their resume and agency interactions.

Yacht Crew Database (yachtcrewdatabase.com) provides a central online profile for crew that allows them to check-in and connect with the agents they choose.

For agents, it helps keep resumes and job status current by eliminating the requirement that crew check in.

The most up-to-date information is available and searchable.

Although operating similar to a social networking site, all information on the site is private with only approved and signed in crew agents having access to crew profiles.

Yacht Crew Database was started

by Louise Clark in Monaco and Luke Dunstan in Bristol, UK. Both have worked on yachts.

Veteran manager starts firm

Yacht manager Michael Reardon has opened his own firm, Reardon Yacht Consulting (RYC) in Ft. Lauderdale. RYC provides ISM and MLC implementation, management of new build and refit projects, and crew management.

Reardon brings nearly 30 years

of experience operating and managing luxury yachts. A former captain, he spent 11 years as a manager with Fraser Yachts and most recently Reardon was head of U.S. operations for yacht management with Hill Robinson.

“Working with some of the biggest companies in the yachting industry has given me a unique opportunity to gain experience in all phases of international yacht and charter yacht management,” Reardon said.

Over his career, he has managed many of the world’s best known yachts, including the 425-foot Lürssen M/Y Octopus, the 257-foot Royal Denship M/Y Pegasus V (ex-Princess Mariana), and the 197-foot Oceanco M/Y Pegasus II (ex-Alfa Four).

An active member of the U.S. Superyacht Association (USSA), he is on its Advocacy Committee and also served as moderator of the keynote panel for second annual USSA Superyacht Summit in late March. He is a founding member of the Mediterranean Yacht Brokers Association’s Yacht Management

Committee, and is a member of the Florida Yacht Brokers Association (FYBA).

For more information, visit www. reardonyacht.com.

Engineer joins refit company

Ft. Lauderdale-based All Points Boats has hired Brian Sheridan as director of engineering to oversee all yacht refits.

A graduate of Texas Maritime Academy with a degree in Marine Engineering, Sheridan also holds a U.S. Coast Guard Chief Engineer Unlimited license. He has led projects such as the decontamination of ships during the BP oil spill cleanup, yard periods on vessels as large as 220 feet, health and safety inspections within ship scrapping yards and yacht management. He also spent two years in the engineering sales department at National Marine Suppliers in Ft. Lauderdale.

Most recently, Sheridan managed M/Y Echo and was chief engineer on the 144-foot Trinity M/Y Marlena.

For more information, visit www. apb1.com.

Edge opens in Spain

Ft. Lauderdale-based management company Edge Yachts has opened

an office in Barcelona. Mikaela Favill, a former chief stew and sailing instructor, will lead the office at the MB’92 shipyard.

“We have been based in the U.S. capital of yachting, Ft. Lauderdale, and our expansion to Barcelona cements our commitment to the fleet of evermoving superyachts, which for the most part are located in Europe and the Americas,” said Anthony Sands, company CEO. Edge Yachts also has relaunched its Web site with more information about its range of services, including ISM and ISPS compliance, assistance with meeting specific cruising regulations for U.S. waters, support for financial management, MLC 2006 compliance, and new construction or refit projects.

Contact the new Barcelona office at MB92, Paseo Juan de Borbon 92, 08003 Barcelona, Spain. For more information, visit www.edgeyachts.com

ISS fills board vacancy

The International Superyacht Society (ISS) has appointed Costas Charalambous, director of Global Marine Communications, to fill the remainder of a three-year term vacancy.

Charalambous has been a long-time ISS member and was recently on the 2015 ballot.

The Triton

www.the-triton.com

CREW NEWS

Stew Penny Dabestani and her daughter teamed together to write the first PHOTO PROVIDED in a series, “Aquariana and the Golden Pearl”.

The sea talks; a stew and her daughter tell the tale

By Dorie Cox

mythical sea creatures. The message is environmental awareness, and A pearl necklace was given to Stew Dabestani donates a portion of the Penny Dabestani when she was 4 years profit to conservation groups. old. The gemstone is still prominent in “I want crew to be aware, to know her life decades later, most recently as that every action has consequence, a necklace in her first book, “Aquariana no matter the intent,” Dabestani said. and the Golden Pearl”.

“For example, if you throw cigarettes “My grandfather bought the overboard, just something small, it can necklace for my grandmother,” mean thousands of butts a day around Dabestani said. “And pearls have been the world.” important to me since.”

She also gives away some of her Found in fresh and saltwater, pearls books. are also a symbol for Dabestani’s strong “I don’t push, I just sign and leave a connection with the ocean. copy for charterers or guests,” she said.

“I love the smell, the look, the sea She has planned seven books in the life and I like to be in water,” Dabestani series with the second, on whaling, in said. She is a scuba diver with real-life the editing stage. adventures of swimming with sharks Dabestani started in yachting a and pilot whales. few years ago. Before that she was an It all ties together in her recently airline flight attendant for 20 years and self-published young adult novel. On had her own business designing and a trip to the Cayman Islands about six making jewelry, with a specialization in years ago, Dabestani’s 12pearls, of course. When year-old daughter came jewelry business Details about “Aquariana her up with the story of the closed, she visited a and the Golden Pearl” sea and its creatures. friend in Ft. Lauderdale is available at www.

“This was entirely who suggested that aquarianna-us.com.

Parissa’s idea,” she said. with her strong service “She was sitting by the sea background she take edge and she said, ‘Mom, I the STCW and work on have to tell you something.’ “ yachts.

Parissa explained to her mother “I got my first job at a Triton that the sea spoke and was called networking event,” she said. “I had been Aquariana. Aquariana promised Parissa here four days.” more explanation in her dreams.

Since then, she has worked as stew, “That night, she started writing cook and deckhand on yachts including with tablet and pen,” Dabestani said M/Y Sea Breeze, M/Y Glen Ellen, M/Y of her daughter. “She wrote details for Sanctuary, M/Y Sterling, M/Y Utopia names and characters. She said, ‘I can’t and M/Y Invictus. write it; you have to write.’ The book is She feels like her life has come full exactly what she was telling me.” circle in yachting.

Dabestani describes the book “This ties in exactly the way it as fact-based fiction with current needs to,” Dabestani said. “I work on readership from 9 to 72 years old. the oceans and I am actively trying to The young girl in the story learns conserve.” of over-fishing, shark-finning, Dorie Cox is associate editor of The and environmental destruction Triton. Comments on this story are through her travels with real and welcome at dorie@the-triton.com.

April 2015 B

B10 April 2015

CRUISING GROUNDS: South Pacific crossing

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The Triton

Puddle Jumpers prepare for South Pacific adventures

By Capt. Frank Nitte

Crews of about 80 vessels, including several superyachts, attended. Turpin, managing editor of Latitude 38, and Stephanie Betz of Tahiti Tourisme gave presentations about French Polynesia and answered cruising questions.

Every year, roughly 800 cruising yachts gather on both sides of the Panama Canal to prepare to cross the Pacific, a journey of more than 3,000 miles to the islands of French Polynesia and beyond.

Visa formalities Andy Turpin of Latitude 38 All yachts transiting in French Sailing Magazine dubbed this annual Polynesia have to declare their crew migration the Pacific Puddle Jump, and at immigration, police, gendarmerie it has stuck. and customs at their arrival harbor, in Not really a rally, the yachts begin to Papeete, Tahiti, and on their departure gather in late February for a departure island. sometime by early June from various All non-EU crew need to pay a bond points along the equal to the cost of west coast of an airline ticket to the Americas. their home country The largest to guarantee to concentration of local authorities passage-makers that they will have depart from Balboa, enough money to Panama. There is no leave the country. committee boat, nor All crew will are there mandatory have to show daily radio checkproof of medical ins, however, several insurance or radio nets always coverage. evolve, which At their first are administered port of call in voluntarily by fleet Marquesas, members.

Gambier or Boaters in traditional, bright garb Although row out to meet incoming yachts. Tuamotu, yachts Puddle Jump have to PHOTO PROVIDED TAHITI TOURISME will voyagers set sail contact the police independently, they office, which will share information on preparation, normally provide a customs clearance. weather routing, and inter-island The original must be sent straight to cruising via radio nets and electronic customs headquarters in Tahiti. communications before, during and French citizens can live and work after their crossings. in French Polynesia without a visa.

In honor of these cruising yachts, the Citizens of other EU countries can stay Balboa Yacht Club on the Pacific side without a visa under some conditions. of the canal, and Shelter Bay Marina Non-EU citizens normally get 90on the Atlantic side host parties each day visas upon arrival. Any extensions, year. This yearâ&#x20AC;&#x2122;s was the sixth annual or a long-stay visa, must be requested Panama Pacific Puddle Jump Party, in the French Embassy or Consulate co-sponsored by Latitude 38 Magazine See PANAMA, page B11 and Tahiti Tourisme.

A variety of yachts find harbor at Shelter Bay Marina in Panama on the PHOTO COURTESY OF CAPT. FRANK NITTE Atlantic side of the Panama Canal.

The Triton

www.the-triton.com CRUISING GROUNDS: South Pacific crossing

A group of cruisers gather in March at Shelter Bay Marina on the Atlantic side of Panama to gather information and PHOTO COURTESY OF CAPT. FRANK NITTE resources before they set off across the South Pacific.

Visa, weather, customs data shared in ‘rally’ PANAMA, from page B10 in a cruiser’s home country. Local extensions are only given in case of serious sickness or serious boat failure.

Even with the help of a Tahitian yacht agent, non-EU citizens cannot extend their visas after they arrive in French Polynesia. Long-stay visa are usually for six months.

An explanation of what is required can be found at www.consulfrancelosangeles.org, click on “Long and Short Stay Visas” and scroll down for information about long-stay visas for French Polynesia.

Cruisers must apply in person at a French Embassy in their home country or in Panama City, Panama, which will be the last place possible to apply. The process can take up to eight weeks but the average time in Panama this year was four weeks. Of course, each embassy is different, so times may vary.

Support system

Non-EU voyagers who register for the Pacific Puddle Jump (www. pacificpuddlejump.com) can get a bond exemption. For the past few years, Latitude 38 magazine has brokered the exemption deal through its Tahitian partners. Tahitian agency Tahiti Crew offers a special package that includes clearance in and out of French Polynesia, the ability to purchase dutyfree fuel beginning in the Marquesas, and the bond exemption for crew.

There is no obligation to use the services of Tahiti Crew.

The Puddle Jump parties have turned into cruising calendar events.

French Ambassador to Panama, Philippe Casenave, attended the Shelter Bay party and inaugurated a French Polynesian cabinet filled with information for voyagers passing through the Panama Canal en route to the region.

Yacht crew planning a passage to French Polynesia are welcome to join

Incoming boats receive a colorful welcome after crossing the Pacific as part PHOTO PROVIDED TAHITI TOURISME of the Pacific Puddle Jump group.

the festivities, as we’ll be hosting them again next year.

Capt. Frank Nitte is sailing aboard his 36-foot sailboat S/V Windsong and attended this year’s Pacific Puddle Jump Party at Balboa Yacht Club, Panama.

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

April 2015 B11

B12 April 2015

TECHNOLOGY BRIEFS

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The Triton

TV service at sea improves, fire extinguishers recalled MTN launches HDTV

South Florida-based MTN Communications has launched its high-definition live television service at sea, MTN Worldwide TV HD. “MTN-TV HD delivers an amazing viewing experience onboard,” said Graham Douglas, media and communications manager, P&O Cruises and Cunard. “We can now experience TV at sea like we can at home. As we transformed the technology and ambience in our common areas, theaters and cabins, we evolved from small to large screens, so our requirement for HD became paramount. We are so pleased with the service that we just used it on all our ships to broadcast the naming ceremony for our new build, Britannia.”

This service launch starts with IMG’s Sport 24 Channel in HD. The first-ever 24/7 sports channel designed for the maritime market, its 2015 line-up includes Premier League Soccer, Formula 1, U.S. Open tennis, Wimbledon, the Masters golf tournament, and Bundesliga Soccer.

This new service enhances the quality of all other MTN-TV channels, as well. The company has more plans for TV technology investments, particularly nearing the roll-out of the High-Throughput Multi Spot Beam (MTN HTMS) service next year. MTNTV has been in service five years.

KVH expands mini-VSAT network

Rhode Island-based KVH Industries has completed several capacity increases for its mini-VSAT Broadband network, giving it additional capacity for the Asia-Pacific region, the Pacific Northwest, and the eastern coast of Canada and the U.S. where a new beam was added to more than double the network capacity there.

Fire extinguishers recalled

Fire extinguisher manufacturer Kidde, in conjunction with the U.S. Consumer Product Safety Commission (CPSC), has initiated a voluntary recall to replace certain Kidde fire extinguishers.

A faulty valve component can cause the disposable fire extinguishers not to fully discharge when the lever is repeatedly pressed and released during a fire emergency, posing a risk of injury.

Thirty-one models – about 4.6 million extinguishers sold between August 2013 and November 2014 – are affected. Some of the affected models were designed for the boating market and have a nameplate on the front with the names Mariner 10, Mariner 110, Mariner 5, and Mariner 5 G. To see details about which fire extinguishers are affected and to

arrange for a replacement, visit www. cpsc.gov, click on “Recalls” and search for 15-079.

The CPSC said that Kidde has received 11 reports of extinguishers that failed to discharge, but no injuries had been reported. In a statement, Kidde said it has corrected the issue for production going forward, and are working with customers to obtain all recalled units currently in stock.

New Yamaha dealer named

Pompano Beach-based Boathouse Marine Center has been selected as an authorized dealer and service center for Yamaha marine outboard engines serving customers across South Florida for repairs, parts, warranty and repower installations.

The center is also a dealer and service center for boats powered by Mercury, Volvo Penta and MerCruiser engines, and also serves as a dealer for Interlux yacht paints.

The full-service marina and boat storage at 599 S. Federal Highway was formerly known as Hideaway Marina and has been under new ownership since 2013. It can handle a variety of services, including repowering, electrical, electronics, A/C refrigeration, painting and refinishing, fiberglass repairs, canvas, surveying, emergency haul outs, and detailing. It offers 160 dry storage slips and 22 wet slips. For more information, visit www. boathousemc.com

New app helps anglers

California-based FishTrack.com has created a new fishing app that lets anglers going after saltwater game fish to research from their mobile device the water conditions and weather for the world’s best offshore fishing locations before leaving the dock.

The FishTrack App provides the latest cloud-free and high-resolution sea surface temperature (SST) charts, chlorophyll images, ocean altimetry, currents, bathymetry, moon phase and tides, as well as Buoyweather marine forecasts.

“With the FishTrack app, captains and crew can research temperature breaks and find blue water for any offshore location quickly and easily right on their phone,” said Charlie Levine, editor of FishTrack.com. “They can also plot waypoints to determine how far they have to run, and save their coordinates and chart imagery for offline use.”

The app is free via iTunes, and provides SST data for the entire globe, including more than 85 of the world’s best saltwater fishing destinations.

For more information, visit www.

FishTrack.com.

The Triton

www.the-triton.com FROM THE TECH FRONT: Rules of the Road

Some of the fleet of charter yachts in St. Thomas this winter. New rules allowing up to 12 paying guests are likely PHOTO/DEAN BARNES to encourage some yachts to base in the USVI again.

Yellow, Blue Code a start to implement rules RULES, from page B1 Safety of Small Commercial Motor Vessels (commonly referred to as the Yellow Code), as published by the UK Maritime and Coastguard Agency (MCA) and in effect on Jan. 1, 2014; or l the Code of Practice for the Safety of Small Commercial Sailing Vessels (commonly referred to as the Blue Code), as published by the UK Maritime and Coastguard Agency (MCA) and in effect on such date.

These yacht safety codes are well known within the yachting industry.

They are collectively referenced through the Marine Guidance Note (MGN) 280.

The United Kingdom, registry through its Red Ensign group, implements this legislation. Members of this group include the flag of the United Kingdom and it dependencies.

The dependencies are Anguilla, Bermuda, the British Virgin Islands, the Cayman Islands, Falkland Islands, Gibraltar, Guernsey, Isle of Man, Jersey, Montserrat, St. Helena, and the Turks and Caicos Islands.

The Small Commercial Vessel Code is also adopted and implemented by several other flag administrations that are members of the British Commonwealth, but not subject to the oversight of the MCA. These flags include Antigua and Barbuda, the Bahamas, Barbados, Jamaica, and St. Kitts and Nevis.

For commercial yachts registered with one of the above flags and certified to MGN-280, it is expected that they will meet the U.S. regulations outlined in the Coble Act. This certification will permit the yacht to charter in both

The Howard Coble Coast Guard and Maritime Transportation Act of 2014 was named in honor of Howard Coble, a Republican congressman from North Carolina.

Rep. Coble retired in January after 30 years in the U.S. House of Representatives. He was the only current member of Congress to have served in the U.S. Coast Guard.

The Coble Act provides more than $17 billion for operations during the next two fiscal years. the U.S. Virgin Islands and the British Virgin Islands.

Understandably, reactions to this new amendment are not being met with open arms in the BVIs. Some local charter managers expressed strong optimism, but with the usual amount of caution. It is foreseen that the changes will benefit the economies of both territories in the Virgin Islands region.

However, others have expressed strong concern that make basing charter operations in the U.S. Virgin Islands much more favorable. These advantages include improved travel services, ready availability of provisions, and taxes.

Also, as to be expected with any new law, its simple signature into existence does not mean an instantaneous understanding on its proper enforcement. The U.S. Coast Guard is the primary agency responsible for this compliance.

The agency is being tasked to verify a foreign safety code that has no counterpart under U.S. law.

Owners, captains and crew must

remember that the U.S. Coast Guard is responsible for ensuring safety at sea for all vessels under the U.S. flag, plus foreign-flagged vessels operating in U.S. waters.

Simply presenting a Certificate of Compliance will not guarantee acceptance at face value. Additional inspections as part of the port state control program may be warranted.

Patience and understanding are the keys to making this a successful transition.

Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB), an organization that provides flag-state inspection services to yachts on behalf of several administrations. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1 954-596-2728 or www.yachtbureau.org.

Comments on this column are welcome at editorial@the-triton.com.

April 2015 B13

B14 April 2015

CALENDAR OF EVENTS

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The Triton

Join Expo, parties, regattas, shows this spring EVENTS OF MONTH April 15 Triton Expo Bahia Mar, Ft. Lauderdale

The Triton hosts an Expo in April and October each year. The crewfocused event features vendors who provide the goods and services that yacht captains and crew use onboard. All captains, crew and industry professionals are invited; no RSVP. www.the-triton.com

antiguaclassics.com April 18 International Superyacht Society Superyacht Charity Ball, Southampton,UK. Black tie ball for about 250 industry professionals.

Proceeds to benefit Sail4Cancer. www. superyachtsociety.org

April 21-22 Singapore Yacht Show. www.singaporeyachtshow.com

April 21-22 Counter Terror Expo,

April 30 The Future of Refit and Repair,

and sailing festival, Nanny Cay, Tortola, BVI. www.nannycay.com

April 1 The Triton’s monthly

April 23-26 Antibes Yacht Show, Port

networking event (the first Wednesday of every month from 6-8 p.m.) with Viking SurfSUP in Ft. Lauderdale.

Join us for casual networking at Bahia Cabana to test out gear on the water; no RSVP required. www.the-triton.com

April 11 Westrec’s 14th annual Sunrise

Show, Port of Palma de Mallorca. Runs concurrently with Boat Show Palma. www.palmasuperyachtshow.com, www. boatshowpalma.com

April 23-26 Bahrain Boat Show

May 1 The Future for Captains and

International, Amwaj Marina, Kingdom of Bahrain. www.bahrainboatshow.com

April 11-12 Marine Industries

April 25-May 1 Antigua Sailing Week,

Regatta. Antigua, West Indies.

April 30-May 4 Palma Superyacht

April 30-May 10 23nd annual Saint

April 25 7th annual Spin-A-Thon,

April 15-21 Antigua Classic Yacht

Atenea, Palma de Mallorca, Spain. www.quaynote.com

Vauban, Antibes. Show dedicated to the brokerage and charter of megayachts. antibesyachtshow.com

Harbor Marina Captain and Crew Appreciation Party, Sunrise Harbor Marina, Ft. Lauderdale. Event by invitation only, registration required.

Contact shmarina@fdn.com. This year’s theme is Tequila Sunrise Cantina. www.sunriseharbormarina.net Association of South Florida’s (MIASF) 19th annual Plywood Regatta, Dania Beach, Fla. Event to introduce youth and the community to the art of boat building. www.plywoodregatta.org

April 28 Leadership Seminar, Ft.

Lauderdale. Free event to discuss leadership, tailored to yachting. www. marineleadershipgroup.com

Olympia, Wash. Includes maritime security and maritime counter terrorism zone with focus on solutions to threats from terrorism, piracy and political crises in the protection of shipping routes, ports, harbors. www.counterterrorexpo.com

March 30-April 5 BVI Spring regatta

International Yachting Conference, St Vincent and the Grenadines. For yacht executives, captains, insurers, service providers and enthusiasts to learn about the region. www.quaynote.com

Ft. Lauderdale. A fun spinning-bike endurance challenge to raise money for Marine Industry Cares Foundation (MICF). Everyone invited to ride as part of a team or solo, donate or volunteer. www.marineindustrycares.org Antigua, WI. www.sailingweek.com

April 25-May 1 MYBA Charter Yacht Show, Genoa, Italy. Trade-only show. www.mybashow.com

April 28-29 Eastern Caribbean

Lucia Jazz Festival, Saint Lucia. www. stluciajazz.org Crew conference, Melia Palas Atenea, Palma de Mallorca, Spain. Topics include finances, MLC and STCW implementation, crew travel. www. quaynote.com

MAKING PLANS June 22-25 Newport Charter Yacht Show, Newport, R.I.

The show is dedicated to yacht charter professionals, agents, owners, brokers and captains to showcase yachts up to 225 feet.

Includes seminars, yacht hops and culinary competition. www.newportchartershow.com

The Triton

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SPOTTED: Ontario

Triton Spotters

Capt. Tom White took his Triton on a winter escape from Miami to Lake Obabika Lodge in Ontario, Canada, on what appears to be sunrise on a clear day. Too bad it’s early March and minus-39 degrees F. “I think I did this backwards,” he confessed.

Not really, Capt. Tom. Sometimes those sunny South Florida days can really be a drag.

Where have you taken your Triton lately?

Whether reading on your laptop, tablet, smart phone or in print, show us how you get your crew news.

Send photos to editorial@the-triton.com.

April 2015 B15

C Section

Getting ahead Crew networked with Culinary Convenience, Crewfinders. C2-3

April 2015

Amber waves of grain Healthy options from Mexico, South America, Africa, Europe C4

You’re not the boss of me Adjust when your interviewer is not the captain.

C5

All in the family? Yes, but watch job, reputation

TRITON SURVEY: Invoices

level of details was sufficient.

“There can be too much info for estimates or invoices when they are passed up to accounting for payment,” said the captain of a yacht 80-100 feet in yachting more than 20 years. “It’s better to have details of what was done and how much, but not many details and nautical terms that confuse the lay person.”

In this ideal world, though, nearly twice as many captains said they wanted all the details they could get.

“Owners of yachts require the same details as they do for their businesses, otherwise they would not be able to enjoy their toys,” said the captain of a yacht 120-140 feet in yachting more than 30 years. “Basically, the more information regarding repairs, etc., to their vessel, the more they like it, and the captain can better explain the whats and why fors.”

“I like it broken down by line item,” said the captain of a yacht 80-100 feet in yachting more than 30 years. “Say it’s install davit. I want labor, parts, materials all under that line item.

A topic that comes up again and again in yachting revolves around establishing standards of professionalism for crew and defining appropriate boundaries within a private service environment.

We live together in tight quarters, and it is inevitable that stews will develop close relationships Stew Cues with the owners Alene Keenan and guests. It can be hard to find the line that separates friendly from familiar and to develop the professional character to know better than to step over it.

It comes down to respecting societal and professional limits and defining a code of moral values that outlines the behavior expected of qualified service professionals.

In today’s world, organizations of all sizes adopt an ethical code for the purpose of assisting everyone within the organization to apply the principles of “right” and “wrong” to their everyday decision-making.

Yachting is no different, but it can be hard to separate business from social principles when we live where we work and when we are exposed to so many personal details of the lives of owners, charter guests, and co-workers.

A workplace code of ethics for yachts can be hard to establish because the lines are frequently blurred. Make no mistake: owners are often just as much at fault as crew by encouraging relationships that are too familiar.

To build solid working relationships, we must develop rapport and trust with everyone onboard. But as stews, we are the yacht’s central figure for service. It is our job to make sure everyone feels

See INVOICES, page C8

See STEW, page C12

SHOW ME THE MONEY: Invoices for products and services vary with detail and clarity. Captains said some are described ILLUSTRATION/PATTY WEINERT to the penny while others are handwritten and vague.

Captains need detailed invoices for smooth sailing A yacht manager recently groused that too many invoices from yachting vendors were slim on details, making it challenging to get his accounts paid in a timely way.

We wondered if captains have a similar challenge, so we asked. Turns out, not so much.

We purposely left out discussion Triton Survey Lucy Chabot Reed of the value yacht businesses provide and focused solely on the paperwork offered after a job is complete.

Allowing for the variety that arises depending on the complexity of a job, most captains fall in the middle on the level of details required and desired on invoices.

And they are the ones who decide.

More than 70 captains took our survey this month, most of whom run vessels smaller than 140 feet.

How detailed do you require an invoice?

The largest group – more than 70 percent – chose the middle option of “pretty detailed.” By that, we mean

Potstickers and chili Top Shelf and Crew Mess offer deliciously hearty options. C6-7

the basics of contact info, date, and how much it cost, plus a description of what was done and how the vendor arrived at the final charge. For this level of detail, we also expect that the cost of parts and materials would be separated out from the cost of labor.

“Large yachts have budgets that are larger than many small businesses and good records are important,” said the captain of a yacht 100-120 feet in yachting more than 30 years. “We often use past invoices for budgeting and maintenance planning.”

The bulk of the rest of our respondents – 19 percent – said they require even more details, including part numbers, number of workers who did the job, breakdown of time for each, rate per hour for each including travel rate vs. labor rate, etc.

Just 10 percent of captains said they only required a basic level of details.

In addition to asking what they require in an invoice, we also wondered what their ideal invoice would include, to see if they wanted more than they needed.

They don’t. Again, most captains (though slightly fewer) said the middle

C April 2015 TRITON NETWORKING: Culinary Convenience

T

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he Triton cooked up networking with Culinary Convenience on the first Wednesday of March in Ft. Lauderdale. About 200 captains, crew and industry professionals toured the shop for the latest galley trends and enjoyed music, cold beverages and tasty PHOTOS/DORIE COX treats.

The Triton

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he Triton kicked off springtime with networking at Crewfinders International on the third Wednesday of the month.

More than 200 captains, crew and industry pros enjoyed perfect weather, a cold beverage and snacks at the crew placement agency in Ft. Lauderdale.

PHOTOS/DORIE COX

TRITON NETWORKING: Crewfinders

April 2015 C

C April 2015 NUTRITION: Take It In

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Never heard of these whole grains? Try for great benefits There’s a whole lot of goodness in then let it sit covered off the heat for whole grains. These plant-based foods another 10 to 15 minutes. Use it to serve up a delicious dose of B vitamins, make a pilaf, polenta or tabouleh. minerals such as iron and magnesium, Kañiwa. Also spelled cañihua, this dietary fiber cousin of quinoa has its origins in Peru and a host of and Bolivia. It’s a pseudo-grain that phytonutrients. looks like small brown seeds.

It’s no wonder Research shows that kañiwa is with such high in quercetin, an antioxidant powerful natural phytonutrient also found in onions, constituents that capers and dark red- or blue-hued eating three or fruits and vegetables. more servings of Toast kañiwa in a dry pan to bring whole grains daily out its nutty flavor. Then simmer for Take It In can reduce the risk 15 minutes. There’s no need to rinse Carol Bareuther of heart disease by kañiwa because it doesn’t have a bitter 25 to 36 percent, coating called saponin that is found in stroke by 37 percent, Type II diabetes quinoa. Make grain salads, pancakes or by 21 to 17 percent, intestinal cancers enjoy as a hot breakfast cereal. by 21 to 43 percent and hormoneTeff. These teeny tiny grains are an related cancers by 10 to 40 percent, everyday staple in Ethiopia where teff according to the Boston-based Whole is used to make the spongy textured Grains Council. flatbread injera. Teff offers a potent How can nutritional punch you reap these by providing benefits? Eat more twice the iron of whole grains. other grains and This includes three times the those grains that calcium. These are familiar and brown, white or those that you’ve red seeds (there perhaps never are naturally three heard of or tried. colors of teff) have The first step is a sweet, molassesto identify what is like flavor when a whole grain. It’s a cooked. grain that contains To cook into a 100 percent of the savory polenta or original kernel, sweet porridge, meaning the outer simmer 1 cup of bran coating, inner teff in 3 cups of germ and starchy broth or water endosperm. Oats, for 20 minutes. cornmeal, brown Teff flour makes rice, wild rice, a tasty crepe or barley, buckwheat wrap. and whole wheat Einkorn Golden Einkorn.

PHOTO FROM JOVIAL are well-known wheat. Einkorn is FOODS AND THE WHOLE GRAINS COUNCIL an ages-old variety examples. Less common yet just of wheat. It’s much as nutritious and delicious are whole harder to grow than regular wheat, grains such as amaranth, quinoa, teff hence its relative unpopularity until and varieties of wheat such as einkorn. late. However, it still grows in European Here are a few not-so-common countries such as Germany, Austria, whole grains worth a try.

France and Italy.

Amaranth. Native to Mexico, Research shows einkorn to have amaranth was a staple source of more protein and greater amounts of nourishment for the ancient Aztecs. Its nutrients such as vitamin A, potassium tiny, light brown seeds take on a sheen and phosphorus than regular wheat. when cooked that make it look like Cook the whole einkorn or wheat caviar. berries in 2 ½ to 3 cups of water or Amaranth is technically a pseudobroth for each cup of grain for 45 to grain in that it is not a family member 60 minutes until soft. Use the cooked to oats and wheat, but it provides grain as a side dish like rice or in soups a similar nutrient profile. However, or casseroles. Einkorn flour, like wholeamaranth has an especially high level wheat flour, is great for bread baking. of complete protein. It contains the amino acid lysine while many other real Carol Bareuther is a registered dietitian and pseudo-grains do not. and a regular contributor to The Triton.

Cook amaranth in 3 to 4 parts liquid Comments on this column are welcome to 1 part grain for about 15 minutes, at editorial@the-triton.com.

The Triton

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IN THE GALLEY: Culinary Waves

Today’s first crew interview may not include the captain As a chef looking for work, you’ve been selected to interview for a job.

Congratulations. So you show up with your best face forward. You are so prepared and excited, even your resume sparkles.

However, it’s not the captain who shows up to interview you; it’s someone else.

Wait a minute, what’s going on Culinary Waves here?

Mary Beth The first thing Lawton Johnson you probably think of is that your time is valuable and your credentials demand that you not be interviewed by anyone less than the captain. Besides, what does a chief stew know about culinary terminology and what it takes to be a chef.

A lot, actually, as do most other crew members. So be prepared to be interviewed by anyone.

First of all, not every captain has the time to interview every staff member coming onboard. If it is deck crew, the captain might assign the interview process to the first mate or engineer. If it is interior crew, the chief stew likely will handle it, or perhaps the owner’s wife if she wants to get involved, or a management company.

So what about the chef? Who interviews chefs? Years ago, it was always the captain, but that habit is going the way of the dinosaurs.

Now, chefs should expect to have at least preliminary interviews with the chief stew or the employer’s chief chef, not the yacht’s captain. Don’t be surprised if it’s the management company or even a chef brought in to test your skills.

Yes, the captain will be involved in a final decision, but the chore of ascertaining your skills and unique fit onboard likely will fall to someone else.

So how do chefs feel about this?

Think about it. Your job impacts the chief stew and the rest of the interior crew most. Who knows what they need in a chef better than the chief stew? She is the one who knows the owners and clients, and who knows what level of service they expect.

Perhaps more importantly, she knows what level the chef will have to rise to in the galley. She has to be able to depend on the chef to get the job done correctly without the drama that might hinder service. Think about it. Does the captain really know that?

Probably not as well as the chief stew.

OK, so you are being interviewed by the chief stew. Wait, is this a prescreen before the big guns are called in to say yay or nay? It might be. It could

be that they make the decision after discussion with the captain or it could be the owner’s wife comes onboard for another round to interview. Or it could be the wife’s personal assistant . It has happened. There are no set rules for the process and who the interviewer is.

In my years working on yachts, it’s usually the chief stew who has interviewed me, but it’s also been the first mate. (That interviewing process is good training for mates who want to be captains someday.)

On one yacht, the chief stewardess picked my brain about the different diets I listed on my resume. She had been with the owner more than five years and knew their eating habits well.

She knew what kind of chef would be a good match for the owners and what kind would not.

As a former chief stew myself, I totally get why they are the first door to a job. Why get halfway to your final destination only to find out the chef has folded under pressure or had a meltdown or simply just can’t grasp what the owners and guests want. She was responsible for finding out who could cut the mustard. So she was the first and only screening to the new job.

I never met the captain until we were away from the dock.

But I’ve also been interviewed by captains. They begin the process, then turn the chef candidates that meet certain standards over to the person who will eventually decide. Sometimes it could be the crew chef. You just never know.

So be prepared to interview with anyone when it’s your turn. But there are certain things to remember. First is that you are the one asking for a job; they likely didn’t recruit you. Don’t let your ego get in the way.

Address the person interviewing you with respect, just as though they are as important as the captain, because they are. They are part of the team; you are not, not yet.

If you have to do a cooking interview, make enough dishes to go around to the people who first interviewed you, not just the last round of interviewers.

Be sure to thank each person for the time they took to interview you.

Look them in the eye and thank them because they might just be the one who recommends you for the job.

Chefs are a dime a dozen. So make sure that your dime is polished and ready to interview with anyone, not just the captain.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 25 years. Comments on this column are welcome at editorial@thetriton.com.

April 2015 C

C April 2015 IN THE GALLEY: Top Shelf

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Chinese chicken potstickers in a soy lemongrass broth Potstickers do not frequent my menu as much as they should. Every time I prepare and make them, I scold myself for not making them more often.

Nine out of 10 charter guests will appreciate this dish. It ticks many boxes and the filling and accompaniment options may be varied to no end, which is great as you may customize the potstickers to adhere to your clientsâ&#x20AC;&#x2122; taste.

The broth needs very little attention and once the mixture is made, assembling the potstickers are a breeze. They can be frozen once stuffed and will taste the same as if you cooked them up straight away.

To me, the broth is the star, so be sure to taste it frequently. You want the guests to be picking up their bowls and slurping away.

Makes 36 for 12 portions of three each.

For the broth: 1 cup soy sauce 1/2 cup sweet chili 1 Tbsp sesame oil 1 garlic clove, crushed 1/2 red onion, finely diced 1 1-inch bulb ginger, crushed

the lemongrass stalks to expose the interior flesh. Place in pot and bring to boil for a few minutes, then simmer for 20 minutes.

Then add the green onion and begin frying potstickers.

2 cup chicken stock 1/4 cup sesame seeds 3 green onions cut 1/4-inch thick 12 lemongrass sticks In a heavy-bottomed pot, combine all ingredients except the green onions and lemongrass. Heat to medium high and whisk regularly to incorporate.

Using the back of your knife, hit

For the potstickers: 3 chicken breasts 1 Tbsp paprika 1 Tbsp dried garlic 2 cloves garlic, crushed 5 green onions, sliced 3 Tbsp hoisin sauce 1 tsp Chinese 5 spice 1 tsp chili flakes 1 tsp sea salt 1 tsp white pepper 1 lemon, juiced 1/4 cup canola oil 36 2-inch wonton wrappers 1 egg, beaten with 1/2 cup water

Add the crushed garlic, green onion, hoisin, 5 spice, chili flakes, salt, pepper and lemon juice and mix thoroughly.

To assemble the potstickers, place wrappers on a work surface. Spoon 1 tablespoon of the chicken mixture into the center of each wrapper.

Using your finger, rub the edges of the wrappers with the watered egg wash. Fold the dough over the filling to create a half-moon shape, pinching the edges to seal.

Heat remaining oil in a large skillet over medium heat. Add potstickers in a single layer and cook until golden and crisp, about 2-3 minutes per side.

To serve, spoon a half cup of broth into the bottom of a bowl and place three potstickers into the broth.

Garnish with lemongrass and serve immediately.

Rub the chicken breasts with dried garlic and paprika and place in a heavy-bottomed frying pan set at med/high with a tablespoon of canola oil. Sear each side for 2 minutes to get a nice char/crust.

Remove chicken breasts and allow to cool.

Once cooled, dice the chicken (note that it will not be fully cooked) into small cubes and place in a large bowl.

Mark Godbeer, a culinary-trained chef from South Africa, has been professionally cooking for more than 11 years, 9 of which have been on yachts (chefmarkgodbeer.com). Comments on this recipe are welcome at editorial@thetriton.com.

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IN THE GALLEY: Crew Mess

Texas Easy Slow-Cook Chili Since long ago, when the second person on Earth mixed peppers and beef and cooked them together, the great debate began; who makes the best chili. Maybe it’s the effect of capisicum spices that makes chili cooks crazy.

Some say chili originated on the cattle trails of western Texas in the early 19th century. Others tell the grisly tale of angry Aztecs who cut up invading conquistadors, seasoned chunks of them with a passel chili peppers, and ate them.

One thing is for certain: for Texans like myself, chili is not only an institution, it’s a matter of personal pride.

Ingredients: 3 lbs ground, or 1-inch cubed, beef round tip 2 ½ cups onions, finely chopped 4 large cloves garlic, minced 1 jalapeño chili, seeded and chopped 1 can (6 oz.) tomato paste 2 cans (14.5 oz. each) diced tomatoes in sauce 3 ½ cups beef broth ¼ cup Mexican chili powder 1 Tbsp. ground cumin The first thing you will notice is that there are no beans in true Texas chili.

In a 12-inch skillet, brown half of the meat until thoroughly cooked. Drain in a colander and transfer to a 5-quart slow cooker. Repeat with remaining meat.

Add onions, garlic, jalapeño, tomato paste, tomatoes and sauce, broth, chili powder and cumin. Mix well and let

cook for 8 hours (or overnight) on low heat setting.

One bit of advice. Let the chili cook for at least four hours before tasting.

Let the spices incorporate before adding any more peppers. Remember, you can always add heat, but you can’t take it away.

Serve with green onion, cilantro and shredded cheddar cheese. Enjoy.

Capt. John Wampler has worked on yachts for more than 25 years.

He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break.

Contact him through www.yachtaide. com. Comments on this column are welcome at editorial@the-triton.com.

April 2015 C

C April 2015 TRITON SURVEY: INVOICES

Who decides how detailed invoices need to be?

Manager 7% Owner 7% Accountant 10%

Have you ever sent an invoice back for more details?

All the time 20%

Captain 76%

Rarely 24%

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Does your relationship with the Do you require invoices from vendor influence the invoice? day workers?

No 30% Occasionally 56%

The Triton

Yes 39% Yes 70%

No 61%

Many need line items for labor, parts, materials; others don’t INVOICES, from page C1 Then install cleat. I want labor, parts, materials including shop materials spelled out, not shop materials all lumped together. I also like to follow my billing weekly, not after four weeks trying to remember what happened three weeks ago.”

“They are getting paid to deal with the details, so finish the job by filling in plenty of detail about what you did for the money we give you,” said the captain of a yacht 200-220 feet in yachting more than 10 years.

That left just 7 percent of captains OK with just the basic level of details.

“If it was me, I don’t care; I know what went on and if the invoice is correct when it’s handed to me,” said the captain of a yacht 100-120 feet in yachting more than 30 years.

This captain requires pretty detailed invoices but would settle for the basics.

“I require whatever the owner’s program requires I give them, simple as that.”

We were curious to learn if these levels of details are driven more by the

owner (or perhaps the manager) so we asked Who decides how detailed the invoices need to be?

Three-quarters of our respondents said they, the captain, make this call.

“Many vendors and captains are very flip about the way they contract work; this is the root of this issue,” said the captain of a yacht 100-120 feet in yachting more than 20 years. “In the World of Yachting, contracts occur all the time based on verbal commitments of round numbers … ‘yeah, we’ll paint that for $20,000’. We often see invoices with zero detail at all, from new vendors. (We have trained our other vendors to be accurate or they will be replaced.) It defies logic that anyone would agree to pay anything without a detailed breakdown.”

To get a sense of how prevalent weak invoices are, we asked Have you ever sent an invoice back for more details?

More than half said they return invoices occasionally, but the next largest group said rarely.

“The more time a vendor spends on

a detailed invoice, the fewer questions need to be asked, the faster they get paid,” said the captain of a yacht 80-100 feet in yachting more than 10 years.

“Sloppy invoices mean more time to check out what was done, parts, etc.”

About 20 percent said they return invoices all the time for more details.

“I constantly have to tell companies how to invoice,” said the captain of a yacht larger than 220 feet in yachting more than 30 years. “Nothing to do with their estimates, they just don’t seem to know how to simply lay out material cost, labor cost and total. The reason I need invoices is to send to the owner’s office. He is in the construction business and expects invoices clear, precise and with bank and mailing details. Most yacht support companies are almost incompetent in this area, especially mechanical types.”

So when invoices are incomplete, What one important thing do invoices sometimes lack?

More than half our respondents noted that a breakdown of hours was the most common thing missing on

invoices. Fourteen percent more said a breakdown of parts. About 12 percent said invoices lacked critical details on how to pay or where to wire payment.

“Sometimes all of the above,” said the captain of a yacht 80-100 feet in yachting more than 10 years. “It is always helpful on larger amounts to have wiring info and I typically have to ask for that. Also, if it is paid via credit card, some vendors add the surcharge and subsequently the invoice and actual amount paid do not match.”

“Strangely enough, some of the smaller companies don’t have letterhead,” said the captain of a yacht 160-180 feet in yachting more than 20 years. “It’s not that hard to do on a computer. Put your name, address and phone number on the top of the page.”

One thing that got our yacht manager upset as he went through his paperwork was the handwritten invoice, which he cast out-of-hand as unprofessional. We wondered if captains felt the same, so we asked

See INvoices, page C9

The Triton

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TRITON SURVEY: INVOICES

When do you prefer to receive invoices?

Within 30 days 3%

Other 3%

Within 24 hours 11% Within one week 37%

End of the job 46%

April 2015 C

Do you want invoices as you go How do you prefer to pay an or just at the end of a job? invoice?

Cash 1% Other 6%

Just one at the end 37%

Interim billing is prefered 63%

Will you pay the 3 percent credit card fee?

Yes 17%

Check 21% Credit card 46% Wire transfer 26%

No 37%

Yes, but only if they tell us first 46%

Sloppy invoices slow payments; relationships color expectations INVOICES, from page C8 How common are handwritten invoices?

Not very, according to 86 percent of our responding captains. And if they do get them, most captians said they are OK. Just 2 percent of respondents said they get handwritten invoices all the time and they send them back for more professional ones.

“You do find that the contractor that provides a verbal or handwritten quote usually is the one with the inadequate invoice,” said a captain in yachting more than 10 years. “I don’t generally go with these contractors as I expect their work and warranty followup to be of the same standard. Comes back to professionalism, which falls down sometimes in our industry.”

That got us thinking about relationships. Maybe handwritten invoices are acceptable because the vendor is acceptable. So we asked Does your relationship with the vendor influence the kind of invoice you need or get?

Seventy percent said it does. Most of those captains said their tried-and-true contractors know what level of detail they need so it’s rarely an issue. The rest said they just don’t need as high a level of detail from contractors they know and trust.

“I use contractors I have used for more than 10 years,” said the captain of a yacht 120-140 feet in yachting more than 10 years. “This make life much easier and saves the yacht large sums of money.”

The rest – 30 percent of respondents – said their relationships don’t matter.

The boss needs the same level of information from everyone, every time.

Do you require invoices from dayworkers and casual labor?

Most, 61 percent, do not. But still, about 40 percent do.

“Inadequate invoicing is sometimes a problem, particularly from dayworkers,” said the mate of a yacht less than 80 feet who handles the invoicing for the captain. “They often don’t even offer an invoice so we have to ask them for one and what I usually

get is a handwritten note.”

Aside from the level of details, one of the main concerns about invoices is timing, so we asked When do you prefer to receive invoices?

Almost half of our responding captains said they prefer to have invoices handed to them at the end of the job.

“Sometimes they say the invoice will be delivered in a few days, which means we are in a different port by then or even a different country, so an immediate invoice would be the trick,” said the captain of a yacht 100-120 feet in yachting 20 years. “It makes the onboard books easier to handle.”

“Invoices should be timely,” said a chief stew who runs a yacht 100120 feet with her husband captain.

Since she handles the accounts, she completed the survey. “Boats normally have a set date to have accounts for the past month in by (especially when paying by credit card), therefore if you did a job near to that cut-off date, the captain or purser need that invoice before they can file the accounts for

that month to prove the spending.

Twenty-four hours should be a max after a job is done.”

The next largest group – 37 percent – said they want their invoices within a week. The bulk of the rest want them within 24 hours.

Just 3 percent would take them as long out as 30 days.

A few captains had “other” thoughts: “Depends on how big the job is,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “Big jobs, every week but not more than two weeks. Smaller jobs that just take time to finish but not lots of time can wait till the end of the job.”

If that timing is preferred, what is reality? When do most invoices actually arrive?

The largest group of captains – 45 percent – said invoices come within a week of the job being finished. About a quarter more come within 24 hours.

Although captains said they prefer invoices immediately after the job,

See INvoices, page C10

C10 April 2015 TRITON SURVEY: Invoices

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Billing cycles, travel require timely invoicing INVOICES, from page C9 only 15 percent said that’s when they actually get them. Eleven percent more come within 30 days.

“Many vendors are untimely with their invoicing, allowing balances to build up over months then delivering an unusually large invoice all at once,” said the captain of a yacht 160-180 feet in yachting more than 20 years.

“This can make it difficult as it draws a disproportionate level of attention to what may just be the sum of several months of normal invoicing from a regular supplier. I’d much prefer to have regular 30-day invoicing on time, than be extended unintentional credit from a vendor’s lazy or disorganized accounts receivable department. I have been amazed how prevalent this is, since the vendor doesn’t get paid until they submit an invoice, but it’s out there and more common than I would have thought.”

Do you want invoices as you go (weekly, or monthly for larger jobs) or all at once at the end of a job?

It depends on the complexity of the job, but in general and when it applies, 63 percent of our respondents said they prefer interim billing.

We couldn’t ask about invoices and not discuss payment, but in an effort not to vere into budgets, we asked How do you prefer to pay an invoice?

Again, it depends on the job, but ideally, the largest group of captains – 46 percent – said they find credit cards to be the most convenient.

“Check and/or credit card,” said the captain of a yacht 80-100 feet in yachting more than 20 years. “You cannot have just one type of payment because few of us captains have a credit card with a $100,000-plus limit.”

Rounding out much of the rest were wire transfers (26 percent) and checks (21 percent).

“Personally, I use wire transfers and/ or checks, as it provides a clear picture of where funds are going and provides a traceable history,” said the captain of a yacht 160-180 feet in yachting more than 20 years. “With all the transparency laws being implemented in today’s business, it is important that we keep accurate bookkeeping and trackable invoices.”

Cash was dead last, prefered by just 1 percent of respondents.

“Cash is the worst, yet I have to pay cash all the time,” said the captain of a yacht 100-120 feet in yachting more than 20 years. “Just try and keep track of a few thousand dollars in your pocket when handing it out to day workers, parts guys, lunch, etc.”

Some vendors pass along the 3 percent credit card fee to clients who pay that way. We wondered Will you pay the credit card fee?

Surprisingly, nearly two-thirds said they would, most of which as long as

the company informed them first.

About 37 percent said the fee is the vendor’s cost of doing business and should not be charged to the owner.

We were curious to learn if quotes had any influence on invoices, so we asked Does the quote or pre-work contract double as the invoice?

Most captains – 56 percent – said no, that the estimate is an estimate, and invoices need to be more exact.

About 23 percent said yes, the quote should serve as the basis of the invoice.

The remaining 21 percent said a quote could serve as the invoice, as long as it includes a not-to-exceed clause, and notations as the job progresses.

Beyond if the quote actually doubles as the invoice, we asked Should it?

Again, most – 58 percent – said no.

But the rest were flipped, with more agreeing that a quote could double as the invoice; doing so weeds out weak quotes and prevents weak invoices.

About 11 percent said quotes should be the invoice as it’s convenient to go through the pricing process once, ahead of time.

“There is a difference between a quote and an estimate,” noted the captain of a yacht 80-100 feet in yachting more than 30 years. “The quote should be the amount you pay unless you agree to extras in writing. An estimate is just that; it’s a guestimate, and the final should not exceed 10 percent of the estimate.”

Do you use invoices/quotes as records?

Almost half do, noting that invoices are the best maintenance log there is.

A third more said “sort of ”, noting that they input details from an invoice into the log, but the log is more complete.

Added together, 82 percent of captains said they rely heavily on invoices as part of their vessel’s records.

Are time-and-material quotes (and their resulting invoices) OK? More than half said usually T&M quotes and invoices are acceptable. But more than a quarter said they aren’t.

“One thing I come up against frequently is T&M quotes vs. complete job quotes,” said a captain in yachting more than 20 years. “T&M quotes are, for any company, a license to steal. It baffles me when I tell a company I need a complete job quote and they look at me like I’m the first to ever ask that of them. I understand that some jobs have to be structured as T&M but 90 percent of what we need from vendors can be quoted as a complete job.”

Seventeen percent agreed strongly that they are OK; no one strongly disagreed.

We wondered if obtaining quotes was always part of the procedure, so we asked Do you get three quotes from three different vendors?

Nearly half of our captains said usually, that getting quotes helped to keep things competitive, even if they

Does the quote double as the invoice?

It can 21% No 56% Yes 23%

Do you use invoices/quotes as records?

No 18% Yes 47% Sort of 35%

have a favorite vendor.

But almost as often – 42 percent – captains said they don’t often get competing quotes because they have trusted vendors they turn to when they need work done on the yacht.

Just 11 percent said the owner demands it. Interestingly, no captains said they never get competing quotes.

“In this type of business, where it would be very easy to ‘hang’ oneself by abusing an owner’s trust, we captains should be very willing and able to explain where, how and why we have spent every dollar that crosses our ledger sheets, credit card statements, or petty cash banks,” said the captain of a yacht 160-180 feet in yachting more than 20 years. “In fact, I sometimes wish there were more questions asked, and sometimes when I’ve had to spend more than usual, I will often initiate a discussion with the owner to let him know what’s coming and give him the opportunity to ask questions. Surprises are never good when it comes to someone else’s money.”

Lucy Chabot Reed is editor of The Triton. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online.

All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, e-mail lucy@the-triton. com to be added.

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TRITON SURVEY: Invoices

Invoices vital for warranties, parts, maintenance, taxes Ideas, suggestions and advice about invoices from yacht captains: The invoices to which you refer are very important and should be itemized completely. The importance cannot be overstated, as many yachts are de-facto businesses as well, and many expenses can be amortized on the owner’s taxes.

The invoice also “keeps everybody honest”, as I have had several yard periods where we were over-billed and a properly itemized invoice proved the point. The invoice itemization is also important inasmuch as it is often a proof of date purchased for warranties, maintenance intervals and the like. l

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It’s very important for the captain to record the time aboard of the workers, even checking them in and out. Some work is done at the shop and I want to know what was done. l

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The most important thing is to be as honest and detailed as you can. Hidden costs and surprises will make boats not want to use you again. l

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It’s not the job; it’s the surprises you find along the way that lead to issues. l

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I would like to see vendors keep me better informed when a quote is being exceeded so there are no surprises at the end. l

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If you don’t take credit cards, put wire transfer details on the invoice. l

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Weak invoices begin with weak estimates and contracts. The contracting party allows this out of laziness or lack of knowledge. The contractor does this to increase profit through “unseen changes” and change orders. Yes, this is premeditated, and it happens all the time.

We require complete information on invoices. To not do so is negligent. We have worked for many different types of owners/managers with regard to their reporting requirements. Regardless, we believe that accurate and complete information is a required part of any employee’s job description. l

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All the small details – including accounting and having adequate invoices and receipts – add up to a professional and well-run operation.

Whether it is called a business or a yacht, it’s the same thing. l

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It’s all about accountability. We’re held by the owner to be accountable for the money we spend on his/her behalf. Therefore, anytime we deal with a vendor, be it a marina, contractor, agent or government office, we need to able to account for how we’ve spent the

owner’s money. Accurate and timely invoicing is a necessary component of this. The more complete an invoice is, the less chance there is for anyone who might be down the line in the review process to raise an eyebrow.

Transparency is key. After all, the appearance of impropriety is often just as bad as impropriety itself, so shame on us as captains if we do not require a sufficient amount of transparency when doing business with vendors. l

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If you receive an estimate from a vendor, you should receive updates and clarifications if expenses start to exceed the original estimate. If I received an estimate for $1,000 I do not want to receive an invoice for $2,000 without some prior notice. l

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Weekly Friday or Monday morning meetings are essential, as is interim billing. I like to pay every one or two weeks. If there is a billing issue then it’s easier with 40 hours than 4,000. l

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Invoices should include exact part numbers and quantities for any repair or replacement and especially for one-off yacht-specific equipment. The pricing contained in an invoice is an easy way for crew to compare pricing in the future. The filed invoice is also the source of a previously vetted vendor, his contact details and bank details, along with the parts required again in the future. Much easier that letting your fingers do the walking through the Yellow Pages all over again. l

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Proper invoices are crucial for tax purposes. Most of our clients’ yachts are owned by corporations and they need to be able to categorize the work done. On our end, it’s also a good way for me to keep track of which vendors offer competitive prices. l

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If you get a detailed estimate or quotation for the work to be performed, then you do not require a detailed invoice, otherwise a more detailed invoice is necessary, depending on the complexity of the work. Remember, excess paperwork costs money. Some vendors that I trust, I tell them I do not need a detailed invoice; first timers, I want a very detailed ticket. l

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The captain/project manager must be on the job site 24/7 if possible and verify, log and confirm who and when workers start and stop work. Keep your own logs. You cannot take a vacation when the vessel is in the yard.

Always expect a yard bill fight; never let it blindside you. Be prepared with your own time sheets. Sometimes you will be underbilled. Be honest with the yard and let them know this.

April 2015 C11

C12 April 2015 INTERIOR: Stew Cues

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Protect career; set boundaries, don’t gossip, guard reputation STEW, from page C1 at ease approaching us, relating to us, asking us questions, and considering our suggestions or advice.

Successful working relationships are anchored by a clear understanding of what your role is and, perhaps even more importantly, what your role isn’t.

The following principles serve as a guide to maintaining privacy rules and professional boundaries: 1. Define how you will refer to the owners and guests. Many captains prefer that you address them with a full formal surname at all times, such as Mr. Smith. If owners and guests insist otherwise, suggest a compromise such as Mr. S or Mr. Jim to signify recognition and respect.

2. Be aware when socializing with owners, guests and other staff. You

must maintain the ability to manage then is it appropriate. the service environment. If alcohol is 5. Set a “no gossip” policy and help consumed, inhibitions will be lowered. your co-workers uphold it.

Keep conversations with guests short 6. Watch for unhealthy relationship and polite. changes. While it 3. During may be flattering, Watch for unhealthy entertainment be careful when events, maintain the Mrs. takes relationship changes. professional you along on all While it may be boundaries and her shopping flattering, be careful proper safety trips. Your work is procedures at all backing up back when the Mrs. takes times. Safety and on the boat and you along on all her security come first. your crew mates shopping trips.

4. Do not will resent it. assume that it When an owner or is OK to use the guest chooses to status of the owners or guests for be friendly, it can be hard to maintain personal gain or to request personal appropriate boundaries, but you resources such as tickets for sporting must. No matter how “close” you have events or performances. Occasionally, become, you are not part of the family. these may be offered as bonuses; only And avoid co-dependent behavior.

Recognize when you do things like hide someone’s drinking or eating disorder. That’s when it’s time to step out of the relationship to do your job professionally (that is, bring the issue to the captain’s attention).

7. Never, ever go above your department head or the captain’s level of authority because you think you have a “special” relationship with the owners or guests. Your bags may be on the dock in no time, and you will have a one-way ticket home.

8. It may not always be appropriate to share your opinions, and it can be awkward if you are asked to do so. If asked for an opinion, you can always state something vague, like “my business is the care and well-being of the family”. By the same token, give advice carefully if it is requested of you.

Think of the bigger picture, not just the situation at hand.

9. Do not put yourself, your safety, your professional reputation, or your job in jeopardy with careless banter with guests. This can -- and inevitably will – come back to bite you.

10. You will be in a position to overhear many private conversations.

Do not make judgments about business or events within the family, and don’t repeat what you hear in private conversations to the rest of the crew.

11. Be careful not to allow yourself to be drawn into quarrels or disputes if you are present in the room, and do not take sides. Leave the room, if possible.

If physical violence takes place, notify the captain at once.

12. Provide consistent levels of service and longevity. One of the toughest things for yacht owners and guests is never knowing what to expect when they come to the boat.

They value permanence and count on you to keep service standards consistently high.

Each yacht seems to have its own social codes and ethics. Part of the problem lies with differing values and with a lack of clarity about precisely what behavior is expected of us. It is not always obvious exactly what that entails, and we rely on the captain and the owner to indicate clearly what they want.

There will always be cultural and generational differences as well, but it is up to the owner, the captain, and the management team to define what the personal and professional privacy expectations are and to outline the best practices for the team.

Alene Keenan has been a yacht stew for more than 20 years. She teaches at MPT and offers interior training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Download her book, “The Yacht Service Bible,” on her site or amazon.com. Comments on this column are welcome at editorial@thetriton.com.

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