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/tritonnews | www.The-Triton.com | April 2018
News Boating ranks in U.S. economy Recreational industry is big in nation’s gross domestic product numbers.
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Where in the World Show me the way
Veteran San Francisco bar pilot recalls first time on a yacht. 30
Crew said their captains fell short on help, procedure, communication By Dorie Cox This is a story of two injured crew, a stew and a deckhand. Both say they left good careers in yachting because of what happened to them at the hands of fellow crew members while on the job. The stew said she was raped; the deckhand
said he was verbally and physically assaulted. Each said they haven’t talked much about what happened to them but feel that now it’s time. “I want to tell my story and make sure someone will listen because the captain didn’t,” the deckhand said by phone from his home recently. The two victims probably do not know each other; they worked on different yachts and the incidents happened years apart. But there are many similarities. Both of these victims
From the Bridge Dorie Cox
Long after a captain’s yacht job had ended, he was asked to turn over a tender log for use in a court case –but he had not kept a separate book for the yacht’s tender. That scenario was the start of the conversation with seven captains at The Triton’s From the Bridge lunch discussion last month.
Ketogenic diet gaining traction Weight loss with bacon and eggs is not a hard idea to swallow – but is it safe? 21
See ABUSE, Page 36
Loads of log books prove their worth in long run Log books are part of daily life in yachting, and it turns out, there are plenty of them. “We have better than 10 on board,” one captain said. The captains shouted out the names of some they use: oil record, engineering, garbage, navigation, GMDSS and radio, safety, medical, ballast, deck, security, and hours of work and rest. “There are official log books and unofficial,” a captain said. “Some of them I don’t even see. I see them on an
Crew Health
annual basis, but I know they’re all getting done.” One captain was not surprised by the discussion topic of tender logs; he voluntarily keeps a separate log and said the notes prevented a legal problem for him. “We had a tender that was in lessthan-perfect condition,” he said. The motor had blown and when the crew was accused of not taking care of the
See BRIDGE, Page 40
Obituary Capt. Jim O’Neill dies at 51 Captain worked for more than 20 years aboard 107-foot Palmer Johnson S/Y Dance Smartly. 12
Events Triton Expo
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Yachting calendar
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FROM THE COVER 37 40
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Contents
April 2018 The-Triton.com
COLUMNISTS
Abuse From the Bridge
NEWS 4 11 12 16 30 32 34
Industry Updates Business of Boating Obituary Crew News Technology Business Boats / Brokers
17
Where in the World 26 46
Piloting San Francisco Triton Spotter
Crew Health
Career 15 14 17
21 22 23
Taking the Helm Crew Coach Crew Compass
Take It In The Yachtie Glow Sea Sick
Operations 13 19 20
46 Events 6 43 42
Networking photos Triton Networking Calendar
Write to Be Heard 39, 44 Letters to the Editor 45 Crew Eye
28 Interior 24 25 28
Crew’s Mess Top Shelf Stew Cues
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Advertisers 47 51
On the cover:
Business Cards Advertisers Directory
24 Contributors
Publisher / Advertising Sales Lucy Chabot Reed, lucy@the-triton.com Production Manager Patty Weinert, patty@the-triton.com Editor Dorie Cox, dorie@the-triton.com Associate Editor Susan Jobe, susan@the-triton.com
Rules of the Road Diesel Digest Sea Science
Christine Abbott, Capt. Les Annan, Carol Bareuther, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Alison Gardner, Alene Keenan, Capt. Paul Lobo, Lauren Loudon, Chef Tim McDonald, Keith Murray, Mark O’Connell, Chief Stew Angela Orecchio, Tom Rowe, Jordanna Sheermohamed, Billy Smith, Capt. John Wampler, Capt. Jeff Werner, Mike Yorston
Photo illustration by graphic designer Christine Abbott and photographer Mark O’Connell.
Contact us at: Mailing address: 757 S.E. 17th St., #1119 Fort Lauderdale, FL 33316 Visit us at: 1043 S.E. 17th St., Suite 201 Fort Lauderdale, FL 33316 Call us at: (954) 525-0029 FAX (954) 525-9676 Online at: www.the-triton.com Vol. 15, No. 1
The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2018 Triton Publishing Group Inc. All rights reserved.
4 News
The-Triton.com April 2018
Industry Updates Megayacht impounded over crew wages
M/Y Indian Empress, a 312-foot (95m) Oceanco owned by Indian multimillionaire Vijay Mallya, has been impounded in Malta following allegations that the businessman failed to pay the crew more than $1 million in wages, according to news reports. The yacht was boarded by port officials and prevented from leaving Malta on March 6. More than 40 crew have not been paid since September, when Mallya abandoned the ship, according to Malta Independent. Nautilus International, a maritime professionals’ trade organization based in London, had the yacht arrested while it works to recover an additional $330,000 in unpaid wages and other costs on behalf the more than 40 crew. Crew back-wages vary from $6,250 to more than $92,000 per individual, according to a press release from Nautilus. Mallya, co-owner of the Force India Formula One team, was arrested in London in 2017 over allegations he supported his F1 team with money-laundered cash. He also stands accused of fraudulently palming off losses from his now-defunct Kingfisher Airlines onto banks by taking out loans, Reuters news agency has reported. Indian authorities are seeking his extradition to face trial in India. Mallya denies the accusations and is out on bail pending an extradition hearing scheduled in April. M/Y Indian Empress is registered on the Isle of Man and estimated to be worth $93 million, according to Reuters. The yacht was launched in 2000 as M/Y Al Mirqab and was previously owned by the Qatari royal family.
Authorities seize M/Y Equanimity in Bali
The U.S. has sent a team to Bali to reclaim M/Y Equanimity, below, a yacht seized by Indonesian authorities Feb. 28 in a $4.5 billion fraud case involving Malaysian state investment fund 1Malaysia Development Bhd, according to news reports. Daniel Silitonga, Indonesian deputy director of economic and special crimes,
said the prosecutors have been in Jakarta for the past week, Malaysian news sources have reported. “The prosecution team came last week for purposes of legal coordination between Indonesia and the United States,” Silitonga was quoted as saying. He also said the case is now in American hands as the primary investigating authority. U.S. Federal Bureau of Investigation agents and Bali investigators boarded the Equanimity after it anchored off Nusa Dua, a five-star hotel enclave, according to news reports, The FBI alleges the 299-foot (91m) yacht had been attempting to evade them in Southeast Asian waters. The Wall Street Journal reported the yacht had disabled its automated identification system (AIS) when passing between the Philippines and Singapore to avoid detection. An attorney for the yacht crew was reported to have said the AIS was turned off to avoid pirates in the area and was later turned back on. The lawyer said other vessels transiting the area also received piracy warnings from local authorities. According to the US Department of Justice, the yacht is owned by 36-yearold Malaysian financier Low Taek Jho, also known as Jho Low, who is said to be Prime Minister Najib Razak’s confidante and business adviser. Investment fund 1MDB is Najib’s brainchild, according to Malaysian news reports. The U.S. Justice Department has filed civil lawsuits during the past two years in an effort to recover about $540 million that the department said had been allegedly misappropriated from the fund. The money is intended for economic development in the region. The investigation covers at least six countries, including the United States, Switzerland and Singapore. It is alleged the yacht was bought with $250 million of the money diverted from Malaysian government sources through US financial institutions. Low issued a statement via a spokesman criticizing the DOJ of “global overreach” after the seizure, according
April 2018 The-Triton.com
to news reports. His whereabouts is unknown. Bali police say they have questioned the Equanimity’s captain and some of the crew. The FBI say the captain, a South African, is now a suspect in the fraud case, according to reports. The crew reportedly remains on board the yacht and are not under arrest. How long their vessel will remain detained is unclear.
Yacht caught fishing in marine park
A 70-foot sportfishing yacht was stopped while fishing in a protected marine park in the Exumas. Exuma Cays Land and Sea Park is a strict no-take zone, according to the park warden. The vessel and its crew were intercepted about 1nm ESE of Warderick Wells Cay. “Upon instruction from the Park Administrator, the vessel was boarded by a joint team consisting of the Park Warden and two Royal Bahamas Defence Force Marines,” the park announced in a statement. “Upon completion of a thorough inspection, and confiscation of all fishing apparatus, the Park Administrator and an RBDF PO joined the vessel. Under their command, the vessel and its crew were then escorted via military and park patrol craft to Blackpoint, Exuma, where the vessel and crew were handed over to the Royal Bahamas Police Force for further processing.” When caught, captains and crew often say they didn’t realize they were in the park, park officials say, but they note that the park’s boundaries are marked on both electronic and paper charts, including in the Explorer chart book. Boundaries of Exuma Cays Land and Sea Park run from Wax Cay Cut in the north to Conch Cut in the south, and extend outward 4nm to the east and west. The park is managed by the Bahamas National Trust. Bahamian law allows severe consequences for a poaching or fisheries offense. Park staff maintain patrol operations to ensure both conservation and safety are maintained within the park boundaries. Fishing, shelling, and conching are prohibited within the park. Anyone witnessing such activity is asked to call “Exuma Park Warden” on VHF09. The Royal Bahamas Defence Force maintains an operations base at Warderick Wells, and assists park staff with enforcement. Contact “Defence Force” on VHF16.
Yacht owner trip finds USS Lexington
An expedition led by yacht owner Paul Allen, co-founder of Microsoft, has discovered the USS Lexington, one of the
Industry Updates United States’ first aircraft carriers. She foundered in the Battle of the Coral Sea against Japanese carriers in May 1942 during World War II. Down with her were 216 of her nearly 3,000 crew and 35 aircraft. Known as Lady Lex, the carrier’s wreckage was found March 4 on the floor of the Coral Sea more than 500 miles off the eastern coast of Australia in about 3,000m of water. Allen has been involved in other historical deep-sea finds in recent years. In March 2015, an expedition aboard his M/Y Octopus, a 414-foot (126m) Lurssen, discovered the wreck of the Musashi, one of the world’s largest and
most technologically advanced battleships in naval history. The Japanese battleship was sunk by American forces off the coast of the Philippines on Oct. 24, 1944. In August 2015, another expedition aboard M/Y Octopus recovered the bell of Britain’s flagship battleship HMS Hood, which was sunk in the North Atlantic during World War II. Allen has since acquired and refit a 250-foot vessel into R/V Petrel. According to his website, it is equipped with state-of-the-art subsea equipment capable of diving to 6,000m. Allen’s expedition team transferred to R/V Petrel in 2016 with a specific mission
Interior News
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around research, exploration and survey of historic warships and other important artifacts. Allen-led expeditions have also resulted in the discovery of the USS Indianapolis (August 2017), USS Ward (November 2017), USS Astoria (February 2015), and the Italian WWII destroyer Artigliere (March 2017).
Settlement funds Cayman moorings
Compensation paid by Microsoft co-founder Paul Allen in a settlement over damaged coral reef in the Cayman Islands is being used for four new
See NEWS, Page 9
6 Triton Networking
Bluewater Crew Training USA
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ore than 100 captains, crew and industry professionals made new connections and caught up with old friends during Triton Networking with Bluewater Crew Training USA in Fort Lauderdale. The Feb. 21 event included blue beverages, sandwiches and a chance for our guests to sign up for discounted classes. By Dorie Cox
The-Triton.com April 2018
April 2018 The-Triton.com
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Triton Networking
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Zodiac of Fort Lauderdale
early 200 people gathered for Triton Networking on the first Wednesday in March with Zodiac of Fort Lauderdale and parenting company Lifeline Inflatable Services. Captains, crew and industry professionals enjoyed food and beverages among the inflatables in the showroom. Visit www.the-triton.com and click on “Next Triton Event� to see where to join us next. By Dorie Cox
Interior News
April 2018 The-Triton.com
NEWS, from Page 5 megayacht moorings, the first of which was installed off West Bay this week, according to the Cayman Compass. Allen’s 300-foot yacht, the M/Y Tatoosh, was accused of dragging its anchor in strong winds through thousands of feet of protected coral off Seven Mile Beach in 2016. The yacht had been anchored at the time in a spot designated by the port authority. Scott Slaybaugh, deputy director of the Department of Environment, said a lack of secure moorings for megayachts around the Cayman Islands had contributed to the problem.
Google launches Florida Waterway View
The Marine Industries Association of South Florida has partnered with the region’s certified Google Street View content provider to map the Intracoastal Waterway and the network of rivers, inlets and commercial canals throughout South Florida, as well as the region’s many waterfront and land-based businesses serving boaters. Waterway View and its companion mobile app will be fully interfaced with Google Maps programming, giving boaters immediate access to information as they cruise, according to an MIASF press release. “There is no better region than South Florida to launch this exciting new platform for boaters,” said Phil Purcell, CEO/president of MIASF, which owns the Fort Lauderdale International Boat Show. Waterway View imaging began in February and will continue into May until the entire ICW is captured, from the northern Palm Beach County line south to Key Largo, according to MIASF. Each section captured will be published to Google Maps starting in early March, and the free Waterway View mobile app will be available from Google Play, Apple App Store, and the MIASF website in June. A web-based version of the mobile app will be available to the public beginning in March and continually updated as more content is added. “This will be a very useful platform for experienced boaters, newcomers, and tourists looking to access the many locations available to them by water,” said Google Virtual Reality partner Jim Hilker. Mapping boats are being provided by Boat Owners Warehouse and MarineMax.
Australia adds customs clearance facility A new customs clearance port along Australia’s Gold Coast means foreign
superyachts and other international vessels are able to sail directly into the Gold Coast Seaway for customs clearance. Previously, large yachts have had to clear customs elsewhere, which has meant the Gold Coast has often missed out on visiting yacht. The new clearance port opened last year at Southport Yacht Club in Queensland. The next closest facility is at Rivergate Marina and Shipyard in Brisbane, about 50 miles away
App tracks train over Lauderdale river
A tracking app is scheduled for release to help mariners plan navigation interruptions caused by increased train traffic over the New River in Fort Lauderdale. The Brightline passenger rail trains run by Brightline and Florida East Coast Railroad opened the first leg of the high-speed service from Fort Lauderdale to West Palm Beach in January. Test runs are also in progress from Fort Lauderdale to Miami. These trains require the river bridge to be in a down position, which interrupts boat navigation to waterways, homes, marinas, shipyards, and other businesses on the river. The Marine Industries Association of South Florida is working with Brightline and FEC to monitor impacts of the rail line traffic and members of the group are calling for infrastructure improvements, including a 45-foot or greater bascule bridge and a flyover road.
Australian Voyage Award announced
Superyacht Australia has announced a new Australian Voyage Award, which will be presented to the megayacht – foreign or domestic – that completed the most inspirational cruise in Australian waters during 2017. The award is sponsored by Capt. Carl Brandes of M/Y Glaze and his wife, Melanie Brandes. Capt. Brandes won the Voyagers Award at the World Superyacht Awards in May 2017 for a cruise in Australia between Wyndham and Broome, where the Glaze visited a remote, spectacular and extremely rugged coastline known as “The Kimberleys.” Capt. Brandes, who is from Sydney, said winning that award inspired him to sponsor an Australian Voyagers Award. “The spectacular superyacht destinations Australia has to offer, are only limited by the imagination,” Capt. Brandes stated. “My wife and I look forward to sharing our experience, and want to offer others the opportunity to feel the pride we felt by winning such a prestigious award.” The winner of the new Australian
See NEWS Page 18
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10 News Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Mar. 15. Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 568/606 Savannah, Ga. 675/NA Newport, R.I. 672/NA Caribbean St. Thomas, USVI 958/NA St. Maarten 824/NA Antigua 715/NA Valparaiso 719/NA North Atlantic Bermuda (Ireland Island) 653/NA Cape Verde 551/NA Azores 638/1,540 Canary Islands NA/912 Mediterranean Gibraltar 556/NA Barcelona, Spain NA/1,291 Palma de Mallorca, Spain NA/1,300 Antibes, France 558/1,645 San Remo, Italy 705/1,829 Naples, Italy 789/1,717 Venice, Italy 807/2,226 Corfu, Greece 663/1,584 Piraeus, Greece 613/1,528 Istanbul, Turkey 755/NA Malta 925/1,652 Tunis, Tunisia 590/NA Bizerte, Tunisia 594/NA Oceania Auckland, New Zealand 658/NA Sydney, Australia 645/NA Fiji 649/NA
One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Mar. 15, 2017 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 480/517 Savannah, Ga. 635/NA Newport, R.I. 705/NA Caribbean St. Thomas, USVI 746/NA St. Maarten 704/NA Antigua 705/NA Valparaiso 530/NA North Atlantic Bermuda (Ireland Island) 570/NA Cape Verde 460/NA Azores 583/1,175 Canary Islands 730/745 Mediterranean Gibraltar 514/NA Barcelona, Spain 495/1,100 Palma de Mallorca, Spain NA/1,315 Antibes, France 480/1,315 San Remo, Italy 626/1,573 Naples, Italy 580/1,510 Venice, Italy 640/1,900 Corfu, Greece 540/1,320 Piraeus, Greece 500/1,260 Istanbul, Turkey 621/NA Malta 690/807 Tunis, Tunisia 450/NA Bizerte, Tunisia 454/NA Oceania Auckland, New Zealand 605/NA Sydney, Australia 560/NA Fiji 527/638
*When available according to local customs.
Young Professionals in Yachting YOUNG YACHT PROS HELP STUDENTS Young Professionals in Yachting gathered the support and dollars of colleagues to raise more than $5,000 for the victims, teachers and families of the Feb. 14 shooting at Marjory Stoneman Douglas High School in South Florida. The social and silent auction on March 13 attracted about 100 people.
Photos by Tom Serio
The-Triton.com April 2018
April 2018 The-Triton.com
Boating a big, growing segment of U.S. GDP By Dorie Cox and Lucy Chabot Reed Recreational boating in the United States plays a significant part in the country’s economy, but it has only recently been officially recognized by the U.S. government’s Bureau of Economic Analysis (BEA). “This is the first time the federal government has, in any meaningful way, recorded outdoor recreation as an industry,” said Thom Dammrich, president of the National Marine Manufacturers Association (NMMA), owners and organizers of the Miami International Boat Show, which took place in February. “It's bigger than mining, bigger than agriculture.” The study shows that outdoor recreation -- including conventional recreation such as boating/fishing, hunting/ shooting, bicycling and hiking as well as sports such as tennis and golf -- is 2 percent of the U.S. gross domestic product, about $373.7 billion. Industries such as mining and agriculture generate 1.7 percent and 1 percent, respectively. The U.S. GDP is the total value of goods and services produced in the United States in one year. To translate the bureau’s 18 months of research of the outdoor recreational sector into “English,” Lucas Hitt, chief communications division, and Tina Highfill, research economist, both of the BEA, explained how segments of data were culled from existing information and then grouped using many sources, including the U.S. census, labor department numbers, private groups, NMMA and the U.S. Fish and Wildlife Service. Many professionals in the yachting sector of recreational boating expect to use the data, especially trade groups such as the U.S. Superyacht Association. USSA President Kitty McGowen said the statistics are no surprise. “It’s exciting to get some real data, numbers we can use,” McGowen said. “It is something we have known anecdotally, but something real is refreshing. Our industry is often considered a hobby, for fun; it can be difficult to get people thinking of it as a serious business.” USSA partners with NMMA to advocate and educate elected officials on boating initiatives each year at the American Boating Congress (ABC) in Washington, D.C., in May. “We are working on the importance of the yacht refit sector in the U.S.,” McGowen said. “This validates the fact that people are using, buying and cruising boats here. And these numbers will
increase even more in the future.” The International Yacht Brokers Association (IYBA) expects to integrate the results into several key initiatives sponsored by U.S representatives in Congress. President Paul Flannery said the group will also be at the ABC in the nation’s capital. “We’re working on two House bills, one by Lois Frankel and Ted Yoho on deferred importation, and one from Brian Mast, the Maritime Industries Relief Bill,” Flannery said. “We will use this data to strengthen our cause. In Washington, as well as anywhere, you have to bring together as much information as you possibly can to convince political leaders to rally behind a cause.” He said the numbers will “really get their attention.” “When we presented the annual economic impact of the Miami boat show of $854.2 million, it rocked politicians on their heels,” he said. “Now we can show the marine industry is larger than citrus and agriculture.”
To comment on the U.S. government’s Bureau of Economic Analysis (BEA) study email to OutdoorRecreation@bea. gov by April 27. Visit bea.gov/ newsreleases/industry/ orsaorsanewsrelease.htm for the full report.
The report backs up what the executive director at Marine Industries Association of South Florida (MIASF), Phil Purcell, said he has seen for years. The group owns the Fort Lauderdale International Boat Show, the largest inwater boat show in the world. “Now we have a new way to calculate the value of our industry, and in a way monetize it,” Purcell said. “This is information for our elected officials to make decisions. It’s another tool in the kit for initiatives, whether for reducing sales tax, getting dredging done, or helping with U.S. Customs and Border Protection for crew. All these things feed into the recreation industry.” Of all the various types of outdoor recreation, boating/fishing created the second largest gross output with $38.2 billion in 2016, second only to motorized vehicles $59.4 billion. Golf and tennis, for example, created a gross output
of more than $36.2 billion. “The numbers [for boating/fishing] are larger than golf and tennis combined,” Hitt pointed out. “There is nothing minor or small about 2 percent of GDP.” For comparison, Hitt noted that in 2016, manufacturing was 11.7 percent of GDP, and construction was 4.3 percent. The largest category is finance, insurance and real estate at about 21 percent, he said. Other outdoor recreation categories include bicycling, camping, hunting, equestrian, recreational flying, skiing and snowboarding. Boating/fishing is broken down into canoeing/kayaking, sailing, and “other”, which includes inboards, outboards and personal watercraft. While the large yacht sector is included in the broad “boating/fishing” category, it was noted that things like charter were included in another category, guided tours/outfitted travel. That category created nearly $26.5 billion in gross output in 2016 and was the fourth largest piece of the outdoor recreation sector. Adding to the impact of the data, the study shows that the outdoor recreation economy grew 3.8 percent in 2016 compared to 2.8 percent in the overall economy. And within the study, the recreational boating sector has seen the most growth, Hitt said. “Between 2012-2016, boating and fishing saw a 5.4 percent growth,” Hitt said. “That's twice the growth rate of outdoor recreation as a whole.” The study, named the Outdoor Recreation Satellite Account, is a prototype, and the BEA will accept input from interested parties for future research. The ability to break down data by region and even by state is “absolutely something we’d like to see happen,” Hitt said. “We want your feedback on how things are grouped together and what might be highlighted separately,” he said. “We plan to publish another report by the end of this fiscal year [Sept. 30].” To contribute comments and feedback to finalize definitions, data sources and methodology, email OutdoorRecreation@bea.gov no later than April 27. “The data is invaluable,” Dammrich said. “The number is impressively large, giving us a lot of ammunition when working to get things done to grow the outdoor recreation economy.” Dorie Cox is editor and Lucy Chabot Reed is publisher of The Triton. Comment at editor@the-triton.com.
Interior News 11
12 News
The-Triton.com April 2018
Veteran captain Jim O‘Neill, of S/Y Dance Smartly, dies at 51 Capt. Jim O‘Neill, of S/Y Dance Smartly, died on Feb. 5. The cause and location of his death have not been reported. He was 51. Capt. O’Neill worked on the 107foot Palmer Johnson for more than two decades, primarily sailing Caribbean, Florida and New England waters. He earned his captain’s license in 1985 and worked in the marine industry ever since, according to an obituary on ForeverMissed.com. He received a marine engineering degree from New England Institute of Technology in 1993. Two years later, he became engineer aboard the sailing yacht, a Ron Hollanddesign that was formerly named Shanakee and Nipara. He became captain when the it was purchased by new owners and renamed Dance Smartly in 1999. The online account described Capt. O’Neill as an “effective leader, knowledgeable engineer, excellent navigator and extremely capable sailor and captain.” The obituary states: “This year would have been his last aboard the yacht, which recently sold and was to be delivered to its new owner in the Mediterranean in the spring. Jim would then finally have returned to Newport to rejoin his wife and family to begin the next chapter of their lives together. His
PHOTO FROM FOREVERMISSED.COM
passing earlier this month was unexpected and has come as a shock to all who knew him.” He is survived by his wife, Freya Buckell O’Neill, and daughters Ocean and Skylar. A celebration of Capt. O’Neill’s life was held Feb., 24 at Gurney’s Newport Resort and Marina in Newport, Rhode Island. In lieu of flowers, the family requests donations be sent to The James R. O’Neill Family Trust, which has been set up for his children, at www.youcaring. com/theoneillchildren-1103331 To read the full obituary and see photos and videos, visit www.forevermissed. com/james-oneill.
– Dorie Cox
Cheeki Rafiki yacht manager faces retrial on manslaughter charges A retrial has begun for British yacht manager Douglas Innes on four manslaughter charges in the deaths of the Cheeki Rafiki crew in May 2014, according to news reports. The 40-foot Beneteau lost its keel and capsized on its return from Antigua Sailing Week to Southampton, UK. The bodies of the crew – Andrew Bridge, 22; James Male, 22; Steve Warren, 52; and Paul Goslin, 56 – were never found. Twenty jurors have been selected and sworn in at Winchester Crown Court, news sources have reported. In a 2017 trial, Innes and his company, Stormforce Coaching Limited, were found guilty of failing to ensure the safety of the yacht, but jurors could not reach a verdict on the four charges of manslaughter by gross negligence. Much of that trial focused on yacht survey and coding requirements. Pros-
ecutors said Innes had failed to maintain Cheeki Rafiki to a reasonable standard because he had not had the yacht surveyed before setting off on a transAtlantic, and because the yacht was not coded at the time. The defense argued that Cheeki Rafiki had been surveyed when Stormforce Coaching took over management of the yacht in 2011, that ongoing maintenance had revealed no indication it required another survey, and that coding related only to equipment required for commercial activity and would not have guaranteed the structural safety of the yacht. After the July verdict, the judge released Innes on unconditional bail while prosecutors sought a retrial on the manslaughter charges. Shortly after the trial ended, Stormforce Coaching ceased operating.
April 2018 The-Triton.com
Safety gear must be inspected often for condition, expiration depending on their type and location of service. And to answer my favorite Rules of the Road question from those budget-constrained Capt. Jake DesVergers yachts – yes, that capacity number includes the crew. While safety equipment is critical Lifejackets: This critical piece of for any yacht, we always hope it never lifesaving equipment should be checked needs to be used. Nevertheless, it is the on a monthly basis. Each jacket should responsibility of the crew to ensure it is be fitted with reflective tape, a whistle ready at all times to be utilized. and a light. Damaged or faulty items Regulations for the type, size and must be replaced immediately. number of any particular piece of safety Crew should be familiar with the equipment on board are determined by lifejacket in their cabin or those stored the flag administration, meaning where at a muster point. Also, crew must be the yacht is legally registered. Each sufficiently comfortable with lifejackets government assigns a specific agency to assist guests. During an emergency is to ensure its regulations are properly not the time to figure it out. enforced. For example, yachts registered Pyrotechnics: Flares and smoke under the U.S. flag are the responsibility signals must be checked monthly of the U.S. Coast Guard. For the United to ensure validity and condition. Kingdom and its Rwwed Discovering in an Ensigns, it is the Maritime emergency that one of the and Coastguard Agency. flares is damaged is the Flares and smoke Other agencies include wrong time. Expiration signals must be the Malta Maritime dates should be treated checked monthly Authority, Australia the same as those on a to ensure validity Maritime Safety Agency jug of milk. Once it is and the Maritime expired, it is expired. and condition. Authority of Jamaica. Do not think you can Expiration dates The safety regulations squeeze out some more should be treated imposed by these agencies time on it. Replace it. the same as those usually stem from the Fire control plan: on a jug of milk. International Convention This piece of paper for the Safety of Life at may not seem like Once it is expired, Sea, commonly known as safety equipment, but it is expired. Do SOLAS. Because SOLAS it provides essential not think you can is used primarily for information for the squeeze out some merchant ships, many crew. When the plan is more time on it. countries promulgate outdated or equipment equivalent rules for illustrated on the plan yachts. A good example is missing, it creates a of this is the MCA’s Large Yacht Code. sense of false security and a potentially While regulations provide the hazardous situation if an emergency basis for what is required, the actual does arise. equipment on board must be inspected Smoke detectors: The entire system to ensure compliance. Here is a list of must be checked every month. Detectors the most common items to be reviewed must be audible and activate the central on yachts, along with known issues. alarm panel, if fitted. Do not fall into the Life Rafts: Probably one of the habit of disconnecting units in the galley most expensive pieces of equipment that or a dusty work locker. They are placed no one ever wants to use. These items in those locations for a reason. must be inspected ashore annually by Very few regulations in the marine an approved service company. Crew industry were proactively created. must check on a monthly basis to ensure Somewhere at some time, something the units are properly installed, free happened that necessitated a rule to from damage and ready for immediate prevent it from happening again. Safety launching. equipment falls into this category. It is Every yacht should have life raft there to save lives – maybe yours. capacity for at least 100 percent of the people on board. Charter yachts usually Capt. Jake DesVergers is chief surveyor for will have a combination of 150 percent International Yacht Bureau (yachtbureau. to 200 percent capacity on board, org). Comment at editor@the-triton.com.
Operations 13
14 Career
The-Triton.com April 2018
Watch out for creativity killers – they will also squash morale Crew Coach Capt. Rob Gannon
New ideas on ways of approaching and accomplishing things can be really valuable, but can also be quite fragile. Any manager of people must realize that responses to creative thinking can foster and value new thought and approaches, or can stifle and kill creativity – and possibly morale, in the process. There are a number of creativity killers, but for this space I’ll focus on four that probably many of us have come across at one time or another. Let me start by first stating that, obviously, every new idea is not going to be a winner. Sometimes they are not thought through or can’t be implemented for a variety of reasons, but even so, the fact that a team member’s mind is working and thinking about trying to make things better is a good thing. An idea can be creative, but it must also be appropriate, useful and actionable. In other words, if it doesn’t fit, doesn’t improve anything and in no way can be implemented, it’s probably time to move on. But even when a particular idea may not be workable, the thought process should be respected and future creative thinking encouraged. The four “creativity killers” I’m going to mention here come from Teresa Amabile, a psychologist and professor of business administration at Harvard Business School. She has researched and studied creative thinking extensively and came up with these four inhibitors. 1. Surveillance: Hovering and constant scrutiny. This stifles the essential sense of freedom needed for creative thinking. 2. Evaluation: A critical view that comes too soon or is too intense. Creative ideas should be critiqued – not all are equally good, and promising ones can be refined and honed by helpful criticism – but evaluation is counterproductive when it leads to a preoccupation with being judged. 3. Over-control: Micromanaging every step of the way. Like surveillance, this fosters an oppressive sense of constriction and discourages originality. 4. Relentless deadlines: A schedule that is too intense and creates panic. While some pressure can be motivating, and deadlines and goals can help focus
attention, they also can kill the fertile “off time” where fresh ideas flourish. Allow me to add some examples to this list. With surveillance, think about when you are trying to lay something out on the computer and someone, whose help you didn’t ask for, is hovering over your shoulder blurting out what is intended to be helpful advice. Push that key, scroll up, wait, go back, etc. How well is our creativity operating under that scenario? If someone is working on an idea, step back and let them go. This falls under the over-control area as well. As far as evaluation goes, take a breath and ponder the possibilities. If it’s obvious the idea cannot work, explain why. A discussion of the idea can be delayed if it’s not the right time to delve into it. We can tell our creative thinker they have an interesting idea and although time doesn’t permit a conversation now, we’ll revisit this at an agreed upon time. This gives both parties time to think and possibly formulate some questions and answers. With relentless deadlines or a schedule that’s too intense, the down time just isn’t there to look deeper into creative ideas. Have you ever been on either side of an exchange that goes something like this: “Hey, have you thought about that idea we started discussing yesterday?” “Oh, you know, I just haven’t had time to even think about it.” So creativity finds itself at a standstill, with too much pressing stuff flying around, shutting it out. The person with the idea may feel it has been devalued. It happens; there can be a lot going on. But if things always seem to be like that, if creativity is always shoved into the back seat, maybe it’s time to look at how priorities are being handled. With some awareness and sensitivity to the nature and value of creative thinking, new ideas can be encouraged and respected, even though not always agreed upon or implemented. When appropriate, new ideas that are useful and can be put into action are certainly worthy of consideration. Remember, creativity killers can be morale killers – and that’s not healthy for any team or crew. Enjoy the voyage. Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comments are welcome at editor@the-triton.com.
April 2018 The-Triton.com
Being disagreeable can boost leadership success – and pay Taking the Helm Paul Ferdais
As people out in the world living our lives, we’re generally nice and pleasant. We want to be liked instead of disliked. Being liked usually means we avoid conflict and everyone is happy with us. In leadership situations, however, we don’t have the luxury of being Mr. Nice Guy all the time. Leaders are required to make hard decisions and to make sure things get done, regardless of what people may think of us. In other words, we sometimes have to be disagreeable in our leadership capacity. This can sometimes be off-putting for followers, but contrary to what one might expect, this behavior can actually help us be seen as a more authentic leader. Being considered a legitimate leader, or someone worth following, depends on how others perceive us. Do we look like a leader – which may, depending on the situation, entail being clean-cut and well-dressed? Do we sound like a leader – do we use clear, clean language or is our speech profanity-laden? Do we come across as a leader in what we do – in other words, are we competent, are we disagreeable at times? These kinds of perceptions are unconscious, as if there’s an invisible checklist in the mind that encourages or discourages people from following us. We may not want to believe it, but it’s real and involves the psychology of leadership. This is not to say a leader should be mean or demeaning. But being less nice, or moderately disagreeable, demonstrates to others that a leader isn’t concerned with being unpopular in light of what needs to be done. Being disagreeable sometimes includes: Displaying a bad temper – showing annoyance or anger. Being unfriendly – occasionally, the boss’s door is closed. Being unpleasant – anyone can be Mr. Poopy-pants every so often. Simply disagreeing with others – for the purposes of this discussion, let’s include a more literal meaning of the word “disagreeable”, especially when it comes to standing up for yourself. Stand up for your interests and be assertive when negotiating to make sure you’re not treated like a doormat.
Being disagreeable does not include being a bully, offensive or otherwise horrible to the people we work with. That’s different behavior altogether. I don’t mean to suggest a leader should be disagreeable all the time. What I mean is that sometimes a display of disagreeableness is appropriate for the situation and may even be expected. As long as these displays aren’t a leader’s normal everyday behaviors, followers will understand. It can’t be sunshine and rainbows all the time. Conversely, being nice all the time can lead to problems for a leader. A leader who’s afraid of what others might think may not make the best decision for the circumstances. Additionally, being nice all the time can lead to passive aggressive behavior, which is detrimental to a healthy team dynamic. Here’s a reality of being a leader: Someone who’s nice all the time can come across as weak or soft, potentially spineless and not worthy of following. This is harsh, yet real. When studies of this phenomenon are examined, the validity of this statement is clear. For more information, I suggest you read this article: www. timothy-judge.com/documents/ Doniceguysandgalsreallyfinishlast.pdf. You may be saying to yourself that I’m full of baloney, that disagreeableness is unnecessary in leaders. Yet it has been shown that disagreeable people earn more money and are perceived to be better leaders. Don’t believe me? Do a quick Google search with terms like “do disagreeable people earn more money?” Being disagreeable means knowing your value, voicing your viewpoint and getting the expected outcome. In other words, be your own advocate. It also means being an advocate for your people with the higher-ups. A bosun who challenges the first mate or captain on behalf of the deckhands falls into this category, since the bosun isn’t simply rolling over for the mate or the captain. In an era of increased collaboration and teamwork, someone is still responsible to set clear priorities, make decisions and from time to time fire people. Don’t be afraid to be disagreeable in order to move your organization forward. Former first officer Paul Ferdais is founder and CEO of The Marine Leadership Group (marineleadershipgroup.com). Comment at editor@the-triton.com.
Career 15
NewsNews 16 Crew
The-Triton.com April 2018
Crew experience exceeds land-based skills for former stew By Alison Gardner
In her seven-year career at sea, Canadian Jennifer Belinski worked as crew on numerous yachts, most of them 100 to 200 feet in length. She worked as deckhand, chief stew, crew cook, as well as delivery and race crew. From 2007 to 2014, she cruised the Caribbean, Mediterranean and U.S.Canadian waters, crossed the Atlantic eight times and participated in classic
yacht regattas. Now she brings that experience to her land-based job as executive concierge at Victoria International Marina (vimarina.ca) on British Columbia’s Pacific coast. In her new role, she will help visitors discover the diversity of options available in and around Victoria with dedicated 24/7 concierge service. “A lot of skills and experiences gained as crew can apply to land-based jobs,” Belinski said. “As a stewardess
and deckhand you learn to be very observant and pay attention to details, to be meticulous in your tasks while being expedient. The customer service experience you learn in every position on a vessel goes far beyond what land-based jobs are accustomed to.” The challenge, she said, is that the yachting industry is foreign to most employers. “You have to be creative and persistent to get them to listen as you translate how those skills apply beyond just entry-level positions.” She said crew often take for granted the skills they have learned on yachts. And that crew may not understand how those skills translate into land-based work. “An observant yacht crew will notice when a guest prefers something over others in a selection and, without prompting or fanfare, ensure that that item is available for the duration of their stay and their next visit; basically, until they notice a change in the guest preferences,” she said. “They will pick up on what the guest is looking for, a talkative tour guide, a quiet chauffeur and adjust to accommodate and give the guest the best experience for them.” Belinski said the most significant vessels that shaped her career were the S/Y Celtic Spirit of Fastnet, a 72-foot (22m) Pendennis ketch, the M/Y Grand Coroto, a 115-foot (35m) Benetti, and the M/Y Fortunate Sun, a 177-foot (54m) Oceanfast. But crew should always have a plan for life after yachting, Belinski said. “I believe that crew at any stage of their career should plan an exit strategy because something can always happen to take that decision out of their hands,” she said. “Put money away and explore land-based careers that interest you. When the day comes that the pros no longer outweigh the cons of a yachtie lifestyle, it is important not to be floundering. You don’t want to realize you didn’t take advantage of having no expenses and decent pay until it is too late.” Belinski admits she didn’t always have an exit strategy herself. Then, on a visit home at the end of one particular contract, it hit her how much she missed home and the chance to participate in the lives of friends and family. She started taking shorter contracts and spending more time ashore before eventually stepping into a permanent land-based job. It helped that even while working overseas she owned property in Canada,
PHOTO/NETTA DOUGLAS
Former yacht crew Jennifer Belinski now uses her skills as executive concierge at Victoria International Marina in British Columbia.
so she was never without expenses and responsibilities there. Belinski said she had been following VIM’s progress toward completion for some time when she spotted the posting for executive concierge. “The application process was grueling and spanned three months with 144 applicants,” she said. “I did my homework and came prepared for the final interview of four short-listed candidates. “During my time at sea, my primary focus was on personalized customer service. That will remain my goal as executive concierge,” she said. Belinski will work closely with marina manager Steve Sinclair, who was appointed VIM director of operations in July. Sinclair is responsible for overseeing the daily operations of the 28-slip marina, including welcoming guests and provisioning and servicing yachts. “My greatest skill gained from the yachting industry is my ability to handle changes,” Belinski said. “From changing requests, voyage plans, owners/charter guests, crews, personalities; adapting and working with the new without missing a beat.” Victoria-based Alison Gardner is a travel writer and editor of the online magazine Travel with a Challenge (www. travelwithachallenge.com), a resource for mature travelers featuring ecological, educational, cultural and volunteer vacations worldwide. Comments welcome at editor@the-triton.com.
Career 17
April 2018 The-Triton.com
Yacht crew enjoy a front-row seat at nature’s greatest displays Crew Compass Lauren Loudon
My favorite thing about being at sea is nature’s unpredictable pattern. There are few things on this Earth that can compare to sitting out on the open ocean in the late afternoon, floating by on a boat with the sound of waves rolling along and water splashing as the sky slowly starts to change color. Watching the sun gently sink toward the horizon as the clouds glisten in their misfit shapes of fluff that resemble squishy marshmallows and bundles of candy floss is, somehow, even more of a treat each time. Then the color palette starts to mix, and the bright blue of the daytime sky slowly becomes an array of pastel blues with gentle shades of peach, pink and coral from the setting sun. The colors deepen with every minute that goes by. The peaches become oranges and the coral gets richer, before the sun itself enlarges to a giant ball of utter beauty. From here on, the whole sky is radiant and everything is bold, bright and nothing short of breathtakingly beautiful. The best sunsets are when figures and features lying in the distance form silhouettes in the shadow of those wonderful colors. Sailboats are pretty, islands also create perfect Kodak moments, but the hardest to beat has to be the unpredictable blur of the day’s clouds. Each day is different, every perspective is new and all the views are unique. Of course, the same goes for those glorious mornings as the sky gently lightens and eventually the universe’s greatest bundle of joy starts to rise up over the horizon, opening a new door, beginning a new chapter. But somehow, there’s something so satisfying about watching the day slowly become night. Sunsets. Soul strengthening, uplifting and heartwarming. They are an unrivalled part of nature’s gift to us. Aside from this, one of my favorite and most memorable passages was being out somewhere over the Grand Bahama Bank around 2 a.m. with not a single bit of land, boat or soul in sight – or on the AIS. All of a sudden, a bright flash of light came from behind me and a loud roar of thunder followed quickly. I turned around and watched the sky light up in an incredible flash as a lightning bolt ran all the way down to the sea in an almost perfectly straight line. I reached for the iPad that was in the
bridge and snapped the most unflawed photo of the moment, allowing me to keep it close as a physical memory. Ahead was as clear as can be, while behind us the horizon was black and moody as the storm grew more and more aggressive in the distance. Knowing I was completely safe, heading away from the gnarly looking weather, I was mesmerised at such a scene and could never imagine finding a storm so beautiful while on land. Blown away, once again, by the incredible patterns that nature is capable of. Lauren Loudon has worked as a yacht chef and stew for more than four years. She hails from Lancashire, England. Comment at editor@the-triton.com.
PHOTO/LAUREN LOUDON
18 News
Industry Updates
The-Triton.com April 2018
NEWS, from Page 9
M
ore than 1,250 volunteers on land and in 117 boats collected 32 tons of trash from South Florida waterways on March 3. Organized by the Marine Industries Association of South Florida (MIASF) and the Marine Industry Cares Foundation, the Waterway Cleanup is the largest and longest-running environmental event in the county, having just completed its 41st edition. The annual event results in the recovery of typical items such as tires, shopping carts and lawn furniture, but this year included some unusual items, including an air hockey table, a commode, and a sonar sounder. Next year’s event is scheduled for March 2.
Voyage Award will be decided by a panel of judges that includes Karen Fitzgerald of Tourism Australia; Barry Jenkins of Sanctuary Cove International Boat Show; MaryAnne Edwards of Superyacht Australia; Capt. Brandes and Melanie Brandes; and a representative from Austrade. “As a judge of this prestigious award, I’d be looking for a quality submission that demonstrated a genuine wow factor in the planning and execution of an outstanding voyage. A journey that delivered an experience with a difference, an itinerary featuring life changing adventures, and one that showcased Australia’s unique destinations, our food and wine and our friendly people,” Fitzgerald said. The winner will be announced at the Australian Marine Industry Awards Gala dinner on May 22 at the Intercontinental Sanctuary Cove resort in Queensland, Australia.
Regatta season gears up in Caribbean
Caribbean islands still struggling with post-hurricane recovery may see a much-needed economic boost soon as the regatta season gets underway. Much of the activity at St. Martin's annual Heineken Regatta, which was March 1-4, was offshore this year, but there was still a race village at Princess Port de Plaisance Resort on Simpson Bay lagoon. A portion of all race proceeds – from concert tickets to art, food and beverage sales -- will be donated to hurricane relief funds, according to race organizers. The 24th annual St. Barths Bucket Regatta will take place March 15-18, with 26 yachts participating in three classes. The Bucket, as it is generally known, is open to cruising yachts 100 feet or bigger. Les Voiles de Saint Barth Regatta will be April 16-22, with 60 yachts participating in eight classes. Organizers reportedly plan to set up a race village on the dock in Gustavia harbor, with live concerts nightly. Jimmy Buffett is ambassador of the event. While 90 percent of hotel rooms are under repair and unavailable in St. Barths, private villas from agencies such as WIMCO will house crews, spectators and sponsors, according to a statement from a villa manager. The BVI Spring Regatta will run from March 26 to April 1. The Regatta Village this year will be at the Outer Marina at Nanny Cay on Tortola. The village will feature a bar, a pop-up restaurant and lmusic. The Antigua Sailing Week will run from April 28 through May 4.
April 2018 The-Triton.com
Inverter generators power up some ‘new school’ advantages Diesel Digest Capt. Jeff Werner
The phrase “old school” is heard so often now in the yachting industry that older captains and engineers sometimes feel out of sync with their millennial crew members. Usually this level of discomfort revolves around the subtleties of using apps and smartphones, as well as the nuances of social media. Older crew tend to fall back into their comfort zone with traditional systems aboard yachts, such as when supplying power to the myriad alternating current (AC) appliances, equipment and entertainment systems that make today’s boating experiences rather luxurious. Just crank up the diesel generator and let it run constantly to supply endless AC to feed the whims of owners and charter guests. However, these conventional diesel generators have also become old school in recent years. Generators using new technology still operate with diesel fuel, but they are decidedly different in their approach to alternating current generation. This workhorse aboard yachts is a very straightforward system. Couple a diesel engine, operated at a fixed speed, directly to an AC alternator and generate household current. The fixed speed is necessary to produce alternating current at the proper frequency, measured in hertz (Hz), for the electric appliance it is designed to run. In the U.S. that frequency is 60 Hz; in Europe, 50 Hz. A generator motor must turn at a constant 1800 rpm for the alternator to produce 60 Hz AC, and at 1500 rpm to make 50 Hz AC. If the rpm varies, so does the frequency, and the appliance will not operate properly. Traditional diesel generators use a device called a governor to maintain the engine speed at the required rpm regardless of the load. Whether powering a small 1000watt hair dryer or three power-hungry air conditioners, the generator runs at a fixed speed. Using advanced alternator design employing compact permanent magnets, an inverter generator initially produces AC in the same manner as a conventional generator. However, rather than feed the AC power directly to the appliance that needs it, it is first converted into direct current (DC). This
DC power is then inverted back to AC using sophisticated electronic processing and is then ready for distribution around the vessel. Since the resultant AC is produced by an inverter, the desired frequency of 60 Hz or 50 Hz is formed independent of the generator engine’s operating speed. That means that the generator can run at a variable speed: lower rpm when load level is smaller and higher rpm as the load level increases. Inverter generators are smaller and lighter in weight; conventional generators have a larger footprint because they are oversized to meet the initial high demand for power caused when electric motors start. And the bigger the generator set, the heavier it is. Fuel efficiency is another positive aspect of inverter generators. Since they vary in rpm based on load, they burn less fuel than a conventional generator running at steady rpms. Conventional generators operate at a noise level between 65 and 75 decibels, which is as loud as busy street traffic and close to that of a lawn mower. With quieter engines, special mufflers and sound dampening technology, inverter generators operate in the range of 50 to 60 decibels, which is the background sound level of most offices and normal conversation. That translates to even quieter operation aboard yachts, once soundproof housings are added. The AC power from inverter generators is also very clean – that is, it produces pure sine waves rivaling that of shore-based utility companies. Clean power is needed today by more and more products: computers, smartphones, TVs, game consoles, printers, galley appliances, power tools, and yacht communication, navigation and monitoring systems. In the marine industry, one of the leaders in design, development and implementation of inverter generators is WhisperPower, a Dutch company that was spun off from Mastervolt 10 years ago. Interestingly enough, WhisperPower has dubbed this next generation of power systems in its marketing as “new school.” Capt. Jeff Werner is a 25-year veteran of the yachting industry, as a captain and as a certified instructor for the RYA, MCA, USCG and US Sailing. He owns Diesel Doctor (MyDieselDoctor.com). Comment at editor@the-triton.com.
Operations 19
20 Operations
The-Triton.com April 2018
Color analysis advances studies of salinity levels, ocean currents Sea Science Jordanna Sheermohamed
The origin of the word “salt” comes from “salarium,” Latin for salary, which refers to the amount of compensation a Roman soldier would receive in order to purchase the life-essential mineral. While we use salt to flavor foods, produce paper and keep livestock healthy, it also affects the density of seawater – and more importantly, the ocean currents. The salinity of Earth’s water systems, or the amount of salt dissolved within a given volume of water, can be classified into four distinct levels, from least to greatest: fresh, brackish, saline and briny. Fresh water contains less than 0.5 percent salt, whereas seawater averages about 3.5 percent salt. So how does this salt affect what happens in our oceans, and what happens when the salt content changes from higher to lower values, or vice versa? While surface ocean currents are mainly wind-driven, deeper water currents are a function of the water’s density, which is dependent on both temperature differences and salinity. Just as colder air is denser than warmer air, colder water is denser than warmer water, so it sinks. When salt is dissolved in water, it increases the mass of the water, making it denser than it was before. The human body can essentially float in any ocean, but the higher the salt content, the easier it is to float. This basic concept can be experienced in the Dead Sea, where the salt content of the water is about 10 times higher than usual and the human body is able to float with no effort. Saltier water will sink below fresh water, and this contributes to the global circulation of oceans. But just as the amount of salt in a diet can be altered, the amount of salt in a body of water can
be affected by many external factors. The more fresh water added via a hydrological transport mechanism, such as rain or ice melt, the lower the salt content of the ocean because of dilution. Conversely, the more fresh water removed via mechanisms such as freezing or lack of rain, the saltier the body of water. Both of these scenarios will alter the density of the seawater, and therefore can have a localized effect on both the strength and location of currents. Modern methods of testing ocean salinity involve analyzing the electrical conductivity, the temperature and the depth of a collected sample, or the use of satellite remote sensing technology, which takes a weekly measurement of a given spot. By knowing the temperature of the water through ground observations or additional satellite technology, salinity can be determined by the reflected brightness from the ocean surface. A new study from the Universiti Malaysia Terengganu published in the Pertanika Journal of Science & Technology has proposed using the daily images of ocean colors from alternative satellites, as ocean color is dependent on the amount of organic matter dissolved within the water, which was found to have an inverse relationship with salinity. While the results of the experiments were limited to the local region of Malaysia, the study indicated that further testing in alternative regions could certainly aid in solidifying a widespread accepted algorithm. The ability to compute this information on a daily basis, rather than using the traditional once-a-week option, would allow for a more comprehensive understanding of global ocean circulations, which would ultimately help to better understand the earth’s dependence on ocean currents in an evolving climate. Daily analysis of ocean color through satellite imaging could serve as a reliable proxy to track salinity levels.
GRAPHIC/DR. Sufian Idris, UniversitI Malaysia terengganu
Jordanna Sheermohamed is president and lead meteorologist of Weather Forecast Solutions, a weather-forecasting firm (WeatherForecastSolutions. com). Comment at editor@the-triton.com.
April 2018 The-Triton.com
Ketogenic diet is in vogue – but does it work? Take It In Carol Bareuther
A diet first developed by a faith healer in the 1920s to help prevent seizures in children with epilepsy is making a comeback. But this time it’s for the contemporary holy grail of weight loss. The ketogenic diet is a high-fat, moderateprotein, low-carbohydrate formula. The fact that celebrities suddenly latched onto this slimming plan last year sent the ketogenic diet into the ranks of the Top 10 Googled diets in 2017. The idea of eating platefuls of bacon and eggs and still losing weight isn’t hard to swallow, and it’s a big part of the diet’s appeal. But does the ketogenic diet really work? And more importantly, is it safe? The answers lie in a large body of recent research. The ketogenic diet takes its name from the metabolite the body produces when fat rather than sugar is the primary fuel available. In a nutshell, the sugar glucose is the body’s primary fuel, much like gasoline powers cars. When there
are too few dietary carbs available, the body turns to carbs stored in muscles – called glycogen – and breaks them down. This leads to a pleasant surprise on the scales due to lost water weight, since water is normally stored along with muscle glycogen. Thus, the initial weight loss on a ketogenic diet is water, not body fat. When the glycogen is gone, the body turns to stored fat for fuel. This results in a build-up of acids called ketones and a metabolic state called ketosis. For those following a ketogenic diet to lose weight, ketosis is the brass ring they hope to achieve. The formula for a ketogenic diet calls for 70 percent of calories from fat, 25 percent from protein and a miniscule 5 percent from carbohydrates. This translates into daily meals of high-fat meats, dairy, eggs, nuts and seeds, and produce such as avocados. Forbidden are grains, such as breads, cereals, rice and pasta; added sugar in any form; fruit; and starchy vegetables, such as potatoes and yams. A sample diet for a day might include fried eggs and bacon for breakfast; a green salad with ham, cheese and avocado slices for lunch; steak with aspara-
gus for dinner; and snacks like cheese cubes, boiled eggs, nuts or beef jerky. Does the ketogenic diet work? Yes, according to research published in the British Journal of Nutrition in 2013. In this study, subjects were fed either a ketogenic diet or traditional low-fat weight-loss diet. Results showed that those on the ketogenic diet lost more weight and showed greater improvements in blood pressure and blood fats like triglycerides and LDL (bad) cholesterol than those on a low-fat diet. Is a ketogenic diet it safe? Yes and no. Yes, according to a study published in a 2004 edition of the journal Experimental & Clinical Cardiology, which revealed that obese men and women who were on a ketogenic diet for up to 6 months lost weight and improved blood indices of heart health. Interestingly, these researchers based most of the test ketogenic diet on healthful monounsaturated and polyunsaturated fats. Nuts, seeds, avocado, plant-based oils and olives all contain healthful fats. On the other hand, the answer is no in terms of safety since the diet is deficient in fruit and vegetables. Fresh produce contains key
Crew Health 21
PHOTO/Dean BARNES
nutrients and phytonutrients that can help to prevent chronic diseases. The bottom line is that any benefits achieved on a ketogenic diet can easily be lost if care isn’t taken when going off the diet. Specifically, there should be a gradual reduction in fat intake and reintroduction of more carbohydrates – especially carbs such as low-calorie fruits, vegetables and whole grains. Reverting to the eating habits that led to obesity in the first place is only going to pile on the unwanted pounds again. Carol Bareuther is a registered dietitian and freelance health and nutrition writer. Comment at editor@the-triton.com.
22 Crew Health
The-Triton.com April 2018
Busy and tired no excuse for crew to pass up benefits of exercise The Yachtie Glow Angela Orecchio
It’s easy for yacht crew to make excuses about why we can’t fit exercise into our lives. We’re busy, tired, have little space and, frankly, don’t often feel like it after a 12-hour day and one too many leftover guest croissants. With this type of lifestyle, it’s easy to let weeks and months go by without any exercise at all. Luckily, in spite of not having the land-based opportunities to go to the gym regularly or participate in an intense body shred program, we can still exercise to stay strong, have more energy and feel better. We need only acknowledge our excuses for what they are and look for solutions that fit our unique lifestyles. I’m too tired. It’s important to ask ourselves how much good quality sleep we’re actually getting. Going to bed at midnight and waking up at 7 a.m. might not be enough sleep. Studies have shown that everyone varies in the amount of sleep
they need, so it’s important to not force ourselves to stay up late if our bodies are giving us signs not to. Of course, when we’re busy with guests, the best we can do is take advantage of breaks and any other time when extra sleep is possible. Then do a quick exercise just after waking to take advantage of the energy reserves from sleep before getting back to work. Also, drinking more water and eating healthier during the day helps ensure the body isn’t tired from bombarding it with junk food and dehydration. I don’t have time. Almost, everyone has 10 minutes to do some type of exercise, even when guests are on board. If the boat is very busy, stretching and deep breathing is a type of exercise that anyone can do before going to bed or when just waking up. If time permits, try 10-20 minutes of a body-weight workout with 3-5 types of exercise at 10-20 repetitions each. I don’t have space. Get off the boat if possible, or try using a deck and a yoga mat with permission. In a small cabin, get creative – use the edge of a bed for tricep dips,
Get creative – use the edge of a bed for tricep dips, for example. Purchase a set of mini-bands or small hand weights to do standing exercises that don’t require a lot of movement.
for example. Purchase a set of minibands or small hand weights to do standing exercises that don’t require a lot of movement. I don’t feel like it; I’ll do it later. It is quite possible to never feel like
exercising. To overcome this, we must push ourselves until it becomes a habit. Finding exercises that we love is the best way to overcome this excuse. At the very least, we can find something to listen to or focus on that is exciting or entertaining to get us through the exercise. My body is sore from working. Yoga and pilates are excellent options to strengthen the body and prevent injuries, and they don’t require a lot of time or space to see benefits. I’m not eating healthy, so why even bother? It might seem that if we’re not eating healthy, exercising won’t matter much. However, exercising is a great motivator for eating healthy. We’ve all heard the saying “You are what you eat.” In this case, you also eat what you are – meaning that as you start feeling better from exercise, you will want to eat healthier to match how you feel. Angela Orecchio is a chief stew, certified fitness instructor and health coach. Her blog can be found at savvystewardess. com. Comment at editor@the-triton.com.
April 2018 The-Triton.com
Crew Health 23
Medical emergencies happen in a flash – are you prepared? Sea Sick Keith Murray
Medical emergencies happen every day. These emergencies can be accidental, such as car accidents, falls and cuts; health-related, such as heart attacks and strokes; or environmental emergencies caused by mother nature, such as earthquakes, hurricanes and tornadoes. Another group of medical emergencies are caused by acts of terrorism, war and violent criminals. Being prepared for all medical emergencies is our goal, but it is difficult to predict when and where these emergences will happen. The key is to be aware of our surroundings, stay current on our CPR AED and first-aid training, and have a high quality first-aid kit with us in as many places as possible – yacht, tender, car, Jet Ski, backpack, etc. At minimum, first-aid kit contents should be refreshed every year. In the U.S., two school shootings happened in the first two months of 2018. One shooting occurred at Marshall County High School in Benton, Kentucky, on Jan. 23, 2018. As students gathered in an open area before the start of classes, a 15-year-old student opened fire with a handgun, killing one 15-year-old and wounding another who later died at a nearby hospital. Eighteen other people were injured. Then, on the afternoon of Feb. 14, 2018, a mass shooting occurred at Marjory Stoneman Douglas High School in Parkland, Florida. Seventeen people were killed and 15 more were taken to hospitals, making it one of the deadliest school massacres in the U.S. The school shootings made the headlines, and rightfully so. Nobody wants to think of an innocent child being gunned down in school. But did you also know that in the first month of 2018, 309 people were shot in Chicago – 60 of them killed and 249 wounded? For an idea of how often shootings happen in just one U.S. city, consider that one person is shot every 2 hours and 27 minutes on average in Chicago. A total of 3,561 people were shot in Chicago in 2017. When mass shootings and major disasters occur, it can overwhelm local emergency medical services. Under normal conditions on land, we can pick up the phone and dial 911, and in 8-12 minutes help arrives. But while at sea, or
during a major incident on land when resources are stretched thin, help is not 8-12 minutes away. In these cases, you are the one providing emergency medical care. Are you prepared? Are your emergency medical first-aid skills upto-date? If you were the victim, who around you has the proper training and skills necessary to treat you? If you were impaled with something, would they leave the item in or pull it out? If you were shot, would your team know how to control the bleeding? If you don’t feel confident in your skills or in the skills of those around you, now is the time to schedule a class. Once your CPR AED first-aid skills are up-to-date, what’s next? Make certain the right equipment and supplies are available to treat the medical emergencies likely to be encountered. Make certain you have the right tools to protect yourself – your PPE, or personal protective equipment. PPE includes gloves, glasses and a CPR barrier mask. These protect you from bloodborne pathogens. Next, go through your emergency medical first-aid kit. Be sure to know what each item does and that it’s upto-date. For bleeding control, I like the Israeli bandage, also called the emergency bandage. These are great for quickly applying pressure to a wound and stopping most bleeds. Hemostatic bandages are also good in certain situations. For more extreme emergencies, a tourniquet may be required. For smaller injuries, sterile gauze and flexible, self-adherent wrap like Coban works well. Now, let’s talk about home and family. Put together a good first-aid kit for your house. Make certain everyone at home is trained in CPR and first-aid. Make certain there is a good medical kit in the car, along with your PPE – gloves and eye protection. If your budget permits, get an AED for your house. AEDs can be purchased for as little as $1,100. In closing, it is not possible to have PPE, first-aid kits and defibrillators everywhere, but the more places you have them, the better your odds of being able to safely help a person in need. EMT Keith Murray provides onboard CPR, AED and first-aid training as well as AED sales and service. His company can be found at TheCPRSchool.com. Comment at editor@the-triton.com.
24 Interior
in the galley
The-Triton.com April 2018
Any pot in a storm Crew’s Mess Capt. John Wampler
Recently, I delivered a Viking 52 C from Palmas del Mar, Puerto Rico, to Miami with Capt. Devon Tull as my co-captain. We pulled into Turtle Cove Marina in Providenciales, Turks and Caicos, at the start of a four-day blow. We enjoyed a nice post-bash dinner at Mango’s Reef, but the bill came to $114.00 for two! On crew pay, that’s nice after a hard nine-hour run in 15-20 knot head winds, but it’s a little too much on the per diem side to maintain during a weather delay.
Providenciales is a terrific layover. Most everything a transient boat would need can be found here. A large DIY hardware store and a well-stocked NAPA store take care of the boat needs. The Graceway IGA is a modern supermarket that has everything I need for this dish, and more. This simple one-skillet meal is super easy to make with just a couple of storebought items. And you won’t have to tip the waiter. Capt. John Wampler (yachtaide.com) has worked on yachts for more than 30 years. His recipes are casual enough for anyone to prepare. Comment at editor@ the-triton.com.
EASY ONE-POT CHICKEN ALFREDO
Ingredients 2 tablespoons Italian dressing (not the creamy kind) 3 boneless, skinless chicken breasts cut into cubes 10 oz. small-/medium-sized penne pasta One 16-oz. jar of your favorite Alfredo sauce 1 tablespoon dried oregano Salt and pepper to taste 1/2 cup shredded mozzarella cheese 1/2 cup grated parmesan cheese 1 1/2 cup sun-dried tomatoes Fresh chopped parsley as garnish
Preparation Heat chicken and Italian dressing in a large 12-inch skillet over medium high heat. (If you don’t own a large skillet, you can use a stock pot). Season chicken with salt and pepper to taste.
Cook chicken until browned and just cooked through, about 5 minutes depending on thickness of chicken. Add the box of pasta and the entire jar of Alfredo sauce. Fill half the empty jar with water and add to the skillet. If using a stockpot, use 2 cups water. Add the salt and pepper to taste and the dried oregano. Lightly stir the mixture to combine. Bring mixture to a boil, then reduce to a simmer. Cover and cook for 15 minutes or until pasta is tender to your liking. Stir in the sun-dried tomatoes. Cover with grated parmesan and then shredded mozzarella. No need to stir. Continue to cook for 2-3 more minutes or until cheese is fully melted. You can also broil the entire skillet for about 4 minutes to make the cheese extra melty. Top with chopped parsley and serve.
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Smoke-and-mirrors performance never fails to impress Top Shelf
SWEET’S 5-MINUTE SHELLFISH CONSOMMÉ WITH BASIL AND RAVIOLI
Chef Tim MacDonald
Ingredients
Nothing more than a disassembled pot noodle snack, this Porega (remember that “poor man’s Porsche” of the 1980s?) has all the razzle dazzle of a Siegfried & Roy show in Vegas – and sometimes the tiger bites! A coffee siphon apparatus is used to infuse crystal-clear consommé with fragrant herbs and whatever else takes your fancy. It’s a pompous, self-aggrandizing charter dish that’s performance tableside never fails to impress. The apparatus is lit at the table and, once the consommé has reached the correct temp, it is sucked up the spout like Augustus Gloop into the infusion bowl, where for five minutes the infusion process occurs – all observed by the guests. And sometimes, like with Beaker from The Muppet Show, this is where things can go terribly pear-shaped, depending on the prevailing aft deck winds blowing the precious flame out.
750 mls shellfish stock 6 large basil leaves 6 shrimp, cooked and deveined
At the point of decanting the infused stock into the glass teapot, begin to plate up the soup garnish by reheating ravioli and shrimp. Finish by tearing the basil leaf over the garnish and quickly send up!
6 shrimp & sun dried tomato ravioli 6 teaspoons tomato concassè
Method Timing is crucial. It’s important that while the siphon is reacting, everything in the galley is ready to go.
the table.
At this point, the soup should be ready to be poured from the teapot as the soup bowls hit
The consommé is then poured from the teapot in front of the guests. PHOTOS/Tim Macdonald
Assuming all goes to plan tableside, the flame is then extinguished and, like Jim Morrison at the Hollywood Bowl, the whole lot comes tumbling down in a heap into the mother bowl. At this stage, the consommé is then transported into a posh glass teapot and poured tableside into the soup
bowls, which arrived exactly at the same time that the decanting of the infused stock was taking place.The soup bowls arriving from the galley contain a single ravioli, shrimp and token herbs. It’s all smoke and mirrors – nothing more than a posh version of 5-minute pot noodles.
Tim MacDonald (timothymacdonald. weebly.com) has more than 20 years experience as a chef. He was named Concours de Chefs winner for Yachts over 160 feet at the 2011 Antigua Charter Yacht Show. His recipes are designed for the owner and guests. Comment at editor@the-triton.com.
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The-Triton.com April 2018
Different world on board yacht for bar pilot By Capt. Paul Lobo My first and only pilot job on a yacht was in the summer of 2007. I thought I’d never pilot one because I was retiring that year. So the day the dispatcher told me I was going to pilot the yacht, New Century, into Sausalito, California, I thought he was kidding. For one, when the dispatcher says you have a certain ship, there is always the chance that that ship will arrive earlier, or later, than their estimated time of arrival at the pilot station. The bar pilots use heavy weather boats called station boats to board ships 11 miles almost due west of the Golden Gate Bridge. This is called “being on station.” Only New York and San Francisco still maintain pilot stations in the U.S. Bar pilots board ships day and night, 365 days a year, so there are no holidays for pilots. Eleven miles doesn’t sound like much distance, but those miles are considered one of the toughest stretches of water in the world to board and disembark pilots, to say nothing of getting the world’s largest ships in and out of port safely. Many pilots worldwide are hurt ,
maimed or lost at sea every year. In 2005 alone, five U.S. pilots died boarding ships and one pilot boat was sunk by a careless ship. Over 31 years as a ship pilot, I saw many yachts that my company, The San Francisco Bar Pilots, provided pilots for. Unfortunately, I wasn’t lucky enough to board one because of our rotation system. Pilots stay in strict rotation; no matter what ship shows up first at the pilot station, it’s the “number one” pilots to board. The last pilot that finishes up at the end of the day is the last pilot to go back to work, which is called “going to the bottom of the board”. Because of the 200 miles we are responsible for, pilots return to the pilot office at all hours of the day and night. A pilot might start his day hours ahead of another pilot, but return hours after him, so our rotation system was fair. Incessant fog and storms are common west of the Golden Gate. In the spring, it’s normal for the wind to blow 35-plus knots every afternoon. (Not a good time for small vessels to venture out to sea) In fact, between winter storms, the sea conditions are actually better than during the spring time, El
Nino years being the exception. When I joined the pilot force in 1977, the weather people hadn’t thought up that term yet. It’s appropriate to me because El Nino refers to the Christ Child, and one of the worst storms I ever lived through happened around Christmas in 1977 when I was involved in a sea rescue. It took all day, fighting 70-knot winds and 20-foot seas, to get a tow line to a 150-foot research ship that had lost her engines. We saved her just before she went ashore onto Marin County. In general, American-flagged vessels not engaged in commercial shipping are exempt from state regulations that require all vessels calling at San Francisco to hire bar pilots. The only exemption are public vessels, such as the Navy and U.S.-flagged ships solely engaged in coastal trade that have federally licensed pilots aboard. Most U.S. private yachts are exempt, but foreign-flagged ones over 750 tons are charged. The Pilots were created under Article 3 of statehood. That is how important piloting is regarded, even way back in 1850. There are state pilots in almost every major U.S. port. Bar pilots have a monopoly in exchange for the state selecting, training
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and disciplining pilots, as well as setting pilotage fees. The day I was assigned the M/Y New Century, I took our high-speed run boat, Golden Gate, from our San Francisco office out to the ocean. I felt lucky because the wind was light and I didn’t know what it was going to be like coming alongside a hull so immaculate. Most ship hulls are painted black and are rusty. When our 110-foot boats rub against a ship’s hull they often take a pounding, so we hang huge truck tires over the sides to act as fenders, which can leave ugly black smudges on the ships’ hulls. So as to not harm a yacht’s hull, we use Avon rafts. The only other times we used them were to board submarines because their hulls are too sensitive to come alongside with big boats like ours. And we use them to rescue pilots who fall into the sea. When we boarded subs, we usually got wet because we had to jump from the Avon up onto a ladder made from canvas and 2-by-4s. They aren’t pretty, but they work on a rounded hull. The Avon operator would rev the outboard up to full throttle, then run it up the sub’s hull as far as possible. Then we leapt onto the canvas ladder, grabbed a man rope, and hoped we didn’t fall into the sea. No matter how high the Avon went up we usually were hit with sea water. When I took the Avon over it to New Century, it couldn’t have been better conditions, which was fortunate because it’s rare to have such smooth seas at the pilot station. When we came near, the first thing I noticed, besides the immaculate paint job, was what they put over for a pilot ladder. It was more of a swim ladder than a pilot ladder. I made it up without much trouble because her freeboard wasn’t very high; but it felt strange grabbing onto something so flimsy. Pilot ladders are required by SOLAS to conform to certain conditions,
one is that it be made of rope or nylon with hardwood steps. Once I stood on deck, I was greeted by the mate who ushered me into the salon where he surprised me by asking me to take off my shoes. The only other time I was asked to do this was aboard a 100-foot schooner during the America’s Cup. I had been invited to watch the races on a privileged vessel, a boat allowed to motor directly behind the competitors inside the race boundaries, because my school, State University of New York Maritime College, owned the America’s Cup boats in that campaign. After I walked up the gangway, onto the most unblemished teak deck of the largest sailboat I was ever on before or since, I was asked by a deckhand to take off my shoes. I told him my boat shoes wouldn’t harm their nice teak decks. Not to worry, he said; all he wanted to do was wash my shoes’ soles. So they
was piloting ocean liners, something I did hundreds of times. After I introduced myself, I went over details with the skipper on which berth in Sausalito we were heading. I then met the captain’s wife, who was also the boat’s purser, when she brought me a cup of espresso. The New Century handled like a dream, going into the dock almost on her own. I have to admit, even though I possessed an unlimited first-class pilot ticket for all of San Francisco Bay, I had never entered Richardson’s Bay as a pilot. I had been in there many times on my friend’s racing sailboat, just not on a megayacht. That was a fun day. I wish I had done it more often, but with my job, I never knew when I went to sleep if the next day I would pilot a containership, a spy vessel, a Polish fishing boat or an aircraft carrier, such as the USS Enterprise,
Two crew ready the inflatable to be lowered from the stern of the pilot boat, far left, to rendezvous with M/Y New Century, above, for pilotage into Sausalito, California in August 2007. Capt. Paul Lobo, left, enjoys the opportunity to pilot a megayacht during his final year on the job. He said he always wears a tie at work, unless there is a storm, in which case he wears a turtleneck. PHOTOS PROVIDED
were the cleanest pair of boat shoes I ever wore. When New Century’s mate took me up to the wheelhouse through the salon, in my bare feet, it certainly beat the heck out of going aboard a Third World crewed ship. In comparison, everything on New Century was first class and spotless. The only thing to compare her to
which was the first Navy ship I ever piloted. That’s why my job was so interesting and so enjoyable. Most of the time. Capt. Paul E. Lobo served 31 years as a bar pilot (www.capnco.com) and is the author of Crossing the Bar: The Adventures of a San Francisco Bay Bar Pilot, available on Amazon.com.
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The-Triton.com April 2018
Selecting, cutting and lighting cigars takes some know-how Stew Cues Alene Keenan
As a nonsmoker, cigar service onboard seemed intimidating to me at first. I’ve found crumbly, dried up cigars in some humidors, while other boats have expensive, carefully tended selections to offer owners and charter guests. A proper humidor is required to keep cigars fresh. The interior should be temperature-controlled at around 70 degrees and kept at around 70 percent humidity. There a few basic things stews need to know about selecting, cutting and lighting cigars. Cigars are rated by experts and the description of a fine cigar rivals that of the finest wine. To purchase cigars, know the size, shape and strength that guests want to smoke. A larger cigar takes longer to smoke. The strength of the smoke is determined by the wrapper of the cigar. The price is usually a consideration, too.
Most cigar smokers start out with mild cigars, but as their palate adjusts they want fuller flavor and strength. There are over four dozen wrapper leaf colors that distinguish the flavor. All tobacco leaves are originally green, but aging and fermentation results in different hues. The four major wrapper designations are Connecticut, Corojo, Habano and Maduro. The Connecticut is the only noteworthy export from America. It is grown in Connecticut under special shaded conditions that keep the color light. The Corojo is darker, with a spicy, peppery flavor. The Habano has heavy, spicy flavor that is often too strong for a beginning smoker. The Maduro’s color varies from dark brown to almost black. It has a stronger taste, ranging from chocolatey to spicy and peppery. The shape and size of a cigar are important factors in choice. There are two basic shape classifications: straightsided and figurado. The tapered shapes of some cigars concentrate the smoke for a fuller flavor. The wider the cigar,
PHOTO/ALENE KEENAN
Crewmates Marcos Fernandez Cambiaso, Erika La Budda and Todd Bell take time on a crossing to prepare cigars for the owner’s arrival.
generally the more full-flavored. A long cigar smokes cooler. Cigars are often sold by the box, but can be purchased individually, too. Handcrafted cigars can range from $5 to $50 apiece. As with most luxury products, the price may affect the consumer’s expectation and perception. There is not always a correlation between price and quality. The flavor is mostly about the blend, and what really matters is enjoyment. Price is based on factors such as the availability or rarity of the tobacco, the skill of the blenders, where it is produced, how long it is aged and other factors. Cutting and lighting are next. They are part of the ritual of enjoying a fine cigar, so very often guests will want to do these steps themselves. The goal of cutting is to create an opening to smoke through without damaging the construction. A quality cutter with a very sharp blade is important. A bad cut can ruin a cigar, making the end split and the wrapper unravel. There are three basic styles of cutters: Wedge cutters create a V-shaped opening; punch cutters make a small, round hole in the cigar; and guillotine cutters make a straight cut. A doubleblade guillotine cutter has two blades that pull apart, creating an opening for the cigar. On most cigars, a good rule of thumb is to make the cut about onesixteenth of an inch from the head of the cigar, or just above where the side straightens out, known as the shoulder. A sharp motion makes a clean cut. Lighting is not easy. A cigar fights the flame. Keep the cigar just above
the flame without allowing it to touch. Slowly ignite the cigar, rotating it to create a glowing ring around the circumference, making sure no single spot gets too hot. After about 15-20 seconds, blow on the cigar embers to see that it has been lit evenly. Next, the smoker should take a draw to see if it is ready to smoke. Standard-flame, double-flame and torch lighters all use odorless butane gas. Avoid lighter fluid, regular stick matches and candles. Lighter fluid emits an odor that affects the flavor of the cigar. Regular stick matches don’t burn long enough. A long cigar match makes sense, but after striking it, always let it burn a bit to allow the sulphur and phosphorous to burn off. An elegant way to light a cigar is with a cedar spill. Every time you buy a box of cigars, take out the cedar sheet that it comes with and break it into long sticks, called cedar spills. Light the spill and use it to light the cigar, taking plenty of time to slowly toast the cigar to just the right state. It can take a long time to smoke a cigar – time for reflection, conversation, reading a good book or simply enjoying the nuances and complexities of a fine cigar. Cigar smoking is all about relaxation and pleasure. Alene Keenan is lead instructor of interior courses at Maritime Professional Training in Fort Lauderdale. She shares more than 20 years experience as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht,” available at yachtstewsolutions.com. Comment at editor@the-triton.com.
30 News SIM offers low-cost, 4G unlimited
Palma-based E3 Systems, a global megayacht communications provider, now offers a 4G data SIM with unlimited usage in more than 40 countries across Europe and in the French Caribbean. The Big Data Europe SIM has a tiered rate scale, which means the more a customer uses, the lower the rate per gigabyte. Rates begin at 2.5 euros per gigabyte, according to the company. Other benefits include unlimited usage with a single SIM, no minimum requirements, free suspension and automatic blocking outside of covered territories. Usage can be tracked online. "It's a unique product in that it doesn't tie the user down with monthly commitments and they simply pay for what they use,” said Ana Espallardo, E3 airtime and contract services manager.
TECHNOLOGY bRIEFS “This SIM removes the need to plan ahead and we believe it will also take away a lot of the issues associated with using data at sea and when in port." For more information, visit e3s.com.
Navpilot offers point, shoot steering
Furuno’s Navpilot series of marine autopilots uses “self-learning” algorithms to gather data and adapt to a boat’s handling, resulting in quicker and more precise functioning. The new Navpilot 300 takes this technology a step
further, according to a company statement, with a “gesture controller” that allows a vessel’s steering to be controlled from any point on board within 32 feet of the helm by simply pointing the device and releasing a button, automatically redirecting the boat to the desired heading. Additionally, the device’s FishHunter function locks the boat into a zigzag, orbit, figure 8 or spiral maneuver around a specified target at a set distance, which is also useful in man-overboard situations, according to the company. Furuno states that its proprietary Fantum Feedback steering and selflearning software means a physical rudder feedback unit his not required for outboard installations of the NavPilot. The system is designed for planing and semi-displacement outboard vessels 24 feet and larger, with one to four out-
The-Triton.com April 2018
board engines, and offers precise course control from trolling speeds to over 60 knots, according to the company. Furuno is a Japanese manufacturer of marine navigation and communications equipment. For more information, visit www.FurunoUSA.com.
App operates gangway via phone
Besenzoni, a Bergamo, Italy-based manufacturer of hydraulic platforms and other boat products, has come up with an app for operating gangways via a cellphone or tablet, according to a company news release. The free Besenzoni Unit Control (BUC) app works on IOS 9.0 devices or higher and Android 7.0 or higher. When combined with a receiver/adaptor, which can be purchased through Besenzoni’s sales and support network, the app makes it possible to remotely operate gangways – both the retractable and external types. BUC uses simple bluetooth technology, together with the standard infrared or radio-wave remote control provided when purchasing the gangway. The app can be connected to four or eight devices at the same time. The gangway serial number must be provided at the time of purchase so that Besenzoni technicians can identify and install the bluetooth receiver/adaptor to be linked to that particular gangway. For more information, visit www. besenzoni.it/landing/buc.
GPDock simplifies slip reservations
GPDock, a community-based online reservation system recently launched at the Miami boat show, is designed to make the process of reserving a marina slip easier for boaters and marinas. GPDock offers 24/7 access to a database of marinas. Users can log on, check a marina’s availability for the desired days, compare amenities, read customer reviews and book from the mobile app or website. The GPDock mobile app also can be used as a mobile wallet to pay for fuel and other services at selected
April 2018 The-Triton.com
marinas. For owners of private docks, GPDock can take reservations and manage the rental process from their smartphone. “I created GPDock because I wanted to combine two of my passions – life on
TECHNOLOGY bRIEFS the water and technology. I found out that every time I was planning a boat trip, the marina research process was difficult and time consuming,” Carlos Courtaux, CEO of GPDock, said in a company statement. “My goal with this
platform is to make this process much easier for boaters, and in turn, drive more business to marinas.” GPDock has 175 marina partners in Abaco, Bimini, Eleuthera and Freeport in the Bahamas, as well as through-
News 31 out Fort Lauderdale and Fort Myers, Florida. The company said it is recruiting more partners in key boating destinations throughout the U.S. and Caribbean. For more information, visit GPDock.com.
NMMA honors innovative products Winners of the National Marine Manufacturers Association’s Innovation Award were announced in February at the 2018 Miami International Boat Show. The awards honor manufacturers and suppliers that bring innovative products to the boating industry market. This year, the eight-member panel evaluated 62 products across 19 categories, eventually selecting 19 honorees – 17 winners and two honorable mentions – in 16 categories. The winners are: Cabin Cruisers: 350 Realm, Boston Whaler Inc. Center Console/ Walkaround Fishing Boats: DC 365, Pursuit Boats Consumer Safety Equipment (dual winners): Search and Rescue Yellow TD2401,
Throw Raft; CrewWatcher MOB Alert, Weems & Plath Cuddy Cabin and Bowrider Boats: Sport 38 LS, Tiara Yachts Deck Equipment: Outboard Swivel Rigging Hose Connector Kit, Hardin Marine Docking and Fendering Equipment: Blue Isles Solar Docks, PowerDocks LLC Electric Motor/ Battery Powered Propulsion/ Hybrids: PropEle Electric Boat Motors Inc. EP Carry, Annapolis Hybrid Marine Environmental Award: PlasDeck Eco Series, Plasteak Inc. Inboard Engines: 3JH40 Common Rail Inboard Diesel Engine, Yanmar Marine International B.V. Outboard Engines: 3.4L V6 Outboard, Mercury Marine Personal Gear, Soft Goods: Super Watch Jacket, Grundens USA Personal Watercraft: Sea-Doo GTX Limited Watercraft, BRP U.S. Inc. Propulsion Equipment & Parts: BOW-Proportional, Vetus Maxwell Inc. Honorable Mention: SurfPointe, Yamaha WaterCraft Group Co. Sailboats: Walk-Around Deck 490, Jeanneau America Honorable Mention: 50, Leopard Tow Boats: Xstar, MasterCraft Boat Co. Watersport Equipment: Frigid Rigid Pull Cooler, Rigid Boats For more information, visit NMMA.org.
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PHOTO/PROVIDED
Yachtmaster reports record attendance
The 2018 Benetti Yachtmaster event in February at Castelfalfi, Italy, had record attendance of more than 200, above, according to event organizers. The annual event is organized by the private shipyard for megayacht captains to apprise them and other industry professionals of Benetti developments. It also features panel discussions of general yachting interest and networking opportunities. Seminar and conference topics in this 18th year of the event included charter
guidelines in the Med and social security contributions for crew in France. The programs were well attended by crew members, project managers, surveyors and owner’s representatives, and a workshop presented by international cyber security expert Cal Leeming was popular, according to Benetti. “Events like Yachtmaster help to build closer and more productive ties between shipyard, owner and crew, as well as to gain a better understanding of owners’ needs.” said SeaNet CEO Matty Zadnikar, who owns a Benetti Delfino
93-footer. For more information, visit ym.benettiyachts.it.
MarineMax reopens service, parts center
Clearwater, Florida-based boat retailer MarineMax recently reopened its service and parts center at the MarineMax location in Pompano Beach, Florida. The MarineMax Pompano Service and Parts Center is staffed with factorytrained, certified technicians who can assist with maintenance and repair projects, as well as parts and accessories for a DIY project, and it’s a fully licensed
and insured facility with genuine OEM parts, according to a company release. MarineMax Pompano also offers boats and yachts for sale, classes and seminars, and trips and events. “We are continuously motivated by the opportunity to offer the finest boat brands, superior customer service, and all the MarineMax Advantages to the Broward and Palm Beach County areas,” stated MarineMax Pompano General Manager Kyle Roney. MarineMax has 62 retail locations in Alabama, Connecticut, Florida, Georgia,
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business briefs Maryland, Massachusetts, Minnesota, Missouri, New Jersey, New York, North Carolina, Ohio, Oklahoma, Rhode Island, South Carolina and Texas, and operates MarineMax Vacations in Tortola, British Virgin Islands. For more, visit marinemax.com.
Buell named CNI director of US yachts
Rick Buell was named director of U.S. yacht management for Camper & Nicholsons earlier this year. Most recently, he was technical superintendent with the yacht management division of Fraser in Fort Lauderdale where he worked for nearly six years. Buell works with all aspects of the division including yacht management, new construction, insurance, capitol, refit and repair, crew placement, yacht charter, charter marketing and sales and purchases. “My directive is to explain what yacht management does and the fact that we do all these things,” Buell said. “I enjoy meeting yacht owners directly and talking with them about our capabilities. We can fully manage a yacht or clients can pick and choose services tailored to exactly what they would like.” In other company news, Camper & Nicholsons’ Fort Lauderdale office moved to El Edificio at 901 E. Las Olas Blvd. (33301) in February. For more information, contact Buell at rbuell@www.camperandnicholsons. com, +1 954-524-4250. –Dorie Cox
New Willis office opens
London-based risk management and insurance brokerage Willis Towers Watson christened its newly renovated Fort Lauderdale office with a cocktail reception on March 8, photo below. The sleek office space includes not only the firm’s local marine division but also its corporate risk and health & benefits divisions. Twelve “agile workstations” include desks that rise and lower to allow employees to shift posi-
tions. They are also clear each evening of personal belongings, making any station available to any employee any day. “Nowadays, people are traveling so much or they are in meetings much of the day, so designated desks are wasted real estate,” said Maria Abreu, the company’s facility services coordinator. “This is the way to go.” Abreu will soon oversee consolidation of two Miami offices into another similar, albeit larger, office on Brickell Avenue this summer. The new Fort Lauderdale office is at 1500 Cordova Road, Suite 308 (33316). –Lucy Chabot Reed
Sea Hawk appoints Florida sales rep
New Nautical Coatings recently appointed Patrick Harker as field sales representative for South Florida. He will report to the vice president of sales, Tommy Craft of Sea Hawk Paints. Harker’s responsibilities include sales, technical support, customer training and business development. He will be based in Deerfield Beach, Florida “As Sea Hawk continues to expand in the premium yacht coatings market, well managed sales operations and expansion in the South Florida market is critical to meeting Harker our growth goals,” said Erik Norrie, CEO of Sea Hawk. Most recently, Harker was head of regional sales for Absolute Coatings Group marine, pool and e-commerce; and previously he was a manager at Citrix Systems. He has a bachelor of science in business administration from the University of North Carolina-Wilmington and a master of business administration from the H. Wayne Huizenga School of Business & Entrepreneurship. For details, visit www.seahawkpaints. com.
PHOTO/LUCY REED
34 News
Yachts sold
Project Cosmos, above, an 80m all aluminum, full displacement yacht to be built by Heesen with delivery in April 2022. It will be the largest yacht to date to be built by Heesen. M/Y Turquoise, a 182-foot (55.4m) yacht built by Proteksan-Turquoise in 2011, sold by Fraser brokers Stuart Larsen and Georges Bourgoignie, who represented the seller, and IYC brokers Frank Grzeszczak and Katya Grzeszczak Jaimes, who represented the buyer. Asking price was $22.5 million. M/Y Starfire, a 177-foot (54m) Benetti built in 1998, sold by IYC broker Michael Rafferty, who brought the buyer, and Northrop & Johnson brokers Kevin Merrigan and Wes Sanford, who represented the seller. Merle Wood & Associates was co-listing agent. Asking price was $13.9 million. M/Y At Last, a 145-foot (44m) Heesen launched in 1990 and refit in 2017, sold by Northrop & Johnson brokers Kristen Klein and Kevin Merrigan. Asking price was $6.5 million. M/Y Finish Line, a 120-foot (36.6m) Trinity launched in 2013, sold by Camper & Nicholsons broker Andrew LeBuhn, who brought the buyer, and listing agent HMY Yachts. M/Y Azure Sky, a 118-foot (36m) yacht built by Turkish yard Ses Yachts in 2005, sold by Yacht Marine broker Eliad Hagiladi. Asking price was $2.35 million. M/Y Li-Lien, a 118-foot (36m) Heesen launched in 2005, sold by Northrop & Johnson listing broker Wes Sanford and Lengers Yachts, which brought the buyer. Asking price was $5.9 million. M/Y Sarahbeth, a 108-foot Burger launched in 2001, sold by Chamberlain Yachts International and HMY Palm Beach broker Dave Meyer, who brought the buyer. Asking price was $3.95 million. M/Y Catera, a 101-foot (30.7m) Hargrave built in 2010, sold by listing brokers Carmine and Michael Galati of Galati Yacht Sales and Alliance Marine, which brought the buyer. Asking price was $4.3 million. M/Y Powdermonkey, a 101-foot (30.7m) boat built by Falcon Yachts in 2004 and refit in 2014, sold by Engel & Völkers broker Charles Crane. Asking
boats / brokers
price was just under $1.2 million euros. M/Y Miss B Haven, a 97-foot (29.5m) Marlow explorer yacht launched in 2014, sold by Bradford Marine broker Whit Kirtland. Asking price was $3.95 million. M/Y Sunrise, a 93.5-foot (28.5m) Benetti Delfino launched in 2011, sold by Altinel Shipyard, which represented the buyer. Asking price was 3.85 million euros. M/Y Rest Assured, a 92-foot (28m) Nordhavn delivered in 2013, sold by Worth Avenue Yachts broker Chris June, and Burr Yacht Sales broker Ray Curry, who brought the buyer. Asking price was just under $7 million. M/Y Noor, a 90-foot (27.6m) Sanlorenzo launched in 2014, sold by Fraser brokers Kirill Anissimov and Antoine Larricq, and Inwards Marine broker Richard Inwards, who brought the buyer. Asking price was 4.85 million euros. M/Y Ti Punch, an 86-foot (26m) Outer Reef built in 2013, sold by listing agent 26 North Yachts and Outer Reef Yachts broker Joel Davidson, who brought the buyer. Asking price was just under $3.5 million. M/Y Whiskey Hotel, an 81-foot (24.6m) Cape Horn explorer yacht delivered in 2003, sold by HMY Yachts broker Jeff Creary, and Northrop & Johnson broker Jonathan Chapman, who represented the buyer. Asking price was $1.3 million.
New in the sales fleet
M/Y Triple Seven, a 223-foot (68m) Nobiskrug launched in 2006, listed with Burgess for just under 45 million euros. M/Y Itasca, a 176-foot (53.6m) explorer yacht built by Dutch yard J&K Smit as a salvage tug in 1961 and converted into a megayacht in 1973, listed with Fraser brokers Vassilis Fotilas and Jan Jaap Minnema for $13.9 million. M/Y FB215, a 164-foot (50m) Benetti launched in 1996 and refit in 2016, listed with Fraser broker Jan Jaap Minnema for 12.5 million euros. S/Y Eleonora, a 162-foot (49.5m) schooner built in 2000 at the Van der Graaf shipyard in Holland as an exact replica of the 1910 racing schooner Westward, listed with BGYB for 7.9 million euros. S/Y Antara, a 152-foot (46m) Perini
Navi launched in 1991, listed by Fraser broker Georges Bourgoignie for 9 million euros. M/Y New Master, a 146-foot (44.5m) Baglietto built in 2001, now listed with KK Superyachts broker Vesa Kaukonen for 7.95 million euros. M/Y Brio, below,a 125-foot (38m) Heesen built in 1988 and refit in 2017, listed with Northrop & Johnson brokers Joe Foggia and Ed Sacks for just under $6 million.
The-Triton.com April 2018
M/Y Blue, an 89-foot (27m) Azimut launched in 2007 with a refit in 2018, listed with IYC broker Mark Elliott for $2.7 million. S/Y Dreamland, an 86-foot (26m) Nautor’s Swan launched in 1990, listed by Fraser broker Georges Bourgoignie for $1.5 million. M/Y Patience, an 82-foot (25m) Broward built in 1982, with a refit in 2015. listed with Denison broker Kevin Frawley for $949,000. M/Y Insignia, an 82-foot (25m) Lyman Morse “Magpie” launched in 2004, listed by Denison Yachts broker Franklin Denison Jr. for $2.7 million.
Benetti Delfino 95 delivered
S/Y Queen South III (ex QS Atlantic), a 118-foot (36m) motorsailer built by Cihan Marine in 1999 and refit in 2013, listed with BGYB for 1.9 million euros. M/Y Vaiven, a 114-foot (35m) Broward launched in 1995 and refit in 2017, listed with Northrop & Johnson broker Sean Doyle for $3.25 million. M/Y Ascente, a 112-foot (34m) Westport launched in 1994 and refit in 2017, listed with Alexander Marine USA brokers JR Wills and Niel Steenkamp for $6.5 million. S/Y Altair, a 102-foot (31m) Turkish gulet passenger yacht built by Viking Yat in 1992 and refit as a private yacht in 2012, listed by Yachting Partners International broker Charles Jones for 800,000 euros. M/Y Shu She, a 101-foot (31m) Azimut launched in 2009, listed with Northrop & Johnson broker David Seal for just under 4 million euros. S/Y Illusion Of The Isles, the 100-foot (30m) hull No. 2 of Southern Wind Shipyard’s 100 DS series built in 2006, listed with Northrop & Johnson broker Jochen Brill for just under 4 million euros. M/Y Cru, a 96-foot (29m) Westship launched in 1991, listed by Fraser agent Trevor Carroll for $2.3 million. M/Y Vicious Rumour, a 94-foot (28.6m) Azimut delivered in 2017, listed with Fraser brokers Peter Redford and Eugenio Cannarsa for 6.95 million euros. S/Y Orient Pearl, a 90-foot (27m) custom schooner launched in 1997, listed with Northrop & Johnson broker Hugo van Schaik for $995,000.
Benetti recently delivered the 95-foot (28.9m) Delfino 95 Christell II to the owner, who is from the Czech Republic, at a ceremony in Viareggio. In a company statement, Benetti General Manager Christos Ramnialis expressed his satisfaction with the delivery, stating: “The Delfino 95 follows on from a series of major successes for Benetti. It is a product that retains the winning features of previous models, adding to them unprecedented innovations and points of view.” The yacht, designed in collaboration with UK-based firm Aqualuce, has five cabins, and accommodates five crew. There are two 1000hp Man V8 engines, with top speed of 14.5 knots.
NJ has new charter broker in Antibes
Katia Zoloeva has joined Northrop & Johnson as a charter broker in Antibes. According to a company statement, Zoloeva has a bachelor’s degree in business administration and an MBA with an emphasis in marketing. She previously worked for Boat International Zoloeva and Heesen Yachts. According to Northrop & Johnson, she was employed in the oil and natural gas industries before yachting.
Charline Francis joins N&J charter team
Charline Francis has joined Northrop & Johnson as a charter manager specializing in yachts 164 feet (50m) and above. Prior to her yachting career, she worked in marketing and events management in Canada and France. Francis, who is fluent in French and English, is originally from Canada and has a bachelor’s degree in marketing and business management. Contact her at Charline.Francis@Northropand Johnson.com.
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The-Triton.com April 2018
Crew unsure what to do, where to go after incidents on board ABUSE, from Page 1 reported the crimes to their captains, neither contacted law enforcement, and both incidents happened after a crew night out drinking. Both victims said they were fired and their assailants received less severe handling – one being sent on vacation and one working off-and-on until he was eventually “let go.” The Triton is not identifying victims or alleged assailants in this recounting because of the nature of these incidents. The stew had worked on the yacht for years and was known in the industry for her smile and positivity. She said there were “red flags” about how the engineer interacted with her, so she “kept her
While she was alone in her cabin getguard” when he was near. She thought ting ready for bed, he opened her door. he would leave her alone because she She said she does not have clear memohad just gotten married. But he did not ries of what happened next; she feels she leave her alone, even on the night the may have repressed yacht’s crew gathered some of them. When to celebrate her wedshe woke up, she said, ding. Both victims said they she was naked and She admitted that were fired and their her cabin door was everyone had been assailants received less open. “over-served” alcohol severe handling – one “I knew what hapthat night. being sent on vacation pened,” she said. “The guy had and one working offIn the deckhand’s advanced before – but and-on until he was case, he said he before, I could shut shared a camaradehim down,” she said. eventually let go.’ rie of sorts with the “That night, we got engineer on his yacht, back to the boat,” then chatting often about their commercial she hesitated. “I was happy, my guard maritime backgrounds. was down.”
“Occasionally we got into civil, petty arguments, but he was my drinking buddy,” the deckhand said. “I respected the guy.” One night after drinks out with other crew, one of their conversations became heated. The deckhand said he had already seen a darker side of the engineer, who sometimes made threats and got angry after drinking. “He had been sitting, staring, and he threatened to ‘knock my lights out,’” the deckhand said of that particular night. Back on board, while closing up the boat and turning off the lights, the tense situation continued when the deckhand was critical of how the lights were set up. “He [the engineer] threatened to throw me over the side. He was angry,” the deckhand said. The engineer started toward his quarters when he turned back suddenly. “He was 15 feet away when he charged at me. He was angry and cussing,” the deckhand said. “The hit was like a tackle, it was surprisingly hard. I fell on my back. He held me down with one hand and the other was in a fist, threatening to hit me.” The engineer didn’t strike him, but the deckhand was still left shaken and afraid. The deckhand went to his cabin and decided to talk to the captain in the morning. But when he asked the captain if he could talk to him, the captain replied, “No, I heard all about it. We’ll talk later.” “That afternoon at 5 p.m., no one had made contact with me,” the deckhand said. “I heard the captain and engineer having dinner in the mess outside my door. I felt like no one was on my side, no one wants to hear my story. “It was frustrating, and I was scared what would happen,” the deckhand said. “The next day, the captain calls me on the phone to come talk. He said, ‘Did you have time to clear your head? Then pack your bags.’” Situations like this happen a lot more than crew will admit, veteran stew Alene Keenan said. After more than 20 years on yachts and now as lead instructor of interior courses at Maritime Professional Training, she hears about them regularly. She has been told firsthand of two rapes and knows of many incidents of abuse. “I don’t know how to get statistics on this,” she said. “One thing I’ve heard students say is that often the captain or another crew will pound on the door, drunk, late at night. They ask, ‘What should I do?’” Too often, crew don’t have the
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answer to that. On commercial vessels, written procedures exist for such situations, the deckhand said. “I absolutely know what it looks like to properly handle this,” he said. “As master, you are never too busy to handle issues. That’s your job. We’re all human; people don’t get along. But we can work together. “When an issue like this first comes up, it needs to be treated like when police come to a scene,” the deckhand said. “They ask questions, ‘Did anyone see anything?’ They get both sides of the story, they take notes. It is a big process.” Much of the prevention and followup falls to the captain and the culture they create on board, Keenan said. Properly run vessels have standard operating procedures and recognize a chain of command. Many yachts are well-run, with good leadership and policies in place for code of conduct; but it depends on who writes the crew contract, if there even is a contract, Keenan said. Either way, “there should be a policy for what to do if this happens,” she said. “If this happened in a place of business, what would happen?” she said. “What would HR do?
of what happened to me? As the victim, “If you are on a managed vessel, you go to the person ashore, you trust them. I felt betrayed, I felt broken. … I had But everyone is terrified, crew are afraid to cut ties with everyone on the boat. I couldn’t handle seeing pictures of the to be blackballed.” engineer online.” She has heard crew say they fear Both the deckhand and the stew say retribution or being fired, so they rarely they want to return to yachting, but they make official complaints. want safe environments on board. The “When do reports get filed?” Keenan stew feels she has recovered somewhat asked. “Never really.” since her rape, but says she continues The deckhand expressed a similar to struggle with depression. For a while disappointment. He’s not sure what he after the incident she should have done sought counseling, but differently, but feels ‘But everyone is she lost her insurance the captain could after losing her job, have done more to terrified, crew are afraid and the counseling handle his incident. to be blackballed.’ was expensive, she “If he would have She has heard crew say said, so she stopped. checked in every they fear retribution “Friends can be a month or so, to sit or being fired, so they big help, but I didn’t down and talk with rarely make official want to discuss this us,” he said. “We’re complaints. with friends,” she said. supposed to be a Looking back, she team. He didn’t said, a few things create a team-like environment. Let’s talk about issues and might have made the whole situation a little easier to bear. good things.” “I would have felt better if the The stew also felt let down by her captain. He decided to fire her after talk- engineer was let go and I was offered ing with the estate manager and coming counseling or something,” the stew said. “And help to find the right resources. to the decision together, she said. I didn’t know where to turn. I didn’t “I looked at him like a father,” the know how to deal with anything after stew said. “Then I get punished because
the fact. I wish I had filed a police report, but I couldn’t even function.” The deckhand has not yet found work. He said he spent a lot time worrying that the captain and engineer were talking about the incident. “One symptom of being a victim is a paranoia thing,” he said. “Are there lies going around?” Nowadays, the deckhand thinks they have kept the entire incident quiet to protect their jobs. “I want to move on,” he said. “These guys have the worst side of the secret.” The stew and the deckhand both said they do not want anyone else to go through what they did. “As victims, we have a duty to the industry to make sure these stories are told, to inform the industry that we are not scared,” he said. “We want to protect others from these events by showing that we will do what it takes to prove we truly are a victim of something we didn’t deserve. That’s how change happens. That’s how things get better. If you sit back and do nothing, you are just as negligent as the person who put you in your situation.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.
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The-Triton.com April 2018
Endless Summer owner appeals $70 million verdict in rape By Lucy Chabot Reed The owner of M/Y Endless Summer, a 150-foot Feadship where a woman was raped in February 2015, has filed an appeal of the Jan. 29 jury verdict and its $70 million award. Though a motion to have the verdict set aside was denied, the circuit judge in Broward County had not ruled as of press time on a motion for a new trial. All post-trial motions must be ruled on before the case can be appealed. Attorneys for Island Girl Ltd., which
owns the yacht, note in their motions that the woman’s attorney tainted the jury in his “highly improper and inflammatory” closing argument, prompting them to return the “truly staggering” $70.56 million award, an amount “wildly out of line” with comparable Florida verdicts. “The award for past noneconomic damages ($6 million) and future noneconomic damages ($60 million) is ‘so excessive’ as to indicate that the jury was influenced by passion, prejudice, sympathy or other improper motive or
nonevidentiary consideration,” the motion reads. “The $66 million noneconomic damage award is clearly excessive and vastly greater than comparable jury verdicts that also involved violent sexual assault,” the motion reads, and goes on to note that the Florida Second District Court of Appeal ruled that an award of almost $3.6 million “for past and future pain and suffering damages was excessive when compared to other cases and holding that the trial court abused discretion in denying defendant’s motion
for remittitur.” A remittitur is a ruling by a judge lowering the amount of damages granted by a jury in a civil case. The lawyers allege that the “typical range” of compensatory pain and suffering awards in Florida for sexual assault range from $750,000 to $1.25 million. The owner’s attorneys also note that the jury’s award of $4.2 million future lost wages were based on the woman’s wish to be a yacht engineer, but that she hadn’t made any moves in that direction. The jury awarded her $100,000 a year for the 42 years of her expected work life even though she had taken her STCW a few weeks before the attack. There was also some legal arguments surrounding the attacker’s legality to work in the United States. According to court documents, deckhand Rafal Dowgwillowicz-Nowicki had a B1/B2, but it was uncertain if it was issued for work on this vessel. (Changing jobs inside the United States while admitted under a B1 is illegal.) Testimony on this point was originally ruled inadmissible, but then it was admitted. When the defense objected, the judge overruled it and the testimony was allowed, according to the owner’s motion. “The immigration evidence was, by definition, drastically more prejudicial than probative,” the motion asserts. “Indeed, Mr. Nowicki’s immigration status has no relevance. Not having the proper visa is not indicative of violent criminal behavior. … There can be little doubt that because immigration is presently a hot-button issue, the introduction of … irrelevant testimony on Mr. Nowicki’s immigration status and unlawful hiring based on that status, likey inflamed the passions of the jury and was unduly prejudicial to Defendant.” The court also allowed a redacted version of the vessel’s registry certificate. Whether the vessel was “in navigation” was critical in determining if the woman was a seaman under the Jones Act. According to the motion, the certificate was restricted and said “This Certificate is Only Valid While the Vessel Remains in Laid-Up Status and is Not Valid for Navigation.” The woman’s attorneys objected and the judge initially ruled the certificate inadmissible, but then allowed it with the “in navigation” and “laid-up status” references redacted. “A new trial under these extraordinary circumstances is warranted and appropriate,” the yacht owner’s lawyers allege. The judge had not ruled on that motion as of press time. A hearing was scheduled for March 19. – Triton staff
April 2018 The-Triton.com
from our readers
Yacht workplace rape verdict raises hope for improvement By Alene Keenan I would like to comment regarding last month’s article about the rape lawsuit on M/Y Endless Summer [“Yacht industry gasps after $70 million rape award,” The Triton March issue]. I think that most people have great compassion for the young woman who was brutalized, but I have heard some incredibly insensitive and inappropriate remarks, too. Several people said they are not surprised, or they wonder how many times a similar incident has happened and not been reported. Sometimes the victim doesn’t want to say anything or, God forbid, tattle on a co-worker, but this is a serious crime that should be reported. Thank goodness somebody stepped up to the plate. People would be shocked to learn about the negative and unpleasant aspects of the yachting industry. Many would agree that it was just a matter of time until someone filed charges of this nature and brought the dark underbelly of yachting out into the open. Sailors are known to like their drink, but the social acceptance of alcohol abuse allows us to ignore its dangers. Many boats never adopt an alcohol control policy, and if they do they don’t always enforce it. We can’t expect the security guard at the gate to determine the sobriety and health of crew as they return to the boat. The captain sets the tone and social structure on a yacht. The owner relies on the person they hired to steer them in the right direction. In this case, perhaps the owner was negligent for not taking the reasonable steps to perform due diligence regarding the captain, the crew, and the safety of the working conditions of the boat. I wonder if a background check for the crew would have made a difference in the outcome. Would a personality test have revealed that the deckhand was a vicious rapist? The charge of negligence is understandable, however, due to the regrettable fact that attorneys for the owner denied the claims, stating that the woman “failed to exercise ordinary care, caution or prudence for her own welfare.” This unashamedly disregards this young woman’s rights and safety, implying that she was somehow responsible for the rape. The person who committed this crime was charged, served a sentence and deported back to his home country, but she will forever bear the burden of
an attack that she did not deserve. Rape is a violation of human rights. It’s not about sex, it’s about violence and power. The case created public record with evidence on both sides, and the jury took the side of the young victim. Running with a skeleton crew of two or three people of different genders and level of experience in the shipyard is not always a good idea. The issue of safety on board was key, and it was clear that the safety of the crew was compromised. To make matters worse, maintenance and cure after the attack was denied. But the jury held the owner accountable. They decided that someone would answer for this, and they decided the amount of money in this case – a big number that got a lot of attention. Of course, it’s not about the money. No amount of money will give this young woman the life she had before; no amount of money will give her back her dreams and her innocence. On the other hand, it is about the money. Perhaps the award against the owner is troubling, but maybe this is a wake-up call to the industry. People are paying attention now, and this incident is raising awareness. Owners will want to know what is happening on their yachts and what they should do to be involved in establishing policies and regulations to ensure a respectful working environment, safe manning laws and safe working practices. Thank goodness there are so many wonderful captains out there who run a tight ship. Yachting can’t be compared to an office-based business, because things are very different when people live where they work. You can’t make everyone safe from everyone else all of the time, but the captain can create a culture of safety onboard and take control of disrespectful behavior that uses misogynistic language and attitudes that objectify women. I am so sorry for what this young woman has been through, sorry for the whole situation – but more than anything, I am grateful to have had the opportunity to work with some great captains in my career. I have hope that this will raise awareness and create a stronger industry going forward. Alene Keenan is lead instructor of yacht interior courses at Maritime Professional Training in Fort Lauderdale. She has over 20 years experience as a yacht stew.
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From the Bridge 40 News
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Logs spot trends, save machinery, prove past, save jobs BRIDGE, from Page 1
vessel, the logbook proved they had done proper maintenance. “The log ended in court,” he said. “The crux of it is, my log got us out of trouble.” Another captain who integrates the tender details into the yacht’s main log book, said the records pay off. “There were so many crew using the tender and they were not checking the oil, the fuel, if the anchor was properly stowed,” a captain said. “So now we have a whole checklist. Anything’s not right, they have to bring it to be acknowledged. It helps us service the engines and know if anything’s defective.” Out of all the log books the captains listed, most of the group said the engineer’s log book is among the most valuable. One captain said his prevented serious engine damage. “The engineer was doing the running log and it showed the fuel temps were rising,” he said. “We saw it quick and could fix it. If you don’t have a log book, you won’t see changes. Our log saved us.” The log of the yacht build-engineer is just as vital, another captain said. “It’s the most important log, it keeps all the build notes with running temperatures and pressures,” he said. “It lets you know things like when the propeller is less than efficient.” The captains continued with more stories of how log books have proved beneficial. Log notes and photos kept by one of the captains helped after he resigned from a yacht.
“It’s traditional in this industry, anytime a new captain comes on, to blame the previous captain,” he said. There was agreement from captains around the room. “Information in those logs was what saved me from a lawsuit from the owner.” Log books have reinforced decisions made by several captains. One captain’s risk assessment notes served to back up his reluctance to go to sea in a condition he did not think was safe. His records validated his concerns when the flag state officers investigated. “I write when there is a bad weather forecast and the boss wants to take the trip anyway,” a captain said. Log books have even gotten crew a pay raise and kept crew jobs when the owner threatened to cut positions. Documented daily duties can prove a crew member is worth having on board. If asked, “What do you guys do all day?,” you can show what you’ve actually done, a captain said. Surprisingly, captains continued to come up with more log books than they mentioned at the start of the discussion. “One that’s come back and helped me many times is the vehicle log,” a captain said. “When you get in, you keep track of mileage, purpose of the trip, who’s driving, the time, when you park it and where you go.” It has proved vital after a parking ticket and a red-light ticket arrived in the mail, he said. “We had someone claim a hit-andrun, and we could prove the vehicle wasn’t even in the same county,” he said.
PHOTO/DORIE COX
Individual comments are not attributed to encourage candid discussion; attending captains are identified in the accompanying photograph.
Attendees of The Triton’s From the Bridge discussion for this issue are, back row from left, Capt. Alexandre Israel of M/Y Lady Genyr, Capt. Joe Schumann, Capt. Ken Bracewell and Capt. John Carlisle; front row from left, Capt. Phillip Nash, Capt. Scott Redlhammer of M/Y Serque and Capt. Ed Collins of M/Y Nomadess.
Captains who make their living running someone else’s yacht are welcome to join in the conversation. Email editor@the-triton.com for an invitation to our monthly From the Bridge luncheon.
We asked just how captains actually record data. Most write in paper log books; paper is still compliant with most laws. But several captains said they log other data on personal devices, including one captain who uses his phone and tablet to take pictures and record audio notes while navigating in new ports. “While underway, there may be a cactus or a hump on a rock on a certain heading,” he said. “If it’s an uncertain place, we’ll be marking things for future
use.” Several captains keep spreadsheets of data, such as maintenance logs. Although not necessarily compliant, the information can be useful. “You can make nice graphs and see trends over time,” one captain said. Even with all these existing logs, laws and regulations continue to add new log books to the mix. “If you’ve been traveling around the world and you’re in California, you may need something like a ship’s cargo log,” a captain said. “Private vessels just don’t have it. In New Zealand we needed a log book for gases that affect the ozone; I didn’t even know about that. And a battery log.” To be compliant, the captain searched online, downloaded a required log book and filled in the data. “The next guy doesn’t even ask for it, but you just have to do it and keep all this stuff,” he said. “Every year there’s something new,” another captain said. “You have to keep your fuel samples for your pollution insurance so they can tell if it’s your boat if you spill.” Even though much of what the captains record helps with yacht operations, annual surveys and inspections are when log books are most important. “Every year, during the official survey, they ask for them,” a captain said.
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“But they never check to make sure the information is correct.” “They’re not making sure you were where you said you were,” another captain said. “If the flag state realizes you run a good operation, they typically don’t need to see more detail,” a third captain said. “If they see a shoddy operation, they will ask, ‘Why is this not logged and this not logged?’ ” “Do you do your minutes?” one captain asked the others. He said he has been asked by the flag state for safety drill minute-by-minute records. “I do it during the drill, as soon as that alarm goes off,” a captain said. “I find the closest piece of paper and start writing down what’s going on. And so often we just put that paper in the log.” “That’s what I’ve always done, but I got called up on it,” the first captain said. At times, all this record-keeping feels laborious. “There are a lot of redundancies,” a captain said. “We do a drill and I put it in the official log book. If we’re away, I also put it in the navigation log book, and then the engineer puts it in his log book.” But even with all this valuable data, captains often record information they feel they don’t really need, such as the daily draft of the vessel, which the captain said varies only an inch or so. But they value the information they really want to keep track of, a captain said. “Like the engineering book we keep for us,” a captain said. “The engine room has shelves of logs and manuals. The ones we keep unofficially are more important for the day-to-day and for the longevity of the boat.” There is not a specific course in how to use log books, so we asked how they know what to do. “I learned from the Navy,” a captain said. “It’s OJT, on-the-job training,” another said. “If it’s an official log book, a flag state book, the first page has instructions of what to fill in and how often,” a third captain said. Since much of what captains know about log books has been pieced together through experience, we asked for tips to share with new crew: “I wish everyone knew to keep the log with the yacht.” “It is important to keep complete details, and each year it becomes more important.” “Use real words. Don’t abbreviate UR.” “When you pick it up, you put it back,” said a captain who has seen dam-
aged and lost logs. “Be diligent, don’t put off to tomorrow, then it just becomes a bigger mess,” another captain said. “No matter what you need to do, record the information when it is fresh. You can make scrap notes if you have to. The more you wait, the more you forget details. And it is all in the details.” Corrections must be crossed through with one line and initialed. If there are blank lines, they should be crossed out with “no further entries” written in, a captain said. And all entries must be written in black or blue pen. One yacht allows only those color pens on the boat.
The captains agreed that log book information needs to be taken seriously. “Audit yourself. Nobody can change the history,” a captain said. “The running official log is a legal document. When the s--- goes down, these log books go to the lawyers.” “The gist of log books is they don’t ever get used unless there is a problem,” another captain said. Although log books are important, they come second to doing the job. “Never let policy override your common sense if you’re facing a choice to run the helm or write,” a captain said. Another captain learned that lesson when he took flying lessons. The airport
tower called to request information. He began to look for it when the instructor shouted, “Fly the plane.” The plane had begun to lose altitude. “You have to run the boat. You can assign someone to write notes. Make the logbooks accessible crew-wide,” another captain said. “How did you crash? I was filling out the log book,” a captain said, as he laughed. “The main thing is to drive the boat and do your job. What’s the point of keeping a paper log if you crash?” Dorie Cox is editor of The Triton. Comments on this story are welcome at editor@the-triton.com.
42 Calendar
upcoming events makers of effective environmentally safe cleaning products for boats. Join us in Fort Lauderdale from 6-8 p.m. for casual networking. www.the-triton.com
PICK OF THE MONTH
April 18-22 International Multihull
Boat Show, La Grande Motte, France. Launched in 2010, the show exhibits catamarans, trimarans, sailing and motor vessels. www.multicoque-online. com/en/
Our popular Triton Expo is open to all yacht crew and industry – both working and looking – to help develop the contacts that can make your careers better. We gather 50 vendors with the goods and services to help you do your job and manage your career, plus food and drink, music and networking. www.the-triton.com
April 3 Inaugural FlameOut fire fight-
Editor Dorie Cox at dorie@the-triton. com or 954-525-0029. Space is limited.
ing competition, Fort Lauderdale. The Triton is teaming up with AIG marine insurers and Resolve Maritime Academy to host a first-ever firefighting challenge for yacht crew in Fort Lauderdale. FlameOut will pit the crews of up to eight yachts against each other in a series of timed events to award the best skilled firefighting crew out there. Register at www.the-triton.com/flameout
April 14 Westrec Marinas’ 18th annual Captain and Crew Appreciation Party, Sunrise Harbor Marina, Fort Lauderdale. This year’s theme is Easy Rider, so dig out your motorcycle duds. By invitation only; registration required. sunriseharborparty@gmail.com; www. ride-sunrise-harbor.com
April 5-7 Seatec: Sea, Technology and
April 14 Yachts du Coeur, Port Canto,
Design, Carrara, Italy. 18th edition of this international exhibition of technologies, subcontracting and design for boats, megayachts and ships. www. sea-tec.it
Cannes. Yachts donate extra food to benefit the Food Bank for the opening of yachting season. In Antibes on April 21. www.yachts-du-coeur.com
April 7 National Marine Suppliers’
ciation of South Florida's 22nd annual Plywood Regatta, Dania Beach City Marina, Florida. Boat-building event to introduce youth and the community to the art of boat building. Proceeds benefit marine industry education. www.plywoodregatta.org
Yachty Nationals Invitational annual golf tournament, Plantation, Florida. Proceeds benefit the Marine Industry Cares Foundation. www.nationalmarine.com
April 10-11 Asia Pacific Superyacht
Conference, held during the Singapore Yacht Show. Conferences to gain insight into the Asia Pacific market on the topics of government regulations, HNWI marketing, charter market trends, infrastructure progress and more. www. singaporeyachtshow.com/apsc
April 12 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from
April 14-15 Marine Industries Asso-
April 14-15 11th annual Blue Wild
Ocean Adventure and Marine Art Expo, Greater Fort Lauderdale/Broward County Convention Center. Seminars, workshops and demonstrations on freediving, scuba diving, spearfishing, lobstering, board sports, underwater photography, videography and marine art. TheBlueWild.com
April 18 Triton Networking on the third Wednesday of the month, this time with Trac Ecological Green Products,
Show, Marmaris International Yacht Club, Turkey. www.marmaris-ycs.com
May 3 The Triton Bridge luncheon,
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@the-triton. com or 954-525-0029. Space is limited.
May 4 U.S. Superyacht Association 5th
April 18-24 Antigua Classic Yacht
annual Golf Classic, South Florida. ussuperyacht.com
April 20-22 6th annual Annapolis
May 8-19 71st Cannes Film Festival, France. Join 35,000 film professionals and 4,000 international journalists for the world’s biggest film event. www. festival-cannes.com
April 23-26 30th MYBA Charter Show,
May 9-11 American Boating Congress, Washington, D.C. A comprehensive legislative conference that brings together recreational boating industry leaders to formulate public policy and present a unified front on issues that impact marine businesses. www.nmma.org
Regatta. Antigua, West Indies. antiguaclassics.com
Triton Expo April 11, The Sails Marina Fort Lauderdale
The-Triton.com April 2018
Spring Sailboat Show, City Dock, Annapolis, Maryland. The in-water sailboat show features new and brokerage boats and about 100 on-land exhibits. www. annapolisboatshows.com Barcelona. Trade only show. www. mybashow.com
April 27-29 Ladies, Let's Go Fishing!
Saltwater Seminar, South Florida. Seminar to encourage women to enter the sports of fishing and boating by teaching in a fun, non-intimidating atmosphere. www.ladiesletsgofishing.com
May 16 Triton Networking on the third Wednesday of most months from 6-8 p.m. in Fort Lauderdale. Join us this time with ISS/GMT; no RSVP required. www.the-triton.com
April 27-May 1 Palma Superyacht Show, Spain. A showcase of yachts more than 24m in length for sale and charter. Runs concurrently with the 35th edition of the Palma International Boat Show. www. palmasuperyachtshow.com
May 24-27 30th annual Sanctuary Cove
April 28 Spin-a-Thon, Fort Lauderdale.
This high energy and fun-filled fundraising campaign brings 50 teams on 50 spin bikes riding (spinning) non-stop for four hours to raise money for the Marine Industry Cares Foundation's educational initiatives and to benefit the Foundation’s charitable partners, including the Children’s Diagnostic & Treatment Center. CycleBar Fort Lauderdale is presenting sponsor. www. marineindustrycares.org
April 28-May 1 5th Mediterranean Yacht Show, Nafplion, Greece. Organized by the Greek Yachting Association, includes a yacht chef competition. www.mediterraneanyachtshow.gr May 2 Triton Networking on the first
Wednesday of every month from 6-8 p.m. in Fort Lauderdale. Join us this time for a crayfish boil with V-Kool of Florida. No RSVP required. www.thetriton.com
May 2-5 37th Marmaris Yacht Charter
International Boat Show, Queensland, Australia. The largest on-water display in the Asia-Pacific region. www.sanctuarycoveboatshow.com.au
May 30-June 3 23rd Les Voiles d'Antibes, Trophée Panerai. www. voilesdantibes.com May 31 2nd East Mediterranean Superyacht Forum, Athens, Greece. Discussions include geo-political trends, global superyacht sales and projections, Eastern Med cruising, charter restrictions, cabotage in Greece and marina development. quaynote.com
MAKING PLANS
June 18-21 Newport Charter Yacht Show Rhode Island
Show dedicated to yacht charter professionals, agents, owners, brokers, captains and crew showcasing yachts up to 225 feet. Includes seminars as well as crew competitions include best charter yacht chef event, tablescaping contest, food and beverage challenges. www. newportchartershow.com
April 2018 The-Triton.com
Hard to believe, but this spring’s Triton Expo marks the 20th time we have hosted our crew-focused trade show. On April 11, more than 50 companies will showcase their goods and services for yacht captains and crew. This low-key, free trade show typically attracts more than 600 captains, crew and industry pros. Everyone is welcome to join us from 5-8 p.m. on the grounds of The Sails Marina on the eastern bank of the ICW just south of the 17th Street bridge in Fort Lauderdale. Until then, learn a little more about The Triton from Publisher Lucy Chabot Reed, including how to get the most out Reed of the Triton Expo. Q. What is The Triton? The Triton is a monthly news magazine for professional yacht captains and crew. We started The Triton in 2004 for the people who earn their livings running other people’s yachts. We focus our coverage on topics and issues most helpful to career-minded captains and crew, the ones we see as the backbone of the industry. Q. What makes you different? Our content. I’m a journalist by training and experience, with about 16 years at daily and weekly newspapers around South Florida before starting The Triton. Our editor, Dorie Cox, has a background in journalism as well as sailing. Our associate editor, Susan Jobe, has been an editor more than 20 years. One of the coolest ways we’re different is our captains lunch. Each month, we gather a handful of yacht captains to discuss a topic of interest. That story ends up on the front page of The Triton every month and gives other facets of the industry a peek into what makes captains tick, why they do what they do, and how they make some of the decisions they do. We are also the only publication that hosts regular networking events. On the first and third Wednesdays of most months, we gather for a couple hours to mingle in a casual way outside of the bar scene, giving our readers a chance to meet each other and learn a little more about our business sponsor. Q. How does the Triton Expo fit into that? The Triton Expo started in 2008 as a job fair but quickly evolved into what it is now, a casual trade show-type of event. All of the more than 50 businesses exhibiting target their goods and services to yacht crew, the ones who make purchasing decisions on their yachts.
TRITON EXPO Q. But why do it? What’s the point? Networking. We see The Triton as a conduit for communication. Yes, we fill its pages with great information to help captains and crew manage their jobs and careers. But we also provide a forum for them to meet each other. The most powerful way to build a professional network is for crew to meet their peers. So much of this industry is accomplished through word-of-mouth, so we want to encourage our guests to never stop building a professional network of contacts for jobs, advice, tips, referrals and just camaraderie. Q. It helps businesses, too, right? Absolutely. Some of our exhibitors have told us they have gotten better leads at three hours of the Triton Expo than a week at a boat show. There’s no doubt that this event gives them great exposure in front of their target audience, yacht captains and crew. And mingling with these businesses helps crew, too. Understanding what these companies do only builds a crew member’s network of resources. The rock stars in this industry are the 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. How can readers get the most out of attending the Triton Expo? Come willing to meet people. Sure, grab a glass of wine and sample some snacks, but walk around. Talk to vendors to learn what they offer. You may not need their services now, but next month or on your next boat, you might. Also, think about how many other yachties you might want to meet. A crew member might make a point of finding three captains to introduce yourself to. Those captains might not be hiring anyone, but they might know someone who is. Captains usually welcome meeting new, energetic crew so that the next time they have an opening, they have a list of people to call. And all captains and crew can take advantage of the vendors to build their own network of experts who can help them perform their jobs onboard better. When something breaks or a guest needs something, be the superstar who knows who to call to make it happen. All our readers are welcome to join us at Triton Expo on April 11 from 5-8 p.m. at The Sails Marina, 2150 SE 17th St. (33316). No need to RSVP; just bring business cards so you can share contact info and enter a few raffles. If you need a ride, call Yachty Rentals (855-55-SCOOT) to schedule a lift. Boat shows target owners; Triton Expo is for crew. Come join us for a fun evening.
Triton Networking 43
44 Write to be Heard
from our readers
The-Triton.com April 2018
French social security law offers crew a private option By Vincent Huens de Brouwer Regarding the recent implementation by the French government of the Maritime Labor Convention (MLC 2016 – Regulation 4.5 – Social security), your readers should know that France will soon be followed by other states that ratified the MLC with the objective to promote basic social protection for seafarers and their families that reside on their soil. At present, there are more than 80 states that have ratified the MCL, including yacht-orientated states such as Italy, Spain, the U.K. (including the Cayman Islands) and the Marshall Islands. In brief, the social security regulations France implemented on July 1 concern all seafarers on a foreignflagged vessel – private or commercial – who are based in France for three consecutive months or longer (Decree on French social security No. 2017-307 of March 9, 2017; Ref: Article L.5551-1 of the French Transport Code,paragraph 4). There are discussions to possibly extend the period applicable to crew who live on board yachts. For crew who already pay into a social security scheme in a country that has a bilateral agreement with France (such as the U.K. or U.S.), it is not necessary to make any changes. Crew who do not pay into such a system are required to join the French mariners’ social security agency (ENIM) to make their social security contributions in France. Since Jan. 1, with an amendment to Article L. 111-1 of the French Social Security Decree, the French government will allow seafarers to join a private social security scheme, as long as the payments and cover provided equal or exceed those afforded by ENIM. There are currently only a few private plans that comply, they must include: l Medical care, professional and private. l Employment injury benefits to cover lost income. l Disability benefits, temporary or permanent, total or partial disability, whatever the cause. l Sickness benefits, temporary or permanent, total or partial disability, whatever the cause. l Life insurance, accident, illness or natural death, whatever the cause. l Family benefits. The child benefit allocated per child per insured woman,
based on number of dependent children. Maternity cover. Medical expenses and a minimum 16 weeks maternity leave (six before and 10 after childbirth). l Old age benefit. The main difference between a French compliant plan and a non-compliant plan is the addition of maternity leave, birth allowance and old age benefits. SGRM, in association with WYCC, now offers yacht crew a compliant private social security plan called the “French Pack” as an option to a yacht’s regular insurance policies. It is too early to report how the French government will carry out Port State Control, but there will soon be vessel inspections on this requirement, and employers must be ready to justify a private social security at least equivalent to the Articles L. 111-1 of social security code. The P&I certificate is no longer sufficient with regard to the MLC requirements as endorsed by the French government. The risk of vessel detention and sanctions are real. If the shipowner has no social security in place for the crew with minimum requirements as defined above, the penalties can be up to 225,000 euros, plus payment of social contributions (past three years) and payment of an indemnity for the seafarer (six months of salary). In addition, shipowners must also modify their seafarer employment agreement (including social security) and the maritime labor certificate DMLC2. Our advice for crew: l Check that crew benefits are compliant with the law. l P&I and Standard Crew Welfare do not by themselves provide all social security benefits. l Ask the insurance provider about adapted benefits. If it is not possible, cancel the current crew policy. l Ask that the “private insurance statement of commitment as part of the Article 5551-1 of the French Transport Code” to be remitted to ENIM as compliance with the French law. l
Vincent Huens de Brouwer is the Francebased director of SGRM - International Insurance Brokers. For details, contact wycc@sgrm-insurance.com, +1 954-7275354. MGA WYCC Insurance and Ince & Co. provided the writer with topical information for this essay. Comment at editor@the-triton.com.
April 2018 The-Triton.com
Write to be Heard 45
from our readers
Crew Eye
Project managers vital in sales, refits
T
he crew of M/Y Lady Gayle Marie enjoy a sunny winter day on Lake Pontchartrain’s West End Canal early this year. From left, Stew Jessica Lail, Bosun Jonathan Hardin, Stew/Deckhand Katie Hamm, Mate Hayden Smith and Capt. Scott Schwaner.
PHOTO/LISA OVERING
Send us images of yachting as you see it, in all its beauty and luxury, or all its toughness and tedium. Send your photos to editorial@the-triton. com. Be sure to include where it was taken, when, and what kind of equipment you used.
Almost all yacht buyers understand that they should make an offer subject to survey [“Refit18: Yacht owners, representatives balance refit relationship,” February issue], which means they must engage a surveyor, and many will try to obtain from yards a time-and-cost estimate for the survey list. However, relatively few seem to understand that they also need professional information on the time and cost of changes not mandated by the survey report, and so only those few engage a project manager before finalizing the purchase. The best project managers look at every potential acquisition with the prospective owners and understand in detail what changes the owners would like, and offer approximate time-andcost estimates for each yacht considered. Potential owners who think this an extravagant expenditure may be shocked at the seven- or eight-figure annual cost of this game. Melvyn Miller yacht owner
Industry responds to $70 million awarded in rape case Editor’s note: Several readers responded online to our front-page story in March about the $70 million verdict awarded to a crew who was raped onboard. From my experience serving in the U.S. Navy, we were required to go through sexual harassment prevention training among numerous other types of seminars to ensure every crew member was aware of the rules. That training was then logged in our service records (similar to USCG MMC). If flag states required all seafarers to get educated on such issues, it may help reduce incidents and the liability of owners and insurance companies. Most importantly, those flag states should audit vessels by interviewing each crew member to get personal accounts of the operations onboard, not only for sexual harassment but also for pollution control, rest hours, etc. Such types of audits are the only way to ensure vessels are in compliance and not gundecking records. Any captain knowing their crew will be randomly interviewed will surely ensure the rules are being followed. Phillip Jacobson via the-triton.com I don’t understand why the rape happened in February 2015 and the woman
sued the owner in February 2016, one year later. Why take so long a time to think about what to do? I also agree that the verdict award was excessive and will probably inspire bad crew members to sue owners for everything in the future. It is time to admit that the big source of problems in this industry is alcohol. Max via the-triton.com I am a woman and can understand the danger she was in, but this kind of money will likely open the door to those fortune hunters who will take advantage
of yacht owners. I can see this going out of control. Don’t be surprised if more stories come to surface with palms open looking for monetary compensation. This is a slippery slope. Capt. Paula Sonnenberg via the-triton.com I 100 percent agree with this story. I hope that more people come forward and this creates a positive change in the yachting industry so that woman are respected and not disregarded. Marusha Ison former stew
Hire qualified and skilled crew, pay them good wages and provide benefits. One wonders why both yachts and cruise ships have staff problems, until you find that they recruit from overseas and do not pay prevailing wage. Jim via the-triton.com WRITE TO BE HEARD The Triton welcomes reader feedback in our Write to Be Heard section. Please email to editor@the-triton.com or post online below each article.
Helm training means well, but that’s not enough Editor’s note: Several readers responded on Facebook to the Taking the Helm column, “Unrealistic expectations raise doubts about HELM training.” Continuing education is always good; much of the information in the course presented a new viewpoint to those in the class. What you get from the class is related to what you put in, IMHO [in my humble opinion]. Others in the class didn’t need to take
it, however. I think the goal is to shore up the weak links in the chain. William McCue Good intentions but not a good course. Not going to change anything, five days of being told to be nice to people. If you are an a-hole you will still be an a-hole at the end. Class was a total waste of time and money. Capt. Les Annan You can’t change the spots on a
leopard. Behaviors don’t get made over in a four-day class, much of which is more related to Bridge Resource Management (BRM) than leadership training. Capt. Randy Cole Coastal Marine I would also like to compliment you on a great informative magazine that you are publishing monthly. Capt. Ted Sputh www.clean-exhaust.com
46 Where in the World
Triton Spotter
The-Triton.com April 2018
At a new depth for Triton Spotter, Capt. Les Annan brought his required reading to 1,000m during his Triton submarine certification dive in the Bahamas in February. Capt. Annan runs M/Y Axis, a 183foot Damen that holds the sub, an airplane, and a variety of water toys. M/Y Axis is support vessel for M/Y Gigi, a 164-foot Westport.
Tom Rowe of National Marine Suppliers, left, and Mike Yorston of Aere Marine Group kept The Triton busy at the Dubai International Boat Show in late February. Former Trinity Yachts executive Billy Smith, now vice president of the Superyachts Division at MarineMax, sailed his Triton down to Bahia de Nipe in Cuba recently.
We love to see The Triton all over the world, and we love to see our readers as they travel. Share a photo of you and your Triton, wherever and however you read it. Send to editor@ the-triton.com.
April 2018 The-Triton.com
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48 Business cards
Search hundreds of companies in the Triton Directory.
The-Triton.com April 2018
April 2018 The-Triton.com
Find the Directory online at www.The-Triton.com.
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50 Business cards
Search hundreds of companies in the Triton Directory.
The-Triton.com April 2018
April 2018 The-Triton.com
Find the Directory online at www.The-Triton.com.
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