Triton August 2015 Vol.12, No.5

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August 2015 Join summertime networking with IGY Marinas at the beach on Aug. 5.

C2 Taking sides Owner takes on Triton Survey results about brokers.

A3

Sky’s the limit Marshall Islands issues first yacht unlimited license.

A4

Off the grid and off the yacht Checking out the world away from city and marinas.

B1

Stew deliver more than food Partnership with the chef gives guests the best memories. C1

Captains choose job for best fit, not just owner or salary There’s a difference between taking a job and choosing a job. As the yachting industry gets busy cruising again, there seem to be more captains moving around. It’s less about needing a job, it seems, and more about landing a good one.

Many times, of course, the choice From the Bridge is easy, depending Lucy Chabot Reed on how long they have been on the dock. But captains gathered for our August roundtable discussion said they are far enough along in their career

to be a little more selective about job offers. And while their impressions of the owner and the salary play a part, they agreed there’s other stuff more important to them now.

“I’ve turned down three positions in the past eight months,” said one captain. “I’m honest with the owner and we agree it’s not a good fit. I have a two-way interview and interview them as much as they do me. The best part is when they ask if I have any questions and I pull my list out. I want to know what the program is, what the benefits are, who hires and fires, and how they handle crew. I’ve been stuck with crew I can’t fire.”

“Nothing’s worse than that,” another captain said. “It doesn’t end well.

“It doesn’t end well because you end up emasculated in front of other crew, and pretty soon this one is getting away with stuff, and then this one, and that one,” the first captain said. “Where do you go from there? You end up looking for another job.”

As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A10.

The captains shared their stories of inherited crew and agreed that

they often resist jobs where the owner participates in crew management.

Another deal breaker is salaries.

“Before the interview, I have to know they’re going to pay industry standard,” one captain said. “I’ve wasted so much time and miles on my car to get to interviews only to be told they don’t.

Crew agencies lead me down the wrong path.”

“Is it their job to negotiate your salary or put you up for a job?” another captain said.

“Point taken,” said the first.

Beyond salary is the money question of how the owner funds the boat.

See BRIDGE, page A10

TRITON SURVEY

NEWPORT NEWS

This month captains weigh in on the details of dockage. See story on C1.

Do you find dockage rates to be reasonable?

Yes 13% No 16%

Mostly 72%

ONE HAPPY BOAT: The crew of the 130-foot M/Y Far Niente (above) and the 50-foot S/Y Paradigm Shift took top PHOTO BY BILLY BLACK honors at the 34th Newport Charter Show. For details see page A7.

Business ‘steady as she goes’ under new owners at LMC

By Dorie Cox Management and tenants at Lauderdale Marine Center in Ft. Lauderdale report a smooth transition after the July 1 purchase by The Carlyle Group, a global asset manager based in Washington, D.C. “If we could have kept this news under wraps, no one would have known there was a change since June 30,” Mark

Pratt, general manager of LMC, said.

“A few staff are gone from the financial side. The chief financial officer and assistant, they went with the seller.”

The company has hired a controller and an operations manager from within, but no other staff changes have been made, he said. According to Carlyle Group’s public relations agency for the purchase of LMC, there will not be a Carlyle representative on site.

“It’s not like Carlyle has a group of black suits that descended on us,” he said. “All the rest is exactly as it was.

The employees are the same, down to their accrued vacation [days].”

According to several people at LMC, The Carlyle Group has not made much of a public show on site. LMC is a doit-yourself yard where customers can work with businesses that lease offices and bays on the property as tenants.

As of press time, only a few of the nearly 60 tenants have seen a Carlyle representative.

“I met a rep who will be responsible for remote oversight, but other than that we’ve seen absolutely no changes,” said tenant Chris Brown, owner of High Seas Yacht Service and Hydraulic.

“There is no big news to report; it’s steady as she goes.”

See LMC, page A11

A August 2015

WHAT’S INSIDE

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The Triton

Start your engines

If you’re going to Cuba, read this first, page A14.

Advertiser directory C15 Boats / Brokers B6 Business Cards C13-15 Calendar B14 Captain’s Lunch A1 Columns: Career Coach A12 Crew Eye A15 From the Engine Room B2 Health B12 In the Galley: Crew Mess C7 Culinary Waves C5 Top Shelf C6 Interior C1 Leadership A13

Motoring B3 Nutrition C4 Onboard Emergencies B4 Owner’s View A3 Rules of the Road B1 Training B5 Cruising Grounds B1 Fuel prices B5 Marinas / Shipyards B9 Networking QA C3 Networking photos C2 News A4-7 Technology B7 Triton Spotter B15 Triton Survey C1 Write to Be Heard A14-15

The Triton

www.the-triton.com OWNER’S VIEW: Captains and brokers

Spiff for a sale should come from the owner, not a broker I read the recent article discussing captain/broker relationships with great interest. [Triton Survey, July issue] Owners have a slightly different view from many of the opinions expressed.

I think most of us have sympathy for both sides of this equation.

First, brokers.

There is no question that the listing broker Owner’s View should know Peter Herm the boat they are selling in detail. That is his job. His knowledge should be reflected in a scrupulous, well-written listing with current information about the boat.

I get a huge chuckle out of listings with typos, incorrect information, lousy photos and, my favorite, comments noting engine hours from two years ago and “batteries replaced in 2009”.

Read some listings and I dare you to find many without completely laughable mistakes. There are not many proofreaders in this industry.

There is no question that brokers should give as much notice for showings as humanly possible. And if there is a change of plans, they should notify the crew immediately. This is just common courtesy. And why not?

But brokers are also saddled with buyers who may not know what they want until they see a lot of boats. Yes, buyer’s brokers should preview boats, but this is not always possible for a long list of reasons, not the least of which is the location of the boat.

And some owners (me excluded, of course) don’t always give their brokers the requested 48-hour notice. It may be just one hour, so that’s not necessarily the broker’s fault.

However, in defense of brokers, they live deal to deal. The great majority of them are paid straight commission.

Unlike captains and crew, they do not get a check every two weeks, or paid health insurance. There is no paid vacation time, no paid meals, no paid housing. Yacht brokers only get paid when a deal closes. Crew get paid and enjoy multiple benefits every single day, whether the boat is sold or not.

To put the broker’s challenge in perspective, in the first quarter of this year, Boat International says 92 yachts over 24m sold out of the 1,977 listed globally. There are almost 700 licensed yacht brokers in South Florida’s Broward and Miami-Dade counties alone.

Certainly, many of these brokers sell boats under 24m, but in the size boats that require crew, this is a tough business. The brokers have to kiss a lot

of frogs and show many boats before making a sale and getting paid.

Based on the current sales rate (annualizing the first quarter out over the year) 18 percent of the boats on the market today will sell during the course of the year, or about 366 sales globally.

For the average broker, this means showing a lot of boats to sell far less than one this year.

Yes, when they actually close a deal, they make what appears to be a big check. But that windfall covers past months of no sales and likely many more months of showings with no sales ahead. It looks easy, but in most cases, it is not.

From the captain and crew perspective, the sale of the boat is not going to be a fun event if another boat with the same owner is not in the cards.

It behooves owners to provide captains and crew with not only severance based on time served, but also a spiff when the boat is sold. I realize that they may work themselves out of a job in the sales process and so some financial incentive makes sense, given human nature.

However, it is the crew’s job to assist in the sale in any way possible. There is a long list of things the crew can do to enhance a sale, which I will detail in another column, but they are all pretty simple items that won’t hurt.

As for brokers spiffing captains, I believe this is a conflict of interest.

Does the captain of a charter yacht share the tips with the charter broker?

Certainly a heart-felt thank you, a celebration dinner and common courtesy in the process is not out of line. But I am not sure it is the broker’s responsibility to compensate the captain/crew for doing the job they are already paid well to do.

To me, the real issue in all of this is that captains should counsel the owner on what brokers to choose. Captains are far closer to the “industry” than most owners. They are more likely to know the good and the not-so-good brokers. It’s their job to help an owner choose a broker, one most qualified for the sale of their boat.

I know that relationships and friendships are involved, but it seems that they guy writing the check should get some consideration from his captain in this process. But I could be wrong.

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

August 2015 A

A August 2015

NEWS BRIEFS

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New seminar to discuss how to recycle end-of-life yachts New seminar recycles yachts METS, the three-day marine equipment show held in Amsterdam each November, has added a one-day conference on the eve of METS, the Future of Yacht Recycling conference.

The one-day conference will address the main issues in the environmentally responsible dismantling and recycling of old boats.

The conference will include topics that focus on the challenges as well as the opportunities presented by what have become known as “end-of-life” or

EOL boats.

The opening day’s keynote presentation will discuss why the yachting industry must recycle boats, and how other industries have already done so. Other sessions will discuss how many yachts are involved, how they break down, the environmental issues involved in abandoned and sunken vessels, just how to dismantle and recycle a yacht, and getting owners to accept this cost for EOL boats.

The conference will also will feature an exhibition area where contractors, suppliers and advisers can discuss their

products and services with delegates.

It will be held on Nov. 16 in RAI Amsterdam, the day before the Marine Equipment Trade Show gets under way.

Trinity gets new owner

New Orleans-based Harvey Gulf International Marine (HGIM) has acquired Trinity Yachts and Gulf Coast Shipyard as it created a new affiliate, Harvey Shipyard Group.

The offshore towing company also operates a fleet of offshore supply vessels for the oil and gas industry in the Gulf of Mexico. HGIM is investing

$350 million to build a fleet of dual-fuel (diesel/LNG) offshore supply vessels.

Former Trinity Vice President Billy Smith has been hired as COO of the newly acquired Trinity, which will continue to build yachts.

Captain gets unlimited yacht ticket Capt. Roberto Beretta became the first mariner to be issued the Master (Yachts) - Unlimited license by the Republic of the Marshall Islands.

Capt. Beretta earned the certification through Maritime Professional Training’s yacht-specific assessment. Called the Capstone Course, the assessment takes five days and includes time in the simulator.

It is available to captains who meet 14 prerequisites, including relevant sea time, that have been based on the STCW requirements for captains gaining their commercial unlimited license without the reference to cargo, and focuses on RMI maritime law.

All candidates must be approved by the RMI prior to taking the assessment.

Upon graduation, captains can apply for the RMI Certificate of Competency raise in grade to Master (Yachts) Unlimited, allowing them to command yachts over 3,000 gross tons.

“This assessment, in partnership with MPT, was designed to address the specific issue of yacht captains having to leave the yachting industry to obtain this type of certification,” said Capt. John Hafner, Vice President, Seafarers’ Manning & Training at International Registries, which provides administrative and technical support to the RMI Registry. “The successful assessment completion and receipt of an RMI license eliminates the glass ceiling.”

First discussed at last year’s Ft. Lauderdale boat show, MPT officially launched the course in January.

Thailand opens charter market

Thai government officials and industry representatives have finalized the laws governing a new charter licence that allows foreign-flagged yachts to operate charters within Thai waters.

The new licenses must be applied for through an agent in Thailand before arrival. Yachts must be larger than 30m, carry no more than 12 guests, and have full hull and third-party liability insurance. The license will be valid for 12 months from the first arrival date of the vessel.

Permits will be issued beginning this fall. Processing is expected to take about 30 days. It was not clear how much it would cost.

The government expects that the new license will generate a considerable economic impact for Thailand, allowing

See NEWS BRIEFS, page A5

The Triton

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NEWS BRIEFS

August 2015 A

MCA issues MSN detailing safe manning levels after STCW NEWS BRIEFS, from page A4 for the creation of new jobs, and investment in infrastructure such as new marinas and facilities, according to a news release from agents Seal Superyachts Thailand.

“This is an important decision for the [Thai] government, and the broader superyacht industry,” said Adam Frost, managing director of Seal Superyachts.

“Our expectations are high and the hope is that the country will now see a greater increase in superyacht arrivals.

Thailand is clearly extending a warm welcome to superyacht owners, with only a bare minimum of restrictions to be placed upon them if they wish to operate their charters here.”

Crew visa regulations are expected to ease as well, allowing longer periods of stay. Those details were not finalized at the most recent industry meeting.

Mono builds yacht car BAC in conjunction with Camper & Nicholsons is building a marine edition of its Mono brand for yachts. The Mono is a lightweight, high-performance car capable of more than 170 mph.

The new Marine Edition Mono will weigh 580kg and be powered by a new Mountune 2.5L engine that produces

305 horsepower, delivered through a Hewland FTR gearbox found on current F3 race cars.

“I started my career in the luxury yacht design field and have always wanted to combine my love of marine and automotive design,” said BAC co-founder and director of design Ian Briggs. “We had an opportunity here to bring something unique, functionally pure, exciting and even practical on the level of weight optimization.”

The car will feature anti-corrosive components, a proprietary lifting system, an environmental control container system for on board storage in a climate-controlled environment, and custom interior and exterior design to match the yacht’s styling and owner preference.

MCA regs target safe manning The U.K. Maritime and Coastguard

Agency (MCA) has released new regulations aimed at bringing U.K.registered ships and all vessels operating in British territorial waters into compliance with IMO regulations on manning levels.

The new MCA regulations, released in Merchant Shipping Notice (MSN) 1868, reiterate the safe manning requirements in the STCW Convention and Code, as well as in the STCW regulations that entered into force at the beginning of 2015. The new STCW regulations incorporate IMO Resolution A1047 (27) on the Principles of Safe Manning.

Under its new regulations, the MCA now requires all U.K. seagoing vessels of 500 GT or more to hold a Safe Manning Document specifying minimum manning levels.

In preparing a proposal for the minimum safe manning level of a ship, the owner or operator must: l assess the tasks, duties and responsibilities of the ship’s crew required for safe operation, protection of the marine environment and dealing with emergency situations, including the evacuation of passengers where applicable; l assess the numbers and grades and/or abilities of crew required for safe manning;

l ensure that the manning level is adequate at all times; and l submit a new proposal in case of changes in trading area(s), operations, construction, machinery, equipment or operation and maintenance.

In conjunction with these factors, the owner or operator must ensure that personnel do not work more hours than is safe by: l identifying all the functions to be undertaken onboard during a representative voyage or operational period, including determination of the number of personnel required to undertake the relevant tasks and duties under both peak and routine workload conditions; l identifying functions that constitute normal operations and determining the minimum number of personnel required to undertake concurrent tasks and duties safely; l identifying the skills and experience required to perform those functions; and l ensuring working arrangements allow for sufficient rest periods to avoid fatigue, drawing up work schedules accordingly.

A copy of the schedule must be displayed prominently in the crew

See NEWS BRIEFS, page A6

A August 2015

NEWS BRIEFS

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Captain publishes first novel melding people, experiences

By Dorie Cox With a start in Spain in 1622, a stop in Germany in 1944 and culmination in the present day, Capt. John Andersen weaves together several nautical adventures for his first novel, “The Final Option - Bahamas”.

Andersen’s first e-book in an expected trilogy is crafted on technical and navigational knowledge from his years as a captain on boats such as the 68-foot Azimut M/Y Where’s Waldo, the Anderson 70-foot Neptunus M/Y Eileen, and the 70-foot Hargrave M/Y Vitesse.

He also worked as mate and deckhand on M/Y Lac II, a 137-foot Feadship, and S/V Sweet Maiden, a 105foot ketch.

“Everything in the book is from the imagination, but I make sure it is believable,” Andersen said. “Yes, some of this happened to me, but I’m not saying which parts.”

He based Capt. Jack Elliott, the main character, on himself, but Andersen said he knows a few Bahamians like the lead female, Janine.

“All the traits are from people I have met,” Andersen said. “It has been

interesting to meld them into the characters.”

The novel includes landmarks familiar to crew who have traveled Florida and the Bahamas. The characters spend weekends in the Florida Keys, visit lots of bars and even rescue a drunken sailor who’s been thrown in the water, he said.

Born in Denmark, Anderson grew up in Australia and has been around boats his entire life. It was after he competed in the Sydney-Hobart Regatta that his serious love of boating became a career. He delivered a boat from Sydney to Singapore with some friends, then delivered a boat to Bahrain, Athens and England. That’s when he joined Lac II. Eventually he landed in Florida, got married and settled down. Andersen most recently has run private boats in Chicago for six summers.

Since the e-book is $2.99, Andersen expects crew will download it for an entertaining break from work and study. And he is part way through writing the next book, a murder mystery that takes place in Caribbean.

For details visit my.bookbaby. com/book/the-final-option-(bahamas) or search The Final Option by John Andersen on Kindle, iBook and other online media sites.

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

Another ferry to Cuba gets first OK; former AYCA chief dies NEWS BRIEFS, from page A5 accommodation area, and records of seafarers’ daily hours of rest must be maintained.

U.S. OKs ferry to Cuba Spanish ferry company Balearia has become the third company to have been granted a U.S. license to operate a passenger ferry between Cuba and the United States.

Balearia runs a route from Ft. Lauderdale to Freeport. It also runs ferries between the mainland and the Balearic Islands as well as in the Straits of Gibraltar.

Charter broker dies Elizabeth Candler “Candy” Isdale of Narragansett passed away peacefully at her home on July 3 after a fight against multiple myeloma. She was 70 years old.

Ms. Isdale was president of Custom Charter Yachts Ltd. and a licensed

travel agent to offer all aspects of travel including charter yachts to her clients.

She was a member and former president (2003-2007) of the American Yacht Charter Association (AYCA).

“Typical of her strong constitution and spirit, Candy insisted on attending our annual June meeting in Newport just a week before her passing,” said current President DJ Parker, owner of Neptune Group Yachting in Ft. Lauderdale.

In lieu of flowers, memorial donations can be made in honor of Dr. Umberto Capuano for his care of Ms. Isdale at South County Hospital, 100 Kenyon Ave., Wakefield, RI 02879 (www.schospital.com) or to the Grab The Torch Isdale Scholarship Fund for Youth Leadership, Ethics and Philanthropy, Box 24, Nahant, MA 01908.

She is survived by her husband, George M. “Dooie” Isdale Jr., former Commodore of the New York Yacht Club; her son Greg and daughter Elizabeth, and three grandsons.

The Triton

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CREW NEWS

Far Niente stews won the Tablescaping Challenge (above) and Paradigm Shift Chef Bonnie Carroll (below) won two honors in her class.

PHOTOS BY BILLY BLACK

Far Niente and Paradigm Shift win at Newport Charter Show The crews of the 130-foot M/Y Far Niente and 50-foot S/Y Paradigm Shift swept first place in the crew competitions at the 34th Newport Charter Show held in Rhode Island in late June.

This year’s Best Charter Yacht Chef Competition called for the chefs to create a dish that catered to specific dietary needs (paleo, vegan, vegetarian, gluten-free), using a mystery basket of local and seasonal ingredients.

Far Niente Chef Ben Mercier won in the category of yachts 100 feet and larger with his vegan raw vegetable sushi dish.

His wife, Chief Stew Nikky Mercier, took first place in the Healthy Beverage Challenge for their category with her medley of dairy-free fruit smoothies and pressed juices.

Far Niente stews also won the Tablescaping Challenge with their vintage boudoir-themed dining table.

Far Niente launched late last year.

“It’s all about teamwork,” Nikky Mercier said. “All of us onboard Far Niente are professional and passionate about what we do and take pride in our position. The captain bonds us all together, and we really like working with one another.

“There are great personalities onboard, and when you put happy people together, you have a recipe for success,” she said. “You cannot win if you’re alone in your galley; you cannot win if you’re alone doing table settings.

It’s really about bringing everybody together.”

Captain’s Concierge organized five contests, including the chef ’s competition as well as focus contest for canapes, beverages and table settings.

Paradigm Shift’s Chef Bonnie Carroll’s pear pancetta hors d’oeuvre

took first place in Monday’s Sunset Canape Challenge (for yachts less than 100 feet). Her sparkling orange and lime drink won Wednesday’s Healthy Beverage Challenge in her size division.

“I only make food that I love, and it’s all about using simple and fresh ingredients,” Carroll said. “Working in a restaurant is very different than working on a yacht. In a restaurant you’re making the same foods over and over again; you have the menu with several choices and they don’t change.

On a boat it’s whatever your guest’s tastes are. You are making something different all the time.

“Provisioning is another important factor in being a yacht chef,” she said.

“Finding fresh foods can be very difficult in certain places, so you need to plan ahead.”

For more photos, visit www. newportchartershow.com and click on “photos”.

August 2015 A

A10 August 2015 FROM THE BRIDGE: Choosing a job

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Honesty works great when you don’t have a job to lose BRIDGE, from page A1 “For me, it’s not the salary, it’s the operating budget of the boat,” a captain said. “That’s what I like to pin down.

What is the budget in terms of how we handle safety issues and class? And who hires crew? I work for you; the crew works for me. You don’t need to be involved in the issues of time off and crew. The last thing I want is for the owner to come on the boat and get cornered by some stew or deckhand wanting a week off.”

The reputation of the yacht and its owner can play a part in a job choice, too, but not as much as I thought.

“If it [the boat] changes owners, it’s easier,” one captain said. “I was up for a job on a bad rep boat that sold. I spent the day with the owner and he was a really nice guy, so I took the job.”

And when it’s not a new owner?

“You don’t take the job,” several captains said in unison.

“That one’s for the watch-standing guy who wants his first captain’s job,” one captain said.

“We all paid our dues working for guys we didn’t like,” another said.

“I was warned about it [a boat with a bad reputation] but I needed the job,” said a third. “A boat’s reputation sometimes rubs off on the captain.”

“Only to those who don’t know you,” said another captain. “If we’ve done this for a while, there’s no defense with people who say something about you.

You have your own reputation, and the people who know you know you.”

The captains were confident in their ability to talk to owners frankly.

“My relationship is with the owner,” one captain said. “I once worked for

Attendees of The Triton’s August Bridge luncheon were, from left, Bernard Calot (freelance), Michael Bain of M/Y Huey’s Island, Caleb Semtner of M/Y Brio, Mark Howard, Ian Stuart of M/Y Nine Stars, Herb Magney of M/Y Island Heiress and Scott Redlhammer (freelance).

PHOTO/LUCY REED a guy who was very difficult. I said to him in the interview – I heard about you. If you hire me, this is what’s going to happen. You have a problem; you are

afraid to lose your money and you don’t trust anyone.”

I must have raised my eyebrows at that because several captains came to his defense and said similar things.

“You have nothing to lose but the job you don’t have,” another captain said about being honest in an interview.

“Owners love that,” said a third. “They like to say ‘He’s rude to me but he’s incredibly efficient.’ One of his captains stayed 25 years. It’s a compliment that you can work with a guy for 25 years that you don’t get along with.”

“I only stayed three years,” the first captain said. “I bit my tongue, learned about budgets, and when it was over, I got a ton of offers. I guess they figured ‘If you can put up with that…’.”

In the grand scheme of things, the days may be gone where one job makes a career. So, depending on what’s important at the time, they will choose their command for different reasons.

“I turned down a couple before I took this job,” one captain said. “I’m looking 10 years down the road. I will take a [worse] job on a nicer boat, for now. Once I get my unlimited license, I’ll be looking for the best income and life choices.”

In this balance of relationships, I was curious about captains who take positions without ever having met the owner. Most captains in the room had taken jobs after a phone conversation, and several had taken over boats in what they called rescue missions.

“I’m doing the job for someone affiliated with the boat,” one captain said. “I’m doing a favor for them.”

“It’s like a delivery,” said another. “Do you meet the owner on a delivery?”

“Or even see the boat?” said a third.

“You roll the dice,” the other captain said. “And not everybody is geared for that.”

“It worked out great for me; I got good experiences,” said a third. “Even if it’s not for me, I might know someone whose saddle will fit.”

There’s a captain for every owner, they agreed.

Lucy Chabot Reed is editor of The Triton. Comments: lucy@the-triton.com.

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www.the-triton.com FROM THE FRONT: Lauderdale Marine Center

August 2015 A11

Marina’s future affects businesses, neighbors and lives LMC, from page A1 Christine Battles, office administrator of Advanced Mechanical Enterprises (AME), briefly met the new leasing manager.

Tenants did receive estoppel letters during Carlyle’s due diligence before the purchase, but many tenants on the 60-acre property have gotten no other official notice from the new owners.

Roger Moore also hasn’t heard from The Carlyle Group. Moore is CEO of Nautical Ventures Group, which owned River Bend Marine Center adjacent to LMC until the shipyard acquired it in 2014. Nautical Ventures was to remain onsite as operators, but Moore said his future is uncertain.

“The Carlyle acquisition has been a very disappointing turn of events for River Bend Marine Center,” Moore said.

“We were slated to be the operators of the refurbished marina beginning in August/September of this year and this sudden turn of events has adversely affected staff, work in process and has caused tremendous hardship.

“We are still in the process of moving out,” he said. “It appears we have no future at that location and the River Bend Service team and equipment is in the process of moving to the Fort Lauderdale Marina and Boatyard located at the old Jackson Marine/ National Liquidators site.”

River Bend Service will continue operations at the new location conducting refits, maintenance, painting, fiberglass and mechanical work. The company’s administrative offices have been relocated to Nautical Ventures Group’s main offices in Dania Beach, Fla. Nearby neighbors are also watching for what happens with the new owners of LMC. Harry Crawford has double the interest. As owner of H & R Marine Engineering, Crawford said he was the first tenant on LMC’s east yard “even before they it opened about seven years ago” and he has lived in the surrounding neighborhood for 16 years.

“I can walk out of my house and throw a rock at my shop,” Crawford said. “I can actually get to work faster by boat. And all my employees live within a couple blocks. As a matter of fact, a lot of the workers live by here.

“I can tell you the residents are worried and all my neighbors keep asking me about it,” Crawford said. “We don’t want condos.”

In talking with other tenants, however, he has heard that operations at the shipyard will stay the same and he hopes so.

“Everything should be just fine,” he said. “I don’t plan on going anywhere.”

Still, rumors about the waterfront property continue. But Pratt said he believes the marina will stay put.

Carlyle is investing in upgrades.

Plans include building a new main

Lauderdale Marine Center is unique in Ft. Lauderdale with the option to TRITON FILE PHOTO hire from 60 onsite contractors or bring your own. office and repurposing the catch-all area that’s a bit cluttered for proper boat storage, Pratt said.

“I get rumors every day, and while Carlyle owns condos, it is not in their plans to build condos here,” Pratt said.

“As to River Bend, that may be the part that fosters the rumors about the condos. The plans are not final, but we

expect it to be marine-repair related.

“Carlyle likes our niche market,” Pratt said. “It will be business as usual.”

According to a press release from The Carlyle Group, that is true.

“In partnership with the outstanding management team and staff at LMC, we will build upon LMC’s success through growth and

continued innovation and superb customer service,” said Thad Paul, managing director at The Carlyle Group. “Favorable demand trends in the megayacht industry and the high barriers to entry for new supply in Southeast Florida attracted us to the investment.”

Pratt thinks the practical impact of LMC in the yacht market will continue to be the focus.

“There are not enough facilities in town to house this,” he said, referring to the acres of yachts at the yard. “All of our competition couldn’t take these boats. If someone wants to sign a fiveyear contract with us now, we will sign it today.”

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

A12 August 2015 YACHT CAREERS: Crew Coach

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The attitudes of each of us fills the collective soul of yachting The word soul and the concept of to know fairly well. Think about how a soul can conjure up many meanings they treat people, from the captain and thoughts, depending on where down to the newest, greenest crew. you’re coming from with it. Certainly, Then, in turn, think about how the all the religious captain treats the crew and how the and spiritual crew treat each other. teachings have How many appear to be good souls? definitions. But Are there many troubled, conflicted without adopting souls? This collection of souls starts any particular one, to make up the soul of the industry. let’s just say for this A tone is set and each individual can writing it is the sense it. Each of us interprets it in his essence or energy or her own way. This is an individual separate from the assessment that certainly is affected by Crew Coach physical body of a experiences. These experiences then Rob Gannon human or society lead to thoughts where one individual or industry. may feel the collective soul is healthy So how does the energy, the essence and good while another may think it’s of the yachting industry, feel to you rotten to the core. these days? On the surface it can Do you experience good and appear glitzy and egocentric, kind of decent people who understand service like materialism on steroids. But let’s and working as a team? Or do you go deeper than the surface. Let’s go to work with self-centered, ego-driven, the soul. superficial people with no sign of soul?

Soul can be I imagine it’s both discussed in terms but I really hope If the majority of of each individual it’s more of the or in terms of the individual energies former. collective, the When reading are positive and filled feeling or energy yachting blogs with good intent, the from a group of and forums, even overall collective soul of people. They are publications, interconnected. you read about yachting should reflect The sum of the unprofessional that. It will also reflect individual souls behavior from the negative individual will be reflected owners right on in the collective. down to young energies.

In other words, crew. Then you if the majority of also come across individual energies are positive and heartwarming stories of folks really filled with good intent, the overall looking out for one another. What we collective soul or essence should reflect are all taking in and hearing about this that. It will also reflect the negative industry can certainly affect how we individual energies. view its soul.

As we all know, energy is a powerful I welcome personal experiences thing. Energies outside of us in nature anyone would care to share. Actually I can be a quick and dramatic reminder. would like for everyone to read some Look at the energy in a hurricane or positive stories and experiences of a bolt of lightning, dramatic forces of human interaction in yachting. Please energy on the planet. share them; I know there are a lot of Individuals, humans, have an energy good people doing good things for one field, too, and it can be quite powerful. another. Has anyone in the industry It can also be transferred, passed back blown you away with their generosity and forth between us. The soul, the or kindness? Do you know some really essence of a human, is beyond the good souls in this industry? Please, let energy, beyond the vibe of a person, others know about them. but it often gets defined by the energy.

All of us in and around this industry The way a person acts and treats others can influence the soul of yachting. Will becomes a reflection on their soul. it be dominated by the superficial and People get accused of having no soul egocentric, or will it be driven by a or of being a poor soul. Neither are strong core of solid, caring, good souls really accurate but this is how we see with the power to shape its future and it sometimes in our physical world. We its future soul. Enjoy the voyage. just get a feeling about a person’s soul.

So then all these individual souls can Rob Gannon is a 25-year licensed create the collective soul. Let’s look at captain and certified life and wellness the possibility of a trickle-down effect coach. He offers free sample coaching in the soul in yachting. Let’s start at the sessions and can be reached at +1 772top with owners. Some may be distant 486-5136 or rob@yachtcrewcoach.com. and not have much of a relationship Comments are welcome at editorial@ with crew, but some do. Some you get the-triton.com.

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LEADERSHIP: Taking the Helm

Speak up; crew need delicate balance to say what they mean A number of years ago the airline industry came to the realization that a majority of the accidents they experienced were caused not because of mechanical failure, but rather communication failure between people in the cockpit.

As you can imagine, clear and open Taking the Helm communication is critical in the Paul Ferdais cockpit.

The same is true of the marine industry. Being a good captain on a boat doesn’t just hinge on technical skill, but also on the ability to communicate to get ideas flowing and make sure there is understanding between people.

In the MCA HELM programs, students are required to examine and discuss how to be more assertive in their communication style. Because assertiveness goes for a win-win situation between people, it’s believed that by examining assertiveness people of different ranks will be able to understand how to speak to one another.

Unfortunately, assertiveness is not the underlying problem of why a communication breakdown may occur between people of different ranks.

The reluctance of a deckhand to speak up to a first officer, a person higher in the hierarchy, has more to do with social norms than unwillingness to go for a win-win situation with others.

This underlying problem is called mitigated speech, a term used to describe our behavior when we sugar coat our meaning as we interact with people of a higher rank.

We mitigate when we’re being polite, or when we’re ashamed or embarrassed, or when we’re being deferential to authority.

For example, in the wheelhouse a deckhand may say to a captain, “The waves breaking up ahead are really big,” when in fact what the deckhand wants to say is, “There are rocks up ahead and we need to change course to avoid them.”

If the captain isn’t aware of mitigated speech, they may interpret the deckhand’s comment as an offhand, flippant remark.

Because of the perceived difference in rank, the person lower in the hierarchy won’t necessarily speak directly with a command statement to the person of higher rank. It’s a social norm we use in many situations in our lives.

Using the above example, there are

six ways to communicate the situation: 1. Command: “Turn 30 degrees to port to avoid the rocks up ahead.”

There is zero mitigation in a command.

It’s the most direct and explicit way of making a statement.

2. Obligation: “I think we need to change course right about now to avoid the waves.” Notice the use of “we” and the fact that the request is now much less specific. The obligation statement is a little softer than a command.

3. Suggestion: “Let’s go around the big waves up ahead.” Implicit in that statement is “we’re in this together.”

4. Question: “Which direction would you like to go to avoid the waves up ahead?” That’s even softer than a suggestion, because the speaker is conceding that he’s not in charge.

5. Preference: “I think it would be wise to adjust course sometime soon to avoid the waves up ahead.” This is a statement of a general idea.

6. Hint: “The waves breaking up ahead are really big.” This is the most mitigated statement of all.

We mitigate to avoid upsetting other people, and we do it unconsciously many times a day in our interactions.

Normally this is OK because it’s how we’ve learned to get along with others.

But mitigated speech isn’t OK in situations where catastrophe may be the end result.

When leaders hear hints, comments and questions from their crew, leaders need to understand they may be hearing mitigated speech. The crew member really wants to say something more direct, but doesn’t have the communication tools to get their point across in a polite and non-threatening way.

Leaders need to make people feel safe so that honest communication can take place. Being safe means people know they can give bad news or challenge the leader without getting reprimanded. If people feel safe around their leader, they will willingly give them the news they need to hear.

A leader who understands mitigated speech can seek clarity from the other person. The leader can drill down to the underlying issue by being open and asking questions of their own.

With mitigated speech in mind, do what you can to make your team feel secure so they say what they really need to say to you.

Paul Ferdais is founder and CEO of The Marine Leadership Group (www. marineleadershipgroup.com) delivering leadership training workshops and coaching. He holds a master’s degree in leadership and spent years working his way up from deckhand, to first officer on yachts. Comments are welcome at editorial@the-triton.com.

August 2015 A13

A14 August 2015 WRITE TO BE HEARD

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The Triton

Be aware of limitations for excursions to Cuba A couple of points regarding the article on Cuba [“U.S. owners, crew can travel to Cuba, with a plan”, page A14, July issue]: l U.S. crew working on a foreignflagged yacht can travel to Cuba if the yacht goes there without the need for a special licence. I checked before we went the first time and we did it many times. We were boarded by U.S. Coast Guard every time we came back – no problem. This does not apply to guests, who would need a license (only if they are from the U.S., of course). l Health insurance for U.S. citizens is covered by a policy that you must buy (from the Cuban Immigration Officer) on arrival for anyone who does not

have proof of a valid health policy (i.e., valid in Cuba). Not sure if this will cover flying Medivac back to the U.S. though.

Our international policy covered us all. l Hemingway Marina has taken M/Y Ellix Too many times (156-foot, 11-foot draft). The biggest boat I have seen there is 180 feet, but there have been several there in the 160- to 180-foot range. Beyond that would be a problem at Hemingway, but then you can make arrangements to dock in the Port of Havana to clear in and out and to see the city. One of Abramovich’s enormous boats was there a year or two ago.

The new marina at Varadero is limited to about 150 feet but again, we took Ellix Too in there twice and

a larger boat than ours was in there before us. You can also clear in and out by tender at this marina in Varadero. l There is a small marina on Cayo Largo off the south coast open to tourists (think 50 feet max). Apart from that, you are only allowed to go to a handful of bays to anchor, whatever size you are.

Use of tenders, Jetskis and even trips to the beach is limited to about four bays outside of the three areas above, which are designated for tourist activities for non-Cuban yachts. Even there you have to report every tender movement to the ever watchful Cuban Coast Guard towers.

Capt. Chris Lewis

Insurance, boat played part in crew’s Lyme bout

By Chuck Bortell The Triton is to be commended for the story of Stew Chantelle Lewis, the crew member with Lyme disease [page A6, June issue]. Such matters are important because crew can become entrapped in similar scenarios, and not just with Lyme disease.

The namesake for Lyme disease is the U.S. colonial village of Old Lyme, Conn. However, the disease is not limited to that area. The entire northeast woodlands are cauldrons for contracting the disease.

The virus appears to be carried primarily in the blood of deer. There are zillions of deer in the northeast U.S., and Lyme disease is inflicted by ticks, which take the opportunity for underway replenishment aboard the deer.

Then the ticks seek the warm-blood opportunities of humans or household pets, continuing the chain of infliction.

Ms. Lewis’ case is complicated by the failures to diagnose Lyme disease and its delayed, yet continuing deleterious physical impacts, as well as it being masked under an erroneous presumption that the condition was something akin to a routine flu.

The author has no specific involvement nor inside knowledge of the facts related to Ms. Lewis’ case. Nevertheless, based upon the information in the article, it is apparent that the vessel’s management and possibly other entities caused a number of employment and insurance procedural errors. While these mistakes might seem minor, it is Ms. Lewis who is paying the agonizing price, both physically and financially.

There are critical issues related to insurance here for all crew. For example, the typical culprits for claims denial stem from pre-existing conditions. In this case, Bupa rejected the belated attempt to enroll there. Yet, if coverage had been through individual plans, then protection would have remained in force.

Thus, my first insurance point is about portability, a concept the entire crew insurance and yacht management industry refuse to address. Portability is a large and vital topic for all crew interests, but more suitable for discussion and evaluation in another forum. In the meantime, the quoted statement by agent Maria Karlsson relating to crew having individual plans is the best recommendation.

Individual plans are preferable for portability. Why, then, are most crew insured by group plans without it?

Don’t crew shift jobs and employers?

Second insurance point: Ms. Lewis’ maladies emerged before she left the boat. In my opinion, one or more claims should have been filed prior to her departure from the vessel.

Third insurance point: What were the contractual provisions related to continuation-of-coverage? For both the employer-sponsored group health plan and the vessel’s P&I cover?

Fourth insurance point: several commentators might be well advised to review the maintenance and cure doctrine of admiralty law. Ms. Lewis’ situation would be better if she were receiving or had the benefit of those protections. Ms. Lewis has suffered enormous physical duress and financial distress. Yet, insurance protections, to some extent, were purportedly in place.

What went wrong?

The article made some references to the locus of Ms. Lewis’ travels, which seems immaterial. The governing argument for maintenance and cure is whether she was “…a seaman in service of a vessel in navigation…” The sick-inquarters evidence seems conclusive.

According to the story, management officials were quoted “… Pantaenius, our boat insurance, said that the minute she signed off the boat, the cover was stopped.” That is probably true in that coverage would no longer in effect for protection of Ms. Lewis after separation. That is, future and different perils would not be covered.

Nevertheless, her separation doesn’t affect past events. If valid, the claims would proceed to disposition in accordance with the terms of the respective contracts, and the precepts of maintenance and cure.

So what are the lessons to be learned from this tragedy?

1. Crew should become familiar with Lyme disease and the deceptive, debilitating, delayed nature of its symptoms. Most important: Lyme disease is often misdiagnosed.

2. Compel the crew insurance industry to establish fair and proper procedures in determining continuityof-coverage. Right now, the only crossemployer protection comes from an individual plan. There, the coverage can follow from boat to boat, as long as it is timely renewed and premiums remitted. That feature alone would have mitigated this crew member’s maladies and woes.

3. Assure crew become aware of channels to obtain private and alternative guidance – a second opinion – regarding their potential situations, whether those seem serious or not at the time. If nothing else, the potential legal corroboration could become important.

4. As the ship’s master, the captain is inescapably responsible. A number of captains have never read their insurance contracts, even though those documents contain directives directly affecting the discharge of the captain’s responsibilities.

And finally, it is appalling that a young second stew was left to contend with these arcane matters herself.

However, by becoming the poster child for the industry’s perilous insurance and derelict management practices, maybe there will be fewer such horrific cases in the future.

Chuck Bortell is an insurance agent with Crew Insurance Associates and specializes in insurance for yacht crew.

Contact him at surfrider@prodigy.net.

The Triton

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Broker behavior should begin with courtesy I read your survey about brokers and it has a lot of valid points [“Yacht captains positive on brokers in sale, but offer advice,” page C1, July issue].

The key is to be considerate, courteous and timely. If I am running late (or early), I try to call the captain and let them know. I always call if there is a cancellation. Not to do so is just plain ignorant. Brokers should be there with their clients and the listing broker should also be there, depending on the circumstance and situation.

(Sometimes selling brokers are familiar with the yacht or don’t want another broker breathing down their buyer’s neck.) Brokers should know their product and should preview boats whenever possible prior to showing.

As for the crew wanting a gratuity, it’s a very fine line. As was pointed out, they work for the owner/seller and by accepting third-party compensation, this can create a conflict of interest.

Quite frankly, if the captain/crew is fine with their gratuity being placed on a closing statement for the seller to see, then it shouldn’t be an issue.

However, I don’t believe it’s the broker’s responsibility to pay for crew to do their job, unless they go above and beyond the call of duty. And that is very subjective.

I do think it’s in the seller’s best interest to give the crew a bonus upon sale. There have been many an instance where crew will sabotage a showing/ sale in order to keep a job.

What crew fail to realize or see is that brokers don’t have a salary, don’t have accommodation, food, transportation, health care or clothing provided. Brokers can work long hours for multiple buyers and sellers without any recompense. It’s called “commission only” and the reason why so many captains and crew who start out trying to come shoreside go back to yachts. Let’s face it. The money, perks and lifestyle onboard is hard to beat by comparison.

Just my 2 cents.

Kevin Ralph Partner & Yacht Broker Skywater Group Ft. Lauderdale

WRITE TO BE HEARD

CREW EYE

C

apt. James “Augie” Misiak of the 107foot M/Y Andes captured the underwater beauty of Norman Island in the British Virgin Islands with his 16mp Olympus TG4.

Crew see yachting like no one else.

Send your images to editorial@thetriton.com with where it was taken, when, and what kind of equipment you used.

Don’t be surprised when condos replace LMC Regarding your story about Lauderdale Marine Center [“Carlyle to buy LMC; tenants hope business remains a yard,” page A1, July issue], anyone who doubts the property was acquired for conversion – at some later date, but as soon as possible – to residential use, needs only go to Chinook Marine.

Oh wait, it’s gone, replaced by a condo. And it is not the only example of a commercial marine property going residential.

Ft. Lauderdale has a critical marine industry, but that cannot continue if it continues to lose its places of business.

Transactions such as this are forcing our business to relocate. If we are OK with that, say so. If not, don’t stick your head in the sand and assume it will be OK. This company focuses on underperforming properties to be converted to a higher ROI. Five bucks says it will be a residential property within 10 years.

Bill Lindsay Vice President of Marketing Star brite

Brokers, captains have unique jobs

Editor Lucy Chabot Reed, lucy@the-triton.com

Contributors Carol Bareuther, Billy Black, Chuck Bortell, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Peter Herm, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Capt. Chris Lewis, Brian Luke, Capt. James Misiak, Rich Merhige, Keith Murray, Chief Stew Angela Orecchio, Rossmare Intl., Capt. John Wampler, Capt. Jeff Werner

Associate Editor Dorie Cox, dorie@the-triton.com Publisher David Reed, david@the-triton.com Advertising Sales Mike Price, mike@the-triton.com

August 2015 A15

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

I started in yacht sales in 1985 and in between was a captain on yachts, tugs, ferries, supertankers, ships etc.. and was a marine surveyor. I have been back exclusively in yacht brokerage for 20 years now. I do not provide my resume to captains. I don’t brag and I don’t think it is necessary if everyone honestly knows their job. The captain has his or hers and the broker has theirs to do.

What I have experienced, however, is the shortsightedness and jealousy of many captains and crew, politics and posturing. It does not surprise me that only 4 percent of captains have the same view as myself. [According to the Triton Survey about brokers, July issue, 96 percent of responding captains create some sort of relationship with their listing broker; 4 percent do not.]

That number reflects the elite, the cream of the crop and top professional captains, and probably the percentage of brokers who really understand that we do our duty the best we can.

I never asked a captain for compensation for helping them get a

job. I don’t count other people’s money either.

The No. 1 reason for owners getting out of yachting other than financial concerns is problems with crew and the unnecessary drama, not brokers by the way.

Joe Killian Killian Yacht & Ship Brokers Ft. Lauderdale

Thanks for the energy fix

Great advice, and timely as the charter season kicks into high gear for the summer season [“Tap into your natural energy, feel fantastic even with guests,” The Yachtie Glow, page A11, July issue].

Articles and short e-mails like this one are the best way to remind ourselves of what we want in our life.

We have all read the books on health, wealth and happiness, and we know the answers, but then we get swamped and get distracted with “life”. A short article like this can help us instantly refocus when we need it most.

Michael Joyce CEO, Hargrave Yachts Vol. 12, No. 5

The Triton is a free, monthly newspaper owned

by Triton Publishing Group Inc. Copyright 2015 Triton Publishing Group Inc. All rights reserved.

Contact us at: Mailing address: 757 S.E. 17th St., #1119 Ft. Lauderdale, FL 33316 Visit us at: 1043 S.E. 17th St., Suite 201 Ft. Lauderdale, FL 33316 (954) 525-0029; FAX (954) 525-9676 www.the-triton.com

August 2015

B Section

Simple sensors save stress Online condition monitoring systems predict issues.

B2

What’s in your diesel tank?

Fuel additives are tailored to yacht engine’s scenario.

B3

This is how it’s going to be Manage expectations of crew careers with exotic lifestyles. B5

Living the non-reality show Cash tips of $5,000 just another week’s work for yacht crew. B12

Wacky crew Crew unplugs like a local in Philippines mishaps can both entertain and educate CRUISING GROUNDS: Philippines

By Chief Stew Angela Orecchio

When I decided to travel to the Philippines, I knew I wanted to see the beauty of the island chain around Palawan. After researching a few blogs, I found Tao Expeditions. I didn’t need much convincing because it sounded fantastic but the company also got rave reviews.

We would start our trip in El Nido and take a boat for six days, five nights to the city of Coron.

We braved the showers, which were cold but refreshing. It also made us crack up laughing as we poured cold water over each other in the wee hours of the morning in our bathing suits.

After breakfast, we packed up and left. The crew packed up our beds and all of the equipment, which was definitely a treat. Maybe if I didn’t work on a boat, I wouldn’t have noticed how much work they had to do to set up and break down.

On board I spent the day sipping coconut water, while in and out of an interrupted sleep under my sarong.

We stayed two nights at the next base camp, right next door to a local village. Our camp was much more open, with towering coconut palms and entirely on the beach. There were also more huts, so we had our own.

It was made from bamboo tied with fishing wire and in it was a platform for our beds, a bench and a small foyer.

There was also a nice breeze, which

The winter and spring seasons are over. The shipyard refits are nearing an end, the owner’s plans are finalized, and charters are booked.

In the course of our daily work, the surveyors of International Yacht Bureau (IYB) have the fortune to interact with dozens of Rules of the Road people from all walks of life and Jake DesVergers nationalities.

We see a lot of different things, good and bad, on a wide inventory of yachts and ships.

Here is one of those things too good to keep to ourselves.

During the external ISM audit of a particular vessel, one of our auditors was sifting through the logbook of accident reports. A serious situation was noted. The vessel had entered Willemstad, Curacao. The harbor pilot was on board. The ship’s cadet had just returned to the wheelhouse from changing the signal G flag (I require a pilot) for the H flag (I have a pilot onboard).

It being his first trip, the cadet was having difficulty in properly rolling up the G flag, so the captain proceeded to show him. Coming to the last part of the flag, the captain instructed the cadet to “let go.” The cadet did not listen, and it was repeated again in a louder tone.

At that moment, the second officer appeared from the bridge wing.

Hearing the captain’s order, he radioed the chief officer on the bow to let go the anchors. The port anchor, having been cleared away but not walked out, was promptly let go.

The effect of letting the anchor drop from the hawse pipe while the vessel was proceeding at full harbor speed proved too much for the windlass

See Philippines, page B10

See RULES, page B13

Day 1

My traveling partner and I arrived at the ferry terminal around 8 am and waited with 23 other guests for the Aurora 2, a 70-foot Bangka, a traditional-style boat designed to maneuver effortlessly in the shallow reef water found in the islands.

The boat looked like a cross between an old fishing vessel and a trimaran. The floors were painted sky blue and the outriggers were made from bamboo. Clothes were already hanging on the line to dry and I smelled breakfast cooking.

The crew were waiting to greet us, including our trip leader Ollie, our chef and Tom, the boat puppy. We were given life jackets to put on, found our seats and after a short briefing, we left the dock. As it was only regulation to wear the life jackets while in port, we quickly removed them, never to be seen again.

With El Nido’s jutting mountains in the background we started our journey north.

Shortly after departure, we had breakfast on board and stopped in a snorkeling spot, then cruised to another spot for snorkeling before stopping at our base camp for the night.

Some of us swam ashore and others hitched a ride with provisions in a kayak.

We picked a large hut to share with another couple. As the sun was getting lower in the sky, Ollie gave

I CAN SEE FOR MILES AND MILES: Climbing for coconuts the traditional Filipino way offers the author a clear view of islands, clear waters and outrigger boats in the Philippines. Immersion in local life included sleeping in a hut PHOTOS FROM CHIEF STEW ANGELA ORECCHIO on the beach (below). us instructions on how our bedding would be set up and broken down by the crew. We had assigned sheets, pillows and mosquito nets to be kept in canvas bags.

The showers were structured in a spiral shape for privacy and made of bamboo. The floor was sand with one large stone to stand on. The water was in a large barrel and on top sat a plastic scoop to pour the water over us. The heads were individual stalls made from concrete and, like our boat, were bucket flush without seats.

The crew set up a tight rope made from a ratchet strap, which provided hours of entertainment. Then most of the group started drinking the local rum with pineapple juice and relaxing at the group tables that sat no more than 50 feet from the sea.

Three massage tables had been set up near the group tables and we were offered free massages. After dinner, We got massages while the air was cool. It was delightful.

We went to sleep shortly after,

listening to the sounds of the guests partying away below us on the beach.

Eventually, all I could hear was the ocean and the symphony of the jungle.

Day 2

B August 2015

FROM THE ENGINE ROOM: Engineer’s Angle

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The Triton

Online condition monitoring takes maintenance to new level One of the most stressful situations a crew can encounter is an unexpected outage, especially if a charter or owner’s trip is coming up. The biggest concerns are how long the necessary repairs will take and how much they will cost.

Unfortunately, in the yachting industry, most maintenance Engineer’s Angle dollars are spent for corrective Rich Merhige maintenance rather than easing these worries via predictive maintenance efforts such as condition monitoring.

With online condition monitoring systems, predictive maintenance is easy to master. Today, online condition monitoring can be described as the process of gathering data from machinery to assess the overall operating capacity of the system it is a part of. Data is compared either against an existing database (trending) or a model (model-based) to diagnose existing issues and show the beginnings of wear and tear on mechanical components.

The roots of “engine” diagnostics and performance monitoring go back

to the 1700s. These “primitive” forms of monitoring were ahead of their time and monitored cylinder pressure with steam engines, then diesel engines, and later critical compressors and engines.

Portable diagnostic monitoring really gained footing in the 1960s when oscilloscopes were used for data collection and analysis in the field.

Over the next 30 years, these systems increased in popularity and became known for their successes.

In the 1990s, amongst rapidly evolving technology and a booming economy, the oil and gas industry (primarily in gas compression) started using online monitoring as an extension of the successful use of portable engine and compressor analyzers. Over the past two decades, these systems have evolved rapidly as the hardware computing power and software capabilities have advanced.

Data collection used to take days to collect and analyze using hand calculations. This can now be done instantaneously and presented in easily readable graphics and reports.

Online condition monitoring has evolved and enjoyed much success in the oil field for the past few decades.

Marine engineering professionals took notice of this technology and started applying it to naval fleets, then

commercial and workboat fleets.

Yachts can benefit from condition monitoring, too, and there’s been more movement toward maintenance programs that include this.

Condition monitoring systems can be either portable or stationary, and they monitor, analyze and troubleshoot machinery. A good system will collect data to trend any vibration, stress, temperature, proximity and cylinder pressure from reciprocating or rotating machinery. By collecting data over a period of time, captains and engineers are able to get a good picture of exactly how their machinery performs, and predict how it will perform in the near future. With systems as meticulous as these – particularly the stationary ones that transmit data remotely – mechanical engineering is much more readily available and at a better price.

Condition monitoring systems are surprisingly easy to set up and can be done with minimal downtime. The sensors are easily placed on engines, gear boxes, frames and cylinder heads.

Data collection can begin immediately, once setup is complete, and enough data can be collected within only 15 minutes that could produce viable readings for analysis.

At this point, there aren’t a lot of hard studies directly related to vessel

maintenance that provide statistical data for cost savings by incorporating condition monitoring into scheduled maintenance programs. Rough estimates from other industries incorporating such technologies claim that up to $9 per horsepower and about 20,000 hours can be shaved off of maintenance budgets and schedules.

Aside from the time and cost benefits of condition monitoring, much can be said for the environmental benefits as well. It’s easier to maintain efficiency and minimize emissions when machinery is monitored. Class has taken notice and has already started setting forth standards.

As the yachting community becomes more educated about the many benefits of condition monitoring systems, they will grow in popularity, advancing the industry tremendously.

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

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

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

The Triton

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MOTORING: Diesel Digest

Like medicine, fuel additives can treat specific engine issues Cybersizzle, Hot Stuff, TNT-Ultra, The Force, Greased Lightning sound like the names of energy drinks that should be part of the roll call that includes Red Bull, Monster and Rockstar. Actually they are diesel fuel additives that are sold in the United States. And if you feel more comfortable buying an additive with a Diesel Digest Capt. Jeff Werner more descriptive name there is always Diesel Mechanic In A Bottle.

The federal Clean Air Act requires that manufacturers and importers of diesel fuel additives register their products with the Environmental Protection Agency (EPA) before they can be available for sale in the United States. The EPA database contains thousands of different diesel additives all sold in bottles and jugs and marketed to diesel engine operators such as yacht captains and engineers.

The EPA list includes additives that are made in most states and in Argentina, Australia, Canada, China, France, Georgia, India, New Zealand, Spain, Taiwan and the Ukraine, as well.

Tallahassee, Fla., even manufactures its own secret sauce, called City of Tallahassee Fuel Additive. And someone in my old neighborhood in Brooklyn is making a additive, too.

How can you decide if you need a fuel additive, let alone which one?

Diesel fuel additives are an important part of a yacht’s fuel preventive maintenance program. Not only do the additives help maintain the cleanliness of the fuel, they aid the combustion process and add stability to the fuel so it doesn’t degrade.

Chevron’s Diesel Fuel Technical Review, the authority for those of us in the diesel fuel business, addresses the use of aftermarket additives: “It would be convenient for the user if a finished diesel fuel could satisfy all of his or her requirements without the use of supplemental additives. Although this is usually the case, some users require additional additives because the low-temperature conditions in their region are more severe than those for which the fuel was designed or because of other special circumstances. Other users feel they will benefit from using a diesel fuel with enhanced properties compared to using regular diesel. Finally, there are those users who regard the cost of an additive as cheap insurance for their large investment in equipment.

“A large number of aftermarket additive products are available to meet those real or perceived needs.

Some are aggressively marketed with testimonials and bold performance claims that seem ‘too good to be true.’

As with any purchase, it is wise to remember the advice, caveat emptor, ‘let the buyer beware.’

“It may be helpful to regard additives as medicine for fuel. Like medicine, they should be prescribed by an expert who has made an effort to diagnose the problem, as well as the underlying causes.”

Given that the majority of aftermarket additives are blends of compounds, much like a multivitamin, what are the components to look for?

The chemicals should enhance: l Engine and fuel delivery system performance. Combustion catalysts reduce the black smoke that comes from incomplete combustion, while cleanliness additives keep injectors and combustion chambers free of soot.

Lubricity enhancers compensate for the loss of sulfur, a natural lubricant, which is removed from ultra-low and low sulfur diesel. This added lubricity helps keep injector nozzles from getting damaged and giving a poor spray pattern. l Fuel stability. Chemicals that inhibit the oxidation of fuel and react to the acids and bases in the fuel reduce instability and give it a longer shelf life. Dispersants that keep small particles of organic contaminants from clustering into aggregates large enough to plug filters also extend fuel life. l Contaminant control. Dispersants act on large organic molecules, while corrosion inhibitors form a protective barrier on metal surfaces to prevent rust particles from developing and dislodging. Biocides may be necessary in cases of severe microbial problems.

However, as the biocides kill the living bacteria and fungi, they just fall to the bottom of the tank. This dead biomass must be removed from the tank to prevent continued filter clogging.

Remember that biocides are extremely toxic and they can be absorbed through the skin. Proper personal protective equipment should always be worn if a biocide is used in your additive.

Whichever fuel additive is best for your yacht’s particular circumstances, it should be added, in the proper concentration, every time the fuel tanks are topped off, when the fuel is polished and when the yacht sits at the dock for an extended period of time.

Capt. Jeff Werner has been in yachting for more than 20 years on private and charter yachts, both sail and power. He is an instructor for RYA, MCA, USCG and US Sailing courses and owns Diesel Doctor (MyDieselDoctor.com). omments on this column are welcome at editorial@the-triton.com.

August 2015 B

B August 2015

ONBOARD EMERGENCIES: Sea Sick

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At dock, pool, or the aft deck, drowning a constant concern Each year, drowning is responsible for more than half a million deaths worldwide. It is a leading preventable cause of unintentional death.

On dry land, when treating sudden cardiac arrest, hands only CPR is very effective. For a drowning victim, though, lack of oxygen in the blood is often an issue, Sea Sick so the breathing Keith Murray part of CPR is important.

In 2010, the American Heart Association (AHA) guidelines changed for CPR. CPR now begins with chest compressions in a C-A-B sequence: chest compressions, airway, breathing.

However, it is still suggested that maritime professionals use the traditional A-B-C approach for treating drowning victims due to the lack of oxygen in their bloodstream. Victims in respiratory arrest – those who have stopped breathing but their heart is still beating – usually respond after a few rescue breaths.

Yacht crew who discover a person who may be drowning can follow these steps.

Step 1: Recovery from the water.

First, remember your own safety.

Can you safely rescue the victim?

If so, call for help, send for an AED (Automated External Defibrillator) and get the victim to safety as quickly as possible.

Step 2: Start rescue breathing.

As soon as the unresponsive person is removed from the water, open the airway and check for breathing. If there is no breathing, give two rescue breaths that make the chest rise. Quickly beginning rescue breathing increases the victim’s chance of survival.

There can be dangers to the rescuer when performing mouth-to-mouth.

Having a pocket mask or other barrier device along with your other personal protective equipment is an essential part of your first aid kit and should always be close by.

Step 3: Start chest compressions.

After delivery of 2 breaths, if you do not see the person breathe on their own, begin chest compressions. You will perform 30 chest compressions followed by two breaths. Continue this process until the person begins to breath or the AED arrives.

On adults, chest compressions will push the sternum at least 2 inches down, and it’s harder than you think.

And faster. The rate should exceed

100 compressions a minute. Think “hard, fast and deep” when doing chest compressions.

Step 4: Apply the AED. Dry (and shave if the person is hairy) the chest area before applying the defibrillation pads. If the victim is in cardiac arrest and the AED is applied quickly, it could shock their heart back into a normal rhythm. Follow the directions of the AED and continue CPR until the AED indicates no shock is required and the patient is breathing.

Once the patient is breathing, roll them onto their side in the recovery position and get them to a hospital as quickly as possible.

The AED should be kept on the patient as the pads will monitor the patient until help arrives. All drowning victims that require any form of resuscitation (including rescue breathing) must be transported to the hospital for evaluation and monitoring. Even if the person appears to be OK they may still need to be checked out by medical professionals.

In the event of a neardrowning with a child, be alert to dry drowning, or secondary drowning, in the hours or even days after the incident.

When water gets into the lungs, the lungs become irritated and produce fluid, which can lead to coughing, chest pain and trouble breathing. Watch for children who may become extremely tired or lethargic, or irritable after a near-drowning. Those may be warning signs of a decrease in oxygen to the brain.

Never let your guard down with young children around water as it does not take much water to drown. As with adults, a child with a near-drowning experience should get professional medical attention. If you are not near professional medical care, call a physician and get their advice. It’s always better to be safe than sorry.

This information is not a substitute for hands on classroom training and certification, nor is it a substitute for professional medical care. Always make certain to have current, valid CPR certification cards and always call for emergency medical assistance when possible.

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

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TRAINING: On Course

Manage career expectations to survive, thrive as new crew Every year many new crew enter the megayacht industry. After one year, only a small percentage remain.

Why are so many gone so quickly? The simple answer is expectations.

When expectations radically differ from reality, disappointment may ensue.

Crew envision their lives on board a yacht as lavish, On Course traveling to exotic locations and Brian Luke rubbing elbows with the rich and famous. After all, you are living on a multimillion-dollar yacht, mere feet away from some of the richest, most famous and powerful people in the world. The yacht is your new home and you will likely travel to exotic locations.

Inexperienced crew have expectations about our industry that have been partially shaped by television and other media depicting life on board, depictions that are often woefully inaccurate, creating unrealistic expectations. These exciting opportunities may turn to bitter disappointment and lost dreams, all avoidable by managing expectations.

Those rich and famous will unlikely be engaging you in conversation. It is you who are accountable to keep that lavish vessel clean and operational. And you may get occasional time off in those exotic locales, but don’t count on it.

Your responsibilities are safety and service. As crew, you are tasked at the yacht’s discretion at any time and whenever needed. Your first yacht job will be unlike any experience you have ever had, and will be full of ups and downs. Expect the unexpected; the sooner you accept this, the easier it will be to cope with the lifestyle.

Exhausted one day from long hours and exertion, and struggling just to get out of bed, the next may find you drinking sundowners on a beautiful Caribbean beach or sipping red wine and eating pasta al fresco in Italy.

Most crew know after the first year if this is going to be a good career and personal lifestyle choice for them.

Whatever happens, prepare for lots of hard work and guaranteed adventure.

New crew will have completed STCW basic safety training and Proficiency in Designated Security Duties, and will have their ENG1. They likely have put together a good CV with a great picture and ordered a seaman’s discharge book. Well presented and energetic crew will survive the interview process and finally get to move aboard their first megayacht.

Now is the time to really start

managing those expectations. Begin by knowing what to expect.

Know the approximate itinerary, and whether the yacht is a heavy charter yacht, only for private use, or a mix. If there is time before the job begins, wise new crew will do some research for things to do on the itinerary, on local history and the average weather during the travels. Most of the time onboard will be spent working, but on either end of a season, crew are often able to do take some time in the area.

Good crew will read about their job duties and how to do them well. They will read some maritime books and ask questions of their teachers at their training center. The more knowledge a new crew member can accumulate, the more interesting everything becomes.

The basis of life onboard is routine: getting up at a certain time, performing required duties, and fulfilling the role for which you were hired. Crew generally dine at the same time each day. If there are no owners or guests onboard, it may be a five- or six-day work week, depending on whether the yacht is in the shipyard or at dock.

Itineraries change constantly, so don’t make plans. This can be the best and worst part of the job. Things can get exciting quickly but also frustrating if personal plans have to be cancelled.

Also, expect periods of boredom.

Learn to entertain yourself. Read, play solitaire, or do activities to keep busy.

Learn to appreciate the quiet.

Cabins are small and new crew likely will share. Make the best of the situation. Pack minimally. The yacht will provide professional and comfortable uniforms. Wear it with pride. Dirty, wrinkled uniforms look horrible. Most yachts do crew laundry and ironing; in fact, new crew are usually the ones doing it.

New crew often don’t know if they get sea sick when they first start working in yachts. That’s OK. If it is a problem, take precautions to still be able to function while the yacht moves. Take seasickness pills, use wrist acupressure bands. Do whatever is necessary to get by.

That first job as crew will be both exhausting and exhilarating. Prepare, have a can-do attitude and cheerful disposition, be safe, and manage expectations. Doing so will help keep your career on course.

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

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

August 2015 B

Today’s fuel prices

One year ago

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

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of July 15, 2014

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale NA/590 Savannah, Ga. 510/NA Newport, R.I. 520/NA Caribbean St. Thomas, USVI 839/NA St. Maarten 770/NA Antigua 750/NA Valparaiso NA/NA North Atlantic

Bermuda (Ireland Island) NA/NA Cape Verde NA/NA Azores NA/NA Canary Islands NA/NA Mediterranean Gibraltar 580/NA Barcelona, Spain 670/1,420 Palma de Mallorca, Spain NA/1,450 Antibes, France 590/1,400 San Remo, Italy 660/1,650 Naples, Italy 700/1,650 Venice, Italy 700/1,650 Corfu, Greece 650/1,375 Piraeus, Greece 600/1,250 Istanbul, Turkey 514/NA Malta 720/1,250 Tunis, Tunisia 730/NA Bizerte, Tunisia 730/NA Oceania Auckland, New Zealand 642/NA Sydney, Australia 630/NA Fiji 645/NA

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 918/955 Savannah, Ga. 890/NA Newport, R.I. 896/NA Caribbean St. Thomas, USVI 1,095/NA St. Maarten 1,120/NA Antigua 690/NA Valparaiso 711/NA North Atlantic

Bermuda (Ireland Island) 986/NA Cape Verde 597/NA Azores 905/1,660 Canary Islands 850/1,245 Mediterranean Gibraltar 882/NA Barcelona, Spain 877/1,708 Palma de Mallorca, Spain NA/883 Antibes, France 857/1,789 San Remo, Italy 1,007/2,286 Naples, Italy 1,007/2,314 Venice, Italy 1,082/2,228 Corfu, Greece 1,034/2,062 Piraeus, Greece 1,020/1,830 Istanbul, Turkey 947/NA Malta 973/1,776 Tunis, Tunisia 866/NA Bizerte, Tunisia 871/NA Oceania Auckland, New Zealand 930/NA Sydney, Australia 913/NA Fiji 930/NA

*When available according to local customs.

B August 2015

BOATS / BROKERS

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N&J sells new build Feadship, Staluppi inks deal with Benetti Northrop & Johnson brokers Kevin Merrigan and Wes Sanford have sold a 218-foot (66m) Feadship new construction project. It will have naval architecture by De Voogt and interior and exterior design by the Eidsgaard Design Team. The pair also sold the 164-foot Westport M/Y Vango.

New to its central agency listings for sale is the 157-foot Trinity M/Y Libra III (ex-Lady Linda) listed for $19 million with broker Sean Doyle, the 140-foot Proteksan Turquoise M/Y Capricorn listed for $9.95 million with Bill Titus, the 118-foot M/Y Akhir built

by Cantieri di Pisa listed with David Seal, the 90-foot (27m) Nautor Swan S/Y Spirit with Bart Kimman listed at $1.65 million, the 89-foot (27m) Jongert S/Y Icarus listed with Joost Goverts, and the 86-foot M/Y Impossible Dream listed with Jonathan Chapman.

In related news, N&J has promoted Vanessa Jiron to be the firm’s Global Office and Intelligence Manager.

She will be responsible for the Fort Lauderdale, New York, Los Angeles and San Diego offices, manage and maintain Northrop & Johnson’s global market intelligence, Intranet and CRM systems.

The firm has also hired Joe Foggia as a sales broker and new construction expert in its Ft. Lauderdale office. With 30 years in yachting, he has engaged in more than three quarters of a billion dollars in yacht sales and closed more than 20 new construction contracts larger than 37m. He spent more than 25 years at Christensen Yachts, most recently as president from 2001-2014.

The firm has also hired Sara Wikstrom in its Antibes office as sales and charter assistant.

In other news, the brokerage has created an agreement with Mondomarine to support Mondomarine projects. It will be led by NJ brokers Philip Bell in Ft, Lauderdale, Jonathan Browne in Antibes and Bart Kimman in Hong Kong.

Yacht owner John Staluppi has signed a contract to build a 218-foot (66m) semi-displacement steel and aluminum yacht with Benetti.

Details of the project were not immediately released, but will involved Frank Mulder for the naval architecture and Giorgio Cassetta Design for exterior design, according to a Benetti statement. Staluppi has required it have top speeds over 20 knots. The new build is code named FB269.

Staluppi’s recent yacht, the 200-foot (61m) M/Y Diamonds are Forever, was launched by Benetti in 2012. It has since sold, listed at $60 million.

YPI has sold the 181-foot (55m) M/Y Bannenberg (with Fraser Yachts

and Edmiston) built by the Japanese shipyard Nishii in 1986 to a Jon Bannenberg design and listed for $10 million.

IYC has sold the 164-foot Westport M/Y Vango (above) by Mark Elliott. The yacht will be renamed Trending and join IYC’s charter fleet.

Fraser Yachts has sold the 154-foot (47m) Heesen M/Y 4You listed for 19.5 million euros, the 143-foot (43.6m) Benetti M/Y Zita listed for 9.9 million euros, the 138-foot (42m) Holland Jachtbouw M/Y Calliope listed for 19.5 million euros, the 131-foot (40m) M/Y Namaste built by Tamsen and listed for 7.5 million euros, the 124-foot (38m) Picchiotti S/Y Freedom listed for nearly $4 million, the 121-foot (37m) Moonen M/Y Victoria del Mar listed for nearly $6 million, the 115-foot (35m) Crescent M/Y Anchor W listed for $2.7 million, and the 82-foot (25m) Horizon M/Y Uno Mas listed for nearly $2 million.

New to its central agency listings for sale include the 228-foot (70m) M/Y Sherakhan built in 1965 and listed for nearly 26 million euros, the 212-foot (65m) Amels M/Y Imagine listed for nearly 70 million euros, the 171-foot (52m) Amels M/Y Lady Nag Nag listed for 28 million euros, the 142-foot (43m) Perini Navi S/Y Victoria listed for nearly 10 million euros, the 90-foot (27m) custom build M/Y Thomas Crosby V for nearly $1.5 million, the 82-foot (25m) Moonen M/Y Blue Symphonie for 1.15 million euros, and the 78-foot (24m) New York Launch M/Y Linmar built in 1932 and listed for $935,000. The brokerage also has a 114-foot (35m) berth for sale in Marina de Varazze on Italy’s Ligurian coast.

New to its charter fleet is the 144foot (44m) M/Y Alaska of George Town and the 106-foot (32.6m) catamaran S/Y Hutiane both in the Med. Ocean Independence has sold the 121-foot (37m) Crescent M/Y Olga.

Moran Yacht & Ship has sold the 112-foot (34m) Leopard 34.

New to its central agency listings for sale is the 210-foot (64m) Hakvoort project M/Y Something Cool available for delivery in the second half of 2017 and listed for just under 60 million euros, the 112-foot (34m) M/Y Spirit of Salima built by Tecnomar and listed for

See BOATS, page B8

The Triton

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TECHNOLOGY BRIEFS

Communications systems continue to improve E3 combines sat, land systems

Fort Lauderdale-based e3 Systems, a multi-broadband communications providers for the megayacht industry, has launched Hybrid, which provides yachts with 100 percent connectivity, combining satellite, 3G, 4G and terrestrial broadband services, in port, offshore or mid-ocean.

“Our clients all want 100 percent connectivity,” said Roger Horner, group managing director for e3 Systems.

“Over the past 20 years we have got closer, step by step, as new services have matured. After initially developing it for Europe, we are now pleased to launch Hybrid in the USA.” The system functions similar to a smart phone in that it can automatically switch between different connections as the yacht moves. This means that the yacht will gravitate to the strongest connection as it moves, he said.

“As with the hybrid car, the strength of our integrated connection hybrid lies in the perfect synchronization of satellite and land-based services, which makes itself apparent in maximum bandwidth performance and cost efficiency,” Horner said in a statement.

The e3 HYBRID solution is achieved by supplementing slower, expensive connectivity with faster, more cost

effective connectivity, across the network platform. Once e3 Systems has received a detailed brief of where the yacht is traveling to, the service required and for how long, a customized program is created.

E3 Systems’ experience shows that yachts over 80 feet (24m) spend 87 percent of the time inshore. The Hybrid therefore combines a base satellite service with a 3G and 4G aggregated service to provide 100 percent connectivity with the maximum bandwidth possible at the lowest cost where the yacht spends most of its time.

For more information, call +1 954368-9980.

New lights change color

Bluefin LED, a UK-based manufacturer of underwater lighting, has launched a range of color-changing underwater lights. Available in surface

mount and thru-hull models, the powerful RGBW LED lights boast 2,500 to 10,000 fixture lumens. The new LEDs are offered in red, green, blue and white with various color-changing options that can be scrolled, dimmed, sequenced or strobed.

For more information, visit www. bluefinled.com. In the US, e-mail info@ oceanmark.com.

New screen duplicates smartphone California-based Argonaut has introduced a waterproof and sunlightreadable marine monitor that remotely duplicates and controls a smartphone or tablet.

The new M7 monitor displays a phone’s image with full touch-screen control of apps and data. Its features include a 7-inch LED touch screen, high impact composite enclosure, machined anodized aluminum back cover and water sealed input cabling.

It can also interface with computers, MFD marine electronics or cameras.

It is compatible with all Samsung Galaxy phones/tablets, with other Android devices planned. Can also be used to display Apple products without touch control. Production shipments are scheduled for September.

For more information, visit www. argonaut.mobi.

August 2015 B

B August 2015

BOATS / BROKERS

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More, big yachts join sales fleet; Tankoa, IAG launch large yachts BOATS, from page B6 3 million euros, and the 72-foot (22m) Mangusta M/Y Lotfull listed at $1.35 million.

Camper & Nicholsons has sold the 89-foot (27m) M/Y Sea Lion II. New to its central agency listings for sale is the 188-foot (57m) Abeking & Rasmussen M/Y Senobia, the 135-foot (41m) S/Y Inmocean built by Fitzroy Yachts, the 132-foot (40m) S/Y Nuberu Blau built by Alloy Yachts, the 131-foot (40m) Baglietto M/Y Meridiana, the 95-foot (29m) M/Y Shyraga built in the 1950s by Abeking & Rasmussen, and the 85-foot (25m) S/Y Nakupenda built

by Vismara.

New to its charter fleet is the 213foot (65m) Feadship M/Y Callisto available in the Caribbean this winter, and the 180-foot (55m) Benetti M/Y Ocean Paradise available in the Med in summer and Caribbean in winter.

Merle Wood & Associates has sold the 88-foot (27m) Rayburn M/Y Lady Victoria.

New to its central agency listings for sale is the 203-foot (62m) M/Y Sealyon built by VSY (in a joint with IYC) and listed for 36.9 million euros, the 177foot (54m) Admiral M/Y Sea Force One (in a joint listing with Minello Yachting) listed for 21.9 million euros, the 143-foot Heesen M/Y Octopussy (which also joins its charter fleet), the 116-foot (35.5m) Azimut M/Y Giaola Lu for $5.95 million, and the 105-foot (32m) Mangusta M/Y XOXO listed for $2.45 million.

Genoa-based Tankoa Yachts has launched its first yacht, the 69.3m M/Y Suerte (above), which will debut at the Monaco Yacht Show. The yacht is expected to be delivered in August and cruise with the owner until the show.

The company also plans to introduce its new 53m concept in Monaco as well as at the Ft. Lauderdale show.

Heesen Yachts has delivered two yachts: the 180-foot (55m) M/Y Azamanta, which the builder is heralding as the world’s first fast displacement steel-hulled yacht over 50m, and the 165-foot (50m) M/Y Ann G, which will debut at the Monaco Yacht Show in September.

Azamanta is the first Heesen to have vertical windows. In sea trials, she hit a top speed of 16.9 knots. Ann G hit a top speed of 15.6 knots in sea trials.

Chinese builder IAG Yachts has delivered the 140-foot M/Y King Baby, a fiberglass yacht with a displacement of 270 tons. It is RINA Class and MCA, LY2 compliant for a commercial charter rating.

Capt. Bryan Carter was the owner’s agent during the build, as he had been on previous yachts with this owner.

King Baby will debut at the Fort Lauderdale International Boat Show in early November.

Since launching in 2007, IAG Yachts has launched two 127-foot tri-deck motoryachts and two 100foot raised pilothouse yachts. Under construction is a 133-foot motoryacht for a Midwestern buyer and a 127-foot speculative build for sale.

Miami Beach-based Delta Carbon Yachts has introduced a new tender model, the 26-foot Open Black Edition.

Designed by company director Chapman Ducote specifically for the Miami market, the new model was intended as a standalone weekender or seaworthy megayacht tender and features open walkaround decks and an elevated foredeck area that allows for a cabin and head below deck.

A full galley area is situated beneath the driver’s seat, and a settee and teak table on the aft deck can be transformed into either a lounging area or picnic table.

Built in Sweden, the yacht has engine options that can carry it to speeds up to 50 knots, and has a twin-stepped deep-v hull constructed of vacuum-infused composite with carbon fiber reinforcements to provide strength, light weight and durability.

For more information, visit www. deltacarbonyachts.com.

Azimut Yachts has created a dealership agreement with Shanghai International Port Group, one of the major players in port operation activities in China.

The Italian builder has invested heavily in the Asian market, recently opening offices in Thailand, Indonesia and Hong Kong. SIPG has two marinas in Shanghai, where a new Azimut showroom and clubhouse will open.

Denison Yacht Sales has added to its central agency listings for sale the 121-foot Denison M/Y News listed for $1.85 million, and the 103-foot Cheoy Lee M/Y Blue Sky listed for $2.2 million and the 90-foot M/Y Sinbad built by Vic Franck and listed for $1.7 million.

Broker Mike Burke has joined the Westport sales team in the Ft. Lauderdale office. Formerly with HMY for 20 years, he has been in yachting for 35 years.

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MARINAS / SHIPYARDS

Southeastern Florida gets new municipal marina; yards merge New Ft. Pierce marina opens A dozen years after Hurricanes Frances and Jeanne damaged and destroyed slips in the municipal marina in Fort Pierce, Fla., the city completed its $31 million renovation and reopened the marina in late June.

The resulting project includes 13 barrier islands to protect the marina and shore from storm surge, a floating wave attenuator in the outer basin, the addition of 137 wet slips to the marina, and a public-access area on the waterfront.

“Others in Florida have done rubble islands as a form of storm surge protection, so we knew the concept was viable, but we wanted to create lagoon habitat as well as provide habitat for shore birds on the islands,” said Ed Seissiger, the city’s engineering project manager. “We wanted something that would not only protect the marina and the city’s waterfront but enhance marine life.”

The islands will provide juvenile fish sanctuary; mangroves and oyster shells were planted to attract birds, oyster larvae, fish and other marine life. They sit about 700 feet offshore. The largest is about 14 acres, the smallest onetenth of an acre.

Bellingham Marine designed and built the concrete floating docks, floating wave attenuator, and gangway systems.

The marina is on the Indian River near the Fort Pierce Inlet on Florida’s east coast, about 100 miles north of Ft. Lauderdale.

Marina adds duty-free fuel Porto Montenegro now offers tax- and duty-free fuel to private and commercial vessels, including yachts up to 180m. The fuel dock is at the end of Jetty 3 and has capacity for yachts up to 200m with a 15m draft.

The dock operates all year and has no minimum limit or registration restrictions.

Orders for fuel should be placed 24 hours in advance during working days and 48 hours in advance for delivery during weekends and on Mondays. The fuel bunkering station is on standby at VHF channel 08.

A valid vignette and a stamp with yacht’s details are required to take duty-free fuel.

Upon completion of bunkering, the yacht must leave the territorial waters of Montenegro. With Customs permission, however, yachts can stay in the marina for up to 24 hours.

Pendennis expands Pendennis Shipyard completed a two-year rebuild of its Falmouth-based

yard, including a 7,564-square-meter non-tidal wet basin to accommodate superyachts up to 110m for alongside berthing and refit work as well as support yacht commissioning before and after time out of the water. Other improvements include two 90m and one 45m double bay halls, workshops and office space. And the yard has taken delivery of a 640-ton travel hoist.

The yard also is expected to add 60 employees in the next two years.

Maine yards combine Maine-based Lyman-Morse Boatbuilding has purchased Wayfarer Marine, also in Maine. The yards will combine infrastructure and expertise in midcoast Maine. The Wayfarer property in Camden will be known as Lyman-Morse at Wayfarer Marine.

“We are very excited about joining the two crews to create a most talented group of marine experts,” said Drew Lyman, president of Lyman-Morse.

“Wayfarer’s customers will benefit in a big way through economies of scale and access to Lyman-Morse’s depth of expertise and resources including our boatbuilding pedigree, LymanMorse Fabrication, our CNC machining department, and Lyman-Morse Technologies.”

Lyman-Morse was started by Cabot and Heidi Lyman in 1978 after their world travels in the 1960s and ’70s and is now captained by their son, Drew Lyman. Drew grew up in the marine industry and circumnavigated with his family on a Lyman-Morse built 49’ sailboat from 1987 to 1990. The Lyman family is also completing a 26-room boutique hotel in Rockland, Maine.

For more information, visit www. lymanmorse.com.

Yard adds chandlery Varadero Valencia shipyard in Palma has opened a new chandlery store. It provides security material, cleaners, cordage, varnishes, paints, and all kinds of materials needed for yacht maintenance or refits

Berths in Italian marina for sale MDL Italy, a branch of MDL Marinas Group, has launched the sale of berths in Marina di Stabia in the Bay of Sorrento south of Naples.

Slated to take about a decade to build, including upland hotels, residential and restaurants, the marina is expected to have 900 slips, with 77 for yachts up to 100m, and be surrounded by a break wall.

Naples airport is 20 minutes away and the island of Capri is 12 miles off.

The berths are available with a 5-, 10or 30-year lease.

August 2015 B

B10 August 2015 CRUISING GROUNDS: Philippines

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From lounging to laundry, island life is simple, natural Philippines, from page B1 minimized the mosquitos.

It turned out to be really nice being there for two days because it allowed us to roam the island, swim off the beach and relax.

Day 3

In the morning, we walked along the beach with Tom, the boat puppy, and watched the local villagers start their mornings.

Before lunch, we were shown how to climb a coconut tree like a local.

Of course our Filipino guide who had been climbing since he was 12 made it look easy. I started with great ambition, finding my feet inside the already cut notches but quickly gave up as my feet were soft.

I was even able to do some laundry, as follows: Pump from well into bucket 1. Soap in bucket 1. Rinse under pump into bucket 2. Hang dry.

This pump was also our showering water where the crew washed our dirty dishes, rinsed fish and did their laundry. I started to imagine why those outside of the Western world often

have stronger immune systems than we do. There is absolutely no fear of the general bacteria we obsess about in the West. None of us, however, got noticeably sick, eating and living this way on this trip.

Later that day we took the boat across to another island where the Tao Expeditions farm is located. The farm is a permaculture project where the company trains its employees, kids mostly, who do not want to go to school. They are trained how to build, farm, cook and work at Tao Expeditions. The farm is also quickly building itself up to survive mostly off the land.

The leader of the camp, a softspoken Filipino woman who spoke clear English, showed us around, explaining everything along the way.

She showed us how they build their huts and how they are improving their huts to protect them from the Monsoons and Typhoons. They soak their bamboo in seawater for a few months, which protects it from being eaten by bugs.

We also learned about the charity and community work Tao is involved in. In addition to training locals and

Day 1, the view leaving El Nido, Palwan, aboard a traditional Filipino outrigger boat called a bangka used to navigate in the shallow reef waters PHOTO FROM CHIEF STEW ANGELA ORECCHIO around the Philippines. building a sustainable community, they donate some of their profits to help their communities. We were impressed and felt good about spending our money and our time with this company.

Day 4

We packed up and left after breakfast. The next few days were similar in that we snorkeled, had lunch, snorkeled some more and then arrived at our base camp. The biggest changes those days were the terrain and the quality of coral. The further north we went, the drier the hills became, and

the corals became more interesting and diverse.

I might mention that the Tao chef did a great job with the food. Every day, we had lunch on board and breakfast and dinner ashore. Breakfast was always fresh fruit, some sort of egg dish and coffee. Lunch and dinner always consisted of some seafood, some vegetarian/vegan dish and one or two nights a meat dish. The meat was also only bought from the locals and prepared on board. I wasn’t too excited about the slaughtering of chickens

See Philippines, page B11

The Triton

www.the-triton.com CRUISING GROUNDS: Philippines

August 2015 B11

Live chickens on the guest list until mealtime comes Philippines, from page B10

sarong blankets on the beach.

Day 5 on board or the idea of a whole pig on The last basecamp on the fifth our dinner table but it really was only day, closest to Coron, was the most momentary that I noticed. authentic of them all. Our huts were Afternoons, after snorkeling, the actually situated within a village on a chef would prepare some sort of snack rocky beach that had a long wooden to keep our energy up. I almost never dock. As we settled in, the locals went felt hungry and if I ate meat I would never have. They did a good job and we about their evening, turning a whole pig on a spit, cleaning the floors in their were all pleased with the freshness and houses, chatting with each other and quality of the food. The only thing is that dinner at basecamp was quite late, greeting us warmly as they passed by.

Kids darted around the camp, playing usually around 9 p.m. If I were to go and stopping to say hello to us. again, I would bring more snack bars.

We found The seconda small hut to-last basecamp This six-day, five-night to ourselves was a favorite as overlooking everyone had their trip cost about $800. the sea. When own two-person For details, visit www. everyone settled in hut directly on the taophilippines.com. and the sun began beach. We watched to set, some guests a particularly started an intense beautiful sunset game of volleyball with the locals. Ollie that evening with pinks and yellows eventually announced that there was a melting into the dark blue sea behind karaoke bar around the corner.

We laid the Aurora 2. awake in our hut, laughing, trying to While the other camps had a little identify the voices. electricity in the common areas, this one did not have any. This made for a Day 6 spectacular view of the stars, which In the morning, we set off for we gazed up at, awe stricken, from our

An overnight stay in a hut is a great way to experience the Philippines like PHOTO FROM CHIEF STEW ANGELA ORECCHIO a local. our last few snorkeling spots before reaching Coron. It was the perfect time to finish the trip. We arrived in the evening, exchanged info with some of the guests and said goodbye to everyone.

I would definitely recommend this trip for anyone who can go with the flow, not need to know what time it is or what is happening next. I am usually a 1-2 day camping kind of girl and I really enjoyed it.

On this trip you will: Snorkel (not dive) every day, see healthy and abundant coral and fish, relax on a crowded boat, eat great local food, learn about permaculture and the charity work Tao does, sleep in

open huts with mosquito nets on the beach, use bucket flush toilets and take cold showers, not hike or interact with locals much, relax on beaches in the mornings and evenings, eat late, have limited cell service and no wi-fi, enjoy/ endure loud music until midnight, see beautiful beaches without tourists, see trash washed ashore on almost every beach, and become friends with a crew who work hard to make the trip great.

Angela Orecchio is a chief stew and certified health coach. This article was edited from entries in her blog, The Yachtie Glow (www.angelaorecchio. com), which offers tips on how to be healthy, fit and happy on board.

Comments: editorial@the-triton.com.

B12 August 2015

HEALTH: The Yachtie Glow

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The Triton

Eyebrow-raising feats that show crew don’t live in the real world Yacht crew are a strange breed. We are spoiled in many ways and we often work harder than many people could ever imagine.

One thing we are used to is the eyebrow raises, confused looks and questions we get from people in the “real world” about the everyday, normal things we do.

The Yachtie Glow As yacht crew Angela Orecchio we: 1. Expect everyone from provisioners to shop attendants to drop everything they’re doing to find last-minute items for us on a Saturday …in Europe …on a holiday …during lunch.

2. Avoid eye contact with other shoppers at Costco to minimize questions about why we have multiple carts piled with items such as 10 packs of toilet paper, 15 packs of paper towels, 12 cases of soda and beer, 13 boxes of zip locks, 10 boxes of garbage bags, and junk food that could feed a small school for a week.

“Are you with a summer camp or somethin’?”

3. Spend an entire paycheck at least once on a big weekend partying and shopping with no major consequences because our housing, transportation and food are taken care by the boat for the rest of the month.

4. Walk into shops and casually spend hundreds to thousands of dollars on seemingly trivial things such as table decorations without blinking.

5. Spend 30 paid days a year on holiday while everyone outside of yachting believes we are always on holiday anyway.

6. Own the best skateboards, bicycles, cameras, Go Pros, laptops, iPhones, dive gear, sunglasses, handbags, clothes and shoes, even though we are “servants” on a boat.

7. Make life plans according to seasons, and say things like, “how was your season?”

8. Dream about $5,000 cash tips for a week’s worth of work and know it’s a possibility.

9. Have no major debt or bills to speak of, especially if we’ve been in yachting a while.

10. Have ruined, or been a part of a team that has ruined, one or more of the following: plated gold, plated brass, Italian marble, wool carpet, or irreplaceable clothing or china.

11. Fly on private jets and helicopters with the boss, his or her family, and friends.

12. Continuously post photos of exotic locations that seem completely

unrelated and leave our friends asking where in the world we are now.

13. Spend six weeks a year, every year, crossing the Atlantic Ocean.

14. Tell people we haven’t seen anyone in our family for a few years and say it as if it’s completely normal.

15. Believe wholeheartedly that spotless stainless steel, perfectly fluffed furniture and ironed bed sheets are essential to any room looking good.

16. Have a work week that consists of but is not limited to driving the crew car seven hours from Ft. Lauderdale to Savannah to meet the boat at the shipyard, spending $7,000 at the grocery store preparing for a guest trip, planning and arranging an upcoming life-size Risk game birthday party for an 11-year-old, giving our captain an IV in our Advanced Medical course, helping don a fire suit on the deckhand during a fire drill, and making sure 42 loads of laundry are executed to perfection.

17. Have the ability to save enough money to put a down payment on a reasonable house after one year of working.

18. Wear our radios attached to our hips in public places and use them from time to time if they are in range.

19. Talk about our crew mates, owners and captain to family members like it’s a term everyone uses in day-today conversations.

20. Complain about what the chef makes and doesn’t make as if it’s normal to have a chef cooking for us.

21. Have access to an agent who will help us find whatever it is we need to do our jobs with ease and perfection.

22. Go on vacation with friends or family who are not in yachting and dribble on about how dirty everything is and how bad the service is at our hotel.

23. Call Ft. Lauderdale or Antibes home even when when are from South Africa or Australia.

24. Have favorite shopping spots, restaurants and bars in places like Ville-France, Olbia and Bonifacio.

25. Know someone who has been deported or have been deported ourselves for intent or actually working on a boat in the U.S. with a B2 visa.

26. Believe we’ll be bored if we have to go the Canary Islands again this year instead of somewhere new like Palma de Mallorca on our way back to the States from Europe.

Angela Orecchio is a chief stew and certified health coach. This column was edited from entries in her blog, The Yachtie Glow (www.angelaorecchio. com), which offers tips for crew on how to be healthy, fit and happy on board.

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

The Triton

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

August 2015 B13

Anchors, customs, security, communications can easily go awry only a single procedural revision to the port arrival checklist. It now advises the cadet that there is no need to fly pilot flags after dark.

Everyone have a safe and enjoyable summer.

RULES, from page B1 brake. The entire length of the port chain was pulled out to its bitter end.

The braking effect of the port anchor naturally caused the vessel to shear in that direction; right toward the floating bridge that spans the entrance channel to Willemstad.

The floating bridge operator showed great presence of mind by moving the bridge for the vessel. Unfortunately, he did not think to stop the vehicular traffic. This resulted in the bridge being partly opened. A Volkswagen, two cyclists, and a poultry truck were deposited into the ship’s side. Several chickens from the truck did make their way on deck, but were reported by the crew as under control.

Subsequently, a fine was issued by customs for not properly declaring these live animals upon arrival.

In an effort to fully stop the progress of the vessel, the chief officer also dropped the starboard anchor. This action was too late to be of practical use, for it fell on the floating bridge operator’s control cabin.

After the port anchor was let go and the vessel started to sheer, the captain gave a double ring – full astern – on the main engines. He also telephoned the engine control room to apprise them of the situation. He was told that the sea temperature was 73 degrees and asked if there was a movie tonight. Interview with the chief engineer indicated that the captain’s response did not constructively add to the accident investigation.

Immediately upon hearing the anchor being let go, the third officer on the stern was supervising the making fast of the assist tug. He was lowering the ship’s spring line down onto the tug.

The sudden braking effect of the port anchor caused the tug to run under the stern of the vessel, just at the moment when the propeller was answering the double ring.

The third officer was prompt in his action to secure the spring line. It delayed the sinking of the tug by several minutes, thereby allowing the safe abandoning of the tug. Simultaneous to letting go of the port anchor, there was a power cut ashore. The fact that the vessel was passing over a cable area at that time might suggest that something may have touched on the sea bottom.

A medical team was summoned to the bridge for the pilot, as he was huddled in the corner of the chartroom, huddled in a fetal position and crying.

Additionally, the tugboat captain reacted so violently that he had to be forcibly restrained by the bosun.

The tugboat captain was handcuffed and placed in the ship’s security room.

Due to this security breach, the ship security officer raised the ISPS security level to Level III. The ship security alert system was activated and the company

Anchoring is just one action that can lead to mishaps. security officer notified.

The chief officer collected names and addresses of the drivers and insurance companies of the vehicles that damaged the port side. Legal action was pending against these individuals. Thankfully, no cargo

TRITON FILE PHOTO

was damaged in the situation and all shipboard personnel were safe.

In conclusion, following a thorough review of the company’s Safety Management System, the designated person ashore identified multiple nonconformities. However, he issued

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

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

B14 August 2015

CALENDAR OF EVENTS

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The Triton

Keep cool on water at regattas, shows from Newport to Sweden EVENT OF MONTH Aug. 5 Triton networking IGY Marinas Ft. Lauderdale

Join Triton networking (the first Wednesday of every month) with IGY at Fort Lauderdale Beach Park, Ft. Lauderdale. No RSVP required, all captains, crew and industry professionals are invited from 6-8 p.m. www.the-triton.com

Aug. 8-15 Cowes Week, Isle Of Wight, UK. One of the UK’s longest running sporting events with up to 40 daily races for up to 1,000 boats. www. aamcowesweek.co.uk

Aug. 14 11th annual Ida Lewis

Distance Race Newport, R.I. www. ildistancerace.org

Aug. 14 Newport Yacht Rendezvous.

Event includes dinner, dancing and superyacht hop. www. newportyachtrendezvous.com

Aug. 19 No Triton networking for the

third Wednesday during August. Stay tuned to www.the-triton.com for future events.

Aug. 26 The Marshall Islands Registry (IRI) crew networking, Ft. Lauderdale.

Network at Waxy O’Connor’s from 57 p.m, open to all crew and industry professionals. Register-iri.com.

Aug. 27-30 Newport Bucket Regatta,

Newport, R.I. www.bucketregattas.com

Aug. 27-30 America’s Cup World

Series, Gothenburg, Sweden. www. americascup.com

Sept. 1-6 Hiswa In-Water Boat Show, NDSM-shipyard, Amsterdam. www. hiswatewater.nl

Sept. 8-13 Cannes International

Boat Show (Festival De La Plaisance), Cannes. Signing off the Med season with 580 boats, 150 world premieres and 450 exhibitors on display. www. salonnautiquecannes.com

Sept. 9-11 Seatrade Europe, Hamburg, Germany. www.seatrade-europe.com

Sept. 11-13 Ladies, Let’s Go Fishing!

Saltwater Seminar, Bimini, Bahamas.

The ‘Womens’ Fishing University’ series encourages women to enter the sports of fishing and boating. 1-888-321-LLGF (5543), www.ladiesletsgofishing.com.

Sept. 11-20 PSP Southampton Boat

Show, Southampton, UK. This year to include Ferris wheel, the tall ship Earl of Pembroke, Global Sailing Challenge Experience, concerts and boat rides. www.southamptonboatshow.com

Sept. 15-17 International

BoatBuilders’ Exhibition and Conference (IBEX), Kentucky Exposition Center Louisville, KY,. www.ibexshow.com

Sept. 16 The Triton’s monthly

networking event (the occasional third Wednesday of every month from 6-8 p.m.) with Yacht Flowers, Ft. Lauderdale. Join us for casual networking, no RSVP required. www. the-triton.com

Sept. 17-20 44th annual Newport

International Boat Show, Newport, R.I. One of the oldest and largest in-water boat shows in the United States. www. newportboatshow.com

Sept. 19-27 Interboot Watersports

Exhibition, Friedrichshafen, Germany. www.interboot.de

Sept. 19 International Coastal

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

Sept. 2 Triton networking (the first

Wednesday of every month) with Marina Bay Marina in Ft. Lauderdale.

Stay tuned to www.the-triton.com for more details.

Sept. 4-6 MYBA Pop-Up Superyacht

Show, Montenegro. Show is open to all MYBA-registered yachts over 20m, charter agents and brokers. www. mybapopupshow.com

Sept. 6-9 SMM, Hamburg, Germany.

Shipbuilding, machinery and marine technology international trade fair. smm-hamburg.de/en/home

MAKING PLANS Oct. 14 Triton Expo Ft. Lauderdale

The Triton’s popular Expo is open to yacht crew and industry – both working and looking – to help them develop the contacts that can make their careers better.

There will be vendors, food and beverages. Stay tuned to www. the-triton.com for details.

The Triton

www.the-triton.com SPOTTED: Palma de Mallorca, Ft. Lauderdale

Triton Spotters

The crew of S/Y Blue Too, a 110-foot Alloy Yacht, lounge on the foredeck with their Tritons at the Superyacht Cup Palma in Palma de Mallorca, Spain. Triton sales executive Mike Price, a former yacht captain and sailor, worked the mast position onboard. After three days of racing, the yacht took third place in class and sixth overall.

Bob Saxon, vice president of the Florida Yacht Brokers Association, kicked off the afternoon session at its annual Yacht Sales Summit with a Triton Spotter. Attendees were interested in the June Triton Survey about brokers as well as the captains panel moderated by Triton Editor Lucy Chabot Reed.

Where have you taken your Triton lately?

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

Send photos to editorial@the-triton.com.

August 2015 B15

C Section

August 2015

Make new connections Relive last month’s networking; get ready for IGY. C2,3

Say what you mean Natural, organic, non-genetically modified not what you think. C4

Stew is a key part of chef ’s perfect meal

TRITON SURVEY: Dockage rates

On a yacht, most of the activity and memories for guests are centered around food and mealtimes, so it’s no wonder that those moments can be the most stressful for the crew onboard.

There is a special bond between the chef and stews. They rely on us to deliver their food at its best, and to keep them informed about what’s happening at the table: which Stew Cues guests finish all the Alene Keenan food (and which do not), any comments made, and how much the food is enjoyed.

A great deal of preparation goes into each meal. Once the guests’ preferences are determined, menus are created and the chef has a visual concept of how to plate each meal. Usually, they know how they can best showcase the food, and will let us know which china set to use. If they don’t, discuss this together.

Often, colorful decorative dinnerware is not the best background for their design, and the chef may prefer a larger plain white plate to serve the main course on.

Feel free to set the table for atmosphere and use decorative plates for one of the other courses to maintain the ambiance.

Once the dishes are chosen, consult with the chef to choose the service pieces, underliners and side plates for each course, and then plan ahead of time for condiments, sauces and anything else that will go with each course. I like to have this done an hour or two ahead of time, if possible, to avoid rushing around in the last minutes before service begins.

Multiple conditions can present service limitations. For instance, serving food at the right temperature is an urgent concern for good service, and depending on how far the food has to be carried, it may be challenging to get the food to the table on time. Some foods, such as steaks, continue to cook once they are removed from the heat, so you may have to hustle.

In addition, some tables do not allow

See STEW, page C12

Lay some sugar on me, baby Leaf, cane, beet or laboratory, sweeteners not so simple.

C5

Dig in to summer desserts Delicious apples and peaches make for American treats. C6-7

SITTIN’ ON THE DOCK OF THE BAY: The price yachts pay for dockage varies according to season, location and size of TRITON PHOTO ILLUSTRATION/DORIE COX vessel; some consider differences reasonable, others not so much.

In summer’s heat, even high dockage rates are OK I was visiting with a captain onboard recently and we started talking about operating budgets.

When he mentioned that his yacht paid $60,000 a month to sit at the dock where we met, it seemed like a lot.

This captain said he thought Triton Survey the marina was Lucy Chabot Reed charging too much, but that the owner was OK to pay it. It was just the cost of running the yacht, he said.

That got us wondering about the fair market value of dockage? Is there a reasonable price to pay to dock a yacht? Or is it simply what the market will bear?

In our survey this month, 64 yacht captains shared their thoughts about dockage rates.

In general, when you travel, do you find dockage rates to be reasonable?

Now we know many things come into play such as location and time of the year, but we were curious to know, from a captain’s perspective, if the rates they pay to dock were reasonable.

Seventy-two percent said they were mostly reasonable, excluding some marinas that always charge what they felt were unreasonable rates.

“Waterfront property is expensive, so I understand the need to charge high rates for dockage,” said the captain of a yacht 160-180 feet in yachting more than 20 years.

“A New England summer is only 70-90 days,” said the captain of a yacht 120-140 feet in yachting more than 10 years. “Certain marinas charge $7.50 and more per foot whereas $4 per foot seems to be the average at others.”

“I object to the fact that in many marinas the longer the yacht, the higher the rate per foot,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “For example, an 80-foot yacht gets

charged $3 a foot a day, while a 150foot yacht gets charged $5 a foot a day. It should be a flat rate, as the longer vessels are naturally going to pay more anyway.”

“Anything more than $3 a foot per day is extortion,” said the captain of a yacht 80-100 feet in yachting more than 30 years.

Thirteen percent more said “yes”, even if rates are high, they are still reasonable, meaning almost 85 percent of our respondents said marina rates were reasonable.

“Marinas are special, dedicated businesses and they have to make enough as a business to survive the off seasons,” said the captain of a yacht 140-160 feet in yachting more than 15 years. “Their rates are publicized; they are optional. If you want to dock at Nantucket, you pay. There is only one Nantucket.”

“Generally speaking, as a private or charter yacht, we migrate with the seasons to the high-end areas,” said

See SURVEY, page C8

C August 2015 TRITON NETWORKING: Marina 84 Sports Bar and Grill

www.the-triton.com

N

early 200 captains, crew and yacht industry professionals gathered on the first Wednesday in July to network with the folks at Marina 84, a restaurant and bar on Marina Mile in Ft. Lauderdale. Dutchy’s Gourmet Sausage shared some great sausage and Marina 84 passed hors d’oeuvres as folks mingled and caught up.

PHOTOS/LUCY REED

The Triton

The Triton

www.the-triton.com

TRITON NETWORKING: IGY Marinas

Network at the beach in August with The Triton, IGY Marinas Summer is a great time to network at the beach with The Triton and this month’s host, IGY Marinas. On the first Wednesday in August, captains, crew and industry professionals are invited to meet for the casual event at Fort Lauderdale Beach Park from 6-8 p.m. in Ft. Lauderdale.

Until then learn more from IGY Fowles Vice President of Sales and Marketing Bert Fowles.

Q. What IGY’s history?

Since 2005, IGY has strived to take international marina destinations and service to a new level. Supported by an amazing team and led by an inspiring and visionary chairman, we are proud to be one of the largest international marina companies in the world.

Q. What’s new since your networking event last year?

We’ve added North Cove Marina, an exciting New York marina destination.

IGY now has 13 marinas across eight countries: United States (New York, New Jersey and St. Thomas, USVI), St. Maarten, Bahamas, Turks & Caicos, Panama, Colombia and Mexico. These incorporate more than 2,000 slips with 300 slips dedicated to vessels 80 to 600 feet. Our marina destinations cater to all sizes and types of vessels (sportfish, sail, megayacht and cruise).

Our team is comprised of people from all aspects of the maritime industry, which allows us to connect on a level no other company can. We offer superior services to our vessels, crews and owners, ranging from on-site laundry, in-slip fueling, complimentary yoga and Zumba programs, high-tech and manned security, and our exclusive crew restaurant brand, the Fat Turtle.

While all of our marinas have the capacity to accommodate megayachts, many are purpose-built megayacht marinas. These include Yacht Haven Grande in St. Thomas, Yacht Club at Isle de Sol in Sint Maarten, Marina Cabo San Lucas in Mexico, Blue Haven Marina in Turks & Caicos, and Rodney Bay Marina in St. Lucia.

All are five Gold Anchor marinas as rated by the Yacht Harbor Association with Marina Cabo San Lucas winning International Marina of the Year Award in 2014.

Q. Can yachts get repairs and provision at your properties?

We have two destinations that offer repairs on-site: Rodney Bay Marina in St. Lucia and Marina Cabo San Lucas in Mexico. However, all of our marinas work diligently to ensure service and provisioning needs are met.

Additionally, IGY Marinas works with our Anchor Club partners, who are skilled and customer-service oriented, to take care of megayachts.

These include National Marine, MHG Insurance, Bohlke Aviation, Denison Yachts, Marsh & McLennan, and Yacht Chandlers.

Q. Tell us about the staff.

The IGY team consists of more than 400 members across eight countries with four certified marina managers (CMMs) in our ranks. We pride ourselves in knowing that our team members are our most valuable asset.

Q. What is the Anchor Pass?

The Anchor Pass is a program exclusive to megayachts (vessels 80 feet and larger) offering nearly 60 percent off dockage between eight of our marinas. Vessels pay a discounted dockage rate up front, and are free to travel between the participating marinas. Additionally, these vessels receive priority dockage in prime locations such as St. Thomas, St. Maarten, St. Lucia, Turks & Caicos, Panama and Mexico. When the vessel departs for its next destination, only utility and amenity charges are due.

Dockage is paid. Any unused dockage at the end of the year is also refunded to the vessel.

Q. What is the Anchor Club?

The Anchor Club program is IGY’s customer loyalty program. This free program, based on net dockage paid, offers points that can be redeemed for vessel services, electronics or travel. Points can also be donated as a monetary value to charity.

Q. Tell us about your crew events.

IGY hosts more than 100 crew events annually targeting megayacht crew including IGY’s Got Talent, IGY Crew Olympics and events at the Fort Lauderdale International Boat Show.

Q. Tell us about the photos and videos on www.igymarinas.com.

Our customers and partners provide some of our best imagery and video. We encourage crew to submit images and regularly reward submissions.

Q. What is Havenstart?

A great partnership with a great company. The Havenstar platform connects our marinas, making our international marina network one of the largest integrated marina data systems in the world.

For more information, visit www. igymarinas.com and join us on Aug. 5 from 6-8 p.m. at the northern end of Ft. Lauderdale’s most southern park, Fort Lauderdale Beach Park at 1100 Seabreeze Blvd. (33316). No RSVP required. Soft drinks, water and a light barbeque will be provided. Ft. Lauderdale city law prohibits alcoholic beverages on the beach.

August 2015 C

C August 2015 NUTRITION: Take It In

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The Triton

‘Lite’ the way to clarity on nutrition labels Is that popcorn you’re eating labelled “lite” because it has fewer calories or because it’s lighter in color or texture than its counterparts on the shelf?

Actually, according to current U.S. labelling regulations, the answer could be either. This means that to really know what you’re Take It In eating, it pays to Carol Bareuther read the fine print as well as learn which label lingo is truly meaningful or meaningless.

criteria for natural and it includes foods that have “ingredients produced by nature, not the work of man or interfered with by man.” The Canadian Food Inspection Agency’s definition does not consider foods with added vitamins and minerals to be natural.

Genetically engineered. The U.S. has no laws requiring geneticallyengineered foods to be so labelled. The tricky part is that many other countries such as Australia, Brazil, China, Russia and the UK do label foods if they are genetically engineered or have genetically modified ingredients. So, if this fact is important to you, look for foods that companies have voluntarily labelled no-GMO.

Tricky Terms

Light or lite. These words can appear on products ranging from cookies and crackers to salad dressings, canned meats and snack chips. To carry this label, a food must have either 33 percent fewer calories or 50 percent less fat or sodium than its conventional counterpart.

This is, however, if there are no other words trailing these terms. For example, “light or lite in color” or “light or lite in texture” relates only to the hue and feel of the food and not its calorie, fat or sodium content.

Natural. In the U.S., meat, poultry and eggs that are labelled natural must be minimally processed with no artificial ingredients. There is no U.S. Food & Drug Association (FDA) definition for natural as it relates to any other foods, so this isn’t a description you can always count on to mean what you hope it does.

However, other countries do regulate this term a little more closely. The UK’s Food Standards Agency has published

definition in countries such as Canada, the UK, France, Germany, India, Japan and Australia.

Gluten-Free. The FDA nailed this definition down in 2013. Accordingly, if you buy a gluten-free product, it won’t have any wheat, rye, barley or crossbreeds of these grains or any ingredient from these grains that hasn’t been processed to remove the gluten down to a level less than 20 or more parts or million (small enough to not create an adverse reaction in most gluten-intolerant people).

Beware that some gluten-free foods may contain more fat, sugar and calories than their conventional counterparts because these ingredients are needed to make a gluten-free product with acceptable taste and texture. The European Union and UK, Australia and New Zealand, Canada and many South American and Asian countries have bona-fide labelling systems to identify gluten-free foods.

Undefined Term Read the small print to confirm food PHOTO/DEAN BARNES labels.

Terms with True Meaning

Organic. If you see the U.S. Department of Agriculture’s (USDA) organic seal on a product, trust that the food is certified organic. Even if it’s a product with multiple ingredients such as soup, everything has to be grown with specific methods that promote ecology, biodiversity and conservation of resources to get this seal. This means no synthetic fertilizers, irradiation or genetic engineering is used.

Organic is also a strictly regulated

Local. There is no universal definition of local in the U.S., but the U.S. Congress did get close in 2008 with a meaning that states “less than 400 miles from the origin of the product”.

In 2012, UK author Damian Radcliffe defined hyperlocal in the context of media as “online news or content service pertaining to a small community such as a town, village or single postcode.” The same geography could describe hyperlocal in terms of where foods grown are consumed, but beyond this local and hyperlocal are anyone’s definition.

Carol Bareuther is a registered dietitian and a regular contributor to The Triton.

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

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IN THE GALLEY: Culinary Waves

Flavor, health are two criteria for picking a sweetener.

PHOTO/DORIE COX

Pour some sugar on me baby, but watch for artificial flavors I bet if you went into your baking cupboard onboard, you would find a number of different sugars. We stock several kinds because recipes call for different ones. We have regular white crystals, brown crystals, the stuff in the pink packets, the stuff in the blue packets, clear liquid, and more.

We cook with it, Culinary Waves put it in our coffee, make desserts with Mary Beth it, etc.

Lawton Johnson Let’s take a look at the most popular options available and decide which work best.

Basic, plain, white sugar: The refined white stuff used heavily in baking is bleached and has no nutritional value whatsoever. It does, however, make things taste good. But it also rapidly increases glucose levels in the blood, giving the diner short bursts of energy.

Too much of it has detrimental effects on the body.

Beet sugar: By the time it is refined and ends up white, it has also lost all of its nutritional value so it’s basically the same as white sugar, known as sucrose.

Stevia: This commercial product is far from the leaf that it used to be.

By the time it reaches store shelves, it has been refined into a white powder, liquid or crystals to remove some of the bitterness. If it is packaged to be used for baking, the manufacturer might have cut it with maltodextrin or inulin to help with the aftertaste. There’s no denying the bitter aftertaste.

Truvia and PureVia: These are the new stevia-based sweeteners that take the sweet compounds from the stevia leaf, purifying them, and mix them with zero-calorie sugar alcohols. Not really that appealing, is it? The kicker here is that zero-calorie products can increase our appetite because they confuse our appetite regulation system.

Brown sugar: While brown sugar can be less refined than white sugar, it’s

usually just white sugar with molasses added in for color. Dark brown sugar is exactly that; more molasses is added.

Molasses is what is left from the sugar refinement process.

Organic cane sugar: This label simply means that the cane sugar is grown organically and the pesticides and herbicides are not there, helping the environment.

Xylitol: This is sugar alcohol, not sugar and not an alcohol that you drink. The alcohol is plant based, either from hard wood birch bark or plants, and is good for people watching their sugars such as diabetics as it won’t raise their blood sugar level. I use it for sorbets but it will not hold up to baking. You can find it by the common name of Xyla or Xylitol and it’s not cheap.

So which sugars should you stock on board? For baking, I like less refined sugars, such as evaporated cane juice, which have a richer flavor profile. Often, the color of the crystal will let you know how deep the flavor profile will be. The darker, the richer. It depends on the flavor depth you want.

Plain white sugar is bland but it gives the product sweetness. Artificial sugars just don’t hold up well in baking due to their inability to supply texture and browning. They leave a disappointing result and, too often, they can cause stomach distress. Plus, we really don’t know what the longterm consequences are of ingesting the stuff.

I have used every one of the products mentioned here and the one I always go back to for baking, sauces, coffee, you name it, is honey. Natural sugars, such as honey, are much healthier for us and their flavor holds up well to everything we chefs want to do with it. So I turn to honey, and plain old white sugar.

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

August 2015 C

C August 2015 IN THE GALLEY: Top Shelf

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I served my cobbler with a vanilla bean ice cream, basil and strawberry PHOTO/PROVIDED salad-filled tartlet, and a gingersnap crumble.

Honeyed Coconut Peach Cobbler with Thyme Biscuit Crust This recipe goes out to the chefs cruising U.S waters this summer.

Chances are there are plenty of peaches in the supermarket when you go provision, so when life gives you peaches, we make cobbler out of it.

With the addition of thyme to this recipe, we can account for the honey and sugar being used as it gives the palate an almost savory, floral note, providing a great balance and an endless accompaniment list.

I would serve this dessert with a dessert wine sangria with the prominent fruit being peach. I have also substituted the peaches for apples before and it turned out great.

These are just options; you have to create your own adventure.

Serves 10-12, depending on portion size.

Ingredients: 3 Tbsps coconut oil 1/2 cup brown sugar 8 peaches, peeled, pitted and cubed 1/4 cup agave amber honey 1/2 cup toasted desiccated coconut 1/2 cup chilled water 2 cups flour 1/4 tsp baking soda 4 tsps baking powder 3/4 tsp salt 2 Tbsp thyme leaves, fresh 4 Tbsp butter, cold, grated 1/4 cup white sugar 3/4 cup chilled buttermilk 1 egg, beaten Preheat oven to 450 degrees F. In a heavy-bottomed pan set at med-high, heat the coconut oil for 30 seconds.

Add the brown sugar and heat for 1 minute.

Add the peaches, honey and

coconut. Reduce heat to med-low and cook 15 minutes, stirring regularly.

Increase to high and allow to cook for 1 minute. Add cold water.

Once boiling, reduce to medium and cook until the water has reduced to a syrup-like consistency.

Distribute the peaches into 10 or 12 ramekins sprayed with non-stick spray. Set aside.

In a large mixing bowl combine the flour, baking soda, baking powder, salt and thyme.

Using your fingers, add the butter and rub ingredients together until they resemble breadcrumbs.

Make a well in the center of the bowl and add the buttermilk and sugar, reserving a little to sprinkle over the cobblers later. Stir together with your hands until dough forms. Be quick so the fats do not melt.

Pinch off 3/4-inch pieces of dough and roll into balls.

Place the rolled dough balls on top of the peach mixture in the ramekins until each ramekin is covered.

Brush the dough with the beaten egg and sprinkle a little sugar over each.

Place ramekins on an oven tray and bake in the preheated oven for 10 minutes or until they puff up and reach a golden color. Serve immediately with ice cream.

Mark Godbeer, a culinary-trained chef from South Africa, has been professionally cooking for more than 10 years on yachts (chefmarkgodbeer. com). Comments on this recipe are welcome at editorial@the-triton.com.

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August 2015 C

Apple Pie Nothing says America better than baseball, hot dogs and apple pie.

The apple pie (or tort) dates back centuries and was brought to the New World by immigrant English, Swedes and the Dutch. This dessert has had an indelible effect on our culture; anything typically U.S. is described “as American as apple pie.”

The most important part of making an apple pie is the selection of the apple. Some apples, such as McIntosh, are too sweet and soft. A crispy, acidic Granny Smith or Fuji makes a proper apple pie.

For the dough 2 ½ cups all-purpose flour 4 tsp sugar ¼ tsp salt 2 sticks cold butter 1 egg, lightly beaten To make the best dough, make it by hand by mixing with a fork the flour, sugar and salt in a large bowl.

Work the cold butter into the dry ingredients with your fingers until well incorporated into a coarse texture, about pea-sized bits.

Add the egg and mix well. If the dough is too dry, add a sprinkle of water.

Form the dough into a round disk,

wrap in plastic and refrigerate for about an hour.

For the filling 3 Tbsp fresh squeezed lemon juice 3 pounds baking apples, peeled, halved and quarter each half 3/4 cup sugar 1/2 stick butter 3/4 tsp cinnamon 1/4 tsp nutmeg 1 egg, lightly beaten Toss the apples with lemon juice in a bowl. Add sugar and toss again until well coated.

Melt butter in skillet or wok over medium-high. Cook apples until the sugar dissolves and mixture simmers.

Cover skillet, reduce heat to medium-low and cook apples for 6-8 minutes. Scoop out the apples into a colander over the skillet, retaining as much liquid as practical. Simmer the juice over medium heat until it thickens.

Set aside and let cool completely.

For the pie Cut the dough in half. On a floured surface, roll both halves into a disk 12 inches wide. Place the rolled disks between wax paper and refrigerate 10 minutes.

Pre-heat oven to 375 degrees F. Place a baking sheet on the lower rack to catch drippings.

Line a 9-inch pie pan with one dough disk so that it overhangs the edge a half inch. Trim off excess dough.

Fill pie pan with filling. Cut remaining disk into half-inch strips and lattice it over the pie, pinching the edge all the way around.

Brush top with an egg and sugar wash, and refrigerate for 10 minutes.

Place pie on baking pan and bake for 50-60 minutes until crust is golden brown. Let cool for several hours.

Serve warm or cold with ice cream.

Enjoy, JW Capt. John Wampler has worked on yachts for more than 25 years. He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break. Contact him through www.yachtaide.com. Comments on this column are welcome at editorial@ the-triton.com.

C August 2015 TRITON SURVEY: Dockage rates

Can we separate gratuity from Have you paid reasonable the “rate”? dockage rates this summer?

Occasionally 5%

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Including gratuity, was the cost to dock still reasonable?

The Triton

Have rates gone up or down in recent years?

No 2% Not traveling 24%

Not traveling 30% Yes 42%

Usually 52%

Yes 46%

Yes 53% No 17%

Holding steady 29% Up 71%

No 31%

Most captains say $2-$4 a foot a night reasonable; compares to hotel sURVEY, from page C1 the captain of a yacht 140-160 feet in yachting more than 35 years. “As many of the areas we travel only make their money in season, it stings, but it’s where we (in most cases) must go.”

Just 16 percent said dockage rates are hardly ever reasonable.

“My owner will always want me to compare rates,” said the captain of a yacht 120-140 feet in yachting more than 30 years. “Next winter I will dock in [a different city] because of dockage rates over $3,000 per month difference.

My boss understands this at all times.

They did not get their money by not being frugal.”

In many cases, the cost to dock somewhere also includes a gratuity.

Sometimes, it’s not even optional. Since we wanted to know about rates, we asked Can we separate the expected gratuity from the “rate”?

Most of our responding captains either said usually (52 percent) or yes (42 percent), meaning 94 percent said the gratuity isn’t part of the cost to

dock.

“One thing that I’m definitely against is the occasional hints at under-table dealings to secure slips with a few dockmasters,” said the captain of a yacht 140-160 feet in yachting more than 35 years. “They are (thank goodness) few and far between.

I do understand, however, that as captains, we do have to make it happen for certain owners and guests. And this can encourage greed and all that goes along with it. To pay a gratuity to the marina staff would depend on your length of stay at the marina, but usually for exemplary service while you are there. It should not be obligatory. I tip line-handlers when docking as they are low paid and render a necessary service, sometimes after hours.”

When we asked Do you have a sense of what a fair market rate might be for dockage, we got a range of answers. Most wanted to point out that it depends on where you are and when, which, of course, is what fair market means.

But some put a number to their

thoughts, and most were in the range of $2 to $4 per foot per night.

“About half of current rates, say $2.50 per foot,” said the captain of a yacht 200-220 feet in yachting more than 25 years.

“Somewhere in the $2-plus range, not $5 to $7,” said the captain of a yacht 120-140 feet in yachting more than 30 years. “$4 a foot seems normal, but for longer stays $2-$3 a foot feels better,” said the captain of a yacht 120-140 feet in yachting more than 10 years.

“I think most docks can charge $4 per foot if they provide proper service,” said the captain of a yacht 120-140 feet in yachting more than 25 years.

“In season, transient dockage of $4-$5 per foot would be reasonable, plus utilities, tax, and not including gratuities,” said the captain of a yacht 100-120 feet in yachting more than 10 years. “So at $5 a foot, a 100-foot yacht could expect to pay $500 dockage a night and $100-$150 utilities, plus tax.

This would be a fair in-season price.” “$6 per foot if in high demand and it

comes with great amenities, or $3 per foot if basic dockage,” said the captain of a yacht 140-160 feet in yachting more than 15 years.

One captain had an interesting barometer: “Approximately the same as a luxury hotel room in the area, adjusted slightly for size,” said the captain of a yacht more than 220 feet in yachting more than 30 years.

And the rest said it simply depends, but on what exactly was open to interpretation.

“It depends on the location,” said the captain of a yacht 140-160 feet in yachting more than 35 years. “Real estate, zoning and infrastructure costs vary dramatically in different locations.

You cannot expect to pay the same in Monaco or Martha’s Vineyard as you would pay in Caribbean ports.”

“It depends whether it’s for longer terms or if the dockage is transient in nature,” said the captain of a yacht 120140 feet in yachting more than 10 years.

“I usually try to negotiate a better rate

See sURVEY, page C9

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TRITON SURVEY: Dockage rates

What should dockage rates include?

Just the slip 31%

With guests, what’s top criteria Without guests, what’s the top When traveling, how much of when selecting a place to dock? criteria? the budget is dockage?

Security 5% Wi-fi 6% Amenities 9%

Water/power in the slip 8% Other 13%

The basics 16% Everything 53%

August 2015 C

Location 80%

Water/power 11%

More than half 11%

Cost 45%

Less than half 44%

Less than a quarter 45%

Location 23%

Dockage runs fair market value, even with added dockmaster gratuity sURVEY, from page C8 than the daily rate for extended stays.”

“This all depends on where you are located, time of year or season, and the number of vessels in the area competing for a space,” said the captain of a yacht 160-180 feet in yachting more than 30 years.

Only a few pointed out the bottom line.

“Whatever the market will bear,” said the captain of a yacht 80-100 feet in yachting more than 35 years. “Owners don’t care what it costs if they want it.”

“If the dock is full, why should the price be lower?” said the captain of a yacht 140-160 feet in yachting more than 35 years.

Beyond the general thoughts about dockage rates, we wondered about this summer. All indications are that marinas up and down the U.S. East Coast are busy this season.

So we wondered In general, for the places you have gone, have you paid reasonable dockage rates?

More than half said they had, with

most of the remainder saying they are not traveling this summer.

“I have spent two summers in the Great Lakes,” said the captain of a yacht 120-140 feet in yachting more than 25 years. “The dockage is strained, but the prices are reasonable. Many times, there’s no electric available.”

“New England summers are not bad,” said the captain of a yacht 100120 feet in yachting more than 10 years.

“Nantucket and Boston are at the higher end but still 30 percent cheaper than Christmas in Atlantis [Bahamas].”

“I feel we have paid fair market value,” said the captain of a 120-140 feet in yachting more than 20 years.

Just 17 percent of respondents said they were paying unreasonable rates.

“It’s a short season in the north so they put it to you, especially on larger boats,” said the captain of a yacht 120140 feet in yachting more than 30 years.

And beyond rates, we wondered how gratuity was factoring in this summer, so we asked Including gratuity, was the cost to dock still reasonable?

Slightly fewer – but still the largest

group at 46 percent – said yes, the cost with gratuity was still reasonable.

“I wasn’t in the Riviera where that is the norm,” said the captain of a yacht 180-200 feet in yachting more than 30 years.

“I said yes but we all know that certain places magically have slips open up when a large tip is offered,” said the captain of a yacht less than 80 feet in yachting less than 10 years.

“The only places gratuity play a big role are the hot spots in the Med in high season,” said the captain of a yacht more than 220 feet in yachting more than 25 years. “Owners and charterers drive these prices up. I have paid 6,000 euros a night on the dock in one place in August and three weeks later paid 600 euros a night for the same dock. I think dockage gratuities are talked up way too much by American brokers and inexperienced captains who can’t get on the dock and talk about the guy in front in the dock office throwing cash around. Bull. That does not happen anymore, and it hasn’t for years.”

The number of captains who said no

nearly doubled to 31 percent.

“I always give gratuity but it should never be required,” said the captain of a yacht 100-120 feet in yachting more than 10 years.

“Try to get into Nantucket without a big tip; won’t happen,” said the captain of a yacht 120-140 feet in yachting more than 30 years. “Atlantis has always been this way.”

“The two aren’t related unless you are a repeat customer in the south of France and you need a dock and didn’t grease the dockmaster’s hands on the previous visit,” said the captain of a yacht 140-160 feet in yachting more than 15 years..

One captain didn’t answer, but still offered an opinion.

“Gratuity is always at my discretion,” said the captain of a yacht 120-140 feet in yachting more than 10 years. “No service, no gratuity; great service, great gratuity. Nobody hands me money for free just for driving the boat. You don’t get money just because we stay with

See sURVEY, page C10

C10 August 2015 TRITON SURVEY: Dockage rates

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Central U.S. coast, Bahamas rates great; summer hotspots pricey sURVEY, from page C9 you. You still have to earn that dollar.”

We wanted to get an idea of where in the world captains felt rates were reasonable, and where they weren’t. We didn’t want to name specific places, but rather get a sense of which towns and destinations handled this best. Only about half our respondents answered this question.

Where in the world are the rates most reasonable?

Among those who named specific places, the area described best by “anywhere north of Palm Beach to anything south of New York City” was, by far, the most popular choice.

“The Carolina coasts are all very reasonable,” said the captain of a yacht 100-120 feet in yachting more than 10 years. “Charleston City Marina is the best bang for your buck.”

In second position by about half were the out islands of the Bahamas.

“Small marinas in Bahamas are still reasonable, but they are far and few between, and limited on size and draft,” said the captain of a yacht 160-180 feet in yachting more than 20 years.

A handful of captains offered generic solutions to finding reasonable dockage.

“The Southern Hemisphere countries have much better rates than Northern Hemisphere countries,” said the captain of a yacht 140-160 in yachting more than 35 years. “I think because of the demand, the prices naturally spiral higher.”

“Countries that are relatively new destinations seem to be a lot more reasonable,” said the captain of a yacht 120-140 feet in yachting more than 15 years..

“Anywhere off season is key,” said the captain of a yacht 180-200 feet in yachting more than 30 years.

“Only in the U.S. can rates be considered ‘reasonable’ and somewhat regulated,” said the captain of a yacht less than 80 feet in yachting more than 30 years.

A few captains offered surprising options.

“For what you get, Monte Carlo all day long,” said the captain of a yacht more than 220 feet in yachting more than 25 years. “It’s cheaper than Ft Lauderdale.”

And naturally we had to ask Where in the world are the rates most unreasonable?

Maybe because we asked this survey in July, the most popular response was the Med in summer, especially the popular destinations of Porto Cervo, Sardinia, and the French Riviera.

“The western Med in high season, if you’re lucky to find a spot, even with advance reservation,” said the captain

of a yacht less than 80 feet in yachting more than 30 years.

“Ibiza and Sardinia in August, supply and demand, and yacht charterers with too much money to throw around,” said the captain of a yacht more than 220 feet in yachting more than 25 years.

The next most common places, by about half as many captains who noted the Med, were New England in summer – especially New York – the popular resort areas of the Bahamas, and South Florida year round.

“New England, as that is our primary cruising region,” said the captain of a yacht 120-140 feet in yachting more than 10 years. “Certain marinas charge the highest purely because of the destination and allure.” “[One] marina in the Bahamas is ridiculously overpriced, about double what we pay at our home port in West Palm Beach,” said the captain of a yacht 120-140 feet in yachting more than 20 years.

One captain in yachting more than 25 years explained “unreasonable” rates this way: “Anywhere where yachties go on a regular basis.”

In an effort to put this summer’s dockage rates in perspective, we asked Over the past two or three years, have you seen dockage rates go up or down?

More than 70 percent said they have gone up.

“During the recession, they were begging you to come with dealing prices,” said the captain of a yacht 120140 feet in yachting more than 30 years.

“Now they are not working with you at all. Take it or leave it.”

“Three years ago was easier to find under $2 per foot per day,” said the captain of a yacht 120-140 feet in yachting more than 10 years. “Now, everywhere is going up to $3 plus.”

The remainder of our respondents said rates were holding steady. No one said rates had gone down.

We wondered if “dockage rates” meant the same to everyone, so we asked What should dockage rates include?

Slightly more than half said the rate they pay should include everything, the slip, power, water, and amenities such as wi-fi.

But much of the rest – 31 percent – said the rate should include just the slip, that they expected to pay for anything else they required.

About 16 percent expected the rate they paid to include the basics of power and water in addition to the slip.

Lest we think cost is the only thing driving dockage selection, we asked When the owner and/or guests are onboard, what’s the No. 1 thing you look for when selecting a place to

See sURVEY, page C11

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TRITON SURVEY: Dockage rates

Location matters most with owners; cost with crew sURVEY, from page C10 dock?

Eighty percent of respondents said location, proving that when the owners or guests are onboard, money is not the issue.

About 8 percent of respondents said water and power availability.

The rest opted for something else, most often security.

Not one respondent chose cost, inslip fueling, wi-fi or amenities for crew.

Of course, things change when guests depart. When the owner and/ or guests are not onboard, what’s the No. 1 thing you look for when selecting a place to dock?

This time, cost was the primary concern, chosen by 45 percent of respondents.

“Marina developers and operators are under the mistaken impression that owners or charter guests think of a marina as a destination,” said the captain of a yacht 160-180 feet in yachting more than 25 years. “Unless you’re in a trendy location like St. Barth’s, most owners don’t give a hoot about anything in a marina other than the cost. They are merely facilities to get on and off their yachts, and the minute they’re on, they want to get out of that facility and not come back until they’re ready to get off. They don’t go to the pool, the gym or use any of the amenities.

“Marinas are for crew to maintain and service yachts between owner’s trips,” this captain said. “They don’t need to be posh, just efficient and well priced. Many owners will not put up with the marina prices in the Med and make their captains anchor out. If Ft. Lauderdale had a protected anchorage, it would probably be the same story.

Marinas need to bring their prices down or owners will find other options

(not that there are many).”

That was followed by location (23 percent), water/power (11 percent) and amenities (9 percent).

Most of those who wrote in an “other” choice said security was their primary concern. “ I will pay a little more to make sure my crew and boat are in a safe location,” said the captain of a yacht 160-180 feet in yachting more than 20 years.

We wondered, too, just how significant dockage is to a traveling yacht. So we asked captains to think about a recent season when then traveled. How much of the budget was spent on dockage?

The largest group – 45 percent – said not that much, less than 25 percent.

“I don’t run with dockage in the budget, except maybe annual or seasonal as a home port,” said the captain of a yacht less than 80 feet in yachting less than 10 years. “It depends on when and where the owners want to be. Some want their boat to stay at a place like Atlantis all winter and others don’t care where the boat is docked when they’re not aboard.”

But almost as many – 44 percent – said dockage was a big portion of the budget, but less than half the budget.

“I always compare prices and try to plan to spend time in a less expensive marina when on stand-by and then move to high-end when owners or charters come onboard,” said the captain of a yacht 120-140 feet in yachting more than 10 years. “For me, dockage is the second-highest expense after salaries. The same goes when choosing a yard. Dockage became a big part of the final invoice.”

“Somewhere between 25 and 50 percent, but when you travel, you travel for the boss,” said the captain of a yacht 160-180 feet in yachting more

than 20 years. “They want to go where they want to go. For us, it wasn’t much about the cost of dockage, but the short notice to secure a slip. The shorter the notice, the higher the gratuity, so next time when I called on short notice I went right to the top of the list.

“I also don’t just hand them cash,” this captain said. “I make personalized thank you cards. The next time I call, the money is gone, but the card is still on the wall or desk and they see the card with boat and boat name on it and they instantly remember. I also make sure to call remote places before I go to get requests for stuff they may need.

In doing so, I get more for the money I spend, not only because it would cost them more, but I took the time to get their request, go pick it up and deliver it to them. Makes it more personal.

When you make it personal, it makes it easier to negotiate a better rate, not only on this visit, but in the future as well.”

Just 11 percent said dockage was more than half their traveling budget.

When we opened the final question to any additional thoughts, several captains summarized this whole issue quite simply.

“If you don’t like the rate, go elsewhere,” said the captain of a yacht 140-160 feet in yachting more than 15 years.

“If you can’t afford dockage, don’t play the game,” said another captain of a yacht 140-160 feet.

Lucy Chabot Reed is editor of The Triton. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online.

All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, e-mail lucy@the-triton. com to be added.

August 2015 C11

C12 August 2015 INTERIOR: Stew Cues

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Stew guides prep, flow, timing to make dining memories tops STEW, from page C1 full walk-around service making it impossible to provide “correct” service.

But once the table is set and service is under way, nothing should detract from the guests’ enjoyment of the food. Plan ahead to avoid awkward moments that draw attention to you, such as forgetting to put out the proper condiments or struggling to reach across a table to set down plates. This takes the focus away from the meal.

Here are some tips on how to work better with the chef to guarantee smooth service: l Do not sample or take anything in the chef ’s fridge unless you know it is OK. Creating menus and provisioning is detailed work. It’s likely that every item in the refrigerator has been purchased for a specific menu, and a missing ingredient could seriously disrupt meal preparation. l Meal prep takes a great deal of concentration, and once it has begun, don’t interrupt unnecessarily. Keep out of the immediate work area, and if the chef is in “serious” mode, don’t disrupt with idle chit chat or carry on with other crew in the work zone. It might be best to stay out of the galley, but at the same time reassure the chef that you are aware of the guests’ whereabouts and that you haven’t become distracted or lost track of time. l Every minute counts, and the closer it gets to meal time, the more important alertness becomes. If a meal must be delayed (if you can’t get the guests to the table), the stress level for the chef goes up. A little glitch like this can create a domino effect, so be respectful of the concentration the chef needs. Stay on track with service progression and be ready to go the moment the guests are seated, the water, wine and bread are served, and the chef gives you the signal.

It can feel awkward telling guests it is time to be seated, but it is important to take control of the situation so that the food can be served at its best. In addition, tell the chef if someone gets up and leaves the table for some reason, such as to take a phone call. Service may have to be delayed until everyone is at the table. l When plating begins, don’t stand too close or crowd the chef as they work. There is often an invisible line you should not cross. You could get hurt or cause an accident. If a mistake is made that can’t be fixed, an entire plate could be ruined, and often there won’t be any extra food to start over. This can be distressing for the chef and will diminish your ability to concentrate on providing good service. l Wait for the chef to give you the go-ahead that the design is complete,

all garnishes are in place, and the plates are ready to go. Ask how the plates should be oriented in front of diners, and be sure you know which ones are meant for the host and hostess. Pay attention as you pick them up so they are set down in the correct order at the table. (Remember, serve from the left and clear from the right. Drinks are served and cleared from the right.) l When you go to the table, be sure you understand how to describe the meal correctly. Have an understanding of the main flavor components, attributes of each dish, and work on correct pronunciation. l After the food is served, the chef needs to know the dining pace. Make sure you understand how the chef wants you to relay this information so each course is presented at its best. It is helpful to let them know when diners are halfway through each course.

Try to go to the table two or three times per course. You don’t have to say anything, but always scan the table as you refill water and wine to see how things are going. Look at the diners in case someone is trying to catch your eye to ask for something. l Always tell the chef when you are getting ready to clear so there is time to mentally switch gears and organize for the next course. There will be times when your timing is off and as you go to check on guests, they unexpectedly ask you to clear. In this case, let the chef know as soon as possible and try to buy some time to allow the chef to adjust the pace in the galley. Refill glasses, straighten up the service area or check the table for anything out of place.

Guests may wonder why the next course is taking so long, but just seeing you in the area will reassure them that you are conscientious about doing everything to make the meal a success.

Food is a crucial aspect of any visit to a yacht. Chefs are artistic, creative people who are passionate about their food and who are under a lot of pressure. This combination could be a wonderful experience or a disaster.

Learning to work closely with the chef to make mealtimes a success could provide great opportunities to gain service and culinary skills and provide the base for a wonderful friendship.

Alene Keenan has been a yacht stew for more than 20 years. She teaches at MPT and offers customized onboard interior training and consulting through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Order her self-published book “The Yacht Guru’s Bible: The Service Manual for Every Yacht” from Amazon.com or directly from Create Space at www.createspace. com/5377000. Comments are welcome at editorial@the-triton.com.

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