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/tritonnews | www.The-Triton.com | August 2016
Captains take After denials, industry seeks eye care, wear clarification on cruising license seriously for work, career By Dorie Cox
From the Bridge Dorie Cox
From sun and safety glasses to binoculars and night vision glasses, yacht captains consider their eyesight a primary tool and work hard to protect it. “Glasses are second nature; my eyes are most important to me,” a captain said. “Every morning I put on uniform, phone and glasses.” Since The Triton began hosting monthly From the Bridge roundtable discussions, groups of captains have gathered around a table and set down a pair or two of glasses. We decided to learn more about what’s behind this vision. As usual, everyone at the August lunch had glasses on, around their neck or in their pocket. And several had a couple of pairs, with more at home, in the car or on the boat. “Last season I lost or broke at least six or seven pairs,” a captain said. To share their true stories, the individual comments from captains at this month’s The Triton From the Bridge luncheon are not attributed to any particular person. The attending captains are identified in the accompanying photograph on page 40. Every captain said he wears sunglasses while working on deck. And although the job is centered around the water, not everyone uses
See BRIDGE, page 40
Rumored denials of cruising licenses to U.S.- and foreign-flagged yachts in South Florida during the past several months have led key industry groups to ask U.S. Customs and Border Protection to explain recent interpretations of the law. Trey Reeder, director of the yacht division of customs brokerage firm Howard S. Reeder, is busy now with yachts scheduling trips to the United States and the Fort Lauderdale International Boat Show. “I am clarifying rumors with people
in Europe that are planning to come for the boat show,” Reeder said. “They call and say, ‘I hear I can’t come because I am for sale.’ ” A handful of yachts have been denied a cruising license upon entry in South Florida. The issue that seems to trigger the denial is the word sale. “If they are listed for sale, or are for sale, then CBP is saying you are here for sale, not for cruising,” Reeder said. “And CBP is saying that any offer for sale, even if not for sale in the U.S., you are still for sale. And they say even if you
PHOTO/SUZETTE COOK
Five days of Lauderdale show means $857.3 million to city In five days, last year’s Fort Lauderdale International Boat Show (FLIBS) generated $508.3 million in sales from show participants, according to a recent study. “That $508.3 million, those are direct sales,” said Phil Purcell, executive
Captain dies in crash Tractor trailer collides with Capt. Pat O’Brien’s motorcycle.
director of the Marine Industries Association of South Florida. “Unbelievable numbers, no matter how it breaks down.” Broaden the scope and the study found that the show generated $857.3 million in purchases and expenditures
See FLIBS, page 38
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Think you’re busy? Yacht chef and new mom opens taco restaurant in Ft. Lauderdale.
37
Where in the World
Taking off Capt. Todd Rapley shares his notes on a recent, successful cruise in Cuba as tourism continues to heat up.
See License, page 39
BACK IN TIME: The creative crew of M/Y Zoom Zoom Zoom welcomed guests on board a 1920s, Great Gatsby-era speakeasy during the Yacht Hop at the Newport Charter Show in late June. For more photos and news from the charter show, see pages 24-25.
By Dorie Cox
News
13
Events
Next Triton event Join us on the first and third Wednesdays of August.
46,47
Triton Survey Do you think uniforms impact crew morale? No 9%
Yes 91%
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Navigating The Triton
August 2016 The-Triton.com
What’s Inside Columnists Career
Plans to redevelop Bahia Mar withdrawn. 16
11 Owner’s View 12 On Course 22 Taking the Helm 23 Crew Coach
Operations 10 Rules of the Road 17 Sea Science 26 Engineer’s Angle 27 Diesel Digest
News
PHOTO/ © 2016 TARA EXPEDITIONS
1 Captains lunch 1,4,5,8,9,39 News 16 Marinas/Shipyard briefs 26 Fuel prices 28 Triton Survey 36,37 Crew news 44 Boat briefs
Research vessel Tara makes its only U.S. stop in Miami. 36
Write to Be Heard 43 Thoughts on Brexit 48 Publisher’s Point 49 Letters to the Editor
Interior 18 Crew’s Mess 19 Top Shelf 20 Stew Cues 21 Culinary Waves
Crew Health 32 Take It In 33 Ship Shape 34 The Yachtie Glow 35 Sea Sick
Associate Editor Dorie Cox, dorie@the-triton.com
The Triton Directory Catalina Bujor, cat@the-triton.com
45 Calendar 6,7 Networking photos 46,47 Next Triton events
Siete wins big in Newport. 24
Editor
Production Manager Patty Weinert, patty@the-triton.com
Events
Rediscover stir fry. 19
Suzette Cook, suzette@the-triton.com
Publisher Lucy Chabot Reed, lucy@the-triton.com Advertising Sales Catalina Bujor, cat@the-triton.com
Come together, every month. 7
Contributors Carol Bareuther, Capt. Andrew Brennan, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Peter Herm, Capt. Pancho Jimenez, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Brian Luke, Melissa McMahon, Scott McDowell, Rich Merhige, Keith Murray, Chief Stew Angela Orecchio, Capt. Debora Radtke,
Where in the World 13 Cuba 24 Newport Charter Show 54 Triton Spotter
Advertisers 50 Business Cards 53 Advertisers Directory Capt. Todd Rapley, Tom Serio, Capt. John Wampler, Capt. Jeff Werner
Vol. 13, No. 6
The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2016 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
News
The-Triton.com August 2016
Veteran yacht captain dies in motorcycle accident By Dorie Cox Capt. Pat O’Brien died from injuries sustained in a three-vehicle accident on I-95 in central Florida on July 17. A Chevy SUV pulling a boat blew a tire and careened into a semitruck, according to news reports. Capt. O’Brien’s motorcycle slid on its side and he was ejected. He was 64. Capt. O’Brien began his career as an electrician on ships then worked as an engineer on racing sailboats, according to a 2006 interview with him on the website CharterWave. O’Brien, c2006 In his career, CharterWave.com Capt. O’Brien worked rotation on the 230-foot M/Y Skat and as captain on the 95-foot M/Y Perfect Timing, the 102-foot S/Y Gleam, the 130-foot M/Y Bonheur II, the 142foot M/Y Namoh, and the 170-foot M/Y Dream. Capt. O’Brien was married 25 years to Robin Woods O’Brien, a charter broker with Fraser Yachts in Ft. Lauderdale. Friends expressed condolences on The Triton’s website and Facebook page, sharing memories of his work and his hobbies, which included building and flying his own aerobatic airplane. “I want just to think that he is flying with his red small airplane in paradise,” Giovanna Zuin, operations manager at Trieste Yacht Service in Italy, wrote. “He was a great captain, but first of all, a great person. It was a real pleasure to work with him.” Former Stew Rachel Rodrigues got to know Capt. O’Brien during his relief jobs on M/Y Victoria Del Mar.
“I will always remember his kindness, gentle nature and great sense of humor,” she wrote online. “Am so deeply saddened. My heartfelt sympathies go out to his family, friends and his soulmate, Robin. I’m so sorry for your loss. We shared many a bridge watch together, swapping stories about our global wanderings and love for animals,” she wrote. “He had such a beautiful outlook on life.” Vivien Godfrey, CEO of Bluewater Books and Charts, said Capt. O’Brien was a longtime customer. “We knew him as a very professional and detail-oriented captain,” Godfrey said. “He asked if he could spend a few days at Bluewater learning how to do chart correcting since he knew how important it was to have his UKHO charts correct and up-to-date. He was always a pleasure to work with, and we will miss his friendly face.” Friend and colleague Patti Trusel, charter broker with Pier One Yacht Sales, said he loved motorcycles. “He loved a lot of things – he loved his wife, he loved his animals – but he loved riding his motorcycle,” she said. “He would have rather had 64 years of doing what he loved to do than 90 years of being afraid. “But he wasn’t reckless,” she noted. “He was careful and methodical. And in 26 years, I never saw a ruffled feather on that man, over anything. He was such an even-keeled kind of guy.” In lieu of flowers, his family asks for donations to help his favorite causes, including Rails to Trails, U.S. National Parks and various animal rescues. For details visit www.gofundme.com/ 2f794fac. Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
Former yacht broker, sailor dies Former yacht broker Stephen Sadosky died July 12 after a three-year illness. He was 67. Mr. Sadosky had a career in the nuclear power industry before working in yacht sales. In 1989 he married Liz Dalton of Elizabeth Dalton Design, and opened Atlantis Yachts, a luxury powerboat brokerage. A memorial service was held in
West Palm Beach. In lieu of flowers, the family suggests donations to TrustBridge Health Hospice of Palm Beach County, 5300 East Ave., West Palm Beach (33407).
Sadosky
August 2016 The-Triton.com
News
Nice terrorist attack hits close to yachting’s heart On July 14, 84 people were killed and 303 injured when a man drove a truck into crowds celebrating Bastille Day on the Promenade des Anglais in Nice. While most yacht businesses are nearby in Antibes and Monaco, Nice is a hub of yachting activity since its airport serves the Cote d’Azur. Its port is popular with yachts awaiting guests. Coralyn Tracey, general secretary of the MYBA (the Mediterranean Yacht
Brokers Association), is based in Nice. “I am devastated, but none of us has been touched personally,” she said. “I checked with my team this morning [July 15] and everyone is OK, so far. “I just cried,” she said. “So many people will be affected by this tragedy.” The driver was a Tunisian man who lived in France. No ties to Islamic extremists had been established by deadline. – Staff report
Tragedy in Nice brings up lessons learned from 9/11 By Alene Keenan When I heard about the atrocity in Nice, I recalled the many times I was in port there, and the many times I walked along the Promenade des Anglais and admired the city. I wonder how many yachts were there that day and how many crew were out enjoying the evening celebration. My heart aches at the news of every act of terrorist violence. I always think back to how it felt to be in New York City for the Sept. 11, 2001, attacks on the Twin Towers. I learned some lessons since 9/11 that I wish I had been aware of at the time. There is a range of physical and emotional responses that people may experience after a trauma, and they are completely normal. Common immediate reactions are disbelief, denial, and then disorientation. Some people panic, while others feel completely frozen and numb and have to be helped to move out of the danger. Survivor guilt, feelings of grief, helplessness, and fear of future events may come up later, and may preoccupy those touched by violence longer than they expect. They may see changes in themselves or in the people around them. Mood swings are normal, going from laughing one minute to suddenly crying. It can be hard to concentrate, while some will ruminate on the event, and have recurring nightmares. Some people become withdrawn. Others become angry and might lash out inappropriately. It’s common to feel anger toward a particular religion or belief system. Sudden headaches, stomach problems, rapid heartbeat,
anxiety attacks, or digestive issues can develop. Some people might turn to alcohol, drugs, or food to feel better. The most important thing I learned is to take care of yourself and stay connected to loved ones after something like this. Don’t be afraid to talk about the impacts of the violence. Be gentle with each other. Keep active by alternating hard exercise with yoga and relaxation. Get a massage. Cry. Have a good laugh. Go to a museum or art gallery to remember the beauty of the world. Pray. Keep a gratitude journal and write something positive and meaningful every day. Keep work, play, sleep and diet balanced. Write about the event, and share it with others. Take the time it takes to heal. As sad as these events are, it is human nature to help. Whenever there is a crisis, there will be people who help. Look for the helpers, and chances are, yachties will be among them. With help comes hope and, eventually, healing. During a time of healing, people develop compassion and inner strength. Feel grateful for any moments of joy and peace. Bless others, and have hope for peace. Hope is a simple word that we take for granted until we need it, but hope is what keeps us going. There is so much darkness today; offer as much light and hope as you can. Alene Keenan is a 20-year veteran chief stew on yachts. In the fall of 2001, she was the new chief stew on the 163foot M/Y Mystique docked at Chelsea Piers in New York City and witnessed the events of Sept. 11. Comments are welcome at editorial@the-triton.com.
Triton Networking
The-Triton.com August 2016
MHG Insurance Brokers
M
ore than 150 captains, crew and industry professionals joined The Triton for networking with MHG Insurance Brokers on the first Wednesday in July in Ft. Lauderdale. The monthly event is a chance for old friends and new connections to talk while enjoying a beverage and snack. All Triton readers are welcome to join us. For details on the next event, click on “Next Triton event� on our website at www.the-triton.com. PHOTOS/DORIE COX
Triton Networking
August 2016 The-Triton.com
Kemplon Engineering
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bout 150 captains, crew and industry people joined us at Triton Networking July 20 with Kemplon Engineering. Samples of the engineering company’s skills were everywhere, including company signs and businesscard-sized bottle openers cut on its new CNC laser cutter. Make plans to join us on the first and third Wednesdays in August in PHOTOS/TOM SERIO Ft. Lauderdale.
News
The-Triton.com August 2016
News Briefs Seattle-based Novamar, a provider of marine and yacht insurance, now offers a Cuba Navigation Endorsement for U.S. yacht owners. Coverage can be added to existing Novamar Yacht Program policies start at $500. U.S. citizens with a legal reason to travel to Cuba can get the endorsement provided the proper permits have been applied for and issued, the company said on its website. A story in Insurance Journal said Novamar’s insurance program is placed with a U.S. insurance company so insureds are covered by state insurance department protections regarding financial security and claims handling.
in Tampa, immediately south of the Gandy Bridge on Tampa Bay. “This plant, which already has been operating as a full-service marine facility for decades, is perfect for Bertram in so many ways,” said Peter Truslow, Bertram Yachts CEO. “It will allow us to create a complete Bertram manufacturing and service center in one of America’s most popular yearround boating destinations. “ The 40-foot-high buildings and hightech fiberglass construction equipment already in place means the company can begin building its new Bertram 35 immediately. The first Bertram 60 will start construction soon, the company said in a statement.
Bertram settles on Tampa Bay
Sisters launch fuel company
U.S. company insures in Cuba
American boat builder Bertram announced July 14 that it has acquired a waterfront facility on Florida’s Gulf Coast where it will build new Bertram yachts as well as service and refit their customers’ vessels. The new Bertram world headquarters is an existing 120,000square-foot shipyard and marine service facility at 5250 W. Tyson Ave.
Sisters Marianne and Gail Vanstone, who have 35 years experience between them, have launched Tango Sierra, a South Florida-based international fuel agency. The sisters spent about a decade with Global Yacht Fuel and most recently with Mastco Oil. For more information, visit www. tangosierra.us.
Nautibuoy enters American market
UK-based Nautibuoy Marine plans to introduce its range of inflatable platforms (above) to the U.S. market, beginning at the Fort Lauderdale International Boat Show in November. It has appointed Dania Beach-based Nautical Ventures as its reseller in the U.S. Clay Builder and Nina Anderson, the entrepreneurs behind the Nautibuoy product, received global recognition for their innovative design, winning a DAME Award at METSTRADE, the marine equipment trade show, in Amsterdam last year. Since then, the couple has secured more than 20 resellers in key yachting territories across Europe, as well as signing an agreement with one of the UK’s biggest boatbuilders. “We are very excited for Nautibuoy to debut in America this autumn,” Builder said. “America boasts the biggest leisure boat market in the world, so it is only logical that this is the next step in our growth strategy.” Launched in the UK in April 2015, Nautibuoy Marine’s inflatable platforms feature a patent-pending modular air-toggle connection system. They have a range of uses from a swim and sunbathing platform to a jet-ski dock or as a sturdy base for carrying out essential maintenance tasks. “We cater to a large yacht clientele who come to us for yacht tenders and toys,” said Roger Moore, CEO of Nautical Ventures. “Nautibuoy will be the perfect complement for them to add to their quiver of yachting necessities.” Inflation times range from 1.5 minutes to 3.5 minutes for the largest one, which weighs 42kg and is easily stowable, the company claims. In related news, Nautical Ventures has opened its third South Florida showroom at 1501 Broadway in Riviera Beach, Fla. The decision to open the store comes in the wake of new expansion at Riviera Beach Marina and the Rybovich Yachting Center, adjacent to the new dealership. The new store will focus primarily
on boat and tender sales, as well as service, and will expand its boat lines to include several new brands not inventoried at Nautical Ventures’ two other locations. One block east of the new dealership at Riviera Beach Marina, Nautical Ventures has a rental kiosk for kayaks and stand-up paddleboards. For more information, visit www. nautibuoymarine.com or www. nauticalventures.com.
Patti Trusel and Len Garofoli have launched the charter division at Pier One Yacht Sales in Florida. PHOTO/SUZETTE COOK
Broker joins Pier One Yacht Sales
Veteran charter broker Patti Trusel has joined Florida-based Pier One Yacht Sales to launch its charter division. Brokerage owner Len Garofoli said the charter business started slowly about five years ago when a few clients began asking for it. Garofoli decided to hire someone to launch an official division of his company to focus exclusively on charters. His search led him to Trusel. She has helped at least three other companies start and build charter divisions in her 30-year career, including Bradford Marine and B&B Yacht Charters. “I tried to be sarcastic and tough when we talked, when I was giving him direction, but everything I saw, I saw he was really dialed in,” she said. “He was realistic; he was not going to redesign the charter industry. So I said yes.” Garofoli and his partner, Tony Mondello, started Pier One in 2004. It now has six offices across Florida’s southwest coast and 40 brokers. Trusel is based in Ft. Lauderdale. Though a little out of his element as a sales broker, Garofoli said he was excited to have Trusel take his company to another level. “What excites me is that everyone I talk to – even after we brought her on board – says what a fantastic choice we made,” Garofoli said. “That makes me feel good,” Trusel
News
August 2016 The-Triton.com
News Briefs said. “This has been my whole adult life, in the charter industry. And it matters. If I had spent 30 years doing this and someone didn’t think highly of me, that would be disappointing.” – Lucy Chabot Reed
Mike Yorston, director of sales for Aere Marine Group, shows off the work of Vermont artist Ray Sousa on PHOTO/SUZETTE COOK a fender cover.
“The idea is to try to give artists exposure and create art on the vessel,” he said. “Instead of hanging paintings or art on the inside of the boat, why can’t we hang it on the outside of the boat? So we could use the whole side of the hull as a gallery.” Yorston’s goal is to create a designer line of fender covers. “You have your everyday fender covers when you’re on the dock,” he said. “If you’re going to the yacht club, we want to create a Louis Vuitton or Gucci fender cover. “We’re thinking about doing a challenge for the crew,” he said. “Maybe get some of the crew involved and see what they come up with and raffle the art off for a charity.” – Suzette Cook
Fenders turn hulls into galleries
Calendar to raise money for cancer
Mike Yorston thinks artwork on yachts shouldn’t just be displayed on the inside. The director of sales at Aere Marine Group is working with artists to showcase their work on inflatable fenders.
Ft. Lauderdale-based National Marine Suppliers has launched its first Yacht Life 4 Life Swimsuit Calendar contest. In an effort to raise awareness and money for breast cancer research, NMS is inviting women in the yachting
industry to model “exciting yet tasteful” swimsuits for a new calendar. All money raised from the sale of the calendars will go to raise awareness, provide medical care and save lives of those affected by breast cancer. The contest is open to women working in the yachting industry. The backgrounds of the photos should be yachting related, such as in a wellknown port or marina, at the dock, with tenders or jet skis, or with yacht toys. Find out all the contest rules at www.nationalmarine.com/ swimsuit-calendar. Entries are being accepted until Sept. 30 at calendar@ nationalmarine.com.
YPI hosts photo contest
Yachting Partners International (YPI) has launched its first Photo of the Year competition. Crew are invited to submit photos on the theme of Quality Time at Sea. Photos could be their experiences, sights and memories, anything that exemplifies the beauty, the fun and the exclusivity of life enjoyed at sea.
Crew can enter up to four photos by Sept. 4. A panel of experts including two professional photographers will pick the winners in four categories: art/abstract, fun/lifestyle, action/ adventure, and nature/landscape. Winners have the chance to win prizes including cameras and champagne as well as have their winning picture displayed at YPI’s booth at the Monaco Yacht Show. For all the rules and an entry form, visit www.ypigroup.com/en/photocompetition-2016.html.
Hill Robinson turns 15
Hill Robinson Yacht Management celebrates its 15th anniversary this year. Opened in 2001 in London and Antibes, Nick Hill and Niall Robinson started with six yachts under management and a team of four. The company now has five offices worldwide and more than 50 staff. Its services now include charter management, new construction and special projects, crew employment, and corporate services.
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The-Triton.com August 2016
Crew repatriation law requires financial proof Rules of the Road Capt. Jake DesVergers
As regular readers know, the Maritime Labour Convention (MLC) has been a topic frequently discussed in this monthly column. In the past 10 years, it has been a major regulatory instrument affecting nearly every vessel on the water. After 12 years of development and nearly eight years of waiting for approval, the MLC finally entered into force on Aug. 20, 2013. It sets out seafarers’ rights to decent conditions of work, on a wide range of subjects, and is intended to be globally applicable, easily understandable, readily updatable, and uniformly enforced. It has been designed to become an international instrument known as the “fourth pillar” of the regulatory regime for quality shipping, complementing the key Conventions of the International Maritime Organization (IMO) such as the International Convention for the Safety of Life at Sea, 1974 as amended (SOLAS), the International Convention on Standards of Training, Certification and Watchkeeping, 1978 as amended (STCW) and the International Convention for the Prevention of Pollution from Ships, 73/78 (MARPOL). In April 2014, the agency responsible for implementation of the Convention, the International Labour Organization (ILO), agreed to amendments of the MLC. These amendments were to
implement the principles agreed in 2009 by the IMO/ILO financial security working group. These amendments will enter into force Jan. 18. One of the key amendments to take effect in January will deal with financial responsibility for the protection of crew. Ships and yachts that are subject to the MLC will be required to display certificates issued by an insurer or other financial security provider. The displayed certificate will confirm that insurance or other financial security is in place for the cost and expense of crew repatriation.
Beginning Jan. 18, yachts subject to the MLC will be required to display certificates that confirm that insurance is in place for the cost and expense of crew repatriation. It will also financially guarantee up to four months contractually entitled arrears of wages and entitlements following abandonment. An additional certificate will also be required for liabilities arising from contractual claims of seafarer personal injury, disability or death. To assist owners in complying with these financial security requirements, all of the major shipping P&I Clubs plus
several major underwriters propose to provide the necessary MLC documents described above. These same entities plan to indemnify seafarers directly should the requisite MLC event occur. However, a further stipulation is proposed for an insurer’s indemnity from members in respect to entitlements following abandonment. These new MLC liabilities are expected to be excluded from existing pooling arrangements, as applicable. The major P&I Clubs have agreed to participate in a separate group reinsurance arrangement, which will address aggregation of risk in the event that a club becomes liable for a member’s financial default resulting in seafarer abandonment. Placing this reinsurance is a work in progress, but discussions with the reinsurance market have been positive. On the issue of certificate format, P&I Clubs and insurers are communicating with a number of Flag Administrations. This is being done to establish a common approach amongst the existing 76 Member States that have already ratified the Convention. As MLC is applicable to all yachts engaged in trade, it is imperative that owners establish contact with their insurance companies as soon as possible. As of the January date, it will be mandatory to display proof of this coverage. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB). Contact him at www.yachtbureau.org.
August 2016 The-Triton.com
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Instead of under promising, best crew will over deliver He was gently reminding me that I needed to learn to do what he does, Owner’s View which is set the correct expectations Peter Herm and not over promise. Good advice for me. Duly spanked, I have sent an As in any business, captains and updated e-mail to the guests clarifying crew are not in complete control of some of the supply challenges. the outcomes of almost anything they This same theory could come in do. They cannot control the weather, handy for vendors. But I do think that mechanical malfunctions, vendors, smart crew will help the vendors by contractors or many other variables constantly probing them on the reality that make up the boating life, no of the expectations they set. matter the size of the boat. This week’s example of vendor A successful crew will attempt to negligence comes from a supplier in factor the inevitable unknowns into Sweden. One of the components in our their planning and, most importantly, drive line failed. The parts had to be set and continually manage owner custom made and were to be shipped expectations accordingly. to the boat in Sicily with a four-week A recent example of crew lead time. “managing” an owner might be the use The vendor promised the parts of our guest preference form. We had would arrive on a specific day by offered the use of the air freight. The boat to our favorite engineer made customer in the the appropriate A successful Adriatic this summer. arrangements with crew will factor the The guests were not the local customs inevitable into their familiar with the officials to get the planning and, most ludicrously spoiled parts cleared quickly. life of big boaters, He also arranged importantly, set and and were curious for an additional continually manage about the preference engineer to fly in owner expectations. sheet I sent them to speed up the prior to their cruise. install and meet In my typical a busy schedule fashion, the and crossing to preference sheet was accompanied Montenegro. by my effusive e-mail about how the As is sadly fairly typical, the vendor crew would bend over backward to called on the scheduled day of arrival accommodate their every desire. I to say the parts had in fact not shipped went on at length about how the crew yet. This vendor knew full well that is wonderful, and for the guests to be the parts would not be ready on the specific in their preferences for food, designated date and should have called activities and itinerary. days or weeks earlier to modify the I copied the captain on this e-mail as promises made and expectations set. I believe that the best communication This would not have been a fun call to is direct communication, and there is make, but it would have saved everyone no need for me to be in the middle. a lot of pain, time and money had they After reading my e-mail, I got a call called in advance. from the captain asking me to temper Naturally, when the parts did finally my language and promises. Wisely, arrive, they were wrong and did not fit. he wanted to deliver on whatever Such is boating. But it is better done promises I made to the guests, but was with expectations set by everyone not sure he could live up to the high involved on all sides of the equation, expectations I had set. including me. Lesson learned. Again. He pointed out that given their High tide only and bow west. location, (I like remote places and stay as far away from the “hot spots” as Peter Herm is the pen name for humanly possible) the crew may not a veteran yacht owner who is an be able to deliver on my overly broad entrepreneur based on the East Coast of promises of specific tequilas, scotches, the U.S. Contact him through editorial@ beers and other less important items. the-triton.com.
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The-Triton.com August 2016
Safety culture starts with yacht leadership On Course Capt. Brian Luke
Safety and training are key elements of any well-managed vessel and crew. Developing a safety culture onboard any yacht takes practice and time. But how do you define and measure a good safety culture? According to the International Maritime Organization (IMO), “An organization with a safety culture is one that gives appropriate priority to safety and realizes that safety has to be managed like other areas of the business. For the shipping industry, it is in the professionalism of seafarers that the safety culture must take root.” Take note that the IMO points out that safety must take root in the professionalism of the crew (seafarers). The IMO also gives us the keys to develop a good safety culture: l Recognizing that accidents are preventable through following correct procedures and established best practice; l Constantly thinking safety; and l Seeking continuous improvement. It is widely agreed that 80 percent of all accidents and incidents are caused by human error. However, it’s unusual for new types of accidents to occur onboard most vessels. Generally speaking, the same or similar accidents continue to occur on various vessels year after year. These accidents are most likely violations of established procedures and practices, if, in fact, the procedures
are set in place. These mistakes, or more aptly termed violations of good practice, can be easily avoided. Those who make them are most often completely aware of what they do and understand that they cut corners. They may have taken a shortcut that they should not have taken. This is important because we know what accidents are likely to occur and under what conditions. We can develop safe procedures and practice certain functions, exercises and drills that help reduce the probability of one of these accidents occurring. Every accident starts with an unsafe act or the omission of a required act. Every accident is caused; it does not just happen. The challenge for those saddled with the responsibility for training crew is to keep these unsafe acts down to a minimum by developing the required essential safety skills and developing positive attitudes needed to ensure safety objectives are met. The goals are to inspire crew toward positive self-regulation and to encourage personal responsibility of established practices. Each crew member should make internationally recognized safety principles and best industry practices an integral part of their own personal standard. Safety is everyone’s responsibility, but who is responsible for making sure it happens? Safety must always start at the top. The leadership of any yacht or organization is ultimately responsible for creating and managing the culture as a whole and safety in particular. Managing the culture onboard is of
great importance for the overall success of the yacht. Fostering the previously cited IMO ideal of crew professionalism is at the heart of this culture. Professionalism in our industry and the resulting elements, including an ever-present emphasis on safety, is a long-term investment and not a cost, unlike all of the other expenses associated with running a yacht. It is a leader’s duty to inspire a culture of safety. But it cannot be turned on and off like a switch. The culture takes time to build, and it needs to be consistent. If the crew senses that changes are not lasting, they are not likely to embrace them. Only with strong and consistent leadership from the top is it possible to improve an organization’s safety culture. The quality of the yacht’s overall culture will impact the safety of the yacht and hence its safety culture. Each crew must look at how their yacht’s culture affects the activities of the crew. It must be a culture that enables, promotes and rewards safe acts. It is not possible for a yacht to have an excellent safety culture but have a poor culture in terms of workplace cleanliness or crew communication. All aspects of a yacht’s culture are interrelated. Remember, safety is no accident, so train regularly to keep your career on course. Capt. Brian Luke is chief operations officer for International Crew Training in Ft. Lauderdale. Contact him through www.yachtmaster.com and Brian.Luke@ yachtmaster.com.
Where in the World
August 2016 The-Triton.com
Cuban yacht agent PlĂĄcido Vega and M/Y Fortuna Chef Maree pick up provisions at a fruit and vegetable market in Havana. PHOTO/CAPT. TODD RAPLEY
Knowing what to expect enhances a visit to Cuba By Capt. Todd Rapley After spending the three weeks this summer in Cuba, cruising between Havana and Varadero, I write this to spread the word and make other captains and yacht owners’ experiences a little easier. It starts with setting realistic expectations. The three most important things I can share relate to information, communication and money. 1. The lack of information or misinformation on how to come into or cruise in Cuba is substantial. Know that there are few, if any, restrictions imposed by the Cuban government on bringing a yacht to Cuba. Issues appear to be created by America due to the embargo. American companies still cannot trade directly with Cuba, and this becomes a major issue for yachts regarding insurance. It will take time to gain an insurance policy that covers a yacht in Cuban waters, although it is possible using European companies. Crew and guest visas are automatically provided on entry, though it is best to use a local agent and provide that person with crew and guest lists before any trip. Visas were 75 pesos when I was there, up from 15 recently due to the opportunity of income from tourism. Canadians
have been the biggest tourist group, and officials now say Americans have already become second biggest, overtaking Europeans. A cruising document is also provided upon entry for moving between ports. Yes, there are numerous documents to complete and officials to have aboard, recording the same information at arrival, prior to departure, between each port and again at arrival at the next port, but this should be expected for a country that is still evolving. This is no different than what is required in many other countries around the world. Still, it is different than cruising in the Bahamas or Mediterranean. Paper shuffling is unproductive and time consuming, but at least all the officials come to the yacht unlike in the United States. Coca Cola, chocolates and apples are all good consumables to share with officials. Typically, visitors will see the following officials aboard at each stop, regardless of whether it is initial clearing in or simply domestic movement. All were exceptionally friendly. All had the best interests of Cuba in mind and appeared to ensure the yacht had a positive experience. There will be a doctor for health
See CUBA, page 14
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Where in the World
The-Triton.com August 2016
Accept that cell phones, internet will not work as expected CUBA from page 13 status; port authority for clearance in and out; customs and immigration; veterinary for animal products, including frozen meat; and agriculture for plant, fruit and vegetable products. Do not bring tropical fruit or vegetables into Cuba. Do not bring meat that is not in its original sealed and labelled packaging. Eggs and chicken are sensitive items due to bird diseases around the world. They may be confiscated, ordered to be eaten only aboard, or prohibited from being used or disposed of while in Cuba. Provisions availability is basic. The fruit and vegetables available are dictated by the season, but what is there is great. Bring in what will be needed, except rum and cigars. 2. Internet and cell phone access is challenging. We had one issue while in Cuba, which was due to a contact outside the country assuming Cuba was like their country, on broadband with 4G networks. U.S. mobile phones do not work in Cuba. There is no data option on
any phone so we cannot connect to the internet by cell phone. Satellite phones are frowned upon and may be requested to be bagged and secured while in Cuba. However, ours worked for phone and internet just as they do elsewhere in the world. Internet is not readily available. In Varadero, we accessed internet at the hotel. Havana has hotspots, which didn’t work in the cruise ship terminal in the port. The same goes for Marina Hemingway; we could not obtain the local ETECSA internet provider. It appears that any email account with a U.S.-based server does not work. The same seems to be the case with websites and social media. Some work and others don’t. If anything is urgent, it is best to phone rather than wait for email response. Email is usually checked only once a day. Emails arrive one day, checked the next, and then responded the following. The concerned party was available all day, every day, by phone. It appears that only U.S. mobile phones do not work in Cuba. It is easy to obtain a Cuban SIM card from the
local yacht agent. We also found our Bahamas and UK mobile phones worked as phones only (to accept and send calls and texts). 3. Cuba is a cash society. Based on discussions we had with locals, it is not because of dodging taxes or a black market system but because people live within their means. They don’t have credit cards or loans to run up debt. U.S.-issued credit Capt. Rapley at the world-famous cabaret show cards do not work in PHOTO PROVIDED at the Tropicana in Havana. Cuba. That includes cards is converted with additional tax due from foreign financial institutions that are owned by America to the embargo. Everything is more expensive to tourists, although local or American banks. products and services are relatively For cash, there are two forms of cheap compared to the U.S. or Europe. peso: the local peso and the Cuban In general, Cuba is value for money, convertible peso. The convertible peso, with most basic things generally cheap. also called CUC, are for tourist and For example, beer is $1-$2, leather luxury items. Locals get paid in local handbags $20-$30. Luxury items are pesos at a rate of one CUC to 24 pesos. considered anything American, if The euro is the easiest currency it is available, as well as shampoo, to convert, although the U.S. dollar
Where in the World
August 2016 The-Triton.com
Capt. Rapley picked up guests from the airport in a vintage car ‘for the PHOTO CAPT. TODD RAPLEY wow factor’. sunscreen, cooking oil, etc. We saw name-brand sunscreen at $25 a bottle, about the amount the average Cuban worker earns in a month. Bring lots of cash, as there is no guarantee a foreign credit or ATM card will work. Expect unexpected costs, enticing experiences that were not budgeted and trinkets to buy. If Marina Hemingway in Havana is full (which it is in peak times and during fishing tournaments), the only alternative for large yachts is the cruise ship terminal, which is expensive as a yacht is treated as a cruise ship. A good alternative is Marina Gaviota in Varadero, which holds 1,060 yachts, but it is a day trip or hotel overnight to Havana. There is no guarantee of shore power or dock water at any marina.
Dockage
Marina Hemingway, Havana Approach channel is well marked with safe water buoy and port and starboard channel marks. End of channel has a 90-degree turn to the customs and immigration dock. All boats stop here for entry formalities. Channel and corner are narrow for superyachts. Suggest arriving in daylight. Channel No. 2 and slips 201-215 were used for superyachts while we were there. Terminal Sierra Maestra 015, Cruise Ship Terminal, Havana A pilot is required to enter Havana port, irrelevant of size. The port also does not have services such as water, power or garbage removal. Port water is polluted, and if it rains, the odor is unpleasant. The wharf has large cylindrical rubber fenders (yoko fenders), which does not allow the sea stairs of most yachts to reach the dock. Marina Gaviota, Varadero Still under construction in June, though nearing completion. Approach is well marked. Port authority does not currently respond on VHF due to lack of English but still receives the call and will advise dockmaster, who will respond if on duty. Suggest arriving
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Our average dockage costs in June: Marina Gaviota in Varadero: just under CUC$2 per foot Marina Hemingway in Havana: just under CUC$3 per foot Havana Port Cruise Ship Terminal: CUC$4,000 for four days (port agency fee was CUC$1,500, irrelevant of length of stay or number of people aboard)
Patience please
The Cuban people are friendly and appear happy and healthy. There does not appear to be anyone on street corners begging or homeless. The hardest issue for Cuba going forward will be the rapid increase in the number of tourists. Let’s hope Cuba doesn’t get overrun as many other Caribbean islands have. It does take time to get things done. Paperwork is repetitive. Permission is required to launch tenders, and locals cannot come aboard the yacht without a permit, but a yacht agent will make all this paperwork run smoothly. Capt. Todd Rapley runs the 100foot Palmer Johnson M/Y Fortuna. Comments on this story are welcome at editorial@the-triton.com. in daylight. Water pressure excellent. All berths for smaller boats are sternto with bow lines from mooring ball.
Agents
Here are the helpful contacts we used to make our first (of many) visit successful. l Plácido Sánchez Vega is based in Cuba. He was an engineer for the Cuban Fisheries Department and lives in Havana. His English, knowledge, Cuban contacts and problem-solving skills are excellent. He has a long list of superyachts he has assisted. Cell: (535) 279 52 64 Office: (537) 831 54 63 Office address: Hotel Habana Libre, Ofic 321, 3er floor, L street between 23 & 25 streets, Vedado, La Habana, Cuba Email: operations@ megayachtcaribbean.com l E. Maria Karlsson, a Floridabased insurance agent, was able to obtain our yacht six weeks of coverage per stay, as opposed to two weeks typical with other agents. 333 Las Olas Way, CU1, Fort Lauderdale, FL 33301 Cell: +1 754-234-4325 Office: +1 954-323-6733 Email: info@syig.co
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Marinas / Shipyards Bahia Mar plans withdrawn
A letter to withdraw plans to redevelop Bahia Mar, home to the Fort Lauderdale International Boat Show, was sent to the city on June 17. Show Management and the Marine Industries Association of South Florida have expressed disappointment. As producer and owner of the show, respectively, the two groups have worked with the current lease-holder and developer, TRR Bahia Mar, LLC/RAHN Bahia Mar LLC, and the landowner, the city of Fort Lauderdale, to ensure a future home for the show at Bahia Mar. A statement signed by Efrem “Skip” Zimbalist III, president of Show Management, and Phil Purcell, executive director of MIASF, stated that the groups “actively supported the boat show facilities contained in the proposed site plan”. The plan was submitted to rezone the area to allow for condominiums in two 29-story towers, a public promenade/park and a permanent home for the boat show. The letter of withdrawal states that
parties could not come to agreement on several key issues including the lease for FLIBS, the site plan, and the lease with the city. –Dorie Cox
St. Kitts marina doubles fuel speed
Christophe Harbour in St. Kitts now boasts the second largest inmarina fuel tank (48,000 gallons) in the Caribbean after St. Thomas’ 50,000gallon tank, according to Capt. Aeneas Hollins, director of yachting for The Marina at Christophe Harbour. It serves ultra-low sulfur diesel fuel. “Now we have the fastest fuel, the biggest tank and the cheapest fuel in the Caribbean,” Hollins said. “And it’s Sol fuel. As a captain, you know the difference between Sol and any other supplier, quality-wise. And we have no bridge restrictions, so you can arrive at 3 in the morning, if you dare.” The conversion occurred in April, and high-pressure fuel can now be pumped at a minimum of 125 gallons a minute, versus about half that with trucks. There is also a dedicated fuel slip so yachts can touch and go, said
Dockmaster Linda Pearson. The marina has 24 berths for yachts up to 280 feet (85m). Slips also include water, power (three-phase, 480-volt), wastewater pump-out and wi-fi. This season, 70 yachts over 100 feet visited the marina, which is still developing its upland amenities. It began accepting yachts 16 months ago. Plans include an on-site customs office sometime next year, but likely not in time for next season, Hollins said, though customs is expected to be on site in a temporary facility. – Lucy Chabot Reed
City rejects Las Olas bids
City commissioners rejected in June two bids submitted for the redevelopment of Ft. Lauderdale’s Las Olas Marina. Both IGY Marinas and Suntex Marina Investors submitted multimillion-dollar bids to revive and upgrade the marina, but commissioners were unclear on several factors of the proposals, especially when rent payments would begin and how they would be determined.
Because the bid documents were unclear, commissioners asked the companies to help clarify the guidelines, and then resubmit their bids. Meetings are planned for this summer. The marina is on the east bank of the Intracoastal Waterway just north of Las Olas Boulevard.
Suntex to match donations
Dallas-based Suntex Marinas, owner and manager of more than 40 marinas, is matching all employee and member donations to a Texas group that helps the families of fallen first responders after the shooting deaths of five police officers in Dallas in early July. The company says it will match all donations made ending in $0.29 to the Guns and Hoses Foundation of North Texas. The company will match contributions up to $10,000.29. Two of its properties can acept large yachts, including Yacht Club Port de Plaisance in St. Maarten and Liberty Landing Marina in New Jersey. It has submitted a bid to redevelop Las Olas Marina in Ft. Lauderdale.
Operations
August 2016 The-Triton.com
Ocean salinities have remained consistent for millions of years Sea Science Scott McDowell
The strong salinity of seawater is known by all, and variations can sometimes be detected by taste. But on the global scale, salinity is remarkably similar among all the major oceans. Although rivers continually add fresh water and dissolved minerals to our oceans, and rains reduce the salinity of surface waters, our oceans are in a steady state with regard to salinity concentrations worldwide. Ocean salinities have not changed appreciably in hundreds of millions of years. How did the oceans get so salty? It occurred 4 billion years ago as the Earth was forming. All minerals were molten, and the heaviest metals (iron, nickel and others) moved toward the Earth’s core while lighter elements (hydrogen, oxygen, sodium, chlorine, nitrogen and others) rose and formed the Earth’s crust and atmosphere. Water molecules were initially vaporized, but as the Earth cooled, they converted to liquid state, causing intense rains over millions of years. As the water flowed into low areas, it aggressively eroded the new surface materials, dissolved many minerals and carried them into the new ocean, resulting in a complex mixture of mineral salts. The two mineral ions that are most abundant in seawater are sodium and chloride – our common salt when combined in a solid form. They make up over 90 percent of the dissolved minerals in seawater, and the average concentration is 35 grams of salt in 1,000 grams of seawater. Analytically, this concentration is called 35 parts-per-thousand (ppt) salinity, and it equates to one teaspoon of salt in an 8-ounce glass of water. This sounds minimal, but it’s equal to 120 million tons of salt in a cubic mile of seawater. On a global basis, if all the dissolved salt in the oceans were removed, dried and spread over the earth, it would create a layer 500 feet thick. Water certainly is a fascinating molecule. In its liquid state it can dissolve high concentrations of minerals, but in gaseous (water vapor) or solid (ice) phases, water cannot cope with minerals so these phases of water are
essentially salt free. Rain and sea ice contain no salt. Are the world’s oceans becoming saltier? The quick answer is “no.” Many physical processes are affecting ocean salinity today, but on average, changes are not occurring on a global scale. At high latitudes, formation of sea ice increases the salinity of local seawater because salt is left behind as sea ice forms. But in summer months, sea ice and glaciers melt and salinities of surface waters are reduced. High precipitation near the poles also contributes to reduced salinities of surface waters. In contrast and at other locations, strong evaporation of surface waters increases salinity, with the Mediterranean Sea being a fine example. Dry winds over the Med result in much more evaporation than precipitation, with one vertical meter of water being lost to the atmosphere each year; replacement occurs via Atlantic waters entering through the Straits of Gibraltar. The Red Sea also has relatively high salinity due to excess evaporation over precipitation but the highest salinities (over 200 ppt) are found in the Dead Sea where evaporation is very high and the sea is an enclosed basin without inflow or outflow via rivers. Below the sea surface, geological processes contribute mineral salts to the sea water. Subsurface volcanoes spew minerals into abyssal waters, and deep hydrothermal vents also release minerals near the seafloor. But these energetic processes have little effect on global salinity. Dissolved calcium and silica have low concentrations in seawater, mostly because they are consumed by marine organism, whereas sodium and chlorine are not reduced by biological processes. Our Great Lakes do not taste salty nor do other smaller, freshwater lakes. This isn’t because they lack dissolved minerals. Actually these lakes contain appreciable concentrations of minerals, but not sodium, which gives water the salty taste we are familiar with. Scott E. McDowell has a doctorate degree in ocean physics, is a licensed captain and author of Marinas: a Complete Guide available at www. scottemcdowell.com. Contact him at scott@scottemcdowell.com.
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The-Triton.com August 2016
Key Lime Pie pan is nudged (15 to 17 minutes). Let cool completely on a wire rack.
Crew’s Mess Capt. John Wampler
Key limes are a different variety of citrus to the Persian lime we normally find in the grocery store. Key limes have a more complex, citrusy and slightly herbal flavor than the Persian variety. This is why regular limes cannot be substituted to make a good Key lime pie. Key lime harvest in the U.S. is in November. However, the juice of the Key lime may be purchased year round. Look for it in the juice aisle. I prefer to go to a well-known grove stand west of Florida’s Turnpike on Griffin Road and buy it by the gallon. The first thing you will notice in this recipe is that I use a 9-inch springform pan instead of a standard pie pan. The reason for this is because I will be adding a meringue as a topping instead of whipped cream and the springform pan allows me more room to create. Besides, I’ve never heard anyone say that a piece of Key lime pie was too big. For the crust: 1 14-ounce box graham crackers, crumbled by food processor 2 sticks unsalted butter, melted in microwave and cooled 5 Tbsp sugar Heat oven to 375 F. Combine graham cracker crumbs, butter, and sugar in a medium bowl; mix well. Press into a 9-inch springform pan and
bake until lightly browned, about 15 minutes. Remove from oven, and set on a wire rack to cool completely. For the filling: 2 cans (14 ounces) sweetened condensed milk 6 large egg yolks 2 cups Key lime juice 2 Tbsp grated lime zest, plus more for garnish (about 8 limes) Lower oven to 325 F. In a medium bowl, gently whisk together condensed milk, egg yolks, Key lime juice and zest. Pour into the prepared, cooled crust. Return pie to oven and bake until the center is set but still quivers when the
For the meringue: 4 large egg whites, at room temperature 1 cup sugar 1 pinch cream of tartar ½ tsp pure vanilla extract ½ tsp Key lime juice Fill a medium saucepan one quarter full with water. Set the saucepan over medium heat, and bring water to a simmer. Combine egg whites, sugar, and cream of tartar in the heatproof bowl of an electric mixer and place over saucepan. Whisk constantly until sugar is dissolved and whites are warm to the touch (about 3 minutes). Test by rubbing between your fingers. If it’s gritty, continue whisking until smooth. Transfer bowl to electric mixer fitted with the whisk attachment, and whip -- starting on low speed, gradually increasing to high -- until stiff, glossy peaks form (about 10 minutes). Add vanilla and Key lime juice, and mix until combined. Spread or pipe meringue immediately. With a kitchen torch, lightly brown the meringue peaks and serve. You will have extra meringue. Pipe it onto a cookie sheet lined with parchment paper and bake at 275 F for 30 minutes for meringue cookies. Enjoy, JW Capt. John Wampler has worked on yachts for more than 25 years. Contact him through www.yachtaide.com
Interior
August 2016 The-Triton.com
Chicken, mixed vegetable and egg fried rice 1 cup scallion tops, sliced
Top Shelf Chef Mark Godbeer
As recently as two years ago, had anyone offered me fried rice, my nose would have wrinkled. My lack of appreciation for rice and the unsophistication of the dish were two egotistical hindrances that denied my taste buds what I now know to be nothing short of a foodgasm. My recent travels to Asia were educational and eye opening, enlightening my palate to what was once a foreign concept of fried rice and to what it can be when given a personal touch. This dish hits every note imaginable. The cohesion of flavors and textures broadens its place on the food spectrum from comfort food to fine dining. My recipe is a guideline, to say the least. This can be as adaptive as your imagination and available ingredient supply will allow. My wife and I love eating this at home. When it’s for a crew dinner, it’s a given to make extra so their respective families are dining on it that evening as well. Ingredients: 5 chicken breasts 5 Tbsp olive oil 1 Tbsp Chinese 5 spice 1 tsp chili flakes 4 cloves garlic, crushed 1 large butternut squash, peeled and diced into half-inch cubes
3 tsp coconut oil 1/4 stick salted butter 3 pounds button mushrooms, thinly sliced 1 pound broccoli florets, cut into small florets 1 red onion, sliced 1 bird’s eye chili, deseeded and chopped fine (optional) ¼ cup Kecap manis ¼ cup soy sauce ¼ cup sweet chili ¼ cup lime juice 4 cups cooked rice 1 cup cashews, chopped roughly 6 eggs 2 avocados, cubed
In a bowl, mix the chicken breasts with olive oil, Chinese spice, chili flakes and garlic, and lay out on a baking sheet. In another mixing bowl, combine the butternut and coconut oil. Lay out in a baking sheet. Season both trays and place in an oven set at 375 F and roast until both are done. Chicken should take 7-10 minutes and the butternut closer to 20 minutes to soften and brown. Remove and set aside. When chicken has cooled, shred. In a heavy bottomed pan, brown the butter and add the mushrooms, salt and pepper, and cook at a high heat for 5 minutes. Set aside in a bowl. Steam the broccoli, and set aside. Drizzle a little olive oil in a large shallow pot/wok/pan and sauté the onions for 5 minutes. Add the chilis if you are using them and cook 5 minutes more. Add the sauce component ingredients and simmer for 2 minutes. While still stirring, add the shredded chicken, butternut, mushrooms (and their liquid), broccoli, rice and cashews. Dry the eggs in a separate pan, breaking the yolks and scrambling them, then add them to the rice. Season to taste. Plate immediately garnishing with the avocado and scallion tops. Enjoy. Mark Godbeer has been a yacht chef for more than 10 years. Contact him through chefmarkgodbeer.com.
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Safety and integrity of interior is a stew’s responsibility Stew Cues Alene Keenan
Most yachts compartmentalize interior department duties into three sections: service, housekeeping and laundry. In addition, stews do regular and detail cleaning; daily, weekly and monthly cleaning; guest-on and offcharter cleaning; and shipyard, refit and under way cleaning. This level of cleaning requires strength, flexibility and stamina. Space limitations mean stews will work in uncomfortable positions, as they stand, lift, bend, squat, kneel, reach and twist. Often, stews work together on lists,
which include dusting, vacuuming, washing floors, polishing metal and caring for artwork. Stews clean and stain-treat furniture, upholstery, carpets and draperies. With guests on, add turn-up cabin service in the morning and turn downs at night. Stews are responsible for guest common areas including the main salon, dining room, pantries, foyers, stairwells, cabins, hallways and lounges. They clean the crew mess, bridge, captain’s cabin, laundry room and, occasionally, crew cabins. Stews clean refrigerators, appliances and vacuum cleaners. They clean air handlers and change filters. Stews are responsible for daily dusting and vacuuming, keeping
windows, wall panels, stair rails, mirrors, glass and polished surfaces fingerprint-free. Stews fluff cushions, straighten magazines, keep track of miscellaneous guest items, water plants and flowers, and gather up wet towels and swimwear. Stews launder, iron and fold clothing, then return laundry and manage closets and wardrobes. Solo stews and deck/stews do all of this alone, plus work on deck. The bottom line, though, is protecting extremely expensive surfaces, materials, fabrics and floor coverings from ultraviolet light, humidity, extreme temperature changes, salt air, exhaust, physical damage and chemicals. Materials onboard are expensive and delicate.
Some art pieces require an art conservator and permission from the insurance company before they can be touched or moved. One of my first captains said that much of the damage to yacht interiors is caused by stews. Be careful not to bump into furniture and walls using the vacuum cleaner. Know what products, tools and techniques are safe to use. Always read manufacturers’ instructions. Protect areas with towels or drop cloths. Many products are too strong or abrasive for delicate interior surfaces. Always use chemicals at the proper dilution. More is not better, and it is easy to make a serious mistake. Spray products onto cloths, not onto surfaces. Watch for overspray that can damage surrounding areas. Always test chemicals on an inconspicuous spot. If unsure, it’s OK to ask. Successful housekeeping is about working safely by using products and tools correctly, protecting surfaces and protecting yourself. Use proper cloths and sponges to wipe up. Then wash them separately or dispose of properly. Do not use guest towels for cleaning because chemical products will damage them. Work with hygiene in mind to prevent cross-contamination. Use safety and protective gear, and wear rubber gloves. Many boats require that stews download material safety data sheets from the manufacturer’s website for every product carried onboard so the hazards are known. The safety and integrity of the interior is a stew’s responsibility. She must know what areas and equipment she is responsible for, including the rooms, fixtures, appliances and machines. Protect the interior, and call in professionals for help when needed. Believe it or not, many stews come to love cleaning and doing laundry. Some won’t admit it, but the best of us develop housekeeping anxiety in public places. The recovery rate for that is high, but I’ve heard that our secret love of ironing is a permanent condition. Alene Keenan is lead instructor of yacht interior courses at Maritime Professional Training in Ft. Lauderdale. She shares her experience from more than 20 years as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht”, available at createspace.com/5377000 and on amazon.com. Contact her at info@ yachtstewguru.com.
August 2016 The-Triton.com
Knowing fatty fish from lean determines how to cook them If you are new to filleting fish, check out one of the numerous videos online that show how to fillet a flatfish or Chef Mary Beth Lawton Johnson a round fish. But know that it takes practice. For a flatfish, find the ridge running If there ever was a chef who knows down the back. Make a long cut down about fish and seafood, it would be the back bone. Your fillet knife should a yacht chef. We have the on-water be flexible. You can hear it ting against advantage. the bones on the ridge. Then make a U From purchasing directly from cut around the head. Remove the head. fishing boats as they come back into Make a single cut across the tail. Now home port to stopping a small lobster boat or crab boat in transit, yacht chefs rest your knife against the bones at the top of where the head and where the get the freshest seafood out there. flesh starts. Make a long sweeping cut I have purchased it all, exactly to remove one fillet. this way, and still do when I have the Turn the flatfish over and repeat chance. If you can forgo the purchase of fish in a store or if you have a second the long cut down the ridge and follow the same procedures for removing the option of buying it direct, then do so fillets. On a flatfish such as a lemon because even a sustainable store has to sole, there are two have it shipped in. sides, which equal There are many A lean fish such as four fillets. categories of cod requires moist heat For round fish, seafood. For fish, remove the head there are two: flat preparation such as by cutting at an and round. These poaching or steaming. angle and just two categories A fatty fish such as under the fins encompass both near the head on freshwater and salmon or sea bass each side, then saltwater species. requires dry-heat such under the fin on So, depending as grilling or broiling. the underside. on where you are Cut the head and the type of fish off. Remove any you are looking for, innards that might be attached. consider this is a refresher course, Make an incision along the skin on Fish 101. the back of the fish, to one side of the Flatfish: Just as the name describes, dorsal fin. Place the tip of the knife and these are flat-bodied fish. An example run from head to tail along the bones. of this type of fish is sole, flounder, In the middle of the fish, place the knife halibut, etc. (If you order sole in a down through to the underside of the restaurant in North America, you fish and run your knife along the whole are probably eating flounder. It is fillet to the tail. Remove the fillet by substituted for sole all the time.) edging the knife under the fillet from Round fish: Again, as the name the middle of the fish toward the head. describes, round fish are round-bodied Remove it from the fish’s body. Now fish such as tuna, sea bass, haddock, repeat the process. Use tweezers to pull salmon and trout, to name a few. pin bones and other bones from the Now, just because they are flat or fillet. round does not tell you how to cook For flavoring, consider the guidelines them. You cook a fish by a particular for cooking in dry or moist heat. If method after determining if it is fatty using moist heat, such as poaching, or lean. be sure to flavor the water with herbs, A lean fish such as haddock or cod stocks or seasonings. For fatty fish that doesn’t have a lot of oil in its body need dry heat, consider a rub or create and requires moist heat preparation methods such as poaching, steaming or your own. sauteing. Mary Beth Lawton Johnson is a certified A fatty fish such as salmon or sea executive pastry chef and Chef de bass requires dry-heat methods such as grilling or broiling. Fat content helps Cuisine and has worked on yachts for more than 25 years. Comments are moisten the flesh. There is also sous vide if you have that capability onboard. welcome at editorial@the-triton.com.
Culinary Waves
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A good leader is successful at exchanging information Taking the Helm Paul Ferdais
Leadership and communication go hand in hand. Often, if you are a good communicator, you’ll be seen as a leader. Because communication is an exchange of information between people, the challenge a leader faces in being a good communicator is to become good at the exchange. It’s this exchange that frequently causes leaders trouble. Often, leaders think they have communicated with their crew when, in reality, they haven’t. Leaders repeatedly fail to articulate a message in a way that is clear for others, or they fail to listen attentively, or they don’t learn from mistakes when their miscommunication causes problems. From a leadership perspective, effective communication isn’t a “nice to have” skill; it’s a “must have” skill. If leaders cannot get their point across or if they don’t listen to input from others, they will have difficulty being an effective leader. Communication is a skill, just like learning how to read or drive a tender. This means practice is necessary to become proficient. Some may think this is kind of silly, since most of us have been speaking since we were toddlers. Isn’t that enough practice to become proficient with communicating? Unfortunately, no. Communicating is more than simply the ability to speak. Communication is a combination of an ability to listen to others, the spoken word, body language and the tone of voice used when speaking, all of which convey a message. For example, consider a first officer who is asked questions by members of the deck team. If she doesn’t care about the questions or the deck crew, the lack of caring may be demonstrated through her body language and other signs the deck crew can perceive. Perhaps the first officer reads her e-mail while questions are asked, or perhaps she turns her body to face away from the speaker halfway through the conversation. Small things like these are cues others pick up on as forms of nonverbal communication. Effective leadership requires
effective communication. Start with listening. One of the most powerful ways to become a better communicator is to become a better listener. Active, effective listening includes the five following steps: 1. Pay attention to the speaker and what is said. Give the speaker undivided attention, and acknowledge the message. Don’t think about a response, or be distracted with some other task such as a text or e-mail while someone else is speaking. 2. Show that you are listening. Use body language and gestures to convey attention: turn your body to face the speaker, look people in the eye, ask questions as necessary. 3. Provide feedback. Repeat back, paraphrase and use the words the speaker used as a way of conveying understanding. In paraphrasing, repeat the speaker’s words back as a question. For example, “So what I hear you saying is … Is that correct?” This leaves little room for assumption or interpretation. It’s functional, mechanical and leaves little doubt as to what is meant by the speaker. 4. Defer judgment. Don’t jump to conclusions or rely on assumptions. Make sure to hear the complete statement and ask questions to make sure you understand. Judging or arguing prematurely is a result of thinking about a response while the other person is still speaking. This hinders the ability to be able to listen closely to what is being said. 5. Respond appropriately. One can only respond appropriately if we’ve listened and understood what the other person has said. Remember, listening and hearing are not the same thing. Active listening is different than passive listening. Active listening is an interaction between speaker and listener. Passive listening is simply taking in what the other person says without any comment or feedback. Passive listening doesn’t create dialogue and understanding. Leaders who incorporate these five steps into their everyday behavior will strengthen their communication skills. A former first officer, Paul Ferdais is founder and CEO of The Marine Leadership Group. Contact him through www.marineleadershipgroup.com.
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Power of intention, persistence guide the process of change Crew Coach Capt. Rob Gannon
I have really enjoyed the 30 years I’ve spent as a captain. That lifestyle has brought me to some of the most beautiful spots on the planet, and I got paid to be there. I also have really enjoyed my work over the past seven years as a coach. It feels quite rewarding to be able to cocreate with someone and observe the positive changes that manifest. Cool stuff for sure. Making changes, permanent changes aren’t easy, but there are tools to get the job done. I’d like to share a few of them. The power of intention is something to be aware of for making changes. Let me just state right off that this can be tricky stuff. All three tools I’m going to share with you can be sabotaged by over thinking and ego-driven actions. So a clear, simple, unwavering mindset is basically what we’re after.
Most every living thing in our world works through and with intention. Acorns become oak trees. Apple seeds don’t become orange trees. The animal kingdom doesn’t question the path they are on. With the more developed brains we can get ourselves tied up in knots and stuck in over analysis on a regular basis. But if you will believe in the power of calling forth energies from this universe, you can steadfastly align with an intention and, by using the next two tools I’m going to mention, watch it come to be. Perhaps you’ve already experienced it (and didn’t think about it). I know I have. Another tool for making changes is the power of allowing. Here is where we can mess up and put the brakes on our intentions. It gets difficult to align with our intentions and our desires when we put out conflicting thoughts and energy that gets in the way of allowing. I know this is a tough one, but really important in the art of change and manifesting what we want. Rather than put out to our intention that we want
more money or don’t have enough of anything, think about what it is you want to create. Ask “what” questions instead of “why” questions. As in, what do I need to do right now to feel better? Rather than, why is this happening to me? Energy flows through the path of least resistance so thoughts of “why me?” and “this is never going to work” start to block our ability to allow. Think about how the self-talk is steering things. Is it helping to allow and move forward, or is it blocking? We can tap into allowing by developing and believing in a knowing. With change, if we operate from knowing we will be fine as things unfold, we facilitate allowing things to be fine. After tapping into intention and allowing, we must be persistent. Often, manifesting permanent changes in our lives takes time. We may try to change ingrained habits, for instance. New neural pathways can be developed in our brains but it can take time and persistence. The old habits, the old pathways, are still there, and it takes some time to learn not to go
down those old roads. Thoughts and feelings will come up, but we have the power to recognize them and put them in the back seat. There are new thoughts and habits captaining the ship now, and they will not stand for a mutiny. Awareness -- the ability to catch ourselves when we see we are working against ourselves -- is key, and if we work with this awareness persistently, permanent changes become much less daunting and way more interesting and fun. Over the past few years, I’ve spoken to quite a few folks in the yachting industry who are contemplating change. If you find yourself in that place, I hoped this helps. Cheers mates, and remember, everything is fine and everything is going to be fine. Enjoy the voyage. Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach. Contact him through www.yachtcrewcoach.com at rob@ yachtcrewcoach.com.
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Where in the World
The-Triton.com August 2016
Newport Charter Show
T
he Newport Charter Show, which moved back to the Newport Shipyard this year, featured 24 yachts from 53 to 161 feet. Crew were on stage as they showed off their yachts to charter brokers and managers. They continued to shine for our photographers, even after full days of competitions, broker lunches and tours. PHOTOS/LUCY CHABOT REED and SUZETTE COOK
Where in the World
August 2016 The-Triton.com
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Siete chef, stew take top honors By Lucy Chabot Reed M/Y Siete was the big winner at the Newport Charter Yacht Show in late June, winning Best Chef and favorite Tablescape. The chefs were given a mystery basket with 29 ingredients and a food style. Chef Craig Rosado, above with his fist in the air, was given vegan, to which he said “We are not afraid.” His winning dish included a warm and spicy asparagus soup with a rhubarb-strawberry soup puddled in the middle, and microgreens with an edible flower and basil oil mixed with a strawberry and rhubarb vinaigrette. Chef Rosado joined yachting three years ago after a career in corporate restaurants, including Marriott. Cooking on yachts lets him be creative with the freshest ingredients available, he said, and to make dishes that could never survive on a restaurant menu. Judging for the Best Chef competition was tight, with the second- and third-place chefs separated by just three-tenths of a point, according to Winnie DeCoster of The Captain’s Concierge, which
organized the four crew competitions. Second place went to Chef Christy Dempster of the 107-foot Christensen M/Y Reflections. She served a paleo dish. Third place went to Chef Cayley Coulbourn of S/Y Bandido, an Oyster 65. She served a vegetarian dish.
Pretty on the inside
M/Y Siete Chief Stew Mica Stratula won unanimous support from both the judges of the Tablescape competition and charter brokers at the show with her duel-table entry of a romantic-themed formal table and a family-friendly Mexican fiesta-themed table. Stew Stephanie Grosvenor of M/Y Loose Ends, a 124-foot Delta, went with a Great Gatsby theme, complete with feathers and pearls. M/Y Reflections Stew Cami Vago won the Healthy Beverage competition with a homemade concoction called the American Hulk. Its 20 ingredients were blended and layered – half green, half red – in a shot glass. The Sunset Canape competition was won by Chef Linn Sagtad of S/Y Hurrah, another Oyster 65.
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Operations
The-Triton.com August 2016
Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of July 15. Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 432/464 Savannah, Ga. 526/NA Newport, R.I. 666/NA Caribbean St. Thomas, USVI 707/NA St. Maarten 669/NA Antigua 436/NA Valparaiso 539/NA North Atlantic Bermuda (Ireland Island) 582/NA Cape Verde 432/NA Azores 506/1,100 Canary Islands 645/688 Mediterranean Gibraltar 477/NA Barcelona, Spain 417/1080 Palma de Mallorca, Spain NA/1,086 Antibes, France 428/1,238 San Remo, Italy 566/1,543 Naples, Italy 520/1,519 Venice, Italy 536/1,752 Corfu, Greece 531/1,241 Piraeus, Greece 497/1,174 Istanbul, Turkey 572/NA Malta 642/1,452 Tunis, Tunisia 437/NA Bizerte, Tunisia 441/NA Oceania Auckland, New Zealand 445/NA Sydney, Australia 471/NA Fiji 532/578
One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of July 15, 2015 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale Savannah, Ga. Newport, R.I. Caribbean St. Thomas, USVI St. Maarten Antigua Valparaiso North Atlantic Bermuda (Ireland Island) Cape Verde Azores Canary Islands Mediterranean Gibraltar Barcelona, Spain Palma de Mallorca, Spain Antibes, France San Remo, Italy Naples, Italy Venice, Italy Corfu, Greece Piraeus, Greece Istanbul, Turkey Malta Tunis, Tunisia Bizerte, Tunisia Oceania Auckland, New Zealand Sydney, Australia Fiji
NA/590 510/NA 520/NA 839/NA 770/NA 750/NA NA/NA NA/NA NA/NA NA/NA NA/NA 580/NA 670/1,420 NA/1,450 590/1,400 660/1,650 700/1,650 700/1,650 650/1,375 600/1,250 514/NA 720/1,250 730/NA 730/NA 642/NA 630/NA 645/NA
*When available according to local customs.
Get ahead of refit costs with mechanical test Engineer’s Angle Rich Merhige
Before we know it, fall will be here. For the South Florida yachting industry, when fall hits, it’s time to focus on maintenance and, for some, time on the hard. Planning for yard periods can be daunting. One of the biggest concerns is always going to be budget. The other is adhering to a schedule, especially if an owner’s trip or charter is looming. What’s the best way to ensure efficiency and stay within budget? Where does planning start? In terms of the mechanical portion of a yard period, a vibration analysis is a great place to start. The definition of vibration is mechanical oscillations in relation to a set point of equilibrium. It’s usually referenced as aggravating/agitating, and is wasteful of energy. When spoken of in relation to marine vessels, vibration is usually a symptom of mechanical misalignment, worn rubber elements, imbalances, or insufficient support of the main propulsion units. Bottom line: When vibration is an issue, something is wrong and the yacht is not running as efficiently as it could be. Vibration analysis can pinpoint what mechanical issues a vessel has, preventing timely and costly guesswork or fishing expeditions. Technically, everything vibrates. But vibration that deviates from the norm
indicates serious issues. In a perfect world, every vessel would get a baseline survey at launch, and then twice a year to predict any problems or notate deficiencies. Periodic vibration monitoring, also known as condition monitoring, provides trending that can forecast unplanned downtime and catastrophic failures – a huge deal if downtime means an out-of-service vessel and lost charter or interrupted owner’s trip.
Vibration analysis can pinpoint what mechanical issues a vessel has, preventing costly guesswork or fishing expeditions. Data collection is best done while the vessel is at sea in accordance with guidelines set forth by the Society of Naval Architects and Marine Engineers, as well as various class societies. These guidelines dictate that measurements should be taken with the ship proceeding ahead, at a constant speed and course, in a depth of water not less than five times the draught of the ship, with sea conditions not greater than sea state 3 on the WMO sea state code. A computer database of vibration measurement points is set up of the vessel’s machinery arrangement and hull in the vibration analysis software. Accelerometers are placed on key
pieces of equipment so data can then be collected. The vibration data is then uploaded and analyzed by examining the frequency, amplitude, location, and direction of each measurement point. This data serves as a thorough machine condition evaluation, and it can detect a multitude of problems using known frequencies specific to the vessel, such as: l Misalignment of shaft couplings, flexible machine couplings l Misalignment of underwater running gear such as propeller struts l Propeller defects l Bent shafts l Unbalance of rotating components l Main engine misfire problems l Mechanical looseness l Deterioration of rolling-element bearings within transmissions and thrust bearings l Gear wear l Rubbing l Structural resonance l Machinery soft-foot conditions The vibration analyst will then create a report with findings and recommendations. The data collected can pinpoint the cause of faults and their source so corrective measures can be outlined and implemented. This basically provides a roadmap to achieving mechanical goals during a haul out. Rich Merhige is owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Ft. Lauderdale. Comments are welcome at editorial@the-triton.com.
Operations
August 2016 The-Triton.com
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Fuel production often the source of diesel engine problems Diesel Digest Capt. Jeff Werner
Over the past few years, there has been a sudden, dramatic and worldwide increase in filter clogging tendencies in engines. What has changed? Oil supply and environmental concerns have resulted in important changes in fuel production, such as cracking techniques, blending formulas, ultra-low-sulfur fuel standards, and the introduction of biofuels. These changes have altered the inherent stability of diesel fuel and significantly shortened its shelf life. Diesel is a complex fluid. It is not homogenous, and no two batches will ever be identical. Fuel deterioration, filterability and shelf life depend on a variety of factors, including good housekeeping. The breakdown of fuel is also dramatically accelerated by the presence of water, microbial contamination, and exposure to heat and pressure from the engine’s fuel injection system. The fact is that 80 percent of diesel engine performance problems start in the fuel tank. Accelerated fuel degradation, which shortens fuel shelf life, depends on a series of factors: l Contamination during transportation and storage l Natural oxidation and breakdown l The source of the crude oil l Use of additives at the refinery l Use of biodiesel blended with petroleum-based diesel, and l Fuel temperature changes. Not all fuel sent to a diesel engine is burned. A portion of the supplied fuel will flow past the injectors and back into the tank. As this unused diesel passes through the fuel system, it is heated. This hot fuel accelerates fuel breakdown in the tank. Think about the experiments you did in high school biology class. On a yacht, the fuel tank becomes an incubator as the hot, returned fuel warms the rest of the fuel in the tank. It then becomes the perfect medium for bacteria and fungi to grow. In addition, a U.S. Environmental Protection Agency report identified concerns with the diesel supplied to recreational vessels. “Recreational boat owners have no volume leverage and less cost incentives to arrange for special fuels. … Distributors of recreational fuels
take what is most available. ... All marinas and suppliers have reported that diesel fuel is delivered to marinas by tank truck, and the fuel is the same as provided to either on-road service stations or off-road supply stations.” Aboard a yacht, the lack of fuel testing and an inadequate fuel maintenance program can result in the rapid breakdown and contamination of the diesel stored in fuel tanks. Although there are commercial additives that can treat the symptoms of poor quality
fuel, the problem doesn’t go away. Left untreated, it can cause engine failure. Diesel fuel requires a treatment process that will not only mitigate the effects of fuel degradation, but also remove contaminants and improve the fuel quality. The major steps to assure optimal fuel quality are: l Sampling and testing to assess the quality of fuel in the tank l Filtration to remove organic and inorganic particles l Separation to remove water
l Polishing and conditioning to optimize the fuel itself, and l Using additives to enhance the shelf life of the fuel. Water, bacteria, sludge and dirt contaminate diesel fuel every step of the way. Developing and adhering to preventive maintenance is the best method of avoiding costly repairs. Capt. Jeff Werner has been in yachting for almost 25 years. Contact him through MyDieselDoctor.com.
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The-Triton.com
August 2016
Triton Survey
Onboard with uniforms
The more uniforms change, the more they stay the same By Suzette Cook “Very formal,” responded a veteran captain of a yacht 161-180 feet. When we asked captains to recall the first uniforms they remembered wearing as part of this month’s Triton Survey, vivid details seemed to be fresh in captains’ minds, even many decades later. “Epaulette shirt during the day,” a captain with more than 30 years of experience responded. “Tie and long black pants and black shoes at night. Formal dress jacket with sleeve bars, tie and military-style peaked-board hat, polished black shoes.” This captain’s first job was as an engineer and mate in 1985 for a private/charter yacht that cruised the Caribbean and New England. Another captain remembered the style of shoes and the logo that was
imprinted on the T-shirt uniform as a deckhand on M/Y Seaworthy back in 1977. “Topsider brown deck shoes, socks were optional,” this captain reported. In 1986, one captain of a yacht 101120 feet served as a first mate wearing “dress whites for Sunday, holidays and parties,” and a “T-shirt, or collared shirt and shorts” for normal day wear. The range of uniforms that captains say they have donned throughout their careers before and since being the leader on the bridge reveals that the way captains and crew dress while onboard performing various activities is still a tradition in the yachting industry. The Triton wanted to explore further why that is, so we asked Do you think uniforms impact crew morale? A whopping 90.7 percent of captains surveyed said uniforms did have an
Do you inspect uniforms and how often? No, responsibility of first mate 13%
No, responsibility of department head 28%
Yes, all crew daily 5%
impact on crew morale and unified their team. “Makes them look more professional,” commented one captain. It brings “a feeling of belonging to a group,” said another. Looking at the practical side, one captain noted, “Free clothes are always good; free clothes you like are better.” Simply put, “Uniforms make us all look smart and part of a team,” commented a captain who has been in the yachting industry for more than 20 years and currently operates a yacht 141-160 feet. With that said, The Triton wanted to find out how uniforms are chosen and assigned to crew members, and exactly what uniform items yachts issue to crew. So we started probing. A majority (60 percent) of captains surveyed indicated that they manage private yachts that serve only the owner and the owner’s guests. And a majority of those yachts are operated for seasonal cruising that changes between regions. Half of the total yachts in this survey stick close to the U.S. coastline. So who chooses the uniforms that captains and crew wear on their yacht? Forty percent replied that it is the sole responsibility of the captain. Nearly 12 percent reported that the decision on the look and vibe of yacht uniforms comes straight from the owner of the yacht, and 19 percent said the chief stew wields that power.
Who chooses the uniforms on your yacht?
Yes, spot check when interacting with crew 54%
Owner and captain 21% Crew and owner 9% Chief stew 19%
Me, the captain 40%
Owner 12%
Less than 10 percent of the yacht captains reported that they have a collaborative decision process about uniforms made by the entire crew and owner. Nearly 21 percent said the captain and the owner make the decision together. Let’s get to money matters and uniforms. We asked captains Do you have the freedom to order as many uniforms as you want? More than 53 percent said they had an open-ended budget, revealing that uniforms are a top priority on their yachts. We probed deeper to ask What is the annual budget for uniforms? The majority of captains (39 percent) answered that the budget for uniforms onboard was between $2,000 and $4,000, while 24 percent reported a budget of less than $2,000. Thirteen percent of the captains revealed that they have no cap on the money spent to fully dress crew. “We ask for what we need,” said a captain of a yacht more than 220 feet. “No specific budget.” The captain of a yacht 141-160 feet with a uniform budget in the $4,000 to $10,000 range commented, “Budget sounds good, but when you have three colors for shorts, three pants, three polo shirts, sweaters, fleeces, rain jackets, shoes, belts, shirts, wet weather gear … it doesn’t go far.”
Do you have the freedom to order as many uniforms as you want?
No 47%
Yes 53%
August 2016
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The-Triton.com
Triton Survey Another captain revealed that the owner of the yacht he operates spares no expense. “No budget,” this captain said. “And owners insist on very expensive brands that are a waste, but they want it.” The variety of clothing and accessory items that make up the uniforms worn onboard range from sunglasses to raingear. But what are the most popular pieces of a yacht crew uniform? We wanted to see if a pattern existed, so we asked captains to itemize what constitutes a uniform. Nearly all (98 percent) said T-shirts top the list. Next, at 88 percent, were polos, then shorts, skirts or skorts at 83 percent. On the other end of the spectrum, yacht-issued sunglasses were rare at 5 percent. “All of the above plus any necessary items,” commented one captain. Sweaters, fleecers, rain jackets, shoes, belts, shirts,and wet weather gear were added to the list by another. Captains added overalls to the list, along with belts, shorts, pants and flip flops. When we mix and match all of the articles, we were curious How many different uniforms do crew
Who distributes the uniforms?
Captain 29%
Chief stew 62%
First mate 7% Supervisor of crew members 2% have ranging from sport or work uniforms to formal dress? The largest group of captains (36 percent) reported that their crew have four unique uniforms to switch between while onboard. While a small percentage (5 percent) indicated that crew on their yachts wear more than five uniforms, just over 7 percent reported that one uniform covers all occasions. Most crew don’t receive just one set of each uniform, our survey revealed. At least a third of captains surveyed said their crew received a minimum of two
sets of each uniform. Fourteen percent gave out just one set and 24 percent hand out more than three sets. And who distributes the uniforms? This task is clearly the chief stew’s responsibility, according to 62 percent of the captains. Some captains (29 percent) distribute the yacht wear themselves. “When I become comfortable with my second stew, she takes over uniform inventory and distribution,” commented one captain of a yacht 161180 feet. The captain of a yacht measuring more than 220 feet and staffed with more than 20 crew noted that “One of the stews is in charge of uniforms.” And with all of those uniforms and hardworking crew, The Triton wanted to know who is responsible for washing uniforms? About 68 percent of captains reported that stews are in charge of keeping the crew’s uniforms cleaned and pressed. The rest said each crew member takes care of their own laundry, including keeping uniforms presentable. “Typically, stews prefer to do it so nobody screws up their laundry schedule,” said the captain of a yacht
Who is responsible for washing uniforms?
Each crew take care of their own 32%
That’s part of stew’s tasks 68%
121-140 feet. Another captain said that officers get their uniforms dry cleaned, and another captain revealed that crew have a set day for laundering their own uniforms. Let’s talk inspection time. The Triton asked captains do you inspect uniforms, and how often? More than half (54 percent) of captains surveyed said they did random or spot check inspections of
See UNIFORMS, page 30
Which of these is part of the issued crew uniform? T-shirts 98% Polos 88%
Skirts/skorts 83%
Casual baseball cap 76% Deck shoes 67% Dress shoes 57%
Rashguards 45%
Sun hat 31%
Socks 31%
Swimsuits 26% Sunglasses 5%
Jewelry 2%
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Triton Survey
The-Triton.com August 2016
How many different captain uniforms do you wear? More One than 5% four 12%
How many different uniforms do crew have? More than five 5% One Five 5% 7%
Two 19 %
Two 21%
Four 26% Three 38%
How many uniforms of each type does each crew receive?
More than three 24%
One 14%
Two 33%
Four 36%
Three 26%
Three 29%
Old, unusable uniforms stay onboard as rags UNIFORMS, from page 29 crew uniforms as they interacted with crew throughout the day. On the other end of that spectrum, about 5 percent said they had a more formal process of inspecting all crew, every day. At least 28 percent said uniform inspection was the duty of each department head while 13 percent said the first mate was held responsible for uniform quality control. “I have asked the chief stew to monitor uniforms as they come through the laundry and to discard and replace any soiled or damaged uniforms,” commented one captain of a yacht 161-180 feet with a crew of 11-15 members. Another captain explained how crew know what uniform to wear and when. “There is a uniform schedule by date distributed to each cabin to assist with wearing the correct color combination each day,” this captain said. But spelling it out doesn’t always mean crew get it right. “Yet, without fail, someone will put on the wrong color belt or hat,” this captain added. What happens to those old uniforms that don’t measure up? Close to 70 percent said unusable uniforms are used for rags around the yacht. Twelve percent reported that old uniforms are discarded and 20 percent said the garb is donated to a charity. When most crew leave their position, captains reported that most crew (70 percent) are required to turn the items back into the yacht inventory. One captain who disagreed with having crew return uniforms commented, “Once you earn the right to wear a uniform on any vessel I run,
What is the annual budget for uniforms? More than $10,000 13%
Less than $2,000 a year 24%
What is done with unusable crew uniforms? Donated to charity 20% Thrown out 12%
$4,001 to $10,000 24%
Used for rags 68%
$2,001 to $4,000 39%
that uniform is yours. Actually, giving a new crew member a used uniform is unsanitary.” Several captains said crew can keep T-shirts as souvenirs. Another captain said all uniforms must be returned from crew who don’t resign. “Only if fired,” he commented but added, “shoes and shorts go.” Another captain said crew leaving can take all of the uniform pieces except full dress, which stays with the yacht. What is your favorite uniform to wear and why? “Polo shirt and slacks,” said a captain of a yacht 161-180 feet. “It looks neat almost all of the time. I prefer all cotton, pressed, collared/button-down shirts. But we operate in the extreme heat, and they end up looking shabby after several hours of use.” “Polo shirt/shorts,” said another. “It’s comfortable yet professional looking.”
“On charter, polo and shorts are quite comfortable,” said a captain of a yacht 121-140 feet. “But always happy in a rashie and boardies.” “T-shirt or polo and shorts while barefoot is my most common uniform aboard,” commented another. “Coveralls in engineering.” “[Crew] don’t like wearing deck shoes because they are hot,” one captain noted. “They would rather wear flops or Tevas. Neither are part of an attire that represents a multimilliondollar program. Suzette Cook is editor of The Triton. Comments on this survey are welcome at editorial@the-triton.com. We conduct monthly surveys online. All captains and crew members are welcome to participate. If you haven’t received an email to take our surveys and would like to, email editorial@the-triton.com to be added to our list.
Triton Survey
August 2016 The-Triton.com
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Some captains have noticed trends in uniform style and material Comments: Are you noticing any trends in crew uniforms? More options, better fabrics. l
l
l
They change styles just like everything. l
l
l
I try to stay away from the yachties and their trends. So, no. l
l
l
Much more variety than in the past. l
l
l
Moving away from quasi-military style toward fashion trends. Not a good thing on large vessels. l
l
l
More sporty and stylish these days. Less traditional. l
l
l
Racy
shorter and shorter. We should be mindful that we are still performing in a professional environment, not at Hooters. l
l
l
l
l
l
l
More colors, more trendy. Do not like that the ladies’ shorts/skorts get
l
l
l
l
Some are getting a bit Euro-looking, and perhaps a bit too form fitting, but still look good. l
l
l
Some silly bright colors and some are the same old 100 percent cotton with cargo shorts that are outdated, heavy, hot and make even the skinny types look horrible. l
l
l
See a lot of different stuff. Kind of preppy myself, and stick to tried and proven. Needs to be practical and not a full-on fashion show with constantly changing trends. l
Casual and informal seem more prevalent.
l
Traditional is still in.
l
l
Away from cotton and more 100 percent polyester. l
l l
l
l
l
More trendy styles of patterns on polos mostly. l
l
l
The fabrics are getting better, offering more comfort and quicker drying properties, especially for deck crew working out in the sun. l
l
l
Better breathable materials. Casual attire can still be elegant “yacht racing” style. l
l
l
Little more modern and a lot more expensive. The problem is that six months later, you can’t get it. So what do you do? Change the whole entire uniform because the new stew can’t find matching skorts? l
l
l
Yes, but we don’t change. Seeing more blacks and colors on crew. We’re dress whites and blacks.
l
Away from whites and epaulettes. l
lot of cotton.
l
Quick dry synthetics are replacing a
Suzette Cook is editor of The Triton. Comments on this survey are welcome at suzette@the-triton.com.
Some captains have maintained traditional uniforms onboard, while others have noticed contemporary styles and new fabrics being used. PHOTO/SUZETTE COOK
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Crew Health
The-Triton.com August 2016
Eat and drink your way to good hydration this summer Take It In Carol Bareuther
The hot days of August are sure to bring on a need for hydration, no matter if you’re in South Florida or the south of France. Does this mean drinking eight or more cups of water each day? Yes, you do need to take in enough fluids for good health. No, you don’t need to drink it all as water. In fact, you can drink and also eat your way to good hydration during the scorching days of summer. Men require about 13 cups (three
liters) and women nine cups (2.2 liters) of fluid daily, according to the U.S. Institute of Medicine. This fluid is vital to replenish what is lost each day and to provide a water-based environment on the inside of our bodies that carries nutrients to cells via the blood, provides a moist environment for throat and nose, and flushes toxins out of the body. High temperatures, strenuous exercise and any illness such as vomiting or diarrhea can increase fluid needs even more. The operative word for good hydration is fluid rather than water. That’s because fluids such as milk and juice also provide necessary liquids.
In fact, skim and full-fat milk and 100 percent orange juice rate higher for hydration capability than water and sports drinks. This is according to a study published by UK researchers in the American Journal of Clinical Nutrition. These scientists wanted to find a way to identify beverages that promoted longer-term fluid retention and maintained fluid balance over time for those who wanted to stay hydrated but either were limited in how often they could stop for a drink or couldn’t take frequent bathroom breaks. Interestingly, regular cola also rated higher than water in its dehydrationpreventing potential, while diet cola,
sports drinks, lager, tea and coffee ranked the same or less effective as plain water. Coffee is another good parchstopping fluid. This is contrary to popular belief that the caffeine in coffee is a diuretic that causes dehydration. In fact, UK researchers writing in the scientific journal PLoS One in 2014 showed that coffee acted the same as water in hydrating the 50 men in the study who drank between three and six cups of coffee daily. It’s possible to eat your fluids by biting into plenty of fresh fruits and vegetables. Spanish researchers published an article last year in the journal Nutrición Hospitalaria that showed fresh produce provided threefourths of the non-beverage water intake among the nearly 500 study participants. Plus, produce is a rich source of minerals essential for fluid balance such as potassium and magnesium. Cucumbers, lettuce, zucchini, radishes, celery, tomatoes, green cabbage, cauliflower, eggplant, red cabbage, peppers, spinach and broccoli all contain over 90 percent water by weight. Fruits such as watermelon, strawberries, grapefruit and cantaloupe provide the most water. Beyond this, all fruits and vegetables provide a good source of water. So, to be sure and maintain good hydration this summer, drink plenty of fluids including milk, orange juice and water, and be sure to add fresh fruits and vegetables to all meals and snacks. It’s a recipe for hydration as well as good nutrition. Carol Bareuther is a registered dietitian and freelance health and nutrition writer. Contact her through editorial@ the-triton.com.
Aqua Fresca
PHOTO/Carol Bareuther
Crew Fitness
August 2016 The-Triton.com
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Boxing workout takes little space but offers intense cardio Ship Shape Melissa McMahon
When working on a yacht, I always try to find different ways to stay fit with what is available onboard. Sometimes we are not spoiled with machines or a whole floor full of free weights or a yoga studio. There may be a gym onboard, but that is the owner’s space, and unfortunately, crew are not allowed the luxury of using it. (But if yours does, I’m jealous.) Instead, sometimes we get the tech space, that small, tight, claustrophobic space with the giant high fog system right next to us. It’s located below deck toward the bow, and when at sea with big waves, it becomes quite the space to stay balanced. That can make the workout so much more interesting, especially when giving a go at boxing. Boxing has been our prime exercise at sea. My crew members and I split the cost of a boxing bag that we hung down in the tech space. Boxing burns about 700 calories an hour, depending on how
intensely it’s done. It is the best cardio/ strength exercise, in my opinion. Talk about sweating. When on charter, I head down to the tech space on my break to do at least 45 minutes of boxing. Here’s how I do it: I pick a favorite workout song and blast it. I wrap my knuckles to prevent them from getting all ripped up, and then put gloves on. For the entire song, I just keep punching the bag without stopping. My shoulders will burn, and I sweat for sure. The trick is not to cheat, to last the whole song. To make it easier, I try not punching as hard, just quicker with my punches. Then, at the end of the song, I give it all I’ve got. Punches should be hard and fast, and my heart rate will be in fatburning levels. For those who can’t have a bag onboard, the options are even better. Get a crew member to hold boxing striking pads. Start off with just ones, which are one-hand jabs, and switch. Then try one-twos (both hands) and rotate back and forth. My favorite is threes, which is right,
left, right (lower right). Left, right, left works, too. With each set, I start at a reasonable pace and then speed up. Upper cuts are another type of punch. With striking pads, crew can exercise anywhere. Try it out on the sundeck or even on the dock. The outside views we have as yachties can’t be beat. Boxing works the core muscles hard. Watch some videos online of boxers boxing for a better understanding of what it looks like. Make a workout calendar to be organized and stay focused. Boxing is hard exercise; don’t forget to take one or two days of rest each week.
Melissa McMahon of Long Island, N.Y., is a stew onboard a 230-foot motoryacht who loves to workout as she travels. Comments are welcome at editorial@ the-triton.com.
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Serving tea can be simple or elaborate; know what guests expect The Yachtie Glow Angela Orecchio
Tea service onboard can be anything from a simple cup of tea to an elaborate afternoon affair. It’s important to know what your guests expect before serving them. It’s also important to at least have some knowledge of their tea culture so that when your Russian guests ask the samovar to be warmed up, you are not completely lost.
Formal English tea service
Traditional English tea is served between the hours of 3:30 and 5 p.m., and it can be consumed as a light meal. You will need a kettle, a teapot, cups and saucers, beverage napkins and a multi-level serving tray for a variety of finger foods. To prepare English Tea: First, rinse a teapot with hot water to ensure that the porcelain does not crack when boiling water is added.
Add one teaspoon of loose leaves for each serving cup, plus one more for the pot. Pour boiling water into the teapot from the kettle. Place a tea cosy on the pot and leave to steep for 3-5 minutes. Serve milk, lemon, sugar and honey on the side, unless they ask you to prepare it for them. Provide small portions of savory and sweet foods such as finger sandwiches, scones, biscuits and pastries.
as zavarka) by steeping a hefty quantity of black tea leaves in hot water. Leave the teapot atop the samovar for 5-15 minutes. Once steeped, pour the concentrated tea into a cup. According to the preference of the drinker, dilute the concentrate with boiling water from the samovar. Serve honey, jam and lemon slices on the side. Milk and cream are rarely served in traditional Russian tea service.
Russian tea service
Saudi Arabian tea service
Russians drink tea any time of day and especially after meals. Every tea serving is also accompanied with sandwiches, candies and cakes. Traditional Russian tea is prepared by using a samovar, a vase-like pot that boils water, either electrically or by using coal or wood. The teapot is placed on top of the samovar as the tea brews. To prepare Russian tea: Make a dark tea concentrate (known
Even though Arabians live in a hot climate, hot tea is a staple. It is said to stimulate sweat glands and thus cool the body down, rather than warm it up. Traditional Saudi Arabian tea is normally a dark blend. To prepare Saudi Arabian Tea: Brew a dark black tea with sugar. Serve in tall glasses with sugar on the side.
American tea service
Unlike many countries, tea is not
a daily ritual in the U.S., but it is still served in coffee shops, high-end restaurants and kosher hotels. To prepare American Tea: Boil hot water in a kettle and either pour the water into a teapot or directly in a cup. On a tray, bring the cup, hot water, tea bag, milk, honey, sugar and lemon on the side.
Indian tea service
Indians drink Masala Chai throughout the day. They make it from black tea mixed with milk, sugar and tangy spices like cinnamon, clove, cardamom and ginger.
Japanese and Chinese tea service
The Japanese and Chinese drink black, white, green, pur’erh and oolong teas. Japanese and Chinese tea ceremonies are a work of art. Angela Orecchio is a chief stew, certified health coach and author of Savvy Stewardess, The Smart Girl’s Guide to Yachting, www.savvystewardess.com.
Crew Health
August 2016 The-Triton.com
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Know difference between choking and esophageal spasm Sea Sick Keith Murray
Recently, I ended up in the emergency room. I felt as if I was choking. I could breathe, but I couldn’t swallow anything. It was a blockage in my esophagus, called an esophageal spasm. Normally, when people choke, they cannot cough, talk or breathe. If this is happening, most often we perform the abdominal thrust, formerly known as the Heimlich Maneuver. But if the person can talk, cough and breathe, we do not do the abdominal thrust. In my case, I could talk, cough and breathe, but not swallow. First, what is the esophagus and what does it do? The esophagus is an 8-inch-long muscular tube connecting the throat with the stomach. The upper part of the esophagus that we control consciously is used when breathing, eating, belching and vomiting. This keeps food and secretions from going down the windpipe.
The lower esophagus connects to the stomach. This part prevents acid and stomach contents from traveling backward from the stomach. An esophageal spasm happens when contractions of the esophagus are irregular, uncoordinated and sometimes powerful. This condition is also called DES or diffuse esophageal spasm. These spasms can prevent food from reaching the stomach. When this happens, the food gets stuck in the esophagus. The causes of esophageal spasms are unknown. Many doctors believe they result from a disruption of the nerve activity that coordinates the swallowing action of the esophagus. In some people, extremely hot or cold foods may trigger an episode. In my case, I am guessing it was caused by stress. The few times this has happened before was when I was in stressful situations and eating too fast. The symptoms include chest pain that may spread outward to the arms, back, neck or jaw. This pain can feel similar to a heart attack. Always assume a heart attack if these
symptoms appear as this could be a life-threatening emergency. Anyone with chest pain should seek immediate medical attention. Other symptoms include difficulty or inability to swallow food or liquid, pain with swallowing, the feeling that food is caught in the center of the chest, and heartburn. For me, I could feel the spasm in my chest, and I was unable to swallow anything, including saliva. I spent five hours vomiting thick saliva before I went to the emergency room for treatment. Treatment for esophageal spasms varies. My doctor gave me an IV in the emergency room that relaxed my esophagus and made me vomit. This time, the vomiting provided instant relief. I was told to then take omeprazole, an over-the-counter acid reducer, for the next 14 days. So far, I have not had a recurrence. Often, people with symptoms similar to mine have gastroesophageal reflux disease (GERD), which is often treated with changes to diet and lifestyle and with medicines to reduce the amount of acid in the stomach.
Treatment for esophageal spasm may include: l Change in diet. Certain foods and liquids can make swallowing easier. l Dilation. I had this done several years ago. The doctor put a device down my esophagus to carefully expand any narrow areas of the esophagus. I was told that a repeat procedure may be necessary every two to three years. l Surgery. Used for those who have a problem that affects the lower esophageal muscle (achalasia). l Medicines. Some, such as botulinum toxin, can relax the muscles in the esophagus. Knowing what to do and when to do it is important during medical emergencies. I hope my personal experience can help someone who experiences the same symptoms. Trained as an emergency medical technician, Keith Murray now owns The CPR School, which provides onboard CPR, AED and first-aid training as well as AED sales and service. Contact him through www.TheCPRSchool.com.
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Tour of Tara: Crew of research schooner work with scientists By Suzette Cook Deckhand Julie Lherault pulls with all her might at a line attached to a wench on the deck of S/Y Tara, the French research schooner once owned by legendary sailor Sir Peter Blake. At the top of that line is a crew member making adjustments for scientist Michel Flores, a specialist in physical optical and chemical properties of aerosols. “I did the trans-Atlantic crossing in May,” Flores said. “While we were on the trans-Atlantic, I noticed things could be done better. To have better results for our measurements, I am changing everything that I realized on the first leg.” Since 2003, when the S/Y Seamaster had its name changed to Tara, crew and scientists on the 39m vessel have completed a range of research and scientific studies from plankton ecosystems around the Arctic Ocean to plastic pollution of the Mediterranean. The aluminum hull schooner stopped briefly in Miami in late June, early July and by now is well into
her voyage toward the Asia-Pacific region for a mission that will last more than two years. The scientists onboard will study coral reefs and ocean biodiversity facing climate change impacts. During a ship tour in Miami, French Capt. Samuel Audrain stops at the black-and-white photograph of Blake that hangs below deck. The crew and staff of S/Y Tara arrived at Epic Marina in Miami on June 28 and spent “Peter Blake worked on a week preparing for their 2016-2018 expedition. Below left: Deckhand Julie Lherault this boat 12 years ago, but wants to become a captain. PHOTOS/SUZETTE COOK died after being shot by and I became the engineer, then first In 2016 -2017, Tara will travel from pirates,” he said, pausing mate,” he said. the Panama Canal to the archipelago of a moment before continuing the tour. He pulls out a book from the Japan. In 2017-2018, she will travel from “She has a specificity,” he said of ship’s library and shows photos from New Zealand to China. The schooner Tara. “She was built in 1989 to drift in will crisscross the world’s largest ocean the Arctic, to sail in the cold region. She expeditions he has been on. “We stayed one year in the Arctic,” and visit remote islands and reefs to is very wide, very heavy, so when you he said. “When we crossed the Arctic collect 40,000 samples. put this ship in the ice, the ice could Ocean, we drifted. We took a lot of Tara’s only stop in the U.S. was at push very slowly and the boat lifts up.” measurements for global warming.” Epic Marina, where it will return at the Capt. Audrain joined Tara 10 years Capt. Audrain continues into end of its expedition in 2018. Marina ago as a deckhand. the engine room where Eng. Louis dock assistant Jason Polster said the “I understood that the engine is so Wilmotte is listening to Bach on his marina was glad to host S/Y Tara. important that I went back to school laptop. He points out the two main “They spent 30 days at sea and engines that were changed out in their they’re kind of winding down most recent refit two months ago. right now,” he said. “They chose us “Normally, during a long trip, we sail because of our location in the city. It’s with the wind at least half of the time,” convenient for them to be able to have he said. ”We just crossed the Atlantic, their open house and their showings. and 90 percent of the time we used the We’ve also worked in the past with engine because there was not enough a couple of organizations such as wind.” Seakeepers and the Living Ocean He describes their upcoming Foundations. Epic Marina’s owners are research project simply. Air samples committed to helping them with their will come from two collectors that are work.” set at the top of the ship’s mast. “To compare the life in the air with Suzette Cook is editor of The Triton. the life in the sea,” he said about the Comments are welcome at suzette@thesampling of air and water molecules. triton.com. To keep up with Tara and “Imagine there is some influence learn more about the crew, the vessel between both. and research being conducted visit “We have science material for www.taraexpeditions.org. collecting data aerosol [air samples],” he said. “We pump air and collect small pieces in the air, compare them to plankton.” The vessel carries six crew members plus 10 others, including researchers, resident artists and journalists. When scientists gather data while on Tara, Tara Expeditions Foundation Managing Director Romain Troublé said the samples are not just for those specific researchers. They are shared with other researchers or universities. “They send samplings for everyone, they work for everyone,” he said. “They A photograph of Sir Peter Blake is don’t just go home with their own displayed in the hallway. sample.”
Crew News
August 2016 The-Triton.com
Unique wisdom drives yacht chef ’s passions By Dorie Cox Yacht Chef Adora Wisdom was pregnant and craved comfort food. “I just wanted steak tacos, so I went to every taco place in a 30-mile radius,” she said. But she never found what she remembered as a child. “I’m going to do it by myself ’,” she told her husband, Capt. Zayn Berlin. She takes on yachting and family with the same passion. The dictionary defines wisdom as “the natural ability to understand things that most other people cannot understand.” That fits Wisdom, 32. She does things that make sense to her, but not everyone else, like her challenging schedule: She is considered full-time on M/Y Southern Way, a 120-foot yacht based on the U.S. West Coast; she runs Taco Grill, her land-based restaurant in Ft. Lauderdale; and she has Jack, a 15month-old son. “She goes 100 miles per hour,” Capt. Berlin said. “She’s a hands-on go-getter. If she wants to do or know something, there’s no stopping her.” When she decided to open Taco Grill, he asked her, “Adora, are you insane? You’re four months pregnant.” Capt. Berlin knew the challenge; he was a restaurant chef in his native South Africa before becoming a yacht chef about 16 years ago. He became a captain eight years ago. “I knew that I was insane,” Wisdom said. “But you can’t say no to a pregnant woman.” Today, Wisdom, her husband, her mother and her staff at the restaurant work together to keep all parts running smoothly. She feels fortunate that she works when the owner requests her as opposed to living onboard. And Capt. Berlin’s jobs allow him to be based at home. “We never take a trip at the same time,” Wisdom said. “For example he just had a trip to the Bahamas and when he gets back I’ll be going on a trip.” Her mother plays a big part in taking care of their son, and she relies on a father/son pair and good employees at Taco Grill to keep the place running. “We all work as a team,” she said. Capt. Berlin met Wisdom in 2011 while on a break after the yacht he worked on sold. When he went back to yachting, she joined him. Hollie Franke, senior crew coordinator at Luxury Yacht Group, learned a lot about Wisdom’s ways as she helped
Chef Adora Wisdom continues to work on yachts while owning and PHOTO/DORIE COX running her Ft. Lauderdale restaurant, Taco Grill. get her started with a resume and job interviews. “Any interview she goes on, she gets the job,” Franke said. “She’s the hardest worker and very business oriented.” The reason she can manage so many parts to her life is because she creates a team environment, Franke said. Capt. Berlin and Wisdom ran M/Y Chills on charter trips together for three years. “Adora’s the dominant personality on any boat; her character stands out,” he said. “She takes it on herself that each person is happy. From 90 percent of our charters, I’d say she’s still in contact with the guests.” Capt. Rob Petrina hired Wisdom as a chef/stew on her current job, M/Y Southern Way. He sees the parts of her personality that allow her to do so many things. She shines in her ability to take care of crew, and she is multifaceted in all parts of working on the yacht, he said. “It’s a huge job for one person, but whatever the work is, she takes it with no complaining,” Capt. Petrina said by phone from the U.S. West Coast. “She’s hard-headed and strong, but she knows how far to push it,” he said. “We had issues when she put up her dukes a little bit, but I reminded her I’m the captain.” Wisdom went back to work on yachts when her son was five months old and said it remains important. And having a lot to do does not stop her from trying. “I love it, my life is at sea,” she said. “More so, I only feel complete when I’m in the galley in a boat. It’s very strange to explain. I can come in here and put my heart and soul into everything,” she said as she pointed inside to her restaurant. “But finding the people who feel the
same way to represent me is very hard. “When I’m on a boat, it’s completely different,” she said. “Every item that is put in or out is ... it’s me, it’s my hands, it’s my sweat,” Wisdom said as she made a lip-smack sound implying deliciousness. “It is my heart.” Dorie Cox is associate editor of The Triton. Comment: dorie@the-triton.com. Visit Taco Grill at 3341 N.E. 32nd St. (33308), 954-952-7429, tacogrillgirl.com.
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World’s largest show is big business to town, state, industry FLIBS from page 1 throughout the state of Florida during that week. FLIBS is the largest boat show in the world in terms of gross exhibitor space and vessels gathered, according to a news release about the study. The study was ordered by MIASF, which owns the show, and Show Management, which produces it. “The economic impact of FLIBS dwarfs a Super Bowl and it happens year after year, contributing to the sustainability of 136,000 marine industry jobs and $11.5 billion to the economy in the region,” Purcell said. But the bigger impact is how the show affects jobs and taxes, as well as the marine industry as a whole. The study revealed that the show brought in $51.2 million in excise and sales taxes to the state, about $17 million of that happening in Ft. Lauderdale’s Broward County. “The real benefit is that it feeds the marine industry during the other 360 days a year,” Purcell said. “Yachts come
for the show, then stay. They get work done because we are a hub for refit and repair.” These post-show expenditures include dockage, parts, accessories and services to support a yacht as well as lodging, food and more for the crew. The show is vital to many businesses that invest in exhibiting there, including South Florida-based Aere Docking Solutions. Aere exhibits at boat shows around the country and the world. FLIBS is the largest retail show on its calendar, COO Vicki Abernathy said. “It gets our product in front of people that own boats from 25 to 250 feet, all in one place,” Abernathy said. “That’s what’s huge for us. “It’s not a show where all the boats are small like Annapolis or all huge like Monaco,” she said. “It is great overall exposure to the recreational boating market.” The company has exhibited at FLIBS for years and relies on sales during the week as well as after the show. And sales from contacts made at the show
continue to come in throughout the year. “I just got an email from a customer that said the boat they bought was not delivered yet, ‘But I haven’t forgotten about you’,” she said. “Some people are just looking at boats then buying down the road, and calling us then.” Economic activity from the Ft. Lauderdale show reaches deep. The report states that more than 1,000 jobs are generated in Broward County alone during the show. The show also highlights what South Florida has to offer. “We are a research hub and an oceanographic hub; we have the third largest reef,” MIASF’s Purcell said. “We are the Silicon Valley of oceanographics. “And the show brings the best people in the world here,” he said. “We drive jobs. We’re the backdrop. What business doesn’t want to be here?” All of this adds up to why Abernathy said the annual show will continue to be a big part of her company’s financial equation.
“The smallest boat we sold to at the show was 27 feet long and the largest was 210 feet,” Abernathy said. “Where else can you do that?” To read the entire report, “Economic Activity Associated With the 56th Annual Fort Lauderdale International Boat Show November 5-9, 2015,” visit www.miasf.org. Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
FLIBS creates:
l $857.3 million in economic output throughout Florida l $508.3 million in total sales l $380.8 million in estimated sales by Florida companies l $51.2 million in sales and excise taxes l $304.3 million in personal income and economic activity l $29.6 million in non-local visitor expenditures
News
August 2016 The-Triton.com
CPB has trouble with ‘for sale’; agents say yachts can still cruise License from page 1 pay the duty you won’t get a cruising license.” The industry groups read the law differently. Florida Yacht Brokers Association, Marine Industries Association of South Florida and U.S. Superyacht Association have enlisted Jennifer Diaz, founding partner of Diaz Trade Law, to request clarification. “The law has not changed, but CBP isn’t granting cruising licenses as they had previously,” Diaz said. “We’re seeing arbitrary decision making in South Florida local customs offices saying who is entitled and who isn’t. “The big takeaway is, if a foreign yacht is for sale, it is still entitled to a cruising license,” Diaz said. “You are entitled to do both at the same time. It should not be one and the same. Customs is dumping it in one bowl. “The fun part is, even if it is for sale, who cares?” she said. “A search shows 365 yachts not for sale in the U.S. but for sale outside of the country. There is nothing wrong with that.” Reeder has found a way to help his clients, at least in the short term. “Basically, I tell them they may be denied a cruising license but are welcome to come and cruise with their boat by using a permit to proceed.” To cruise in U.S. waters, yachts can request a cruising license or a permit to proceed. The permit, Form 1300 - Vessel Entrance or Clearance Statement, requires yachts to check in at each new port. Longstanding federal law – Code of Federal Regulations 19 CFR 4.94 - Yacht privileges and obligations – outlines what is required to apply. Diaz’s letter to CBP cites concern that local and federal economies could be adversely affected when yachts are denied, and expressed urgency to clarify interpretations before the Ft. Lauderdale boat show Nov. 3-7. “Now local CBP will be speaking with the national headquarters so customs can discuss this internally,” she said. “This is an informal way for them to solve this.” Said Reeder: “We are saying this has been ruled on multiple times, and these yachts should be issued a cruising license.” Dorie Cox is associate editor of The Triton. Comment: dorie@the-triton.com.
No cruising license, no problem
There is a misconception among many captains, crew and yacht owners that a foreign-flagged vessel cannot cruise in the United States without a valid cruising license. They can, and do. The purpose of a cruising license is to allow private, foreignflagged vessels to cruise without having to make a formal entrance into each port or place. (By the way, this privilege of a cruising license is only extended to vessels from 27 countries. A vessel rfrom Malta, for instance, cannot receive a U.S. cruising license.) A vessel without a U.S. cruising license can still cruise U.S. waters. The difference is that it must clear into each port by filing form 1300 with the local office of Customs and Border Protection. Each office will then take the yacht’s Certificate of Registry and return a receipt, or Permit to Proceed. When the vessel leaves port, its certificate of registry is returned and the vessel is given a clearance out, which can be presented at the next port. There is a $37 fee at each port for this clearance, unless the vessel applies for an annual D/TOPS decal (dtops.cbp.dhs.gov). This decal allows vessels to clear in and out of each port without paying another fee. With the Permit to Proceed, vessels can perform sea trials and cruise within the boundaries of the port, which are outlined in the Permit to Proceed. Yes, there is more paperwork associated with cruising in the U.S. without a cruising license, and yes, there is more hassle, but it’s possible. And as captains who have cruised around the world are well aware, many other countries charge a great deal more and have more regulations. There has been a lot of concern recently about changes in the system for obtaining a U.S cruising license. The reality is that CBP is formalizing the application system to make it consistent in every port. Capt. Debora Radtke Founder, American Yacht Agents
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From the Bridge
Vision
Not all wear polarized glasses, but all guard their binoculars BRIDGE from page 1 polarized lenses all the time. These are often worn to reduce glare from reflections. “I can’t stand them,” one captain said. “I used to wear them, but I don’t like them when I’m looking through windows and you see the lines through it.” Everyone nodded in agreement about the lines and spectrums that appear in certain treated glass. One captain said he used polarized lenses only for fishing. “If I fish, I still use them if want to see what’s under there,” he said. “And to navigate shallow waters, like navigating in the Bahamas.” But they are a bigger issue on the bridge. “Polarized are problematic when reading displays,” a captain said. “I’m always taking them off because I can’t read the screens.” Although everyone said they take their sunglasses off inside the yacht, several captains said they still need them for looking out the windows. “I’m navigating inside the bridge, but looking out on the water,” the captain said. “You can’t look out without sunglasses, you’ll go blind.” So there is a lot of taking sunglasses on and off. Off to read displays, on to look for navigational marks, off to check alarms and on to look for vessel traffic, a captain said. “I move them up and down quite a lot,” another captain said. “It’s just a fact of life, the nature of the beast.”
Get yourself some cheap sunglasses
Although all the captains wear sunglasses, they differ on how much they spend on them. And that price affects whether they use eyeglass retainer cords, the string that lets glasses hang around the neck when not in use. One captain always uses cheap sunglasses with no cord. “I usually don’t spend enough on sunglasses,” he said. “And those straps annoy me.” Another captain relies on the cord. “For me, it’s not about losing them,
it’s when it’s hot and sweaty and I need to put them up,” he said. When he’s not using his glasses, he wears them on top of his head. To prevent the irritation of glasses falling off, he uses the cord. “To wear them inside, I put them on my head and pull the bead on the back of the strap up tight so they don’t fall down.” At work on the dock and at sea, several use cheaper sunglasses so they can have six or seven pairs in strategic locations. “Mine are all scratched and I constantly lose them,” a captain said. But the other end of the spectrum are the captains who have one pair
for each use. Several captains have what they call “land glasses,” which are more stylish or expensive glasses and sunglasses with no straps. One captain wears prescription lenses and spends more than $1,000 for transition sunglasses. “These are my day, going-out glasses,” he said. “Then I’ve got sunglasses with prescription and safety glasses. Only lost them one time overboard.”
See your way to safety first
Sunglasses assist with vision but also guard the eyes. We talked how early mariners protected their eyes.
“They didn’t have all the UV rays,” a captain said. “They wore a leaf with a hole in it,” another captain said. “Like the Inuits who used seal skin with slits to prevent against snow blindness,” another captain responded. “And they had no white paint,” a fourth captain said. “Sunglasses are not required for crew, but we work around white; you would be in pain and suffer if you didn’t” wear them, a captain said. “You can ruin your eyes, ruin your retina, at the least your eyes become tired.” Aside from damage from the sun’s rays, several at the table wear safety
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From the Bridge glasses all the time to prevent possible physical damage to their eyes. “These are ANSI [American National Standards Institute] safety glasses, absolutely,” a captain said holding up his sun/safety glasses. “I won’t wear anything else.” Two captains said safety glasses saved them from serious injury several times. “They saved my life from flying hooks, breaking shackles, pieces of chain flying,” a captain said. He issues safety sunglasses to the crew and buys them by the case. “Anyone on deck, where they could have a chance of injury, must use them,” he said. “Inside they use clear safety glasses; in the engine room it’s mandatory,” another captain said. “I have it on the crew policy for safety.” “If you can’t see, you have an operational hazard onboard,” another captain said. If crew can’t see where they are going, there are too many places a person could trip and fall, he said. Another captain said he was injured while standing nearby while someone was grinding rust. “I had safety glasses on but a bit came in behind my glasses and I got rust in my eyes,” he said. “I kept rinsing and rinsing with water; I flushed about 30 or 40 minutes. From then on, I started wearing closed system safety glasses.” “That’s terrifying,” another captain said and the others at the table agreed. Most boats have an eye wash station onboard or an eye flush in the medical supplies. And most marine businesses, including shipyards, have eye flushing stations, a captain said. The captains said they have safety eyewear written into operations and standard working procedures onboard. And they have pairs of the safety glasses in engine rooms and areas where crew work with chemicals, tools or the potential of flying objects or debris. The group discussed several types of safety wear available, including glasses, face shields, masks, wrap arounds, goggles and even respirators with safety glasses. “If these safety glasses get messed up, just get another pair,” a captain said. “I have a bag of them.”
Attendees of The Triton’s August From the Bridge lunch were, from left, Capt. Kent Kohlberger of M/Y Safira, Capt. Norm Treu of S/Y La Perla, Capt. Hristo Gyaurov formerly of M/Y Element Ta, Capt. Shepherd Dobson (freelance) and Capt. Clark Shimeall (freelance). Capt. Janz Staats (previous page, black shirt) of M/Y Golden Compass, Perserverance II and Competitive Bid III left before the group photo was taken. PHOTO/SUZETTE COOK
Don’t touch my binoculars
Binoculars, for seeing distant objects, are another type of eye gear that captains consider mandatory. And they are adamant about having their own pair. “Different eyes sees differently,” a captain said. “In an emergency, you can’t be adjusting. That’s why on the bridge I have two pairs.” “Different eyes for different people,” another captain said. “Mine are mine, don’t touch. Do whatever you want with that one, but don’t touch my seat, my coffee, my binos.” Most carry their own pair when working on different boats. “I take my own binoculars on deliveries,” a captain said. “I carry two; one real small with permafocus, just lift and see it in focus. And another pair.” “I like my Steiner’s if no one touches them,” another captain said. “You all know when it’s happened, when someone has touched them.” There are several types of binoculars including some that can be used with vision glasses. “It depends on the quality if you can use your glasses,” a captain said. “I have the best with permanent focus, if no one touches them. They take a while to fix.” Opinions varied on the use of another tool for the eyes, night vision
devices. These allow the ability to see describing a conversation with a crew. better in low-light situations such as “Any professional will know what to when checking for navigation markers wear. It’s not written somewhere, I just or things in the water at night. tell them. Like baggy pants.” “The problem is, there is such a “No bright white or pink, don’t want difference in what you see,” a captain blue lenses and crazy shapes,” he said. said. “I think they’re very confusing “They can wear them on the weekend when you take or to the beach. And them away from the strap should be your eyes. It something thin, not ‘They saved my life gives momentary gaudy.” from flying hooks, information, but “Another thing, when you take them it’s only manners breaking shackles, away, what you’re to remove your pieces of chain flying.’ looking at is not glasses when you — a captain said there.” meet someone,” “It’s like the another captain switch has been said. “I’ve seen crew turned on and off,” another captain leave their glasses on. It makes me said. “But they’re nice to have on long uncomfortable when they don’t take trips and deliveries. They’re more of a them off.” toy to play with.” “Look at someone you have never “But in certain areas you use met,” another captain said. “Look them them to see through the fog,” a third in the eye and shake their hand.” captain said. “Like in Vancouver or the “We have to teach and train them,” a Maritimes.” third captain said. “They’re a good feature to have as a double check,” a fourth captain said. It’s on the record Some of the captains wear You’re going to wear those? prescription glasses and several have Although none of the captains said over-the-counter reading glasses. But they specifically describe what glasses they all said they go for annual eye crew can wear, they have told crew exams, except for one at the table. what they don’t like. “Are those a joke?” a captain said See BRIDGE, page 42
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From the Bridge
The-Triton.com August 2016
Captains expect crew to care for eyes; restrictions placed on some BRIDGE from page 41
Another captain talked about a friend in Europe with night vision “I’ve been meaning to go,” he said. issues. The captains don’t require crew to “He has a 3,000-ton license with a do the same, but hope crew add that to daytime endorsement,” the captain their medical check-ups. said. “He can only drive for day stuff.” “I go because I ruined my eyes “I knew a friend, a great captain navigating in the ’70s and ’80s on who had his own boats, but couldn’t sailboats without proper lighting in the get his license because of his eyes,” nav station,” a captain said. another captain said. “But you don’t “You eat well, watch your weight, need a license unless your insurance exercise and still your eyes deteriorate,” companies says.” another captain said. “I have a buddy that is losing his Whether crew wear glasses or night vision,” another captain said. “He contacts is not on their resume. has worked all over the world, but now “But the information will be in their that is changing.” medical file,” a captain said. “It’s not my After lunch, as the captains preference, but I will hire them.” pocketed their reading glasses and “It’s not a consideration,” another gathered their sunglasses from the captain said. “Crew should not be table, they talked about how important discriminated against for that.” vision is as a mariner. A couple of eye topics were “For seafarers, the eyes are the mentioned, most important including sense,” a captain medications that said. “All senses are ‘I have a buddy that can affect vision. important, but eyes is losing his night “If they take are the most.” vision. He has worked meds, that’s a “At sea, we consideration are always all over the world, but anyway with crew,” watchstanders,” now that is changing.’ a captain said. “And another captain — a captain said you usually know said. “We use all our about that.” tools onboard, but “There are no the real deal is what secrets on a boat; a human being it all comes out at the wrong time,” sees.” another captain said. “We are overseeing everything,” And the group talked about a third captain said. “We are over colorblindness and night vision ‘seeing’. And you can’t do a proper deficiencies. watch without your eyes. What’s the “And if they are on watch, you first rule in the book? Be on watch.” don’t want to hire someone who is “Computers can do things, but it’s colorblind,” a captain said. what the human sees that we need,” a “You can’t get a deck license if you’re fourth captain said. colorblind,” another said. “But it’s the “Eyes are our doors to the world,” degree that matters, just the red green,” said another. “They are the most another captain said. valuable things for human beings and “When we re-enlist, we redo the should be the most protected.” medical exam every time and they test And, as the last captain said, the our eyes,” a third captain said. “They “eyes” have it. look for red/green colorblindness. And Oh, and don’t touch the captain’s the medical only lasts for two years.” binoculars. A captain said that any eyewear requirements or restrictions are Dorie Cox is associate editor of The specified on merchant mariner Triton. Comments on this story are documents. welcome at editorial@the-triton.com. “If you wear glasses, it says you have Captains who make their living running to have two pairs, it states it right in someone else’s yacht are welcome to your mariner book,” he said. “There join in the conversation. E-mail us for are pages that can specify that type of an invitation to our monthly From the information.” Bridge lunch.
Write to be Heard
August 2016 The-Triton.com
Brexit vote unease could hurt, help yachting By Capt. Andrew Brennan How, and when, will the UK leave the European Union? And how will this impact yachting? Prior to the Referendum on June 23, UK government departments were expressly forbidden to complete any form of contingency planning for a Brexit vote. It was viewed as a waste of resources as the “remain” vote was well ahead in all the polls. So when the counting was complete and the voice of the British population was heard to leave the EU, instantaneous and incoherent responses came from politicians around 6 a.m. on the 24th of June. Worse still was the response from the financial markets a couple of hours later, which began a four-day plunge that saw a 15 percent drop in the pound sterling (GBP) versus both the U.S. dollar and the euro. Although the stock indices bounced and have now returned to pre-Brexit referendum levels, foreign exchange between GBP and both the dollar and euro remains almost unchanged from immediate post-Brexit. About 33.5 million voters in the UK do not know what is going to happen next, and this is weeks after the vote. So how does Brexit impact yachting? Owners have to make the money to buy the yachts that keep us all employed. Making money in the current financial climate is extremely difficult and fraught with danger. Owners with a large property portfolio may not be safe either. Nine investment funds in the UK that have a large commercial property portfolio have closed their doors to investors seeking to withdraw their money. Financial pundits are forecasting a property value plunge in both commercial and domestic sectors. In plain English, the price of houses are expected to fall by as much as 10 percent in the next month alone. (This may be just the right time for UK crew to consider buying a house in the UK.) Companies with a large operating base in Europe are making contingency plans to relocate their headquarters from the UK to Europe. When this happens, the value of commercial property will tumble, which may start an earthquake in the UK financial markets that could be felt around the world. Property devaluation in the UK could be the first card removed from a house of cards that might fall to the
ground, wiping billions off the world’s financial markets. If you look hard enough, a large silver lining may be found for owners. British shipyards and marinas are now roughly 20 percent cheaper for foreigners than they were on June 22, thanks to the change in the exchange rate. This has made the UK a cheap place to operate and refit yachts. Careful planning by captains and management companies could use the weak pound to their benefit by organizing refits and maintenance as they pass by the UK at the end of summer. Further benefits will become apparent once the UK leaves the EU. If that happens, the UK will become a great export destination to receive duty-free fuel and duty-free yard periods, and will also allow the vessel to be outside the EU, which may be advantageous to commercial yachts. The downside is that visas will have to be arranged for non-UK crew to enter the UK, and this may be a huge sticking point as immigration (even temporary) is a hugely debated point in the UK at the moment. Crew have also benefited as the pound has weakened. Hopefully, they have noticed it in their paycheck. And employing UK crew means paying them in pounds could result in savings for the yacht. I don’t think it will be long before we see crew salaries offered in pounds instead of dollars or euros. The bad news is that the financial pundits expect parity in six to 12 months. That’s where 1 dollar is worth 1 pound is worth 1 euro. If this happens, owners could save even more by paying crew in GBP now. Speculation, yes, but in an uncertain
future, yacht operational costs have to be reduced wherever possible. At the minute, it is still business as usual. The UK is part of the EU until the government activates Article 50. That’s the trigger that starts the departure countdown clock running, so it will be two years from Article 50 activation before the UK leaves. (However, there is a law firm in London that is putting together a case to challenge the validity and legality of the referendum. If it wins the case, the UK may never leave the EU.) Brexit is not a 100 percent certainty. Planning, international negotiations, debates in government, and legal challenges have to be overcome before the Article 50 trigger is pulled. This is scheduled for the fall under the new UK prime minister. Until then, the UK is still part of Europe. The only thing that has changed is the 15 percent weakening of the GBP. If owners, captains and crew are savvy, this can be used to their benefit by reducing overall operating costs of the yacht. Furthermore, by closely watching the political landscape unfold in the UK during the next two to three months, other savings could be made by booking yard periods as soon as the path forward to Brexit is known. Sadly, with suitable large yacht repair facilities in the UK limited (compared to the Cote D’Azur and Ft. Lauderdale), managers will have to be quick off the mark (and well informed) to realize huge savings. Capt. Andrew Brennan holds master (Yachts < 3000 GT) and engineering Y4 certificates. He also has 22 years of private investing experience. Contact him through editorial@the-triton.com.
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News
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Boats / Brokers Yachts sold
M/Y Project Nova (YN 17850), a fast displacement yacht with hybrid propulsion, has been sold. The 163-foot, all-aluminum Heesen is due to launch in 2017. M/Y Najati, a 28m Pershing 92, was sold after two months on the market by Camper & Nicholsons International with Steen Christensen representing the seller. M/Y Ouranos, a 45m Tecnomar superyacht, was sold by IYC broker Michel Chryssicopoulos, who represented both buyer and seller. Renamed Ipanemas, the yacht will remain in the IYC charter fleet. M/Y Libra Star, a 43.6m Benetti built in 2008, was sold by Camper &
Nicholsons brokers Alex Lees-Buckley and Gaston Lees-Buckley representing the seller.
New to the sales fleet
M/Y Marala, the 193-foot motoryacht built by Camper & Nicholsons in 1931, is listed exclusively with Jean-Marie Récamier for 10 million euros. A Sunreef Supreme 68 built by Sunreef premiered at the Singapore Yacht Show. The 68-foot catamaran was designed by Bram Van Scharen. M/Y Canpark, a 36.5m yacht launched in 2007 by ISA Yachts, is offered by Richard Higgins of Camper & Nicholsons. S/Y Athena, the 295-foot Royal
Huisman schooner built in 2004, is offered by Merle Wood of Merle Wood & Associates and is listed at $69 million.
to an offshore certification, is listed at $570,000 and offered by Bernard Gallay Yacht Brokerage. M/Y Gipsy, a 35m OTAM, has launched ahead of its world debut at the 2016 Monaco Yacht Show. M/Y Passion, the 173-foot yacht built by Swedeship in 1986, is offered at $13.5 million by Northrop & Johnson. It has had just one owner.
News in the charter fleet M/Y Wally KokoNut (above), a 26m displacement yacht built in 2004 by Wally Yachts, is offered by Floating Life Charter & Brokerage for 4 million euros. S/Y Smoke, a Paine 62 yacht built
M/Y Polaris I, a 158.5-foot Rossi Navi, is now being offered for charter by Camper & Nicholsons International. M/Y Lady M II, the 164-foot Hakvoort, will winter in the Caribbean and is represented through Merle Wood & Associates. M/Y Northern Lights, the 132foot Westship, is booking trips in the Bahamas and Caribbean with representation from Merle Wood & Associates.
Recently launched, delivered
The 272-foot (83m) M/Y Here Comes The Sun was launched on June 30. It is the largest yacht built to date by the Dutch builder Amels. The yacht takes its place in the Top 100 at No. 83, according to the Superyachts.com Top 100 Largest Yachts in the World rankings. M/Y Grey Falcon (23m) is the newest member of the Continental Two family and has been launched and delivered to her new owners. The 41m M/Y Nashwan built by Gulf Craft has been delivered to its owners in Dubai. The Hartman M/Y Livingstone recently completed by Piet Brouwer Electrotechnology was launched in June. M/Y E75 is the most recent launch by Horizon Yachts. It will make its U.S. debut at the Fort Lauderdale International Boat Show in November.
Under construction
S/Y Ngoni aka “The Beast” is a 190foot sloop under construction by Royal Huisman with a 2017 launch date. This is a collaborative effort between offshore racing experts Ed Dubois and Royal Huisman, who first teamed up in 1979. M/Y YS 5009 is under construction at Damen Shipyard with a planned launch scheduled for September. The 55m yacht support vessel will be headed to the Monaco Yacht Show after sea trials.
Calendar
August 2016 The-Triton.com
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Upcoming Events EVENTS OF THE MONTH Aug. 5-21 31st Summer Olympics Rio de Janeiro, Brazil
International event for major summer sports. For details on events in Rio, visit www. rio2016.com. For information on the Olympics, visit www. olympic.org.
Aug. 3 Triton Networkingm the first
Wednesday of every month from 6-8 p.m., this time with IGY Marinas on Ft. Lauderdale Beach. Captains, crew and industry professionals are all welcome; no RSVP required. See details, page 46. www.the-triton.com
Aug. 4 The Triton Bridge luncheon,
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Active yacht captains only. Space is limited. To request a seat, email Associate Editor Dorie Cox at dorie@ the-triton.com or 954-525-0029.
Aug. 6-13 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. 12 Newport Yacht Rendezvous. Event includes dinner, dancing and superyacht hop. www.newportyachtrendezvous.com
Aug.12-14 Ladies, Let’s Go Fishing!
Saltwater Seminar, St. Augustine, Florida www.ladiesletsgofishing.com.
Aug. 17 Triton Networking, the third
Wednesday of every month from 6-8 p.m., this time with United Yacht Transport in Ft. Lauderdale. Captains, crew and industry professionals are all welcome; no RSVP required. See details, page 47. www.the-triton.com
Aug. 19 12th annual Ida Lewis
Distance Race, Newport, R.I. Features 104nm and 177nm race courses. www.ildistancerace.org
Aug. 26-28 6th annual DEMA
Convention, Scottsdale, Ariz. The Domestic Estate Managers Association hosts workshops, speakers, networking,
best practices, advice and panel discussions. www.demaconvention.com
Aug. 30-Sept. 4 Hiswa In-Water Boat Show, NDSM-shipyard, Amsterdam. www.hiswatewater.nl
Sept. 2-4 MYBA Pop-Up Superyacht
Show, Montenegro. Show is open to all MYBA-registered yachts over 20m, charter agents and brokers. www.mybapopupshow.com
Sept. 6-8 Seatrade Europe, Germany.
The cruise line conference with a yacht component. www.seatrade-europe.com
Sept. 6-9 SMM, Hamburg, Germany. Shipbuilding, machinery and marine technology international trade fair. Smm-hamburg.de
Sept. 6-11 Cannes Yachting Festival
(Festival De La Plaisance), Cannes. Nearly 600 boats, 150 world premieres and 450 exhibitors are on display at Vieux Port and Port Pierre Canto. www. salonnautiquecannes.com
Sept. 7 Triton Networking, the first
Wednesday of every month from 6-8 p.m., this time Longbow Marine in Ft. Lauderdale. Captains, crew and industry professionals are all welcome; no RSVP required. www.the-triton.com
Sept. 8 The Triton Bridge luncheon,
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Captains only. Space is limited: dorie@ the-triton.com or 954-525-0029.
Sept. 9-11 Wilmington (N.C.) Boat
Show. Inaugural show produced by JBM & Associates, producers of the Charleston and Savannah boat shows. www.wilmingtonboatshow.com
Sept. 9-11 Louis Vuitton America’s
Cup, Toulon, France. A premier racing circuit that is part of the 35th America’s Cup sailing program. The series features the best sailors in the world competing on AC45F (45-foot foiling) catamarans. www.americascup.com
Sept. 9-11 Ladies, Let’s Go Fishing!
Saltwater Seminar, Bimini, Bahamas. www.ladiesletsgofishing.com.
Sept. 15-18 46th annual Newport
International Boat Show and Newport Brokerage Show, Newport, R.I. One of the oldest and largest in-water boat shows in the United States. www.newportboatshow.com
Sept. 20-25 56th annual Salon
Nautico, Genoa, Italy. Sales show of large yachts. www.genoaboatshow.com
Sept. 21 Triton Networking, Ft.
Lauderdale. Join us and Crew Unlimited for the monthly event on the third Wednesday of the month from 6-8 p.m. No RSVP required. All captains, crew and industry professionals are invited. www.thetriton.com
Sept. 28-Oct. 1 26th Monaco Yacht
Show, Monaco. This year’s show to add extra berths and reorganized exhibition
MAKING PLANS Oct. 12 Triton Expo Universal Marine Center Ft. Lauderdale, FL
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. area for 120 yachts from 25-100m (including 40 new launches) and 580 exhibits. www.monacoyachtshow.com
Oct. 4-6 International BoatBuilders’
Exhibition & Conference (IBEX), Tampa Convention Center, Tampa, Fla. Seminars, workshops, waterfront demonstrations and networking for boat builders, dealers, suppliers, designers, buyers, repairers, surveyors and boatyard/marine operators. ibexshow.com
Oct. 5 Triton Networking, Ft.
Lauderdale, the first Wednesday of every month from 6-8 p.m., this time with MPT. www.the-triton.com
Oct. 19 Triton Networking, Ft.
Lauderdale, the third Wednesday of every month from 6-8 p.m., this time with Ward’s Marine Electric. www.the-triton.com
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Triton Networking
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Network with IGY Marinas IGY Marinas, owner and manager of megayacht destination marinas, is hosting Triton Networking on the first Wednesday of August. And we’re bringing the summer gettogether to the beach. Once again, we’re collecting school supplies to help the Marine Industry Cares Foundation stuff Fowles backpacks for lessfortunate kids. Please bring something for the backpacks, including pens, pencils, notebooks and paper. IGY is providing the backpacks. Join us from 6-8 p.m. at South Beach Park on Ft. Lauderdale beach, just south of the basketball courts across from Bahia Mar. Until then, learn a little more about IGY from Bert Fowles, vice president of sales and marketing. Q. IGY is well represented in yachting areas. Tell us where. Each IGY location has been specifically chosen to be part of an unparalleled bluewater network providing the best boating destinations, whether chartering, fishing, cruising or sailing. We manage or own these: Montauk Yacht Club Resort & Marina in Montauk, N.Y. North Cove Marina in Manhattan Newport Yacht Club & Marina in Jersey City, N.J. Blue Haven Marina in Providenciales on Turks & Caicos American Yacht Harbor on St. Thomas in the U.S. Virgin Islands Yacht Haven Grande, on St. Thomas Simpson Bay Marina in St. Maarten The Yacht Club at Isle de Sol, also in St. Maarten Rodney Bay Marina in St. Lucia Red Frog Beach Marina in Bocas Del Toro, Panama Marina Santa Marta in Colombia Marina Cabo San Lucas in Mexico Maximo Marina, St. Petersburg, Fla. Q. Why should captains choose an IGY marina? Because IGY marinas are the top choices in the destinations we operate. Five of our marinas have been awarded 5 Gold Anchor accreditation by The Yacht Harbor Association: Yacht Haven Grande, St. Thomas; The Yacht Club at Isle de Sol, St. Maarten; Blue Haven Marina, Turks & Caicos; Rodney Bay Marina, St. Lucia; and Marina Cabo San Lucas, Mexico.
We are also extremely proud of Yacht Haven Grande being awarded the 2016 Superyacht Marina of the Year. Q. What is IGY’s history? IGY was founded in 2005 by Andrew Farkas, CEO and owner of Island Capital Group. The IGY focus is one of destination management. The company has set a new standard in what a truly holistic marina experience should be, and accumulates over 8,000 unique vessel customers annually to our locations. Q. Do you acquire existing marinas or build new? IGY was formed to acquire, develop, manage and operate world-class marina facilities around the globe. We own seven of our 13 marinas and have lease, management or marketing relationships with the other six. Q. What is your background? I joined IGY Marinas in 2007 from the hospitality industry and now sit on the board of the U.S. Superyacht Association as well as the board of the Marine Industries Association of South Florida helping to create measurable growth for the maritime industry. Q. What is the Anchor Club? IGY Anchor Club has two parts. First, the Anchor Club Program is IGY’s customer loyalty program. It offers reward points based on dockage that can be redeemed for almost anything. Second, the IGY Anchor Club Strategic Partner program for businesses allows companies with aligned brands to work with IGY to enhance our customer experiences. Q. Tell us about “Inspire Giving through You”. The goal is simple: get people off their boats and into local communities to support charities and nonprofit organizations. I have to give a huge thanks to the more than 500 volunteers who participated in 15 projects across seven countries this year. Q. What trends do you see? Many vessels use our destinations as a base to explore regional waters, given our ability to provide consistent service and provisioning across the network in partnership with our IGY Anchor Club Partners. We’ve seen an increase in the number of vessels venturing to explore the southern Caribbean, using Rodney Bay Marina as a home port. Join us on Aug. 3 from 6-8 p.m. at the northern end of Fort Lauderdale Beach Park at 1100 Seabreeze Blvd. (33316). Soft drinks, water and a light barbeque will be provided.
Triton Networking
August 2016 The-Triton.com
Network with United Yacht Transport Join The Triton to network with United Yacht Transport on the third Wednesday of the month (Aug. 17) in Ft. Lauderdale. Everyone in yachting is welcome to join us from 6-8 p.m. at Riverside Market South in Ft. Lauderdale . Until then, learn a little more about the yacht shipping business from company president Haber Paul Haber. Q. Tell us about United Yacht Transport. We ship boats and provide all services related to yacht transport worldwide. Q. Why should yacht captains choose your business? We are always reliable, best priced, and have the best safety record in the industry. Here at United, we understand how important accurate information is to a captain and crew. Our operations department gives upto-date live data about our ships, as well as daily updates. Our frequent boat shipping sailings give captains the options they need to plan ahead. United Yacht Transportâ&#x20AC;&#x2122;s pricing is the most competitive in the industry; and the contracted price is the price you pay, with no surprises, no delays and no surcharges. And that price is for the entire boat shipping cost, complete with cradles, cargo insurance, loading and discharge and documentation â&#x20AC;Śsoup to nuts. We have a patented cradling system, the most experienced load masters, and the most sophisticated lifting in the industry. Safety is our first priority. Q. What do you wish captains and crew knew about your company? No matter how many forwarders and transporters quote figures and dates, UYT is the only carrier in North America with regular, reliable service and schedules. Our performance speaks louder than words. For example, United has had five eastbound sailings from Victoria, British Columbia, and Ensenada, Calif., to Port Everglades in Ft. Lauderdale in the past six months. No other carrier has done more than one. The proof is in the pudding. In 2016 here are the eastbound sailings we have had so far: BBC Lolland in January, BBC Bergen in March, BBC Oder in April, AAL Kobe in
May and the Clipper New York in July. Q. How do captains request a quote? They can fill out a free yacht transport quote request on our website (united-yacht.com) or give us a call anytime for any boat shipping needs. We have agents standing by. While on our website, they can check out our more than 50 videos showing United at work, loading and unloading. Q. You recently set a company record. Tell us about that. This year, 2016, has been a record year for United. Our spring season in North America was our best ever and sailings were chock-a-block. United also significantly increased our heavy lift yacht transports of superyachts weighing over 300 tons, including one weighing over 500 tons. United has increased our frequency of boat shipments to and from the Mediterranean and are happy to announce monthly sailing from/to Port Everglades, Palma, Genoa, Lavrion in Greece, and Izmir in Turkey. Q. It must get busy at certain times of the year. How should crew avoid the rush? Our best advice to any captain is to book their yacht transports several months ahead. In this way, the slot is secured with no surprises. We also offer an early booking discount of 15 percent to shippers booking 90 days or more in advance. Q. What are the most important things for crew to do to prepare to ship? l Have at least 50 feet of lines on the stern and bow of the yacht. l Have at least two fenders on each side of the yacht. l Have an easy-to-read guideline on how to start the engines. l Ensure that all loose equipment on the yacht has been secured (such as biminis, cushions, etc.) l Add extra tie downs on loose items such as jet skis, tenders, kayaks, etc. l Ensure that all hatches have been closed tight and locked. Join us from 6-8 p.m. on Aug. 17 at Riverside Market South, 3218 S.E. Sixth Ave. in Ft. Lauderdale (33316). For more information about United Yacht Transport, visit united-yacht.com or contact the company at +1 954-3834448 or sales@united-yacht.com. Or stop by the east coast office at 2830 Marina Mile Blvd., Suite 118, Ft. Lauderdale (33312).
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Write to Be Heard
The-Triton.com August 2016
Frustration pushes captains to brainstorm training solutions Publisher’s Point Lucy Chabot Reed
When I started hosting captains lunches 12 years ago, I soon learned that the top issues captains deal with are crew retention, loyalty and longevity. It’s striking how little things have changed. When we talk of this issue today, however, some blame millennials, as if 20-year-olds today are any less focused than 20-year-olds of yore. Some are focused; some take longer to get there. Sure, their parents could have been more strict. And yes, technology certainly is a distraction. But onboard leaders play a part in this issue of crew development, too. Even the most distracted kid can be inspired and motivated with the right leader. Two captains reached out to me over the span of two weeks to talk about their inability to find solid young people who want to make a career in yachting, and how to retain the ones they do find. For each, their frustrations had reached a boiling point. Their solutions – independently reached but identical – was to create a development program such as the kinds that exist in commercial industries and in the corporate world. Lofty goals, and I told them so. “It may fall flat on its face,” Capt. Glen Allen of Fleet Miami said of his idea to start a training program for his
roughly 35 crew employees, “but I can’t sit around and do nothing.” That’s when I decided to get them together to see what would happen. Capt. Jeff Alexander and his longtime colleague David Anechiarico, a veteran of the human resources industry, have spent hours on delivery philosophizing about the state of crew. Their solution is to offer leadership and team training onboard. “There’s a guy who comes in to fix your radio, there’s a guy who comes in to fix your engines, there’s a guy who comes in to paint your boat,” Capt. Alexander said. “Where’s the guy who comes in to fix your crew?” I met Paul Ferdais about two years ago when he called with the seemingly novel idea to be that guy. He left yachting to study leadership before becoming a captain. Once he learned the tools, he felt they were too powerful to keep to himself, shared with only the handful of crew on his vessel. Instead he started a company to offer leadership training to yacht captains and crew. Now, two years later, he struggles to get students. Few argue that the training is needed; the catch is to get someone to pay for it. Each individual owner, with a crew of four or six or even 12, is unlikely to invest in this training. Managers who oversee vessels are hesitant to pay for the training out of their own pockets and don’t want to add another cost. Captains can’t justify the expense when trained crew invariably leave to
move up in their careers. And crew are resistant to pay for training that isn’t required since so much of their time and resources are spent to keep current with the regulations. The HELM deadline promises Ferdais some full classrooms this fall, but one-off classes are not how leaders develop, he says. Becoming a leader – a good leader – is a commitment. It takes patience, practice and time. “We think it’s common sense to know how to deal with people,” Anechiarico said. “But it’s not. It’s a skill like any other, like driving the tender.” Graeme Lord, who manages yachts for American owners, spends a lot of time training owners and managing their expectations. “Ninety-five percent of owners get out of yachting because of crew, and most crew feel unsettled because owners don’t commit,” he pointed out. That creates an unstable platform upon which to build careers. His advice: Both captains and owners should be honest about what the boat will offer as it relates to the job, and be clear about what is expected in return. “Every human wants stability,” he said. “Tell crew: commit for five years, and here’s the career path you can follow.” The trouble is, for most crew in the mid-size range of vessels – the majority of both boats and crew – that career path is limited. A deckhand might move up to bosun or first mate. But the first mate will not become a captain. To
attain that promotion, he/she usually must leave. Most crew have nowhere to go except up in size. With a system such as Fleet Miami, which has 11 vessels from small day boats to 45m charter yachts, it’s possible. Except that it’s not. “I’ve got it all – owner’s buy in, instructors, pupils required to do it – and it’s still not working,” a frustrated Capt. Allen said. I’m afraid it’ll take a crisis and the resulting reaction to get results. Licensing agencies and flag states have never bothered much with leadership training. Even the high-cost of crew turnover doesn’t persuade captains, managers or owners to embrace this concept of leadership training. But the first time some lawyer attaches the lack of leadership training to an accident, owners may be forced to address it. And pay for it. “We need a change of mindset,” Capt. Alexander said. “Can we do that one person at a time? Maybe not, but we can try.” Not sure what will happen from this get-together. Several of the people in the room that day have since met for follow-up lunches and coffees, hopefully taking this a step farther. I guess my point is, each of us has to do something. What will you do? Lucy Chabot Reed is publisher and founding editor of The Triton. Comments are welcome: lucy@thetriton.com.
CREW EYE
C
apt. HF “Pancho” Jimenez of M/Y Diva, a NISI 2500, shared a photo of the calm after the storm at sunrise on Lake Ontario in July. He ran the yacht several years ago and rejoined this spring. He and the crew were in Bay Harbor, Mich., just south of Mackinac Island on Lake Michigan. He said they will go home the way they came up: Great Lakes to Erie Canal, Hudson River to New York City then hop back to Ft. Lauderdale. This is your canvas. Show us what life onboard looks like, working and playing with your crew mates. Send photos to editorial@the-triton.com.
Write to BeCareer Heard
August 2016 The-Triton.com
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Letters to the Editor Owner’s words can help us all
Dear yacht owner: It’s great to hear that you were fortunate enough to find a yacht with a crew intact, and that you kept them. [“Foster relationships for mutual trust during customization,” page 8, June issue]. That’s certainly not always the case. I would just like to say how nice it is to hear from an owner. Trust is, as you know, a two-way street. It is rare that one person trusts another without the other reciprocating. So in a team (crew), trust generally has to start from the top. And obviously, this started with you. One thing we see in this industry, particularly on 50m and up yachts, is some brokers/agents/ managers getting in the way of a relationship between owner and captain. As you know, communication is about the only way trust is built, be it with action or words. Too many times we hear captains say they rarely have communication with the owner, and some even have a management company that will send them crew without a captain ever having
interviewed them. The relationship that an owner has with his captain, in my eyes, will generally mirror the experience the owner has on his yacht. If owners have a good relationship and trust their captains – as you do – they will end up getting their money’s worth and receive a great experience as well as longevity from their crew. If not, it is very much down to the leadership abilities of the captain. A problem here is the majority of yachting industry leaders/managers and crew have been trained in technical specialist areas: i.e. they are employed predominantly on the strength of their technical competence and experience. So on a technical level, leaders, managers and crew are good. However in the role of inspirational leader, team leadership, people management and development (being assertive in the face of adversity with a broker perhaps), there is discontinuity. It is refreshing to hear an owner voice his experience of the industry, and I hope you will continue to do so. It is by this type of communication that
we can grow as an industry, and offer owners such as yourself great service and professionalism. We can all learn from your honesty and communication. Simon Harvey Director, N2people Skills
Unclog AIS clutter
In reference to your story about AIS, [“More signals clog AIS navigation,” page 1, July issue], most current navigation software allows you to turn off labels as an option. If you need to know vessel data, then you either hover over or click on the vessel. If your software does not allow this, then it is time to update it. Otherwise, read the manual and find out where the settings for vessel labels are. I run through the same area and have no issues with the number of AIS targets. Capt. Dave Legrow Master, 3000 GT, Oceans Ft. Lauderdale
Water hurts injectors?
Regarding your recent diesel engine column [“Diesel fuel algae might be
sign that water has entered tank,” page 13, July issue], I had no idea that if fuel was contaminated by water that would damage the injectors. Preventing water from entering the fuel would be a great way to ensure the lasting life of the fuel injector, as Capt. Jeff Warner mentioned. How often should you check to make sure there is no water in the fuel? Kendall Everett via www.the-triton.com Author’s reply: As part of a megayacht’s diesel fuel preventive maintenance program, checking for free water that has accumulated at the bottom of the tank should be done on a monthly basis as well as anytime new fuel is bunkered. This is a simple process using a water-finding paste, such as Kolor Kut, smeared on a tank sounding stick. Even if no free water has settled to the bottom of the tank, monthly fuel polishing with a water block filter will remove entrained water. For more details, visit MyDieselDoctor.com. Capt. Jeff Werner
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Triton CareerSpotters
The-Triton.com August 2016
Bahamas, Martha’s Vineyard, Russia Chef J Blevins shared this fun photo and note to celebrate America’s independence. “Happy 4th of July from Martha’s Vineyard. Celebrating my 10th year on yachts since I met [former Publisher] David Reed on a layover in BWI airport while reading a Triton. He encouraged me to look into the industry and gave me his business card with the Triton logo on it. I had no idea I had been talking to the owner of the paper I was reading. Four days later I was a yachtie. “Ironically enough, my old boss from 10 years ago called me recently and asked me to do him a favor because his chef fell through for his July trip. So four days ago, almost to the day, I walked down the same dock to meet the same boat like I did very nervously 10 years ago.” Keep cooking J. Capt. Scott Lockwood of M/Y LiLien carried Tritons with him around the Bahamas this summer. Here he is dropping a few off at Valentine’s Resort & Marina on Harbor Island. Everyone is welcome to take a few extra papers along on trips. Help us spread the Triton love.
Andrey Zhuperkov, who spent nine years as mate on M/Y SoTaj, spent some time this summer visiting family and friends in Russia. He took his Triton to the statue of Nikolay Dobrolyubov, a 19th century journalist and literary critic, in St. Petersburg. Here’s hoping The Triton is remembered in 200 years.