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December 2014 Join The Triton for networking on the first Wednesday, Dec. 3, see C3.
C2
Captain shocked on sail Scientific mission trawls the seas on way to the Arctic. B1
It’s all uniform Top tips to dress crew of every shape and size.
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Yacht crew sets record Southernmost sail and marine industry charity make news. A3
Lots of fingers in crew management pie It’s a common refrain that the No. 1 reason owners get out of yachting is because of crew. I’m not sure what that comes from, but it’s repeated as gospel throughout various sectors of the industry to justify everything from better recruitment techniques to management to From the Bridge leadership training. Lucy Chabot Reed Hidden inside of that assertion, however, is the charge
that captains are somehow responsible. They are in charge of the crew, after all, so if crew discourse is the reason owners get out of yachting, the captain must surely be to blame. So I asked a small group of captains gathered together for our monthly captains luncheon if they accept that blame. They don’t, for the most part. And a few questioned if that claim is really true to begin with. “I’m not so sure crew are the main reason people get out of yachting,” one captain said. “Some of them go
bankrupt.” “It’s about communication more than anything,” another captain said. As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A10. “It depends on two things, really,” a captain said. “A: a conversation the captain has with the owner about how
Your right to write Readers, staff speak their minds on green crew, labels, more. A18
TRITON SURVEY
Are you responsible for more than one vessel? No, other vessels have captains 10% No, just the one 29%
Yes, multiple yachts, one captain 42 %
Yes, with what we tow 18%
See BRIDGE page A10
– Story, C1
Having fun on yachts all about crew As a yacht (they are all just boats to me) owner and avid reader of The Triton, I suggested to Editor Lucy Chabot Reed that Triton readers might benefit from an owner’s perspective. I believe that the most important element of owning a large boat is the crew. They can singlehandedly Owner’s View make or break the entire experience. Peter Herm I have had 30+ meter boats off and on for more than 25 years, selling my last one in 2008 at the exact right moment in time. I chartered while watching the turmoil in the yachting world until about a year ago when two friends interested in the thrill of yacht ownership asked me to join them as their guide and co-check writer. After much searching, we acquired a 35m boat this spring and began the adventure. As before, the primary challenge has been crew. A great crew can make any boat fun, and a poor crew will ruin the experience on even the $100 million
See OWNER, page A4
BACK IN BLACK FRONT AND CENTER: The crew of M/Y Unbridled give off good vibes on the bow during the Fort Lauderdale International Boat Show last month. See news and more photos on page A14. PHOTO/TOM SERIO
World is limitless for sailing deck and stew By Dorie Cox Many a yacht drama includes a deckhand, a stew and a boat. This one started on M/Y Limitless, the 316-foot Lurssen where Deckhand Jordan Wicht and Stew Desiree Golen met. But the set has changed. Instead of working on one of the world’s largest private yachts, the couple will sail the world on a 30-foot sailboat. The stage was set when Wicht, 27, and Golen, 28, fell in love about a year ago.
“We’re dating two or three weeks and Jordan said, ‘I have a dream to sail around the world’,” Golen said. “He said, ‘I would like you to come with me. Is it too early to ask?’.” Golen said she would. They put their plan to paper and left the yacht for Project Atticus. Friends and sailors say the challenge that awaits Wicht and Golen suits them. They are dreamers with the ability to make it real, and the sea is an inspiring backdrop.
Jolene Geil was chief stew on M/Y Limitless when the three worked together. “The work came natural for Desiree and that is hard to find,” she said. “She took anything and rolled with it. … [Jordan] would absorb everything he could from the first mate, the bosun, everyone. He’s wildly intelligent. “They can conquer anything, I feel in my heart,” Geil said.
See ATTICUS, page A16
A December 2014 WHAT’S INSIDE
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From the deep Plastic is found where? Read the story on B1. PHOTO FROM 5GYRES
Advertiser directory C19 Boats / Brokers B169 BoatShow-Ft. Lauderdale A14 Business Briefs A10 Business Cards C17-19 Calendar of events B18 Columns: Crew Coach C14 Crew Mess C9 Crew Eye A27 Culinary Waves C4 From the Bridge A1 Health C16 Leadership A9 Motoring B3 Nutrition C5 Onboard Emergencies B2
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NEWS BRIEFS
December 2014 A
Dredging near Rybovich OK’d; Two caught in Bahama scam The U.S. Army Corps of Engineers has issued the permits necessary to dredge about 3,500 linear feet of the Intracoastal Waterway in northern Palm Beach County to make way for larger vessels along Riviera Beach’s waterfront. The dredging will happen in the channel west of Peanut Island from the area near the Port of Palm Beach to Rybovich’s Marine Center at 2010 Avenue B just south of the Blue Heron Boulevard bridge. Rybovich CEO Wayne Huizenga Jr. said his business has been limited in the size of vessel it can accept because of the shallow depths of the ICW. The dredging will facilitate a planned expansion of the Riviera Beach yard that will allow Rybovich to service yachts up to 330 feet. “Rybovich is an international destination for megayachts from around the world and we welcome the opportunity to expand our current operations into Riviera Beach,” he said. The Florida Inland Navigation District (FIND) will oversee the dredging. Contractors working for FIND will remove about 95,000 cubic yards of dredge material to lower the
bottom of the channel to about 15 feet below the mean low water line, according to the permits. FIND Executive Director Mark Crosley said he hoped to have the dredging done within a year.
Two guilty in Bahama scam
A federal jury convicted two Miami Beach residents of defrauding customers out of $8 million in a scheme to develop Rum Cay in the Bahamas, according to a story in the South Florida Business Journal. The two ran Paradise is Mine and federal prosecutors said no money went to the Bahamas. Both individuals will be sentenced on Jan. 5. Lawrence Foster, 49, was found guilty of seven counts of wire fraud and conspiring to commit wire fraud. He faces up to 20 years in prison. Johana Leon, 38, was convicted of three counts of structuring currency transactions. She faces up to five years.
FLIBS attendance, exhibitors grow Overall attendance at the 55th
See NEWS BRIEFS, page A5
LOW, LOW, LOW: Capt. Russell Pugh and the crew celebrate reaching the PHOTO/BEN LYONS, EYOS EXPEDITIONS southernmost point on the planet.
Honored crew takes boat as far south as anyone This year’s Distinguished Crew Award doesn’t involve trauma, drama or tragedy. Instead, Capt. Russell Pugh and the 28-member crew of the 287-foot expedition yacht M/V Arctic P were honored for taking their vessel where none have gone before. In January, the Arctic P went on a month-long voyage to the Ross Sea region of Antarctica, including nearly 2000nm crossing the Southern Ocean. The voyage, organized with EYOS Expeditions, took them
along the Ross Ice Shelf to the Bay of Whales where it nosed into the ice to set a new record for the most southerly position of any vessel ever: 78°43.0336’S, 163°42.1317’W, as officially recorded in the Guinness Book of Records. Capt. Pugh and the crew were honored with the Distinguished Crew Award at the International Superyacht Society’s annual awards gala during the Fort Lauderdale International Boat Show.
A December 2014 FROM THE FRONT: Owner’s View
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Crew integral to fun in yachting; one owner offers tips OWNER, from page A1 yachts I saw at the Monaco show in September. On my previous boat, I was lucky to have a captain and crew who had been with me for more than 20 years. Unfortunately, they have retired from yachting and thus I was given the challenge of rebuilding a team from scratch ... and the fun began. I think I speak for most owners when I say that the most important aspect of boat ownership is that it is supposed to be fun. It is up to the crew to help make
this dream a reality. Owners know that boats are not inexpensive and not without heartbreaks, but it is up to the entire crew to limit the amount of owner “brain damage” in the process. In upcoming columns we will delve into ways that crew can make the boat ownership experience the most fun for owners and for themselves. In each column I will try to provide one actionable tip based upon the actual happenings on my boat or others. Here is one to start: The Fort Lauderdale International Boat Show provides the greatest
learning opportunity in boating. I have not missed one in 20 years. If you are a captain or crew, you should cover every inch of ground in this show every year. If you missed FLIBS, go to the Miami or Palm Beach shows. Better yet, go to both of them. The workboat shows are interesting, too. You will see new products, learn new things and meet people who can expand your knowledge and your value as a crew member. Ask lots of questions and listen. I always visit the stands of the manufacturers of the major
components on our boat to see what is new. This year, I learned that if our very dependable 1,600 GPD watermaker dies, we are doomed. The control board for it is no longer available. Imagine what it would be like, deep in the Caribbean with a full load of guests, to have our watermaker stop working. Getting a new one takes three weeks just to get it from the manufacturer. No water for ice is not fun. A yacht owner can survive without water, but not without ice. Needless to say, the new spare watermaker goes in next week. Peter Herm is the pen name for a real yacht owner, an entrepreneur based on the East Coast of the U.S. It comes from Pieter Harmensz, original owner of the oldest known stock certificate in 1606, issued for a Dutch company with the largest shipping fleet in the world. Comments on this column are welcome at editorial@the-triton.com.
Afterwork fishing trip heals long shipyard day
While the 222-foot (68m) Feadship M/Y Archimedes was at BAE Systems shipyard in Jacksonville this fall, superintendent Joseph Tooker took Capt. Chris Walsh and 2d Officer Dave King, above, out fishing trip on the St. Johns River. “To me, there’s no better way to de-stress from a busy shipyard day than to enjoy an evening on the river,” Tooker said. The crew agreed. “The fishing was spectacular,” Capt. Walsh said. “The individual fish, magnificent. They were great fighters, and are reported to be delicious, but we opted to return them to the river, gently slipping each of the 40-inch-plus fish back PHOTO/JOSEPH TOOKER into the water.”
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NEWS BRIEFS
December 2014 A
FLIBS brought more people, boats and vibe in strong year NEWS BRIEFS, from page A3 annual Fort Lauderdale International Boat Show was up 6 percent over last year and the highest it’s been since 2006, according to a news release from Show Management, which produces the show. The heaviest attendance was on opening day, Thursday, Oct. 30, and on Saturday, Nov. 1. More than 1,000 exhibitors displayed nearly 1,500 boats, marine electronics, accessories and water toys. The number of in-water boats was up more than 5 percent and was the largest display since 2008, according to Show Management. “We have at least three solid deals that emerged from the show, and a handful of other potentials,” said Bob Saxon, president of International Yacht Collection. “Charter was very active and as we all know, chartering often
See NEWS BRIEFS, page A8
Industry raises $63,000 for cancer charity Ft. Lauderdale-based National Marine Suppliers donated more than $63,000 to the Florida Breast Cancer Foundation in November in the name of Chef Michelle Dunnette, who died this spring from the disease. “She motivated us to carry on the efforts for this charity,” company owner Dean du Toit said in presenting the check. “She was a part of this industry … We’re very proud to be
able to donate this.” “Our promise to you is that 100 percent of this donation will be used here in Broward County,” Russell Silverman, executive director of the statewide charity, said in accepting the check. National raised the money throughout October during its annual Poker Run, through the raffle tickets sales of a donated Quadski, and from the tip
jars at its annual customer appreciation party held during the Fort Lauderdale International Boat Show. Capt. Kevin Klar of M/Y Lady Bee and vice president/partner of Dania Cut Super Yacht Refit won the Quadski and took delivery at the event. The Gibbs Sports Amphibians Quadski, a mix between a personal is valued at more than $48,000. National’s goal was to
raise more than it had last year. It more than doubled its roughly $30,000 raise. “This represents the efforts of the entire yachting industry, not just our company,” du Toit said. “We are part of the most generous industry, to make a difference at this amount. … To my staff, you guys are incredible. I hope you feel as I do, that we are really making a difference.” – Lucy Chabot Reed
A December 2014
CREW NEWS
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Eng. Jay Crichton of M/Y Blind Date, right of center with the glasses, won best overall and best original screenplay for his film “My Girl,” in which most PHOTO/JOSEPH TOOKER of the crew performed.
Blind Date Eng. Crichton takes top fish at film festival Chief Eng. Jay Crichton of M/Y Blind Date took best overall and best original screenplay awards during the 7th annual Fort Yachtie Da International Film Festival last night at Cinema Paradiso in Ft. Lauderdale. Crichton’s heavily edited four-anda-half minute video, “My Girl”, features the crew and the tools of their trade, dancing, leaping and magically at work in an energetic stop-action format to a tune by Streets of Laredo. Winners in these categories were: Best Action film: Wessel Vorster of M/Y Casino Royale with “Life and Times of the Casino Royale Crew” Best Comedy film: Kevin Davidson of M/Y Blue Star with “Gastronomic Delights on Superyachts”
Yachtie Lifestyle: CJ Coetzee of S/Y Firefly with “#MyYachtieLifestyle” Best Female Actor: In “M/Y Majestic USA & Canada” produced by Michael Lewington of M/Y Majestic. Best Male Actor: In “Finlandia” produced by Greg Chivers of M/Y Panacea. Best Production Quality: Robert Graffam of /M/Y Blue Star with “Blue Star the Experience” Winners took home $500 and an Oscar, an oscar fish trophy created for the event. Best Overall film won $1,000. It and Best Original Screenplay were awarded $500 travel vouchers from ISSGMT. The event is organized, managed and produced by CrewUnlimited.
A December 2014 NEWS BRIEFS
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‘Below Deck’ renewed for third season; Bluewater relocates NEWS BRIEFS, from page A5 represents the entry portal into buying or building a yacht.” FLIBS is owned by the Marine Industries Association of South Florida. For photos and more news from the show, see pages A14-16.
Reality show coming back
After pulling in season-high ratings for its season finale, Bravo Tv’s “Below Deck” has been renewed for a third season. The season finale attracted more
than 1.4 million viewers, according to Bravo, with about half in the desired 18-49 demographic, according to TheWrap.com. No word yet on which of the crew will return and which will be replaced, though it’s a safe bet that Capt. Lee Rosbach will again skipper the yacht. Also, there’s no word yet on which yacht will be featured, as M/Y Rhino (ex-Ohana) has decline the offer.but the show will likely center on a Caribbean season. Watch for camera crews around the BVIs this winter. – Lucy Chabot Reed
Bluewater gets new digs
Bluewater Books & Charts has signed a lease to move its store from just off 17th Street in Ft. Lauderdale to the area behind Lester’s Diner on State Road 84. The new location will be larger – 11,000 square feet instead of 8,000 – and offer captains and yachts an opportunity to store out-of-season charts and books in an air-conditioned area. The store will move between the Christmas and New Year’s holidays and be open after the first of the year.
New address is: 3233 S.W. Second Ave. (33315), a few blocks farther south than National Marine Suppliers.
Antigua adds bartending test
Diageo and Shore Solutions have partnered to create the Diageo World Class Yachting Cocktail Competition at the Antigua Charter Yacht Show this month. Diageo has organized the World Class Cocktail Championships for six years. This year, Diageo has introduced a yachting. Thirty yachts are slated to compete. The winner earns a place among 60 mixologists from around the world for the 2015 World Class finals to be held in Cape Town. “Combining the sophistication of yachting and the refined art of cocktail making, the competition will play host to unparalleled creativity and craftsmanship,” said Matteo Fantacchiotti, global commercial director for Diageo Reserve. “Luxury yachts require seven star service and the skills of the interior crew often go unrecognized outside the industry,” said Andrew Roch, managing director of Shore Solutions UK. “We have been training crew in the art of mixology for over 10 years, with the aim of impressing an increasingly discerning cocktail drinker. “This competition provides the opportunity for the most talented bartenders in the yachting world to showcase their skills, inspired by the Caribbean backdrop; it will be interesting to see how they fare with the challenges.” Upon their arrival in Antigua in early December, bartenders will attend cocktail seminars. Over the course of the week-long competition, a series of on-board challenges will inspire participants to create premium serves, using the world’s finest spirits. The Yachting World Class final takes place on the last day of the boat show, Dec. 11.
Rail bridge comments welcome
The U.S. Coast Guard is still accepting written comments related to the FEC railroad bridge over the New River until Dec. 3. Comments should include: Name of Company or Boat Type of Company/Industry or Size of Boat Describe your business related to the New River Describe the impact to your business or vessel if the bridge is open less than the requested 40 minutes per hour. Comments can be submitted by mail to Brickell Federal Building c/o Seventh Coast Guard District Bridge Branch, 909 S.E. First Ave., Miami, FL, 33131-3050, or via e-mail to USCGD7DPBPublicComment@uscg. mil.
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LEADERSHIP: Taking the Helm
Simple apology packs power to motivate, but it is not so easy At one of the boat show parties last leader, which is frequently seen as month I ran into Dave, a deckhand I arrogance. worked with a few years ago. It was Now, some may think that good to see him, but I was reminded apologizing and admitting mistakes is of the times a form of weakness. In fact, some may when I was a see apologizing as a negative that will terrible leader for make you less of a leader in the eyes of him. When we your crew. worked together, I challenge you to re-think that view I walked around point. Consider a time in your own the boat as if I life when you had a disagreement or were somehow argument with someone, only to have superior to him, that person come back and say they rather than were sorry. How did that make you feel Taking the Helm seeing him as an about the person? Paul Ferdais individual with I would suggest you had more thoughts and respect for the person after the apology feelings. than after the disagreement. This same I was a first mate who made lists of situation applies to leaders. tasks for the deck crew to accomplish, When leaders make the effort to handed over the list to the team and atone for wrongs they have made, then spent they will be seen the day doing in a better light. nothing to help. Apologizing A leader who does I would be in the and admitting not incorporate wheelhouse or to mistakes is a humanity into their running around foundational skill doing useless leaders need. It leadership will drive stuff. Does this demonstrates to people away. remind you others you have of anyone you thought about know? what you have Having since learned that leadership done, understood your responsibility in truly happens when I am in front of the the situation and are taking action to team, leading by example, I can only make things right. imagine what the team thought about The burden of responsibility me. Over the years, I have realized for being the first to offer the olive how badly I behaved as a leader in that branch rests with the leader. The act situation and have wanted to apologize of apologizing requires humility and and make amends, which is exactly courage. Humility is displayed through what I did to Dave at that party. the straightforward action of admitting When I apologized, I explained that to mistakes. It is a core component of I had been leading the wrong way. He leadership. laughed and said he had never forgiven Behave with humility and you will me for acting like a jerk until that very build your credibility and strengthen moment, when I told him I had been your leadership. wrong. The key to remember about I thought my hands-off approach apologies is that they must be sincere encouraged better teamwork because and authentic. If you only pay lip everyone could decide how they wanted service to making amends with others, to do their tasks. I was completely they will know it and you will further wrong. My behavior was perceived as a damage your credibility. lack of caring and general arrogance. Things to remember: Consider your own situation as a l Accept responsibility for your part leader. How have you behaved when in any conflict. you made mistakes? Is it difficult for l Immediately apologize to your you to apologize? followers for wrongs you have done. Apologizing can be hard because of l Make amends to make things the perceived impact to our self-worth right. and ego. Nonetheless, be courageous l Be sincere. and push through the difficulty in order to see the positive results afterward. Paul Ferdais is founder and CEO of Authentic leaders lead from the The Marine Leadership Group (www. front and display humility. This also marineleadershipgroup.com) delivering means demonstrating you are human leadership training workshops and and make mistakes. No one is perfect coaching. He holds a master of and a leader who does not incorporate leadership in business degree and their humanity into their leadership spent years working his way up from will drive people away. deckhand, to first officer on yachts. Command and control leadership Comments are welcome at editorial@ presumes all knowledge lies with the the-triton.com.
December 2014 A
A10 December 2014 FROM THE BRIDGE: Crew management
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Attendees of The Triton’s December Bridge luncheon were, from left, Ronald Gonsalves of M/Y Red Pearl, Christopher Walsh of M/Y Archimedes, Michael Mullen of M/Y Relentless, Paul Corgill of M/Y Arthur’s Way, Vareek Breaden of M/Y Namoh, Mark Dixon of M/Y HIgh Cotton, and Phil Taylor (freelance). PHOTO/LUCY REED
Diverse expectations color crew relations; inability not a problem BRIDGE, from page A1 the yacht should be run and how the crew should be treated. And B: the master’s orders in dealing with the owner’s decisions. If you’re seen as an ass, you’re not going to keep crew.” “If you’re not an ass, you’re not going to keep them,” another captain said. “Some might say that a captain enforcing standing orders makes you an ass. I have a 40-page standing orders. People think they sign on the dotted line and then it doesn’t matter. But I enforce it. My guys know they need to follow it, because they’ve seen a few people come and go. “It’s important to have a distinctive line,” this captain said. “It doesn’t matter if they step over with their pinky toe or if they jump over it. At least everybody knows where they are.” And so the conversation began looking at crew today, what they bring to the job and how they handle being managed. When there is an issue, I wondered what is that’s coming up? “It’s a cultural thing at times,” one captain said. “Different people have different expectations about how they envision their life and their job. I had an engineer who didn’t ask for time off, he told me when he was taking it. I had to sit him down and tell him, you don’t tell me, you ask.” “Discipline,” said another. “Their lack of self-discipline in terms of hygiene, drugs and alcohol. Those are the issues I see on not only my boat but others as well. The industry seems to attract people who think this job doesn’t take a lot of discipline.” “I’m getting older, and there’s a generational gap now,” a third captain said. “Millennials have a whole different perspective of what’s expected and what they’ll do.” This, of course, took the conversation off to discussing the vagaries of 20-something crew,
especially as they are managed by baby boomer captains. But we brought it back to crew management, and how this group handles these issues. “It’s self-policing,” said one captain who said he’s been lucky to have good crew. “If you have the right crew, they watch each other and keep other crew in line. And if that doesn’t work, we get rid of them.” Do they ever have a lack of skills? “Absolutely,” one captain said, and most agreed. “But that’s not a problem. I’ve never lost any crew member because they had a lack of skills. They were taught, and they like it.” “It [surviving onboard] has more to do with the person’s willingness to know, willingness to work, than their skill level,” another said. When crew mess up, perhaps they didn’t do their watch properly, you correct them, make them do another watch again tomorrow. But they learn, this captain said. “It takes a little juggling but you have to do it, there has to be an effect,” he said. “You don’t have to be mean about it. Just say, this is the deal, you have responsibilities and you have to do them to be part of this crew.” “Everybody wants to have a job on a boat but not everybody wants to work,” another captain said. “They just don’t know how to hustle because they just aren’t hungry.” “I don’t think I should have to change, about what they think they’re entitled to,” said a third. “I completely understand that they have a job to do.” “In my case, they don’t last,” said another. “The common denominator is money. You have to pay for what you want.” And that brought the conversation back to the owner, what the owner is willing to pay, and how to keep crew happy with their job and salary. “When they are paid well the job
See BRIDGE page A11
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Owners, brokers affect roles but ultimate goal the same BRIDGE, from page A10 becomes great for people,” one captain said. “You don’t want to leave.” “They take pride and want to do a good job,” another said. “If people feel valued,” the first said, “they’ll self police.” “The atmosphere onboard comes from the owner,” a captain said. “I had an owner come on his boat when it sold and he chartered it. He said ‘we never had this much fun when we owned it.’ That comes from the owner, the way he ran his captain and the boat.” “You hire the right captain, you respect them and they respect the owner, you leave it to them to run the yacht and not micromanage,” said a third. So how does an owner interfere in a captain’s management of crew? The main way, several captains said, is by telling them who they can and cannot fire or hire. “When they say ‘this crew member is here and will not leave’,” a captain said. “I’ve had the opposite where the owner says fire that guy and he’s good,” said another. That situation created a real epiphany for one captain. “It was an ego thing for me,” he said. “I had to get over it. At first, I didn’t get it. Then I realized it’s the job. I could choose to leave, or accept the fact that that crew member was absolutely outside of my authority. It was more about my relationship with the owner than it was that crew member’s relationship with the owner.” What about brokers? Do they interfere with management of crew. “To a certain extent, it’s a broker’s role, isn’t it? To stay in touch with an owner and find out about any crew issues and help the owner figure them out?” one captain asked. “With my bosses, they’ve been involved with their broker for years and year,” another said. “Before an owner gets out of yachting, there must have been some failure along the line where the broker should have intervened.” “I just really don’t think it’s true,” a third captain said about the claim that owners get out of yachting because of crew. “A lot of them don’t know how expensive it is. They are told everything to sell the boat. “They may be misled a little bit, but for a lot of them, it’s not about the money,” another captain said. “Everyone wants a smoothoperating boat,” said a third. “And that comes not just from longevity, but also knowing when to let them [crew] go if there’s no room left for them to grow. That’s when you tell them it’s time for them to leave.” Performance reviews, given after the
first three months and then annually, is a great way to have that conversation without making a good crew member feel like they are being fired. “It’s a formal environment to critique where they are doing well and where they need improvement,” a captain said. “And it’s the time to say to them, ‘for your own career’s sake, you might want to consider moving on’.” One captain will occasionally tell his crew a riff off that old adage from John F. Kennedy: Ask not what your boat can do for you, but what you can do for your boat. And that brought the conversation full circle back to crew again. “I spend a lot of time living with the fact that they’re not as experienced as the people who used to come into the industry were,” a captain said. “The route into yachting is an accelerated one,” another said. “The skills of seamanship don’t exist in youngsters today.” “I’m not sure we’re attracting the same quality of person that we did 1520 years ago,” said a third. “So many refuse to be of service to another person. That’s not their calling. “I do remind my crew this is a service industry, and that they are there to serve,” a captain said. “Professionalism is something you have to demand,” another said. “You have to be old school about it, but you have to stand your ground.” So as captains who make an effort to minimize issues with crew, I asked this group if they believe the claim that owners leave yachting because of crew. “I don’t even know where that comes from,” one captain said. “A guy who makes enough money to own a boat, do you think he’s going to let crew ruin his yachting experience?” said another. “He’s going to say, ‘get me a whole new crew’,” said a third. But not everyone was so sure. “I can see it,” one captain said. “If showing up on the yacht is a chore because of the crew drama, he’s not going to come on the boat.” “I can see it with the guy who‘s just bought his first 100-footer and the broker told him he can do everything he wants to do with two crew,” another said. “He’s going to get frustrated real quick.” “There is an agreement to agree in yachting,” said a third. “We all want the same thing at the end of the day, for the owner to enjoy his yacht.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. If you make your living working as a yacht captain, e-mail us for an invitation to our monthly Bridge luncheon.
December 2014 A11
A12 December 2014 Lauderdale Marine Center
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December 2014 A13
A14 December 2014 BOAT SHOW: Fort Lauderdale International Boat Show
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Docks pulse with energy, buyers at Ft. Lauderdale boat show By Lucy Chabot Reed The 55th annual Fort Lauderdale International Boat Show was heralded by most as a productive, lovely and busy show. Captains, crew and brokers alike sounded typical optimism on opening day, but this year, it was backed up with filled shoe baskets, occupied aft decks and crowded docks. By the end of the show, they all reported dozens of qualified showings and expected signed contracts by show’s end. This year, the show included more than 1,000 exhibitors from more than 30 countries and features 800 boats in the water, including several world debuts and American launches. The largest boat in the show was the 196foot Benetti M/Y Swan. Despite an economic recession that lingered over the past four years, a new economic impact study has revealed that the marine industry in Ft. Lauderdale’s Broward County has grown nearly 20 percent in that time to achieve an economic impact of more than $8.8 billion for the fiscal year ending in June 2014. The county’s 110,000 marine-related jobs is 20 percent more than it was in 2010. As a region, all of South Florida has grown to have an economic impact of
$11.5 billion (an increase of almost 30 percent since 2010) and employ more than 136,000 people (about 27 percent more). The study was commissioned by the Marine Industries Association of South Florida, owners of the boat show, and was released as the boat show opened in late October. More news from the show:
Ethics code ready for buy-in
The International Superyacht Society has begun signing up industry people and businesses in its ethics program for the industry. More than two years in the making, the program outlines four key principles for the industry -professionalism, honest, integrity and trust -- and nearly 30 practices to carry them out. Not quite 50 people, businesses and associations have thus far signed on. To read the ethics program and sign up, visit www.superyachtsociety.org, hover over “education” in the top bar and click on “ethics program”.
New crew lounge an oasis
Several industry businesses created
See FLIBS page A15
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www.the-triton.com BOAT SHOW: Fort Lauderdale International Boat Show
Crew find Oasis at show, YCA panel offers tips for retention FLIBS, from page A14 The Oasis, a crew lounge across the water from the show. Organized by Tim Davey, president of travel company ISS GMT, in association with Yacht Chandlers, the lounge offered breakfast and lunch and a relaxing place to get away from the show. “There will be a table with brochures and literature, but the sponsors will mingle with the group, sit with crew during lunch, and just talk to them,” Davey said. “It’s more of a soft sell, and they [crew] really appreciate it. Everywhere else they go, they get mugged. That’s what makes this an oasis.”
Keeping crew key to happy ship
Crew retention is on everyone’s radar as the yachting industry shifts out of its recession doldrums, and captains are paying attention. More than two dozen captains attended a seminar of the Yacht Captains Association in which a group of panelists shared ideas on how to keep good crew. “Depending on the owner you work for, you have to think outside the box in terms not of what you pay,” said Capt. Michael Schueler, a panelist and co-founder of the YCA. “There are a lot
of interesting things you can do to get crew to stay longer.” Some of those things include giving crew time for courses and then reimbursing them once they had stayed a year, figuring out how to give a great crew member a couple extra days vacation, and letting crew invite family on voyages when their cabin mate has time off. “When your crew asks for a favor and you do it, you build incredible loyalty,” he said. “I’m saving my owner a truckload of money if my crew stays five years.” Poor management and onboard politics are the main reasons that crew leave jobs on yachts, said Ami Ira, a panelist and owner of the placement agency Crew Unlimited. According to a recent CU crew retention report, it wasn’t money that would have made them stay, but rather time off and a more professional work environment. That starts with standing orders “to give crew clear-cut rules to abide by,” she said. Lucy Chabot Reed is editor of The Triton. Comments are welcome at lucy@ the-triton.com. See more show photos on page A16.
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A16 December 2014 FROM THE FRONT: Circumnavigation
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Couple refits fifty year-old sailboat for round the world trip ATTICUS, from page A1 Deckhand Tylar Murphy worked with Wicht as deckhands on M/Y Apoise (now M/Y Titania) and again on Limitless. “Jordan is passionate about things he goes after, and it’s contagious,” he said. “Being around him I became a more confident person.” But being on Atticus is much different from being on a yacht, said Capt. Veronica Hast of M/Y SoTaj, a 139-foot Abeking and Rasmussen. She grew up on a sailboat. “You’re not looking at varnish to see it shine, but looking at it thinking, ‘Are all those screws in well to hold the rigging?” Hast said. “For us a yacht is a shiny toy that belongs to someone else, but for cruisers the boat is a tool to get you there safely. They will be looking with different eyes now. “It’s their liferaft, their home, and maybe every penny they own,” she said. “They’ll learn fast.” Although in different lifestyles, the couple’s yachting skills will serve them well, said Capt. Rob Messenger. He and his wife, Mary, spent most of their lives together on sailboats but now run yachts. “From their work on yachts, they can already take care of people and
live in close quarters,” Messenger said. 51-year-old boat, preparing to refit as “During long ocean passages the first much of it themselves as they could. thing they’ll learn is if they can live Buying it was the first time Golen had together like that. You get to know each ever stepped on a sailboat. other really well.” But they know they can learn as Messenger expects the couple will they go. Golen grew up traveling and is learn about themselves, as he did. comfortable navigating new languages, “I am always impatient, but you and Wicht likes to learn new skills. can’t fight the ocean,” he said. “I’m still The couple hiked, biked and toured impatient, but I together in remote learned what I settings during time can influence. You off from Limitless. don’t lose your “We travel well characteristics together,” Golen during something said. “Jordan always like this; you learn has a smile, he asks to make them interesting questions. work for you.” I like traveling with Wicht and him. Our philosophy Golen’s view of Deckhand Jordan Wicht and Stew is to meet as many the world will Desiree Golen plan to sail the locals as possible.” have a new focus, The couple worldare doing most of the repair recalled when they Hast said. work on their sailboat themselves. first moved onboard “They will PHOTO/DORIE COX Atticus in the Florida . find themselves suddenly living in the moment, well, Keys and began the refit. Golen was thinking a little ahead,” she said. not a mechanic; her background is in “Faring for yourself does change you. business at Airbnb and an Internet They need to know everything about startup. the boat.” “Initially I was embarrassed, but Both Wicht and Golen’s smiles then people began helping us,” she broaden when they talk about Project said. “This was the first time I used a Atticus. At the beginning of this year, screwdriver.” they bought and moved aboard the But their extensive research has
empowered them. “We realize we are getting better because we bump into sailors buying the same things,” Wicht said. Refitting Atticus on their own is a good thing, Hast said. “I’m glad they’re knee deep in it,” she said. “They need to know the entire aspect because when you’re between Samoa and Fiji, there is no one to call.” Wicht knows how to sail, and he is teaching Golen. He first learned to sail in college in California where he became an instructor and raced J24s and Olsens. Although she works on yachts, small boats are new to Golen. “I learn as I go, I figured if I can learn to re-core a boat, I can learn to sail,” Golen said. Yet there are people who question the sanity of such a trip. “Non-sailors say, “What, are you crazy? A 30-foot boat?,” Golen said. Wicht responded to naysayers with a blog post of statistics on the safety of sailing. For sailors who are skeptical, they cite the couples’ lack of experience and naivete, Golen said. Both Wicht and Golen realize the potential dangers. Wicht recalled an offshore sailboat race from California to Mexico when a wave lifted him off
See ATTICUS, page A17
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www.the-triton.com FROM THE FRONT: Circumnavigation
Hands-on work lends confidence to crew ATTICUS, from page A16 the foredeck. “In one moment, everything that could happen flashed across my head,” Wicht said. “I could be in the ocean at night in Mexico. I realized how not casual sailing is.” “I am nervous about storms,” Golen said. “But it’s like the risks you take on the highway in a car. I want to be cautious and adventurous. You can’t live in fear or your opportunities will pass you by.” There is no script for the rest of this tale; it’s improvisation from here. But Wicht and Golen are building their audience for opening day and beyond. And they hope to inspire others. “Take your yachting mentality and use it to open doors,” Golen said. “It is empowering, an alternative lifestyle. Push yourself, find your next ‘yachting’, your next adventure. “Why not?” Golen said. “The world is huge and it’s ours.” The couple agrees with William Shakespeare’s words, “all the world’s a stage”. So far they have documented the buying and refit of S/V Atticus and will keep the cameras rolling as they travel. They share their adventures of the world with the world through videos, photography, blogs and social media full of self-made graphics and
sail. Atticus is more seaworthy than she was at the beginning of the year, as is her crew. “Desiree’s excited about sailing, she’s learning quickly,” Wicht said. “The way she’s been introduced is opposite of most people. She learned to mix epoxy before trimming a jib.” And Wicht said he can’t wait. “My favorite moments in yachting were being away from land and realizing where I was. It will be even better when we do it with a boat built with our own hands,” he said. “Plus, between fiberglass and Facebook, my head’s pretty full.” Although the leading man and woman have not had a dress rehearsal, Golen and Wicht are doing most the sea and its shores await them. of the repair work on their sailboat “The world is such big fabulous PHOTO/DORIE COX place, they will always find someone themselves. “Much of sailing is an older group; they have something in common with,” they are not as versed in social media Hast said. “I’m sure they will do well. so we’re bringing a younger generation “If they’re determined to do what into it,” Golen said. “It’s cheap, fun and it takes, to pay attention to detail, and a community.” are willing to listen to others, there is Named Project Atticus, the couple always room for green sailors,” Hast is inspired by the ideals of Atticus said. “Because you blink, and they’re Finch, the lawyer in the novel “To Kill a not green anymore.” Mockingbird”. Follow their trip online at www. “Self-education is a powerful tool projectatticus.com. and with it comes the responsibility to be prudent and just,” Golen said of Dorie Cox is associate editor of The Atticus in a video on their Web site. Triton. Comments on this story are Time is nearing for the couple to set welcome at dorie@the-triton.com. catchy music. “We want to share stories from places the average person will never travel to, off the beaten path,” Wicht said. They hope to gain sponsors to help fund their trip as well as occasional freelance yacht jobs.
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A18 December 2014 WRITE TO BE HEARD
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Put yachting in its place, among the best jobs around Press releases tell us that the Fort Lauderdale International Boat Show is the largest boat show on the planet. Global and American launches debut here. Manufacturers announce industry-changing products here. I usually just dread the pain. My bag and camera are heavy so my shoulder hurts. Editor’s Notebook The show is big so Lucy Chabot Reed my feet hurt. The events are many so I’m always rushing around. That was my mindset as the panel discussion at the annual boat show press breakfast on opening day began. It was about what drives sales for boats under 60 feet, and I almost didn’t go. Triton readers earn their livings working on yachts, and smaller boats rarely have many hired crew. But I did go, and I’m glad I did because it kicked off a series of events that has changed me somehow. The speakers were engaging and interesting, clearly knowledgeable about what they do. They were heads of their companies, responsible for brands like Intrepid, Cobia, Boston Whaler; annual sales of tens of millions of dollars; and thousands of jobs. Real companies. Despite that, they are still just seen as guys who play with boats. The major media weren’t there, and if they were, they weren’t taking notes. Jim Flannery of Soundings Trade Only was the only one I noticed scribbling like mad (while also taking photos). A reporter from the local metropolitan daily was there, but it felt like an afterthought. (If you’ve ever had a friend or family member figuratively pat you on the head when you tell them you work with boats, you know what I mean when I say that.) So I left breakfast, still not really thrilled about the upcoming five days, and started running around the show, talking to crew, taking photographs, catching meetings. When I sat down for a break several hours later, I got to chatting with a captain. He told me he had left yachting for a few years, but came back when he couldn’t make a living ashore. I’ve heard that story before, but I
asked him about it anyway, and he told me a story I hadn’t heard. He was in command of a gorgeous yacht with a large crew, serving ultrahigh net worth owners, going to the best and most beautiful places in the world. But he was jaded, bored of it much of the time, not real impressed with his crew’s efforts, no longer in awe of Caribbean sunsets, always sort of expecting more. So he decided it was time to go home, and he sunk his life savings into launching a restaurant that initially tanked and then took off. But two-and-a-half years later, he was working 100 hours a week and barely paying his bills. That’s when he told me the part of the story I’ve never heard any yachtie admit before. “It was really an eye opener,” he said about how hard normal people onshore have to work to survive, not to mention succeed. So he came back to yachting, bringing that bit of humility with him. “It’s made me a much better captain,” he said. After we went our separate ways, I realized I take this industry for granted sometimes, too. I pass on offers to go aboard yachts and have a look around. They are all beautiful, I would say to myself, and justify declining a tour by saying I write about people, not boats. Besides, I’m in a hurry. So I slowed down and took a tour of a new launch on Thursday, and got to meet a new crew member as a result. At another breakfast event I almost didn’t attend, the featured presentation was by Pat Healey, CEO of Viking Yachts. Here’s a guy who’s been playing with boats since he was 13. His father and uncle started the company, and he’s always worked there. “This is an amazing industry,” he said with bright eyes and a smile on his face. “It’s all I know. … I don’t have any friends outside this industry. I work all week and go fishing on weekends. I’m all in.” Walking out of that breakfast with three days of the boat show still left to work, I thought about all those conversations and I felt a little less jaded, a little more grateful. I’m lucky – every day – to work in yachting. Suddenly, my bag wasn’t quite so heavy. Lucy Chabot Reed is editor of The Triton. Comments are welcome at lucy@ the-triton.com.
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December 2014 A19
A sample of reality is needed in the train vs. river debate By Capt. Chuck Limroth There are four major flaws in the computer simulation display for vessel traffic on the New River that All Aboard Florida presented at a recent meeting: 1. The large vessels depicted are too small. Vessels of 100 feet or more need at least three-quarters of the width of the bridge opening to pass. The large vessels depicted took up less than a quarter of the width and were shown passing through the bridge simultaneously. 2. There were no examples of the reality of all other vessels having to wait at least several hundred feet away from the bridge while one large vessel passes through it. 3. When lined up waiting for the railroad bridge to open, vessels were depicted to line up single file “bumperto-bumper” like automobiles. Boats simply cannot do this due to wind, current and the inherent lack of maneuverability of floating vessels. For example, 10 40-foot vessels waiting at the bridge would need at least 600 feet of river in perfect conditions. Add in a few larger boats and the total is well over 1,000 feet, a distance that far exceeds the distance from the railroad bridge to the Andrews Avenue bridge. 4. Due to the significant amount of linear space required for vessels waiting to pass through the bridge, the time for those vessels to pass will be significantly longer than depicted. Immense traffic jams will develop when several large vessels are required to wait for the railroad and/or vehicular bridges to open. With these serious flaws, the simulation gives an unfair depiction of the impact on marine traffic. That’s significant because seeing it this way, the non-boating public can’t understand our concerns. These are all important factors to consider in determining the reality of how river traffic will be affected when the number of freight and passenger trains doubles. And for all of those who have no sympathy for boaters and other marine traffic that will be “inconvenienced,” there is far more to it than that. The New River is the lifeblood of thousands of working residents and hundreds of companies. The marine industry in South Florida is now an $11.5 billion a year revenue generator and provides jobs for more than 136,000 local residents. It is larger than the states’ entire citrus industry, among others. From a costbenefit point of view, how many local residents do the railroad companies employ? How many local businesses exist to service the railroad? How many residents will ride the trains versus those who will be adversely affected by them and the additional freight trains? All of this is crucially important to
South Florida and we need to know all of the effects, costs, and benefits before committing. A computer simulation is a start, but why not a real-life simulation? It could easily be accomplished and it could answer both the proponents and the opponent’s questions if executed properly. A real-life simulation would not only reveal the effect on marine traffic, it will show the effect on vehicular traffic. Anyone who travels east and west through Ft. Lauderdale will tell you traffic jams are common during rush hours. More trains and longer vehicular bridge openings to accommodate the inevitable logjam of vessels will only compound the problem. A simulation along these lines should be considered: l The simulation could be conducted in Miami-Dade, Broward,
and Palm Beach counties separately, or simultaneously. l In Broward County, for example, daily for one week, the New River railroad bridge and street crossing gates could be sequentially lowered according to the proposed train schedules to simulate the increased rail traffic schedule. l These once-a-month, week-long simulations should be conducted over at least three months, preferably during the height of marine and vehicular traffic season in order to establish a worst-case scenario. l During these simulations, extensive monitoring of the effects should be observed by law enforcement, Coast Guard, emergency services, and other government and non-government entities. Afterward, all should report their findings, and input should be
taken from affected residents. The results and findings of a reallife simulation are our only chance to accurately represent the true effect of increased rail traffic and the costs and benefits of the proposal. If it shows that everyone benefits, then all parties should be happy and we should proceed. If, however, the costs are too high, such as extensive vessel and/or vehicular traffic jams and the potential loss of jobs, business income, and quality of life for local residents, then an alternate plan should be developed. Let’s try reality first; it is the only way to truly know. Capt. Chuck Limroth is a megayacht captain and downtown Ft. Lauderdale resident. Comments on this essay are welcome at editorial@the-triton.com.
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Life, business can be forever changed from one bad call By Joe Campana There I was, sitting in a pool at a bar in Ft. Lauderdale during spring break in 1986. I was in my final year of college and taking pictures of the bikini contest. Still wondering what I wanted to do when I grew up, I looked at my pictures and noticed a parasail in the background. My career path was born. So I pursued my captain’s license and got a job with a parasail boat manufacturer. I spent the next several years working for the company, traveling around the world setting up parasail operations and training captains with the skills needed to run a parasail operation. I landed in the Virgin Islands in 1992 where I assisted three parasail operations before finally purchasing my own company. Over the next 22 years, I grew the business to seven boats. We became the only parasail operation in St. Thomas and our customers consisted of large companies such as Carnival, Royal Caribbean and Norwegian cruise lines, Marriott, Ritz Carlton, and Starwood hotels. It was not unusual for us to provide 200 to 300 parasail rides in a day. Over 20-plus years, I had many captains work for the company. Some came to us with parasail experience
but many started as crew and worked hard for their sea time. We trained and developed them into captains. These young men were always great guys who, like me, thought that being a parasail captain would be the coolest job in the world. And it is, until it is not. On Nov. 15, 2011, I was in Florida with my kids when the phone rang. It was the most experienced captain we had calling to inform me that what I thought could never happen to my company had happened. He had a major incident and a loving mother and wife had been killed, and her daughter critically injured. My heart sank and time stopped. How could this happen? We were the best damn parasail company in the world. No one had more experience or safety protocols than us. I thought we had all this covered and that this type of tragedy could not happen on my watch. It can. Many people’s lives were changed that day, and there was little I could do about it. Now what happens? Well, to start, we immediately had the tour suspended from all the cruise lines and major resorts. I spent the next seven days dealing with U.S. Coast Guard investigators, local investigators, insurance investigators and cruise lines
investigators. USCG came to our office and seized records, took pictures and looked over equipment. Staff members as well as myself were interrogated and asked to complete reports for hours at a time. It was a grueling, emotional time for my whole team. It did not take long for the lawsuit to follow. I knew it was coming and rightfully so. A lovely mom, wife, sister was gone and her lovely daughter was seriously injured. No amount of money would ever compensate them for their loss. I think about them every day. Without going into all the details of the accident, the captain basically made a bad judgment call on weather. It was clear to the south but there was a storm uncharacteristically coming over the island. He got caught in a severe wind and almost had the guest back to the boat before the line parted. The effort he made to save these women was nothing short of heroic and he put his own life at risk. He did save the daughter’s life but was unable to with the mother. You think his life was changed forever? Of course it was, as was mine. Then, a year after the accident and after the lawsuit was settled, the USCG pushed forward an indictment and he was arrested. Not long after, my corporation was indicted under the
same charge. The indictment was under Title 18, USC Section 1115. The Grand Jury charged that “The captain of vessel within the meaning of Title 18, United States Code, Section 1115, did by his misconduct , negligence, or inattention to his duties on said vessel, cause the death of another person.” This statue is well over 100 years old and not developed for parasail companies, but the industry has had too many incidents; the USCG decided to get the industry’s attention. I think it worked. The captain faced 10 years in prison and a $250,000 fine. The corporation also faced a $250,000 fine. A captain of parasail boats can make pretty good money, but the cost to defend yourself against these charges is huge. What’s more, the burden of proof for this statue is simple negligence. Typically, to face prison time, one must commit a crime with some form of intent. Not in this situation. The thought of a 28-year-old captain being sentenced to 10 years in prison for a making a bad call on the weather is scary, so instead of fighting the expensive battle, a plea deal was agreed upon for the captain and my
See PARASAIL page A22
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Keep records, know standards, avoid pressure for safe operation PARASAIL, from page A22 corporation. It was a no-win situation. So you want to be a parasail captain? It is an awesome way to make a living but carries incredible responsibility. Here are a few things to keep in mind if you consider this career path: l Treat every guest as if they are your mother. Would you take them for a ride with that boat and that weather? l Don’t be complacent. When you give 50-100 parasail rides a day, 6-7 days a week, complacency can be a problem. l Be sure you have a good checklist for equipment and boat. If you do have an incident, the first thing the CG will do is collect copies of these forms. l Follow industry standards. There never has been a good set of standards but the industry in now pulling together under WaterSports Industry Association (WSIA) and writing some. It is your responsibility to understand and follow them because they will be used against you if you don’t. l You are in charge, not the owner of the vessel. Never let an owner pressure you to conduct a ride when you are not convinced that everything is in order. l Check the weather before every flight and record it. Most accidents are caused by weather issues and you want to use everything to evaluate it, including visual and technical tools. l Know your equipment. Is the boat’s registration in order? l Use good judgment. If you are uncomfortable with the conditions, stop. It is not worth it. l Constantly ask yourself, what would happen if the boat stalled or the tow line broke right now? l Practice emergency rescue drills. l Be sure your vessel has the latest emergency rescue equipment. If an accident happens, the world will want to know why you don’t. Here are a few things for parasail company owners to remember: l Keep records of all maintenance and human resources information.
Trust me, you will need it. Most operators are not known for keeping great records; we are watersports guys. If you want to last in this industry, do it or hire someone to do it for you. l Follow all manufacturing recommendations and industry standards. l Never place pressure on your staff to fly anyone. l Attend industry gatherings. Standards are changing and you better be in tune with what is going on. It will be a huge factor if the worst were to happen to your company. l Have a great insurance company and a strong relationship with them. I would have never made it through this without them. l If you are struggling to make your parasail operation survive and can’t sustain a financial hit like a new engine or two weeks of bad weather, get out of the business. It is not an easy decision, but trust me when I tell you, there are a lot easier ways to make a living. The truth is, if you follow the above – owners and crew – you should never have a major accident like what happened to us. Parasailing can be safe. However, because of the complacency and financial challenges that many operators face, there will be more accidents and they will face the lifechanging results as we did Parasailing is an exciting career and provides a prudent operator the ability to travel to exciting destinations. However, it is a huge responsibility and not worth the consequence you will face if you don’t take it seriously. So as part of my plea deal, this is a public service announcement. Good-bye parasail industry. It was a memorable 24 years. Joe Campana owned the parasail company Caribbean Watersports & Tours in St. Thomas. He has relocated to St. Augustine where he is opening a company to offer zipline tours. Comments are welcome at editorial@ the-triton.com.
CORRECTION John Bryant was inadvertently omitted from a cutline for a photograph in “Captains get new crew on dock, not agencies,” page A1, November issue. The correct cutline is as follows, “Crew attendees of The Triton’s October From the Bridge luncheon were, from left, Justin Riendeau, Craig D’Aragona, Clare Taylor, Kristin Schwedhelm, Kelly Robertson, John Bryant, Jennah Tyler, Melanie Cocksedge, Kara Bredenkamp and Christopher Taylor.”
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Green crew can find help through agencies, eventually I read the From the Bridge story [“Captains get new crew on dock, not agencies,” page A1, November issue] and agree with most of what was said, although where we find a slightly different experience: We love green crew and place lots of them every year (about 600 per year with less than 1 year of experience). Agencies should be able to find the gems, the crew with amazing crossover experiences and solid references from compatible industries. I spend a lot of time training my team to look for that stand out “greenie”. Success rate certainly varies by position. Junior stew is by far our largest position for green crew. I completely agree that many green crew find their first jobs dockwalking or bumping into someone who needs a hand. (It is the best networking tool to get out there and ask questions.) Most of our new registrations are new to the industry and whilst we don’t get the majority work, we like to meet them and start the relationshipbuilding process. When they have some experience and qualifications, they come back with a positive note already in their file. Rupert Connor, owner Luxury Yacht Group Ft. Lauderdale Editor’s Note: Luxury Yacht Group has created a guide to Ft. Lauderdale for new crew coming to town for the first time to find work. Find it on their web site.
Foreign crew careful walking docks
We do not suggest that foreign crew dockwalk to look for work. It is a quick way to get deported if they are caught walking around marinas with CVs or business cards in their hand or backpacks. If they are U.S. citizens, then yes, we tell them that is fine and to make sure that they dress appropriately (clean shaved, nice polo or T-shirt and nice shorts) and to arrive on the dock by 7:30-8 a.m. If the crew are foreign – as the majority of them are, some without even having a B1/B2 visa – we tell them to use the crew agents, go to networking events, and stay at a crew house where they are among other yacht crew that could potentially get them day work. Christine Hodgson KGCH Yacht Recruitment Ft. Lauderdale
We can place green crew who shine As a crew agent, we do have requests from time to time for junior crew, particularly, as one captain mentioned, those crew with transferable skills
that are valued on yachts such as hairdressing, beautician, carpentry, electricians, and nursing. In fact, we often place green crew with these skills. Captains will generally have gone through the dockwalkers, their fellow captains and contacted crew houses before coming to an agency. It is the captains who require junior crew with a specialist skill that leads them to use an agency for green crew. We encourage green crew to register although we may not have many jobs for new crew, as captains do prefer the aforementioned methods to recruit their junior-level positions, we work with yachts that aren’t in the dockwalking corridors of Antibes and Ft. Lauderdale. When these yachts need to crew up their junior positions, they tend to reach out to agencies due to their geographical location. Also, even though we may not be able to help junior crew this time round, if they do register, it does mean we can streamline the job hunting process the second time round. Jenny Howarth IYC Crew
Daywork great start to best career
Even the most positive students say that dockwalking day after day, when you keep hearing “no, thank you”, can also be extremely demoralizing. For crew who do go dockwalking, look presentable. Take old clothes with you and accept any job you feel you could do with guidance, even if it is out of your milieu. It is work, it is pay and it could lead to a great reference, a recommendation or better yet, a fulltime role. Not all of my students are brilliant but there are those who most assuredly are. The ones who are would absolutely succeed in the industry if they could just get a foot in the door. It was refreshing to hear from lots of chief stews at the [Ft. Lauderdale] boat show that they would almost rather hire someone green so that they could meld them to fit with their boat and program. Having a good attitude was at the top of most of their lists of reasons why they hired people. Other reasons were that the candidate was aware of the detail with regard to the level of cleaning they’d be doing and the long hours involved. Personal presentation and flexibility were also key. Good luck to all new crew out there. If they can make it successfully through that first year, one of the best careers in the entire universe awaits. Alison Rese Owner and Chief Instructor Supercrew Superyacht Training South Africa
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Labels don’t fit; beliefs do I had an interesting conversation the other day with a former advertising client. He’s been criticized quite publicly for his political views and we talked a bit about our national stage. Then he called me a bleeding heart liberal. For days now, this has been annoying me because anyone who takes the time Publisher’s to know me knows Perspective I consider myself a David Reed fiscal conservative. I take heat from my friends about my conservative views and how I typically vote. After all, we live in Broward County, home to Debbie Wasserman Schultz, chairwoman of the Democratic National Committee. His name-calling got me thinking about labels and how what I believe fits with the labels we associate with, Democrat and Republican. And I realized for maybe the first time that I don’t fit so neatly under the label I thought I did. So here it goes. l I believe that every person, city, county, state and nation should live within its means. l Stop labeling people. LGBT, black, hispanic and hetrosexual does not matter. l If you have found someone who loves you and you love them, nurturer the crap out of it. l Stop taking your issues out on your kids. Show them a clear path to the future. After all, you brought them into this world. Take care of them, and if you don’t know how, ask for help. l Take personal responsibility. Clean up after yourself. Live every moment of every day being a positive influence on someone or something. l If it is hard, you are probably doing the wrong thing. So as of today, I will vote for the candidate that has a clear focus on being fiscally responsible. And if my traditional candidate is not, then a third-party candidate will get my protest vote. No more staying home, and no more voting under party lines.
WRITE TO BE HEARD
December 2014 A23
CREW EYE
J
umpin’ Jive, several of the crew of M/Y SOC had their photo taken at the Seattle Space Needle and Chihuly garden and glass exhibit in Seattle this summer. Photographed in mid-air, from the left, are Chef J Blevins, Stew Layla Jericho and First Mate Scott Fraser. The yacht was in Seattle to take in the sights during the yacht’s voyage from Ft. Lauderdale to Alaska. Crew Eye is a forum for images from the eye of yacht crew. Send photos of life as yacht crew to editorial@thetriton.com. Tell us where and when you shot it, and what kind of camera you used.
Finding work off the docks can be troubling Your article about dockwalking [From the Bridge: “Captains get new crew on dock, not agencies,” page A1, November issue] portrays a message that is vague and could be confusing for less-informed crew and captains. So as not to mislead the uninformed, the article should have distinguished that dockwalking to find daywork in the U.S. is only legal for U.S. citizens and U.S. green card holders, not for foreigners holding B1/B2 visas. The regulations are quite clear for the B1 (business) and B2 (tourist) visa holders. Visit the CBP Web site for a full explanation. If a captain on a yacht in the U.S. likes to hire “crew” by having them daywork first, then that opportunity goes to U.S. citizens and green card holders only. Any captain should understand that they are breaking the law in the U.S. if they hire foreigners as dayworkers. Essentially, foreigners who enter the U.S. with B1/B2 visas are not
permitted to solicit themselves for work in the U.S. However, a foreigner is perfectly within their rights with a B1/B2 visa to register at crew agencies and go to interviews if their search for employment is for a long-term position on a foreign-flagged yacht. The article sends the wrong impression to those who are not aware of the employment restrictions in the U.S. The correct message should be: foreign crew should not dockwalk or daywork while in the U.S. Capt. Denise Fox
Editor Lucy Chabot Reed, lucy@the-triton.com
Contributors Carol Bareuther, Chef J Blevins, Joe Campana, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Capt. Chuck Limroth, Brian Luke, Jon Motta, Keith Murray, Chief Stew Angela Orecchio, Rossmare Intl., Tom Serio, Capt. John Wampler, Capt. Jeff Werner
Associate Editor Dorie Cox, dorie@the-triton.com Publisher David Reed, david@the-triton.com
Production Manager Patty Weinert, patty@the-triton.com
Advertising Sales Mike Price, mike@the-triton.com
The Triton Directory Mike Price, mike@the-triton.com
TV doesn’t touch reality
I just read your article on how “Below Deck” hasn’t had an impact on charter [page A22, November issue]. It doesn’t surprise me. I, too, believe that most people take the “reality” aspect of these shows with a grain of salt; some viewers know the drama is amped up and really don’t care, because it’s all entertainment at the end of the day.
Some of the other reality shows haven’t impacted the businesses that have been featured. Last year, a paper here in New Jersey wrote about the potential impact that “The Real Housewives of New Jersey” has had on the restaurants and shops featured. Most proprietors reported that they’ve really not seen any effect. A few have had customers mention they saw the restaurant on TV, but overall there’s no noticeable uptick. Interesting enough, only one restaurant owner got negative feedback, from one customer. As I’ve said to a few friends and family, just because a potty-mouthed, table-flipping woman happens to be a housewife in my state doesn’t mean they’re all like that, nor does it mean the restaurant is populated by crazy customers. That restaurant, by the way, has long been one of the finest in the area; surely M/Y Rhino will remain equally fine. Diane M. Byrne, editor MegayachtNews.com Vol. 11, No. 9
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December 2014
B Section
Diesel faces difficult trip Contamination, corrosion, and degradation take toll. B3
Technologies take leap Steering device, AIS pfd, smart phone navigation are new. B4-5
Captain’s career delivers Owner assists, seasonal food, good friends top rewards. B7
Keep it simple: Use acronyms from ANOA to NOE to USCG
CRUISING GROUNDS: Trip to the Arctic
ILLUMINATING PASSAGE: Capt. Phil Taylor (below) was relief skipper on S/Y Sea Dragon for an expedition to study plastic marine pollution in the North Atlantic. Trawls (pictured above) were hung overboard to filter water. Each of PHOTO/SERGIO IZQUIERDO the 40 trawls en route to Iceland recovered some plastic.
One planet’s trash, one captain’s education By Lucy Chabot Reed This summer, Capt. Phil Taylor took a bunch of environmental scientists to the Arctic and came back with an education. Not only was the trip itself interesting – sailing to north latitude 64 degrees in a steel-hulled, 72-foot racing boat – but the science opened his eyes on what the disposal of everyday items is doing to the oceans. “I’ve been on the water all my life,” said Capt. Taylor, a former UK Royal Navy engineer who ran a sailing school and has worked on yachts for the past seven years. “Obviously, I’ve seen quite a lot of junk on the water, but I was shocked at how much is out there. This is my office, it really is. And to be someplace as remote as we were and to have all that plastic showing up was concerning. It worries me how long plastic spends in the water.“
Man from Nantucket Retirement, sales and awards make the news B14
Capt. Taylor was called in on relief to skipper the S/Y Sea Dragon for an expedition to study plastic marine pollution across the subtropical and subpolar gyres of the North Atlantic. The expedition was organized by 5 Gyres, an organization dedicated to the elimination of plastic pollution in the world’s oceans. It conducts expeditions where it takes samples across remote and diverse waters to chronicle the presence of plastics, which makes up 60-80 percent of marine pollution, according to the 5 Gyres Web site (5gyres.org). It’s most recent trip took place in June and crossed through two gyres on
its 2400nm voyage from St. George’s, Bermuda, to Reykjavik, Iceland. Dropping testing equipment in the water twice a day, scientists collected more than 40 samples of debris. Each and every one had some makeup of plastic in it. The biggest culprit is the microbeads often found in exfoliating facial cleansers and scrubs. Those microbeads do not dissolve, but instead get washed down the drain. They are often too small to be caught by water treatment plants and end up in the wastewater stream to rivers, lakes and the ocean. “I never really comprehended what we’re doing to the water,” Capt. Taylor said. “It used to be that 25nm offshore, you could dump anything but plastic. But now, you can’t dump anything, no food, glass, paper, nothing.” MARPOL Annex V, which went into
See ARCTIC, page B12
Having chosen the exotic adventure of a career at sea at the ripe old age of 18, I found myself on board a 600-foot cargo ship heading for parts unknown. The chief officer said we were heading toward KH. Not wanting to appear any greener than I was, I readily acknowledged his Rules of the Road statement and Jake DesVergers moved on. My bridge watch that evening was assigned with the third officer. Being a newly minted license holder, he was only a few years older than me. Surely, he can tell me where we are going. “Have you ever been to the port of KH?” Looking at me with a bewildered expression, he turned his head back to the chart table. Out of the side of his mouth he said, “Kingston is OK. Not a lot to do there.” Ha. There was my answer. Kingston, Jamaica, was going to be my first port of call. How exciting. Maybe I could get the afternoon off and explore. When my watch ended, I went to the ship’s office and pulled out an atlas (no Internet yet). Would I visit the birthplace of Bob Marley or take a cab to the ruins of the old pirate town of Port Royal? So many options. My morning watch started at 0745. Taking over from the previous helmsman, he stated the course to me. “Steering 056. On the mike. No traffic.” On the mike meant the helm was on autopilot. A course of 056? I was new, but I was aware enough that the course was taking us east. We had departed New York. Jamaica was south, not east. I later found out that KH was the acronym for the port rotation: NY-KHRO-SH-LH, New York, Kingston-UponHull, Rotterdam, Southampton, Le
See RULES, page B13
B December 2014 ONBOARD EMERGENCIES: Sea Sick
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Aid the sick, but protect yourself against bloodborne pathogens I have found that most people are willing to help someone when they require medical assistance. There are, however, concerns that we have when thinking about saving another person’s life. One of the big concerns is becoming infected by the other person’s blood, saliva or other bodily fluids. In Sea Sick dealing with first Keith Murray aid emergencies involving bleeding, assume that every drop of another person’s blood is infectious and use caution. Protect your hands with gloves and your eyes with safety glasses. One of the latest bloodborne threats is ebola. It’s difficult to turn on the television or pick up a newspaper and not see a story on this bloodborne disease. But ebola is not new. In 1976, ebola (named after the Ebola River in Zaire) first emerged in Sudan and Zaire. The first outbreak infected 284 people, killing more than half of them. Here are ways to protect yourself against ebola and other bloodborne pathogens. l Always wear personal protective
equipment (PPE) such as gloves and glasses. l Always wash your hands with soap and water or an alcohol-based hand sanitizer and avoid contact with blood and body fluids such as but not limited to saliva, vomit, feces, urine, and semen of a person who is sick. Viruses can enter the body through broken skin or exposed mucous membranes such as the eyes, nose, or mouth. l Avoid handling anything that may have come in contact with an infected person’s blood or body fluids (such as clothes, bedding, needles, and medical equipment). l Isolate anyone exposed to someone with ebola, seek medical care and monitor for 21 days. Think quarantine; do not expose others. l Should the victim die, avoid touching the body. When teaching an onboard First Aid class, students often ask how to tell if someone is sick with ebola, HIV/AIDS or hepatitis? My answer is to assume everyone is sick and use universal precautions: wear your PPE for everyone you treat. When I teach a class on a yacht or on land I suggest that all of my students keep several pair of medical exam gloves near their work areas. If you work in the engine room of a boat,
have them close by. If you work at a desk, have gloves in the drawer. If you move about, try to keep a pair on you, with your tools, or attached to your radio or even clipped to your belt. I also advise my clients to have gloves, safety glasses and a CPR mask at various points throughout the vessel for quick retrieval by any crew member. Personally, I keep a small first aid kit with medical exam gloves, safety glasses and a CPR mask in my car, on my boat and at my home. If there were a medical emergency I am certain that I could quickly retrieve my first aid kit and safely help the injured person. PPE does not need to be expensive. Inexpensive safety glasses can be found for just a few dollars. Make certain the safety glasses wrap around and cover both the front and sides of the eyes. You want to protect your eyes from any bodily fluids that could potentially come into contact with your eyes. With performing CPR, our primary piece of safety equipment is going to be a barrier device or CPR mask. Personal resuscitation masks will enable you to provide artificial respiration through a barrier that prevents contact with saliva and other bodily fluids. These barrier masks are relatively inexpensive and range in price from about $15 to $25.
If you get caught without a barrier device and need to perform CPR, the compression-only method is the way to go. When you see a victim collapse, check for breathing. If they are not breathing, you will press down at least 2 inches on the center of the victim’s chest at a rate of at least 100 times per minute. You should try to do this until help arrives or the victim starts to breath. Being prepared is the key to making most medical emergencies have a happy ending. It starts with onboard crew CPR and First Aid training, having the right medical/first aid equipment including an AED, properly placing medical exam gloves, safety glasses and CPR masks throughout the ship (including the tender, dinghy, and PWC), periodic inspection to make certain the equipment is in working order and safety drills to reinforce what to do in the event of an emergency. Keith Murray, a former firefighter EMT, owns The CPR School, a first-aid training company. He provides onboard training for yacht captains and crew and sells and services AEDs. Contact him at 877-6-AED-CPR, 877-623-3277 or www.TheCPRSchool.com. Comments on this column are welcome at editorial@ the-triton.com.
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MOTORING: Diesel digest
Diesel fuel from refinery to yacht, what a perilous journey In 1859, when crude oil was tanker trucks to deliver the fuel to the discovered in Pennsylvania, the only retailer who finally delivers it to a yacht, product that oil refineries made either from a marina pump, fuel barge from it was kerosene. That became or small fuel truck. Unfortunately, the inexpensive contamination can creep into the fuel alternative to whale at every step along this supply chain. oil, which lit the Diesel fuel is hygroscopic, which lamps of that era. means it readily absorbs water from However, only a moisture in the air. Much of this water small portion of a becomes bound up with the fuel, but barrel of crude had as the fuel sits in a tank, some of it the right chemistry dissociates and falls to the bottom. to be refined into Since water is heavier than diesel, this new lamp oil. the bottom of a fuel tank contains a Diesel Digest The rest of that layer of water and above it a layer of Capt. Jeff Werner barrel produced fuel. The boundary between these two other liquid bylayers, or fuel-water interface, presents products that no one had a use for or ideal conditions for microbial growth. even named yet. Bacteria, fungus, yeast and mold Enter a German engineer named living in the water feed on the rich Rudolf Diesel. In 1892, he received hydrocarbons in the fuel. Some a patent on a reciprocating engine microbes form a slime that coats the that operated walls of the tank by compression and encourages A refinery is just a ignition, but he larger colonies of distillery, and operates could not find bacteria to grow. a reliable fuel If a large piece of the same way a ‘still’ to power that biomass breaks off used to make whiskey engine. He began the tank wall, it does. experimenting can clog fuel lines with refinery byand filters. products and, in Water also 1895, he found one that successfully contributes to corrosion in steel tanks, fueled his engine. That type of engine, which causes rust particles to enter and the fuel that runs it, are still known the fuel system. Additionally, the acidic by his name today. waste products of microbial activity A refinery is just a distillery, and cause pitting and pinhole leaks in steel operates the same way a “still” used tanks and weakening of fiberglass to make whiskey does. Boil up the tanks. fermented mash to evaporate the As diesel fuel ages, processes called alcohol, and let the alcohol condense re-polymerization and agglomeration and drip into a pot. A petroleum occur. These are diesel’s natural refinery heats the crude oil in a boiler tendency to reform as larger molecules with superheated steam. Then in the of gums and resins that fall to the distillation tower, as the vapor cools bottom of the tank and develop into down to about 300 degrees C, the diesel asphaltenes or sludge. fuel condenses as a liquid. All fuel tanks, from large storage Additional diesel fuel is produced tanks to engine supply tanks, are by a chemical process called cracking, vented. The vent allows air pressure to which breaks down the heavier equalize in the tank as the fuel is used. hydrocarbon molecules of gas oil into This vent also allows moisture and the lighter molecules of diesel. And microbes from the air to enter the fuel. just like blended whiskey, which is Pipelines, ships tanks and tanker composed of a number of different trucks that have not been cleaned spirits, diesel fuel is blended as a mix of properly all add to the possibility of distilled diesel and cracked diesel. dirty fuel getting delivered to a yacht. Once this freshly made diesel fuel All it takes is just one weak link in leaves the refinery it soon begins to that supply chain. The result may be a degrade, and lose the qualities that brew of water, organic and inorganic make it operate a yacht’s engines and contaminants being pumped into a generators efficiently. yacht’s fuel tanks along with the diesel The fuel’s next stop, on the way from you paid for. the refineries in Texas and Louisiana to Ft. Lauderdale, is a tank farm where the Capt. Jeff Werner has been in yachting diesel is stored until it is shipped. Next, for more than 20 years on private and the fuel is sent via pipeline to load into charter yachts, both sail and power. He the tankers bound for Port Everglades. is an instructor for RYA, MCA, USCG Once the tanker arrives in port, the fuel and US Sailing courses and owns is pumped into storage tanks to await Diesel Doctor (MyDieselDoctor.com). local distribution. Comments on this column are welcome Then the wholesalers use large at editorial@the-triton.com.
December 2014 B
B December 2014
TECHNOLOGY NEWS
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Jefa Steering wins overall at annual METS product awards Seven companies and their new, innovative products were honored with DAME awards at the beginning of METS in Amsterdam in mid-November. Jefa Steering of Denmark won the overall DAME for its Steering Traveller, which “offers a genuine solution to chain/wiresteering,” according to judges. “This product removes the need for bulky steering quadrants and improves rudder feedback at the helm for twin rudder, twin wheel sailing yachts,” the judges said in their comments about the honor. “Special attention has been
paid to save installation space and weight as well as to eliminate backlash, which improves yacht handling.” Jefa Steering’s “Developing new, well designed Steering Traveller and innovative won at DAME. products is very PHOTO PROVIDED difficult for relatively low manufacturing volumes,” said Bill Dixon, chairman of the
awards jury. “Nevertheless many of the companies that we recognized in this year’s nominations have looked at a problem, found a new and interesting way to solve it and come up with a confident solution. Simple, elegant design with cohesive integration is the future; this is the challenge that the DAME Awards will continue to address by highlighting the achievements of the best entries.” This year’s category winners are: Marine electronics and marinerelated software: weBBoat 4G by Glomex SrL, Italy.
Interior equipment, furnishing, materials and electrical fittings used in cabins: SilKEN2 Induction Cooktop by Kenyon International, USA. Marina equipment, boatyard equipment and boat construction tools and materials: Seabung by Seabung, UK (a tool to maintain seacocks while afloat). Deck equipment, sails and rigging: Steering Traveller by Jefa Steering, Denmark. Clothing and crew accessories: No winner declared this year. Lifesaving and safety equipment: MOB Search Light by Exposure Marine, UK. Machinery, propulsion, mechanical and electrical systems and fittings: Pro-Installer EZ-Mount Battery Switches by Marinco by BEP, New Zealand. The 24th annual Design Award METS competition attracted 116 products from 23 countries. A total of 45 products were shortlisted for final consideration.
NMEA awards top products, Furuno ranks for ninth year The National Marine Electronics Association (NMEA) has named 11 products in nine categories as winners of the 2014 NMEA Product Awards. For the ninth straight year, Furuno USA was once again named Manufacturer of the Year. The winners are: For Multi-Function Display: Furuno NavNet TZtouch TZT14 For Autopilot (two winners): Garmin GHP 20 and GHC 20 with SmartPump, and the Raymarine Evolution System. For Fish Finder: Furuno FCV587 Color LCD For Radar: Furuno NavNet TZtouch TZTBB with DRS6A UHD For Satellite Communications Antenna: KVH TracPhone V3IP For Marine VHF Radio: Icom ICM506 Marine Transceiver For Satellite TV Antenna: KVH TracVision TV1 For Computer-Based Software: Nobeltec TimeZero Catch For Marine Specialty (two winners): FLIR MD-625 Thermal Camera System and GOST Watch HD App. Manufacturer of the Year – Support: Furuno USA The winners were announced at the NMEA International Marine Electronics Conference & Expo in October.
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TECHNOLOGY BRIEFS
December 2014 B
Lifejacket features man overboard AIS device Lifejackets have small AIS
UK-based International Safety Products (ISP) launched a series of new lifejackets fitted with the world’s smallest AIS man overboard systems. ISP partnered with electronic engineering and maritime communications specialist Ocean Signal to integrate the rescueME MOB1 device (below) into three models of lifejackets, which activates automatically when a lifejacket is inflated, communicating with vessels within a 5-mile radius and also linking to a rescue satellite network.
Its Interlock 275 lifejacket is designed for use as a combined working and abandonment jacket with a patented interlocking lobe design, which improves buoyancy and turning motion when personnel are wearing large amounts of clothing or survival suits. The SOLAS-approved model offers contoured head and neck support, twin back and crotch strap and a hard wearing nylon cover. The 170 Newton leisure lifejacket features a slim-line, ergonomic design with reflective piping, quick burst zip cover and a stainless steel D-ring harness point. “The best chance of rapid rescue if you fall overboard comes from your own vessel,” Ocean Signal managing director Alan Wrigley said. “Your crew needs to be immediately aware of the incident and keep track of your position whilst recovery is carried out. “Even in the most moderate of seas, it is alarming how quickly a visual sighting of a man overboard can be lost,” he said. “An additional feature is its ability to activate the DSC alarm on your vessels VHF, alerting your crew to the situation.” For more information visit ispl. co.uk.
Navigation data on smart phone “Supplying lifejackets with standard AIS is a new concept in the leisure and commercial maritime sectors,” ISP commercial director Geoff Billington said. “We have incorporated the technology into three very separate lifejacket models catering for different areas across these markets.” ISP’s Challenger Worksafe Pro lifejacket is designed to be comfortable and unrestricted for users performing heavy manual labor.
UK-based Digital Yacht launched at METS its AquaWear range of wireless data servers, which brings navigation data to a smart phone. The new WLN20 was nominated for a DAME design award. AquaWear servers are app agnostic and will integrate with all the leading brands of marine electronics. Choose from racing and instrument displays, AIS target tracking, charting and electronic navigation. AquaWear servers can support
multiple devices and it’s compatible with iPads, Android phones and tablets, PCs and Macs. AquaWear servers are delivered with a splash proof wrist band case (below). For more information, visit www. digitalyachtamerica.com.
Naiad launches electric stabilizers
Connecticut-based Naiad Dynamics, a manufacturer of ship motion control technologies, has introduced the first products in a new line of electricpowered stabilizer systems for use on ships operating both AtSpeed and AtRest. “These new stabilizers are a modern refinement of electric-powered stabilizers Naiad first developed for naval applications in 2008,” said John Venables, CEO of Naiad Dynamics. “We are now introducing these systems to the recreational and commercial marine markets … to provide a choice for designers and builders who may prefer not to use hydraulics.” The initial model E-525 is available with a 7.5 or 11 kW AC servo motor drive, and is designed for fin sizes
See TECH BRIEFS, page B6
Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Nov 15. Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 770/820 Savannah, Ga. 868/NA Newport, R.I. 860/NA Caribbean St. Thomas, USVI 1,058/NA St. Maarten 1,050/NA Antigua NA/NA Valparaiso 785/NA North Atlantic Bermuda (Ireland Island) 1015/NA Cape Verde 793/NA Azores 830/1,503 Canary Islands 805/1,123 Mediterranean Gibraltar 781/NA Barcelona, Spain 768/1,515 Palma de Mallorca, Spain NA/1079 Antibes, France 774/1,565 San Remo, Italy 897/2,019 Naples, Italy 922/2,075 Venice, Italy 1004/2,103 Corfu, Greece 979/2,076 Piraeus, Greece 967/1,889 Istanbul, Turkey 865/NA Malta 768/1,391 Tunis, Tunisia 794/NA Bizerte, Tunisia 794/NA Oceania Auckland, New Zealand 785/NA Sydney, Australia 760/NA Fiji 811/NA
One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Nov. 15, 2013.
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 872/940 Savannah, Ga. 878/NA Newport, R.I. 875/NA Caribbean St. Thomas, USVI 1,100/NA St. Maarten 1,100/NA Antigua 955/NA Valparaiso 690/NA North Atlantic Bermuda (Ireland Island) 1,081/NA Cape Verde 868/NA Azores 962/NA Canary Islands 846/1,148 Mediterranean Gibraltar 878/NA Barcelona, Spain 908/1,710 Palma de Mallorca, Spain NA/1,789 Antibes, France 904/1,766 San Remo, Italy 1,021/2,243 Naples, Italy 961/1,746 Venice, Italy 1,028/2,690 Corfu, Greece 1,028/2,008 Piraeus, Greece 987/1,820 Istanbul, Turkey 967/NA Malta 960/1,726 Tunis, Tunisia 886/NA Bizerte, Tunisia 886/NA Oceania Auckland, New Zealand 921/NA Sydney, Australia 947/NA Fiji 951/NA *When available according to local customs.
B December 2014
TECHNOLOGY BRIEFS
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Concave filter removes odors; thermal insulation saves space TECH BRIEFS, from page B5 ranging from 1.0 to more than 3.5 square meters for vessels typically 35-50m in length. The company will roll out additional electric-powered systems through 2015 and 2016. The electric stabilizer eliminates the hydraulic system, reducing the number of installed components and the system’s overall complexity and weight. Its electric servo motor-actuator design generates the same amount of force as two hydraulic cylinders used in an equivalent hydraulic stabilizer model, the company said in a news release. A key safety feature of Naiad’s electric fin stabilizer design is the ability to center the fins manually and lock in place when the stabilizer is not being operated. For more information, visit www. naiad.com.
percent less plastic than the previous version. For more information, visit www. dometic.com. To view a video of how the filter works, visit youtu.be/ gX9RYphs-dE.
Insulation saves space
Vent filter boosts odor removal
Dometic Marine has redesigned its SeaLand ECO vent filter that removes odors from a boat sanitation system’s holding tank vent line. The new filter design forces more malodorous air to flow through activated charcoal media. It also offers boat owners a onesize-fits-all replacement for existing SeaLand vent filters. “For boat owners with an onboard black water tank, the SeaLand ECO vent filter (above) uses a specially sized activated charcoal to remove odors from the air that is vented from the tank after each flush,” said Ken Taranto, vice president of aftermarket sales at Dometic Marine. “The unique concave filter shape prevents air gaps within the filter for the most thorough odor removal by the charcoal filtering media.” The filter – which represents the first major change to the waste holding tank vent filter in 25 years – has a single, universal cartridge that fits all SeaLand vent filters, regardless of the vent hose size. The end caps loosen from the center cartridge while hose fittings remain secure. The exterior of the filter cartridge is made of high-density polyethylene, rather than the glued PVC used in earlier generations, and is a recyclable alternative. In addition, the new SeaLand ECO cartridge is made with 55
UK-based marine engineering company Halyard has launched Heat Shell, a thermal insulation product that removes the need for thermal insulation jackets on exhaust systems. Heat Shell is a glass webbing that can be applied to the riser section of the exhaust system to provide an air-tight and liquid-proof covering that cannot be damaged by external agents. It offers heat loss prevention and reduced surface temperature and improves on traditional thermal insulation solutions with increased strength, durability and look. Assembly time is also reduced, as Halyard applies the Heat Shell at its manufacturing facilities and not on site. For more information, visit www. halyard.eu.com.
Plan B new Northern Lights dealer
Parts & Power, the British Virgin Islands-based Caribbean distributor for industrial and marine products and brands, has appointed Plan B Generators in St. Thomas as a a new dealer for Northern Lights generators. Plan B is managed by Randy Berry and Zach Hachem. As Northern Lights dealers, they can supply, install and service Northern Lights generators. They also stock and supply spare parts for the complete Northern Lights range. For more information, contact Plan B at +1 340-714-1239 or planbgenerators@islands.vi. Parts & Power is based in Tortola and has been serving the Caribbean for 40 years. It supplies diesel engines, generators, parts and accessories in the Eastern Caribbean. For more information, visit www. partsandpower.com.
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CREW NEWS: Delivery captain
Capt. Wampler has made a career as a contract captain delivering yachts 30-125 feet and offering new owners training on the way. His milestone 200th delivery from New York to Florida was aboard a 2007 Sea Ray 60 from Mamaroneck to West Palm Beach this fall. PHOTOS FROM CAPT. JOHN WAMPLER
Captain tops 200 deliveries from New York to Florida By Lucy Chabot Reed
I do have my favorite stops along this route for purely epicurean pleasures. Capt. John Wampler, who some St. Michaels, Md., for blue crabs. Cape readers may recognize as the author of May, N.J., for chicken wings at the Cour Crew’s Mess column, completed in View. The River Room in Georgetown, November his 200th delivery from New S.C. York to Florida. To get more insight And I love the fresh baked into this slice of yacht captain life, we cinnamon-apple muffins delivered to asked him a few questions. the boat with the morning newspaper at the Golden Isles Marina in St. Simon, Q. So how does it feel to have Ga. made this journey 200 times? Aren’t My favorite Florida stopovers you ready for a new route? have to be Fernandina Beach and St. I never tire of the north/south Augustine. Very quaint. transit. Strategically, the AICW makes Q. When was your first NY-FL the delivery delivery? Was it possible even – as deliveries in more than often are – just moderate weather; a temporary gig the only caveat while waiting being the New for a full-time Jersey coastline, job? which can get While I was “sporty” at times. coaching sailing The diversity for midshipmen of personalities at the U.S. Naval that I encounter Academy, I between New started a threeWampler left, met up with the boat charter York and Florida is always owner of Coinjock Marina on the company out of entertaining. delivery. “Louis Davis and I have Annapolis where And then there’s been acquainted for longer than we we would winter the fall colors in can remember,” Wampler said. “One the fleet in the the Northeast, of my favorite stops on the Florida Bahamas. After the mounds of to New York run, Coinjock Marina two and a half steaming blue years, I signed on Restaurant has the best prime rib on a 72-foot ketch crabs on the the east coast.” Chesapeake, and with an English the great southern owner who had a barbecue in the Carolinas and Georgia. no-limit attitude and told me to “take The trip is a delight of the senses. the boat anywhere in the Caribbean I Q. If you didn’t need to stop, might enjoy.” where would you be sure to stop See DELIVERIES, page B8 anyway?
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B December 2014
CREW NEWS: Delivery captain
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An iconic photo, this is the Brooklyn Bridge and lower Manhattan and the Freedom Tower (far right). The official welcome committee at Coinjock, Gaddie (below, right) is a playful pup ready for duck season. Greg noticed that, while running down the Albemarle Sound, something was “following us.” Apparently, we hooked a crab pot buoy PHOTOS FROM CAPT. JOHN WAMPLER on the rudder (below left) and this is all that was left after a 23 knot tow.
Owner onboard adds rewards to deliveries DELIVERIES, from page B7 When that boat sold, the intention was that he would buy a round-theworld class boat, which I would have the right of first refusal. So, I started
marketing myself as a contract captain until said gentleman bought the next boat. That was 27 years ago and he still hasn’t bought the boat. So I guess I’m a victim of my own design. Q. It’s a pretty neat career, making deliveries and training new boat owners how to not only run their vessels but take care of them, too. Which part do you like best? I really get a kick out of owner orientation and assisted deliveries. The yacht owners know much about asset acquisition but not so much about operation and preventative maintenance. The lesson doesn’t start with a boat ride
- it starts in the bilge. I really enjoy describing the various systems and their maintenance. In my youth, I was an engineer while serving in the U.S. Coast Guard. I am equally at home in the “crew sauna” as I am standing next to the owner/operator at the helm. There is great satisfaction when that “lightbulb” turns on and the owner is tuned in. Soon after our conversation, Capt. Wampler left for Panama to deliver a 1968 64-foot Burger through the canal to Key West, his 14th transit. Lucy Chabot Reed is editor of The Triton. Comments: lucy@the-triton.com.
B10 December 2014
Lauderdale Marine Center
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Lauderdale Marine Center
December 2014 B11
B12 December 2014 FROM THE FRONT: Trip to the Arctic
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Nine of the 14 people aboard S/Y Sea Dragon had no sailing experience, PHOTO FROM 5 GYRES making the trip a lesson as well as an education.
MARPOL has not stopped the proliferation of plastic ARCTIC, from page B1 effect Jan. 1, 2013, forbids the dumping of previously acceptable items, and sets restrictions on other types of pollution, including cleaning agents. In some special areas, however, all dumping is prohibited. The 20-day trip called on several of Capt. Taylor’s skills: sailing and teaching. The S/Y Sea Dragon is a steelhulled vessel from the BT Global Challenge race and part of the Pangaea Exploration fleet. It was built to sail around the world against the prevailing winds, so Capt. Taylor knew it could handle the voyage to Iceland. But his crew was not so sturdy. Of the 14 people onboard, nine had no sailing experience. Three scientists from 5 Gyres have traveled the world over the past decade on similar expeditions, but there was only one other professional mariner. So after a quick handover, Capt. Taylor used the three days before departure to get the crew ready, teaching them basic sailing skills, going through drills and man-overboard scenarios, and explaining what they could expect out on the ocean. Leaving after a high pressure front moved through, the first three days were calm and uneventful, giving everyone a chance to get accustomed to the watch schedules and duties onboard. “Then the wind picked up to 15-20 with a nice ocean swell, and 40 percent of the crew got seasick,” Taylor said. They faced nine days of thick fog, mostly off the Grand Banks off Newfoundland, and 30-40 knot winds in the Labrador Sea. But once up near Greenland, it was calm flat again with 14 knots of wind. “We put the spinnaker up and had awesome sailing,” Taylor said.
“For people who had never done that before, it was quite something. Even for someone who’s done a lot of sailing, it was good.” Through it all, the scientists hung trawls off the spinnaker boom and filtered water for about an hour, twice a day. Every single trawl recovered some plastic. Those 40 samples are being analyzed to learn what types of plastics were recovered and from where they came. “They’re taking on a thankless cause for the world,” Taylor said. “Lots of things can be done to assist in slowing the problem down until permanent solutions are found. … But you can’t change it by getting one person at a time to stop using throwaway cups and straws. You have to get corporations to put value in not making these things out of plastic in the first place.” Every night after dinner, someone on board would make a presentation about whatever they wanted. One that Capt. Taylor particularly remembered was about an alternative sort of plastic that biodegrades. “Something like that would make it easy for corporations to do,” he said. Though only employed with Sea Dragon for 30 days. Capt. Taylor said he not only expanded his cruising grounds by heading up to Iceland and nearly to the Arctic Circle, but also expanded his experience with the ocean in a way he wasn’t really expecting. “I got an education, that’s for sure,” he said. “I’ve certainly recycled better as an individual since I’ve come back.” Lucy Chabot Reed is editor of The Triton. Capt. Phil Taylor (captainphiltaylor.com) is currently looking for his next command, preferably a South Florida-based boat in the 85- to 120-foot range, power or sail. Comments on this story are welcome at lucy@the-triton.com.
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www.the-triton.com FROM THE TECH FRONT: Rules of the Road
December 2014 B13
Safety, navigation and pollution topics are easier with acronyms RULES, from page B1 Havre. We were going to Europe, not the Caribbean. This absence of knowledge and subsequent enlightenment introduced me to a long-standing tradition in the maritime industry, namely acronyms. The use of acronyms dates back to the Roman Empire. During the late 19th century and the Industrial Revolution, acronyms became a mainstream way of identifying corporations. Examples were AT&T for American Telephone and Telegraph, Nabisco for the National Biscuit Company, and ESSO for Standard Oil (from the initials S.O.). With the advent of modern warfare in the early 20th century, acronyms really took off, especially in the maritime world. Let’s look at the most common acronyms that we hear and read on board every day. Do we really know what they represent? In alphabetical order: ABS American Bureau of Shipping AMSA Australian Maritime Safety Authority ANOA Advanced Notice of Arrival COLREGS International Regulations for Preventing Collisions at Sea, i.e., Collision Regulations, Rules of the Road. COSWP Code of Safe Working Practices for Merchant Seamen EPIRB Emergency Position Indicating Radio Beacon GA General Arrangement, a drawing that shows the layout of the vessel GPS Global Positioning System IMO International Maritime Organization ISM International Management Code for the Safety Operation of Ships and for Pollution Prevention, also known as the International Safety Management Code. ISPS International Ship and Port Facility Security Code LOA Length Overall LY3 Large Yacht Code, Version 3 MARPOL International Convention for the Prevention of Pollution from Ships MCA Maritime and Coastguard Agency MNZ Maritime New Zealand NOAA National Oceanic and Atmospheric Association NOE Notice of Eligibility NTVRP Non-Tank Vessel Response Plan RADAR Radio Detection and Ranging SAMSA South African Maritime Safety Authority SART Search and Rescue Transponder SOLAS International Convention for the Safety of Life at Sea SOPEP Shipboard Oil Pollution Emergency Plan STCW International Convention on Standards of Training, Certification,
and Watchkeeping for Seafarers forgot what it actually meant. USCG United States Coast Guard So the next time the MCA or USCG The above list is certainly not sends you a NOE to renew your STCW all-inclusive, but a for the updated IMO sampling of what we SOLAS rules related to Refresh your may hear and see on a ISM and ISPS, you will memory with daily basis. Hopefully, not panic and activate it will help save those your EPIRB or SART. a read of the new to yachting from an Keep the deadline date COSWP and embarrassing situation, on your RADAR, refresh prevent a SNAFU. your memory with a similar to mine. Or maybe it will refresh read of the COSWP, the memory of a few and prevent a SNAFU old salts who have been repeating the from becoming FUBAR. (You’ll have to term so many times over the years, they Google those last two.)
Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB), an organization that provides flag-state inspection services to yachts on behalf of several administrations. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1 954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at editorial@the-triton.com.
B14 December 2014
MARINAS / SHIPYARDS
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Head of Nantucket Boat Basin, George Bassett Jr., to retire after 30 years at PHOTO PROVIDED the historic marina.
Nantucket manager to retire; Newport Yachting Center sold Boat Basin manager to retire
The long-time head of Nantucket Boat Basin, George Bassett Jr., has announced he will retire on Feb. 1, his 30th anniversary with the historic marina. “I feel I have made friends with most of the captains in the industry who travel to New England and would love to say good-bye and thank you,” said Bassett, director of marina operations, in an e-mail to The Triton. The 240-slip marina has an 85 percent return rate, which managers attribute to Bassett’s personality and skill. “It’s been an honor to have George serve as the director of the Boat Basin for the past three decades,” said Khaled Hashem, managing director at Nantucket Island Resorts. “He is known for his professionalism and his commitment to the guest and to the island community. We will miss George in his role and wish him the best in his retirement.” Bassett said his “relief ” is Christina Martin, a woman he first hired as an office receptionist and who “has been with me working up through the ranks for 21 full years,” he said. His daughter, Christy Lee Baker, also will remain with the marina. Bassett is certified marina manager No. 7; Martin is No. 279. Under Bassett’s leadership, the Boat Basin received numerous awards as a best marina including in Marina Dock Age magazine (2013) and MarinaLife magazine (2010-2012). He has also been honored by the U.S. Fish and
Wildlife departments for his efforts at preserving clean waters. Prior to working with Nantucket Boat Basin, Bassett served 26 years in the U.S Coast Guard where he worked his way through the ranks, commanding four ships (the largest being 133 feet) and two shore stations in New England. He retired as Chief Warrant Officer in 1986. – Lucy Reed
Newport center sold
Newport Harbor Corp. has sold the Newport Yachting Center in Rhode Island, saying it wants to concentrate on its core hospitality businesses. The decision was announced after the yachting center agreed to plead no contest to charges that 10 summertime concerts violated the city’s noise ordinance, according to a story in the Newport Daily News. The development firm the Peregrine Group has purchased the property. Newport Harbor Corp. will continue to operate the Newport International Boat Show, the Charter Yacht Show, The Mooring, The Smoke House and the Newport Yachting Center private events business at the Sunset Terrace by leasing back the land from the new owner.
Provo marina honored
The IGY-managed Marina in Turks & Caicos has been awarded 5 Gold Anchors by The Yacht Harbour
See MARINAS, page B15
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MARINAS / SHIPYARDS
December 2014 B15
Blue Haven takes Gold Anchors award; Hargrave’s Joyce honored
MARINAS, from page B14 Association (TYHA). The Gold Anchor Award Scheme is a voluntary assessment program focused on customer service and providing quality moorings. The ratings range from 1 to 5 Gold Anchors and provide assurance of the credibility and quality of the marina when assessed against the technical criteria based on TYHA’s Code of Practice for the design, construction and operation of marinas. “Blue Haven Marina is the fourth marina within our IGY network to have achieved 5 Gold Anchor,” said Kenny Jones, executive vice president for IGY’s operations. “I am very proud of each of these marinas and to see them gain this recognition is fantastic.” Blue Haven Marina (above) is open to yachts up to 220 feet and a draft of 8.5 feet. The facility opened in 2013 within the Blue Haven Resort, which marina guests have full access to. “We are very proud to be one of only four marinas in the Caribbean to have received the 5 Gold Anchors,” said Adam Foster, general manager of Blue Haven Marina. “We hope that this will help to further elevate yachting in Turks and Caicos.“ In other company news, IGY Marinas has implemented HavenStar marina management software that provides centralized sales and marketing across its international network of marinas. Because customer information will be readily accessible across the network, IGY staff can share customer preferences and desires amongst marinas and enhance the customer experience, particularly arrival procedures, the company said. For more information, visit www. igymarinas.com.
New dry storage to open this spring
Westrec Marinas has begun construction on a five-story dry storage facility in North Miami Beach to replace existing open storage at Haulover Park. To be called Haulover Marine Center, it is expected to open in the spring with 508 spaces for vessels up to 53 feet. It is designed specifically to hold larger, multi-outboard engine boats common on megayachts. The marina management company has leased property north of the boat
ramps to build the facility, which will be rated for Category 5 hurricane winds (175 mph) and include a bait shop, retail and a launch waiting area. Forklifts will stack and haul vessels, including the largest forklift built by manufacturer Wiggins Lift Company, according to John Louis, a regional manager for Westrec Marinas. “Harbortowne can take 165 boats up to 50 feet and we have a waiting list, so we know this is needed,” he said. “We’ve been working on it 12 years, with permitting and everything. It’s going to be a great facility.” The existing open-stack storage will be replaced with parking for trailers. – Lucy Reed
Hargrave’s Joyce honored
Mike Joyce, CEO of Hargrave Custom Yachts, was honored with a special award from the 1 World Foundation in recognition of his efforts on behalf of the charity. The award reads: Presented to Michael F. Joyce for his generous support and untiring advocacy on behalf of the people with special needs in Northern New York, Ontario, Canada, and the Turks & Caicos Islands, BWI. “I thought I had a tight budget but these guys create miracles and they are running on fumes,” said Joyce, who has close ties to all three regions. “I think the media often portrays a stereotypical image of people who are physically or mentally challenged, but when you are fortunate enough to be in one of their centers where you can appreciate firsthand these men and women who are filled with love, hope, and enthusiasm, it is really a game changer.” For more information, visit www.1 worldfoundationgroup.org.
New managers at Big Game Club
Chicago-based Horizon Hotel Group has assumed management of the historic Bimini Big Game Club Resort & Marina in the Bahamas. Horizon Hotel Group specializes in the renovation, repositioning and rebranding of hotels and resorts. It represents properties in Miami, Cancun, Dominican Republic, Mexico City and New York. The Big Game Club, which was founded as a dinner club in 1936 and relocated in 1947 to its current location, was re-opened in 2010 following completion of a $3.5 million renovation that included all guest rooms, the new Bimini Big Game Bar & Grill, Hemingway Rum Bar and Social Lounge and the Outfitter Shop.
City marina honored
St. Augustine Municipal Marina has been named Florida’s second Clean and Resilient Marina by the Florida Department of Environmental Protection. It is the first public marina to earn the designation. The marina has implemented best management practices that achieve an additional level of resilience, sustainability and environmental responsibility that contribute to emergency preparedness and response. The Clean and Resilient Marina Initiative is a Gulf of Mexico Alliance (GOMA) project among the states of Alabama, Florida, Louisiana, Mississippi and Texas that calls for the promotion and expansion of resilient and environmentally responsible operations and best management practices at marinas. This helps promote marinas that can bounce back quickly from both natural and manmade disasters.
Marina partnership begins
Insurance provider Pantaenius and Camper & Nicholsons Marinas have created a partnership that will provide berth holders at C&N marinas a series of benefits and special conditions with the insurer. In exchange, Pantaenius customers will receive preferred access and discounted rates in C&N marinas. C&N Marinas currently operates facilities in Grenada, Italy, Malta, Turkey, Cyprus, Greece, Montenegro and Abu Dhabi.
Marina company hires manager
Suntex Marinas, the Dallas-based owner and operator of marinas in the U.S. and Caribbean, has hired Brian Baker as Mid-Atlantic regional manager. Starting in the industry in 2003, Baker has served as general manager of Bay Point, Little Creek and Willoughby Harbor marinas in Norfolk, Va., and became Baker regional manager for Vinings Marine Group (VMG) in 2007. Baker has served as a board member with the Virginia Marine Trades Association and as president of the Norfolk Marine Trades Association. In 2007, he was honored by the U.S. Coast Guard Auxiliary for his work with boater education and safety. About Suntex Marinas Suntex Marinas owns and operates 20 marinas and manages two others, including Liberty Landing in New York/New Jersey and Port de Plaisance in Sint Maarten. For more information, visit www. suntexmarinas.com.
B16 December 2014
BOATS / BROKERS
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Harmony, Apostrophe, Remember When sell BYS, the sales division of Burger Yachts, has sold the 164-foot (50m) Westport M/Y Harmony with Kevin Callahan of Moran Yacht & Ship. Moran Yacht & Ship has sold the 164-foot (50m) Westport M/Y Harmony with Burger Yacht Sales, and the 130foot (40m) Hakvoort M/Y Apostrophe, which won the 2014 Showboats Design Award for exterior design. New to its central agency listings is the 180-foot (55m) Amels M/Y Engelberg, and a 44m berth at Port de Mandelieu in La Napoule, France, for 1.3 million euros with an expiry date of Dec. 31, 2024. Camper & Nicholsons International has sold the 162-foot (49m) Christensen M/Y Remember When, and the 98-foot (30m) M/Y Noni. The company also was involved in the launch of the 213-foot (65m), twomasted S/Y Lamima built in Indonesia in Ara, Sulawesi, and finished in Thailand. It is available for charter in Indonesia’s Komodo Islands and Raja Ampat archipelago. The brokerage has added to its central agency listings for sale the 147-foot (45m) M/Y Beluga, the 138foot (42m) Kingship M/Y Star, the 130-foot (40m) Westport M/Y Gusto, the 127-foot (39m) M/Y Lara I, the 125foot (38m) S/Y Twilight, the 117-foot (35.7m) M/Y Crystal II, the 112-foot (34m) M/Y Nan Ce, the 105-foot (32m) M/Y High Roller, the 104-foot (32m) M/Y Cassiopeia, the 100-foot (30.5m) sloop S/Y Sindonemo built by Yachting Developments, and the 85-foot (26m) M/Y Playpen. New to the company’s charter fleet is the 127-foot (39m) ketch S/Y Le Pietre. Merle Wood & Associates has sold a new build of the 140-foot (42m) Benetti Veloce, Hull No. 4, due for delivery in April 2016. New to its new central agency listings for sale the 142-foot (43m) Perini Navi S/Y Victoria (in a joint with SuperYachtsMonaco) for 11.5 million euros, the 90-foot Pershing M/Y Rompemar for $3.5 million,and the 75foot Azimut M/Y Sea for $2.5 million. New to its charter fleet is the 84-foot (25.6m) Hatteras M/Y Perfect Lady, available in the Bahamas this winter with Capt. Tom Jackson and a crew of three. Fraser Yachts has sold the 131-foot (40m) Tamsen M/Y Namaste listed for 7.5 million euros, the 115-foot (35m) Benetti M/Y Latiko listed for 4.75 million euros, and the 101-foot (31m) Nautor’s Swan S/Y Garuda listed for 1.55 million euros. New to the company’s central agency listings for sale are the 188foot (57m) Feadship M/Y Calixe listed with Stuart Larsen of Ft. Lauderdale
for $15.9 million, the 183-foot (56m) Benetti M/Y Annaeva listed with Dennis Frederiksen in Monaco for 27.9 million euros, the 135-foot (41m) Baglietto M/Y Blue Ice listed with Filippo Rossi in Monaco for 4.9 illion euros, the 97-foot (30m) Princess M/Y Alexandra V listed with Frederiksen for 3.8 million euros, and the 82-foot (25m) Overmarine M/Y Mangusta 80HT listed with Davide Silvello in Spain. YPI Brokerage, the sales and new construction arm of Yachting Partners International, has sold the 106-foot (32m) Holland Jachtbouw cutter S/Y Carl Linne listed for 3.95 million euros with broker Toby Walker of Stockbridge Yacht Brokers Ltd. New Zealand builder Alloy Yachts has launched the 145-foot (44m) M/Y Hey Jude, previously AY54. Designed by Sam Sorgiovanni with an interior is by Redman Whiteley Dixon (RWD), the displacement yacht has three decks above the water and a sundeck with a hard-top covering the forward portion of that deck. One of the stand-out features is the large oval windows in the forward hull. Hey Jude was preparing for sea trials in mid November. With more than 50 percent of the brand’s business in the United States, Benetti has opened a sales office on 17th Street in Ft. Lauderdale. Benetti’s new American headquarters was designed as an office and showroom, in the style of the company’s Viareggio showroom: dark tinted rosewood and ivory colored leather and bronze detailing, with floors of Crema Marfil marble with teak inserts. The furnishings are all from Italian designers.
In related company news, Italian builder Azimut Yachts (above) has partnered with Euro Yachts, now doing business as Azimut Yachts Mexico to be the exclusive dealer for the Mexican market. It will be established in four key cities. This is the 14th partnership Azimut Benetti has signed this year, according to president Federico Ferrante. The International Superyacht Society announced the winners of its annual design awards during a gala at
the Fort Lauderdale International Boat Show. The winners are: For Best Power larger than 65m, the 213-foot (65m) Heesen M/Y Galactica Star. For Best Power 40-65m, the 152foot (46m) Feadship M/Y Como, which also won for best interior. For Best Power 24-40m, the 111-foot (34m) M/Y Quaranta built by Curvelle. For Best Sail larger than 40m+, the 185-foot (56.4m) S/Y Mondango3 built by Alloy Yachts. For Best Sail 24-40m, the 107-foot (32.6m) S/Y Inukshuk built by Baltic. For Best Refit, the 196-foot (60m) M/Y Dream built by Abeking & Rasmussen refit at Jones Boatyard in Miami. The 98-foot (30m) aluminium Mulder 98 Flybridge, the largest Mulder ever built, hit maximum speed of 22 knots during sea trials, two knots more than expected. The Mulder 98 Flybridge had its global launch in September during the HISWA Amsterdam in-water Boat Show. The vessel is powered by two Caterpillar C32 engines with a capacity of 1685hp each. It is expected to cruise in the south of France this spring. In related company news, the Dutch builder signed an agreement with HNF Yachting in Turkey to represent the brand there. This adds to its dealers already in Russia and France. Miami-based brokerage firm Yachting Experts has hired Alessandro Diomedi as a yacht consultant for new construction. He worked for the Ferretti Group from 2001 to 2014, where he developed new sales networks and opened dealerships in emerging markets, including Hong Kong, China, India, and Shanghai. In 2006, he was named Latin America sales manager in Miami where he helped start Ferretti Group Brazil and open the factory and showroom in San Paolo. He also opened dealerships in Peru, Colombia, Guatemala, Costa Rica, Argentina and Uruguay, as well as the new Ferretti Group Mexico sales office in Mexico City. For more information, visit www. yachtingexperts.com. Ft. Lauderdale-based Denison Yacht Sales has opened its 11th office at Soverel Harbour Marina in Palm Beach Gardens following the acquisition of The Marine Group, which occupied the space for more than two decades. Soverel Harbour Marina is located at 2401 PGA Blvd. and features 146 slips for boats up to 75 feet. Denison also has offices in Ft. Lauderdale, St. Petersburg and Naples, Fla.; Montauk, N.Y.; Marina del Rey, and Newport Beach, Calif.; Holland, Mich.; Seattle; Mexico; and Antibes. For more, visit www.denisonyachtsales.com.
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BUSINESS BRIEFS
Broker Eric Dahler of Camper & Nicholsons, YachtAid Global Events Advisor Dhardra Blake and YAG founder Capt. Mark Drewelow celebrate YAG being awarded the U.S. Superyacht Association’s first Beacon Award during the Ft. PHOTO/LUCY REED Lauderdale show.
YAG, its captain honored for changing course to help others Capt. Mark Drewelow and the nonprofit he founded, YachtAid Global, yesterday won the Beacon Award, a new award from the U.S. Superyacht Association. In the past few months, the nonprofit that uses yachts to deliver supplies to communities in need around the world has focused its efforts on disaster relief in Mexico and the Caribbean after strong hurricanes hit both areas. “A pipeline has been set up for yachts leaving San Diego to make it super easy to get things to Cabo,” Drewelow said after winning the award yesterday. YAG volunteers in San Diego will deliver the goods to participating yachts and pack them aboard. Then YAG volunteers will meet the yacht in Cabo San Lucas and off load the supplies, also handling all the paperwork and clearance. M/Y Seven Js recently made the trip from San Diego to Costa Rica, stopping for a delivery in Cabo. The captain reported the yacht was on and off the dock in 90 minutes. M/Y Necker Belle was expected to make a delivery this fall to St. Maarten for post Hurricane Gonzalo relief. In related news, yacht broker Eric Dahler with Camper & Nicholsons USA is working with YAG to create Charitable Charter Excursions, a program where charter clients and/or owners can donate back part of the charter fee to YAG or make part of the charter a YAG delivery, engaging with local people and enjoying the experience of giving back. – Lucy Chabot Reed
SeaKeepers honored
The International SeaKeepers Society was awarded the Fabien Cousteau Blue Award from the International Superyacht Society for its stewardship of marine ecosystems. “We work hard all year placing scientists as well as students on our
member yachts to promote great ocean science and to be recognized by the ISS is truly an honor and greatly appreciated, SeaKeepers Executive Director Richard Snow said accepting the award at a gala during the Fort Lauderdale International Boat Show. SeaKeepers Chairman Michael Moore said, “Jacque Cousteau said, ‘People protect what they love’. We believe the yachting world loves the ocean and SeaKeepers is about protecting it. The Fabien Cousteau Award reaffirms the love and our efforts to protect the ocean are recognized. We are humbled and grateful for this recognition.”
Builder adds new VP
Maryland-based Kadey-Krogen Yachts has hired Tucker West as the company’s new vice president of sales. For the past nine years, West led the North American sales and dealers network for Grand Banks Yachts. West has assumed an equity position in the company by purchasing John Gear’s interest. He remains a broker with the company. In addition, Larry Polster will supervise marketing, finance and administration, and Tom Button will direct yacht construction, new product development, and post-delivery customer care. For more information, visit www.kadeykrogen.com.
MedAire opens new office
Global medical assistance provider MedAire has opened a new office to support yacht crew in Portside Yachting Center at the southwest foot of the 17th Street Causeway bridge in Ft. Lauderdale. The office can recommend medical kits based on itinerary and client characteristics, as well as review the safety services and medical training available to crew. For more information, visit www. medaire.com/yachts.
December 2014 B17
B18 December 2014
CALENDAR OF EVENTS
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December festivities include charter show, parties and parades EVENT OF MONTH Dec. 5-11 53rd annual Antigua Charter Yacht Show, Antigua.
Events include Concours de Chef and stew competitions, CYBA Hall of Fame presentation, seminars and yacht viewings. Yachts will be at Nelson’s Dockyard Marina in English Harbour, Falmouth Harbour Marina and Antigua Yacht Club Marina both in Falmouth Harbour. antiguayachtshow.com
December Holiday boat parade finder.
A Web site that lists holiday boat parades in the United States by state or date. www.boatus.com/events
Dec. 3-5 International Workboat Show, New Orleans. www.workboatshow.com
Power and Sailboat Show, St. Petersburg, Fla. ShowManagement.com
Dec. 4 The Triton Bridge luncheon,
Dec. 6-14 Salon Nautique de Paris,
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Active captains only. RSVP to Editor Lucy Reed at lucy@the-triton.com or 954-525-0029. Space is limited.
Dec. 4 Spin-A-Thon Kick-Off launch
event, Hyatt Place, Ft. Lauderdale. Members, spinners, sponsors, and volunteers invited for networking, wine tasting and champagne. $10 donation benefit Marine Industry Cares Foundation. 5:30-7:30 p.m. www. marineindustrycares.org
Dec. 4-7 37th annual St. Petersburg
France. www.salonnautiqueparis.com
Dec. 7-10 ACREW professional
development sessions. ACREW offers free sessions for exhibiting crew. This year’s topics are: Testing and Treatment of ‘The Diesel Bug’, Team Dynamics Workshop and Onboard Fire Fighting. For details e-mail info@acrew.com.
Dec. 11-12 International Superyacht
Coatings conference (ISCC), Amsterdam. Held in partnership with Amsterdam RAI, the International Council of Marine Industry Associations (ICOMIA) and the
Superyacht Builders Association (SYBAss). Conference to cover paint application, inspections and assessments, training and certification, standards and guidelines, technological progress in products, services and facilities and global legislation. Decisions taken during the event will be implemented by the industry. www. sycoatingsconference.com
Dec. 12 annual PYA Christmas Ball,
Carlton InterContinental Hotel, Cannes. Professional Yachting Association members enjoy the holidays with food, entertainment, gifts and more. www.pya.org
Dec. 12 A Practical Approach to Port
State Control, Miami. Lloyd’s Register course to prepare for port state control inspection to reduce delays and detention through improvements in operational procedures and crew member knowledge. www.lr.org
Dec. 13 Seminole Hard Rock
Winterfest Boat Parade, Ft. Lauderdale. The parade travels east on the New River and north on the Intracoastal to Lake Santa Barbara in Pompano Beach. Starts in downtown Ft. Lauderdale at 7 p.m. This year’s theme is “TV’s Greatest Hits”. Billed as 12 miles of the “Greatest Show on H20.” winterfestparade.com
Dec. 16 Marine industry toy drive
and holiday party, Stranahan House, Ft. Lauderdale. Sponsored by USSA, MIASF, FYBA, MICF and YPY from 5:30-8:30 p.m. Donation is $10 in advance online or $20 at the door. Please bring an unwrapped toy and RSVP at www.marineindustrycares.org.
Dec. 17 No Triton networking on this
third Wednesday in December. due to the holidays.
Jan. 7 Triton networking, the
first Wednesday of the month, Ft. Lauderdale. Join us from 6-8 p.m at Marina Bay. www.the-triton.com.
Jan. 8 The Triton Bridge luncheon,
noon, Ft. Lauderdale. Captains only. RSVP: lucy@the-triton.com.
MAKING PLANS Feb. 12-16 27th annual Yacht and Brokerage Show, Miami Beach.
The megayacht part of Miami’s boat shows, not to be confused with the Miami International Boat Show, showcases yachts in-water along a one-mile stretch of the Indian Creek Waterway. Free, www. showmanagement.com.
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SPOTTED: Costa RIca, Panama
Triton Spotters
Jon Motta, a broker with Yacht Gallery, enjoys what he calls “a real cup of coffee from a real coffee maker, direct from Costa Rica.�
Capt. John Wampler made his 14th Panama Canal transit delivering a 1968 Burger 64-foot motoryacht from the Pacific Ocean to Key West in November. He spotted this Triton when he stopped in the Hotel Washington in Colon, Panama, and thought of us.
Where have you taken your Triton lately? Whether reading on your laptop, tablet, smart phone or in print, show us how you get your crew news. Send photos to editorial@the-triton.com.
December 2014 B19
C Section
December 2014
See and be seen Photos from Triton networking and details for December. C2,3
Similar but unique; crew uniforms can be a challenge Crew uniforms are an important part of the distinctive image of every yacht. I think most stews would agree that purchasing, allocating and finding space onboard for crew attire can be one of the most under-appreciated projects that a stew will carry out. In fact, sometimes it is a colossal pain in the rear. Being in charge of ordering Stew Cues and inventorying Alene Keenan uniforms is frustrating, not to mention expensive and time-consuming. Crew often grumble because they don’t like the uniform of the boat. Despite the fact that the boat almost always provides clothing free of charge, crew are generally not very appreciative. Uniforms often do not meet their fashion style and fit expectations. To the uninitiated it might seem like a good idea to run out to the mall and pick up the latest fashion trend that everyone will like. However, as Kristen Stepp of Big Blue Yachtwear points out, this might not be the best option. Going this route often means spending more money on changing stock frequently, since you may not be able to get identical items from one season to the next. One of the most common issues that the chief stew and the captain have to deal with is finding a style that flatters different body types, that the owner approves of, and that everyone agrees on. The way you look to others makes a first impression and opinions are formed quickly. Most people are self-conscious about the way they dress and look, and dressing in the yacht’s uniform is no exception. Just about everything looks good on a size 2, but wearing the uniform can be tough for those
See STEW, page C6
Unbridled talent Interior yacht crew turn the tables in competition.
C7
Love me tender The lowdown on driving the yacht’s auxiliary vessels. C15
Pale, dry and tired? Airplane food, coffee, alcohol, soda are not beauty aids. C16
TRITON SURVEY: Multiple vessels
FANCY FLEET: The majority of yacht captains have responsibility for more than one vessel. These often include a newly purchased boat, the previous boat for sale, tenders and personal watercraft. TRITON FILE PHOTO
Most yacht captains manage multiple vessels As the economy has begun to shift and yachts began moving over the past couple of months, I have been struck by how many captains are responsible for more than one vessel. With good deals, it seems, some owners aren’t willing to wait for older or smaller vessels to sell before getting into their new one. Triton Survey But it leaves Lucy Chabot Reed captains juggling duties and responsibilities over several vessels, or does it? We asked yacht captains in our monthly survey in November if they are responsible for more than one vessel (including the large tender they are
often asked to tow), and if they are, what it means to their workload. More than 80 captains responded and most manage the responsibilities of more than one vessel, whether it be a large tender or sportfish towed behind the mother ship, or two or more vessels that operate in their own right. The surprise, they seemed to say, is that it’s not such a big deal. “I’m responsible for a 70-foot Hatteras in one country and a 54-foot Bertram in another, but as an American captain with a lot of experience, it is not a problem,” said a captain in yachting more than 25 years. “If there are multiple owners or family members, using more than one boat at a time does increase all pressures, but as long as the money is
available to handle the aforementioned demands, it shouldn’t be a big problem,” said the captain of a yacht 140-160 feet in yachting more than 30 years and with experience running two vessels for an owner. “When you’re working for the right owner and he wants to move up in size, quality. etc., then it is not a problem because you want to support him,” said the captain of a yacht 100-120 feet in yachting more than 15 years. Currently, are you responsible for more than one vessel? Forty-two percent of our respondents are. If we add those who tow a large tender or sportfish, we have 18 percent more, meaning 60 percent
See Multiple vessels, page C10
C December 2014 TRITON NETWORKING: Smart Move Crew Accommodations
I
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t felt a bit like autumn with cool weather at Triton networking with Smart Move on the third Wednesday in November in Ft. Lauderdale. About 400 captains, crew and industry professionals saw old friends and made new connections over beverages and food. Many enjoyed the holiday spirit by donating food and toys for the Marine Industry Cares Foundation holiday drive. PHOTOS/DORIE COX
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TRITON NETWORKING: West Marine
Triton networking kicks off the holidays at West Marine Join the search for nutcrackers as The Triton networks on the first Wednesday in December at West Marine’s largest store. We’ll gather on Dec. 3 from 6-8 p.m. at the flagship store in Ft. Lauderdale at the southwest corner of South Andrews Avenue and State Road 84. Until then, learn more from Duggan Benjamin Duggan of West Marine Megayacht Supply. Q. Tell us about your largest West Marine store? Our Ft. Lauderdale store is 50,000 square feet of retail space with more than 90 associates. Nearly 18,000 square feet features footwear, apparel and accessories. There is an expanded fishing department that rigs lines and tackle, a full-service rigging department for everything from docklines to lifelines and an expanded electronics department with vessel simulators and a full Simrad glass bridge. We have a processing depot with six delivery vans delivering twice a day from Miami to West Palm Beach. We also have an international shipping department that can ship direct or prepare palettes for freight forwarding. Q. How do you help yachts? West Marine started in 1968 as a place to buy docklines and boat parts. As we continue to grow, we evolve to meet the needs of anyone who lives, works or plays on or around the water. In terms of megayachts and their crews, we continue to refine to meet their unique needs. We have more than 260 stores and a nationwide delivery infrastructure that can save captains and crew time and money. We have the largest selection of products in the industry and many ways to get it to you. For more detailed needs or service, our megayacht specialist Amy McCann and I work at our megayacht supply office. Q. What is your background? My father was given the symbolic key to Port Everglades in 1963 for bringing the largest private yacht to enter the port; it was only 109 feet. I came along nine years later and have been on or around boats in Ft. Lauderdale since birth. My playgrounds during the summers growing up were the yards along Dania Cut. Some kids went off to summer camp; I explored Derecktors and Broward Shipyard. I have worked for West Marine for the last 15 years and have been at the helm of West Marine Megayacht Supply for
the last four. Q. How do you differ from other supply and provision companies? Our greatest strength is selection and convenience. We have over a million products available with free delivery to most coastal areas. We provide a catalog service, online ordering and have a call center that provides warranty assistance or troubleshooting with any product we sell. Q. What if a yacht is in another country and needs service? We are trained in the nuances of international shipping and can provide the necessary documentation that accompanies the shipment. Q. How do West Marine brands stack up to name brand products? West Marine product used to be sourced from overseas, but our customers let us know quickly how important quality is when we put our name on something. As a result, we have spent the past 10 years focusing on the quality of our private label products. Many are manufactured and labeled for us by well-known names in the industry. In many cases, when you buy a West Marine private label product, you are getting the equivalent brand name product at a better price. Q. What is new this season? For me, it is the continued development of electronic navigation. Many of the manufacturers continue to evolve integrated systems to be easier and more efficient. We are almost at the point one can operate a 200-foot yacht through an iPhone or Android (please do not try this at home). Also with things like Simrad radar that emits zero radiation, the evolution never ceases to amaze me. Q. What do you see for the future of megayachts? I see a change in design and development. Architects are challenging the traditional thought process behind designing yachts. I read quite a few yacht building magazines and see conceptual renditions of large yachts that look more like pieces of art than a traditional vessel. I also see changes in alternative fuels and propulsion. As we speak, there is an American builder working on a 150foot-plus yacht that will have electric propulsion. Aside from this, I see prosperity for the immediate future. I see a great season descending on Ft. Lauderdale and I’m excited to be a part of it. West Marine is located at 2401 S. Andrews Ave. in Ft. Lauderdale (33316) at the corner of S.R. 84 and Andrews Avenue. Contact the store at +1 954-400-5323 and online at www. westmarine.com.
December 2014 C
C December 2014 IN THE GALLEY: Culinary Waves
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Granny Smith for Fuji? Check your recipe for specific fall fruit Chefs must know that any old apple won’t do. It’s getting chilly outside and a nice warm apple crisp might be just what the doctor ordered. Looking through the magazines out on the stand, you’d certainly get that idea; there isn’t a single issue that doesn’t have some sort of apple or pear dessert featured. But just choosing any old Culinary Waves type of apple or Mary Beth pear for the tart or Lawton Johnson crisp won’t give you the best results. Spend a little time and do some homework to learn which variety of apple or pear is best for that type of dessert you want to make. Consider these three elements to these fall fruits: 1. Which exact variety is the recipe specifically asking for? If the pie is asking for Granny Smith apples, don’t use the tangos that might be on sale. Some apples are more starchy than others, while some are
BELOW THE SKIN: Not all apples are the same when it comes to cooking and recipes. Do a little research to get the right variety for your dish. TRITON FILE PHOTO
more mealy and will fall apart when baked. If the recipe calls for two cups of “thinly sliced apples”, you have to use the ones that will hold up well on a thin slice, not to mention under steam, and in cooking. 2. Could there be substitutions if the specific item is not available? If the recipe calls for Fuji apples, for example, could you use the Ginger Gold variety instead? No. That variety doesn’t hold up to baking well. If you need substitutions, spend a
few minutes to research which varietal can step in to fill the order if you can’t get your hands on the specific variety requested in the recipe. In this case, use Rome or Golden Delicious apples in place of Fuji. The flavor would be different, but the texture would be what you are looking for. The same goes for pears when cooking with them. I just poached pears in a port wine reduction. Delicious. But not any old type of pear will work. 3. Know the peak times for the
fruit so you can get it at its most ripe and delicious. Just as Champagne grapes are only in season in May in certain parts of the world, know that certain pears are in season for only a few weeks. Buying a fruit out of season is not only costly in terms of money, but also costly in that it could throw your recipe off, costing you the entire dessert because it just won’t taste right. There is nothing worse than serving blueberry pie in the spring when the berries are not in season and the flavor profile is not there. There are exotic varieties of fruits that come into season and are in the store during their peak times so be sure to try some of them. When it comes to cooking with fruit, don’t take the easy way out. We live for this change in the weather, the crispness in the air and the long-lost friend of a comforting fall dessert. Give it a moment of research and reflection, and watch your guests eyes show their appreciation. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 25 years. Comments on this column are welcome at editorial@thetriton.com.
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NUTRITION: Take It In
Popeye had right idea with fresh, leafy greens Although green is one of the major colors of the Christmas season, leafy greens are something we should include in our diet year round. These lush edible plants are a powerhouse of vitamins, minerals, dietary fiber and disease-preventing phytonutrients. Plus, they are low in calories, fat- and cholesterol-free, Take It In and free of added Carol Bareuther sugars. What’s more, forget the image of cooked greens like spinach as a pile of slimy mush on your plate. There are many ways to fix these foods that highlight and enhance their natural textures and flavors. Eating any and all edible leafy greens is a wonderful way to add nutrients to your diet. In fact, the U.S. Department of Agriculture recommends consumption of at least 2.5 cups of vegetables daily, and of these, at least 1.5 cups of dark green leafy vegetables weekly. More specifically, research published earlier this year by Jennifer Di Noia, associate professor and chairwoman of the sociology department at William Paterson University in New Jersey, defined a list of top “powerhouse fruits and vegetables” or those most nutrient dense and therefore most strongly associated with reducing chronic disease risk. Of these, the top 16 are leafy greens. In order of most highly rated first, they are: watercress, Chinese cabbage, chard, beet greens, spinach, chicory, leaf lettuce, parsley, romaine lettuce, collard greens, turnip greens, mustard greens, endive, chives, kale and dandelion greens.
Here’s a look at the top three, plus a new leafy green that has just gone into national distribution in the U.S. this fall and may soon be considered a powerhouse vegetable thanks to its parents. Watercress. This peppery-tasting green is a member of the cabbage family, with kale, turnip greens and mustard greens as its siblings. One cup provides 4 calories, plus excellent sources of vitamins A, C and K and rich sources of B vitamins. Watercress contains a group of phytonutrients called glucosinolates. One of these, called gluconasturtiin, which is found in the stems and leaves, can help to prevent colon and prostate cancers. This phytonutrient is best absorbed from raw vegetables, which is a plus with watercress since this is rarely cooked. Good ways to add watercress to your diet are in salads and sandwiches or blended into a smoothie with other greens, fruits and vegetables. Chinese or Napa Cabbage. These light green crunchy, sweet, celeryflavored leaves are favorites in Asian staples such as egg rolls, stir-fries and slaws. One cup of shredded Napa cabbage provides 20 calories, plus a great source of dietary fiber, vitamin C, folic acid and vitamin K. Vitamin K, which is found in all leafy greens, is most known for helping the blood to clot. Newer research shows that this vitamin can also make bones stronger and thus delay osteoporosis as well as help to prevent the brain
damage that occurs in Alzheimer’s disease. Add raw to salads and sandwiches, use to make coleslaw, steam and mix into brown rice, or stir into a hearty vegetable soup. Swiss Chard. The green hues of the leaves contrast with the bright red color of the stems, stalks and leaf veins to make this one attractive veggie. One cup supplies only 7 calories, plus lots of dietary fiber. Like other greens, Swiss chard is an excellent source of vitamins A, C and K. It’s also a fine source of minerals such as potassium, iron, phosphorus and calcium that can help to prevent iron-deficiency anemia, cardiovascular disease, cancer and osteoporosis. Swiss chard, like spinach, does contain oxalates that can bind calcium and prevent its absorption into the body. Cooking can reduce this effect, so add to a soup, stir-fry, casserole or quiche. You can also toss raw in salads. New kid on the block. The new leafy green is called Kalettes. This traditionally non-GMO bred cross between kale and Brussel sprouts originated from a seed developed by Tozer Seeds in the UK, where this vegetable is called flower sprouts. The flavor of Kalettes is sweet and nutty, combining the flavor traits of both of its parents. Kalettes can be sautéed, roasted, grilled or eaten raw. According to Tozer Seeds, Kalettes or flower sprouts will soon be available in northwest Europe including the Netherlands, Germany, Switzerland, Denmark, Sweden and Norway. For more information and recipes, visit www.kalettes.com Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at editorial@the-triton.com.
December 2014 C
C December 2014 INTERIOR: Stew Cues
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No small task to keep crew comfortable, looking good STEW, from page C1 of us with more average figures. Not many styles are appropriate for every body size and type, and it can be really embarrassing to have to wear something that is too tight, too revealing, or too short. Ultimately, the goal is to dress with respect for yourself and your community. (I’m a firm believer in Grandma’s golden rule: if you put your arms down straight and your fingertips are longer than your skirt hem, your skirt is too short.) One giant step forward for mankind occurred when companies began making uniforms sized for the female figure. Former Stew Amanda Connor of Big Blue Yachtwear understands this frustration and has helped meet these needs by being one of the forerunners in providing more and better uniform options. Even so, buying clothing “off the rack” does not work for everyone. According to Theresa Morales of Liquid Yachtwear, proper fit is the key factor in satisfaction with uniform choice. In true “bespoke” fashion, alterations are offered by uniform companies and must be done to provide a customized fit proportionate to one’s body measurements. With all of the style options available, choosing the right mix of fabric and price can be challenging. Once a style has been chosen, knowing how fabrics will actually work out make a big difference in cost, time spent on laundry, and overall satisfaction. Longevity plus easy care cuts down on cost over time. The length of time uniforms will hold up and still maintain color and shape depends on fabric quality. For instance, old-school poly-cotton blends are breathable, hold color longer, and are easier to care for, meaning less time in the laundry room. On the other hand, the newer high-performance fabrics are more expensive and often require considerably more time and care in the laundry room. If you’re wondering what can be done to make the uniform ordering and care a more pleasant experience, here are some tips: l Choose clothing that looks good, feels good, and is sensible to work in. l Keep a record of specific style numbers and exact color names for reordering. l Stay ahead of the game. Keep inventories current and place new orders well in advance to allow uniform companies time to process your order. Kirsty MacDonald of Clyde Uniforms in the UK has passed along these helpful hints for laundry. l Always treat stains before washing.
Uniforms have to last a long time and look good. l Keep the whites separate from the darks. This is especially important to keep shirts looking white longer. l Always fasten clothing before washing to prevent snagging in the washing machine. Buttons, zippers, catches and buckles will catch on other fabric, loose threads, and each other. This in turn will loosen them and damage other fabrics in the wash. l Wash clothes inside out. Make sure that wear and tear from the washing cycle is on the inside of your clothing. This also helps color last longer. l Wash darker clothes and strong colors at lower temperatures. The hotter the water, the faster the color will fade. l Avoid tumble dryers if you can. Being tossed around in hot air damages fibers, increases the likelihood of buttons and zips catching, and fades colors faster. l Make sure clothing needs to be washed. Clothing worn next to the skin needs to be washed after wearing, but other items may not need after every wearing. You should get three to six wearings out of sweaters or trousers. Some people just keep washing their clothing to prevent having to put them away properly. l Store clothes properly. Make sure they are dry before you put them away or they will smell and can get mildew. Hang clothes (but not sweaters) where possible to help keep their shape and avoid creases that over time will discolor and fade and fray. Keeping the crew looking good in comfortable, practical uniforms is no small accomplishment, but it is an important part of every yacht’s program. It requires a lot of work on the part of stews to find styles that work for everyone on board, keep crew looking clean and fresh day after day, make sure crew have their uniforms pressed and looking good for guest services, keep inventories up to date, and just generally take care of the situation. A little appreciation and consideration for the effort involved goes a long ways. When everyone on the team does their part to keep the program working, it is smooth sailing. Alene Keenan has been a megayacht stew for more than 20 years. She teaches at MPT in Ft. Lauderdale and offers interior crew training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Download her book, The Yacht Service Bible: The Service Manual for Every Yacht, on her site or amazon.com. Comments on this column are welcome at editorial@thetriton.com.
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CREW NEWS: Table Top Challenge
Chief Stew Hannah Ross-Taylor, left, and the interior crew from M/Y Unbridled, PHOTOS/ANDREA CLEMENT PHOTOGRAPHY,LUCY REED won the Table Top Challenge.
Unbridled talent takes the top prize By Lucy Chabot Reed Interior crew were recognized in a Table Top Challenge that pitted the styling of the stews on a dozen yachts in the Fort Lauderdale International Boat Show in early November. The winner was the interior department of M/Y Unbridled, a 191foot (58m) Trinity, led by Chief Stew Hanna Ross-Taylor (above photo), for its masquerade-themed setting. “I thought I made so many mistakes that there was no way we would win,” she said. “I didn’t have a menu, I kept the water glasses off, my chairs were all off balance. But I guess they liked it.” Ross-Taylor and her interior staff began planning their table three weeks before the show during their Atlantic crossing, and they worked on it every day until the show, she said. Judges were welcomed to the formal dining area by a basket of live butterflies. Dry ice smoked off the ceiling lamps and under table decorations. Sconces were draped in lace. A mask decal decorated the large mirror. “It was so over the top,” Ross-Taylor said. “The captain let me have a day, but we had to take it down. The yacht is seriously for sale.” First runner up was the crew of the 140-foot Benetti M/Y Cheers 46 (center photo), led by Chief Stew Ashley
Chambers, with an Around the World theme in which every place setting represented a different country. Second runner up was the interior crew of the 116-foot Azimut M/Y Cheers 46 (bottom photo), led by Chief Stew Carrie Wolf, and its Phantom of the Opera theme. Other participants included M/Y Huntress led by Chief Stew Tronell Joubert, M/Y Sai Ram led by Chief Stew Debbie Smith and M/Y Attitude led by Chief Stew Lee-Ann Abrahams. The competition was organized by Liquid Yacht Wear.
December 2014 C
C December 2014 IN THE GALLEY: Top Shelf
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Rosemary-Roasted, Butternut-Stuffed Turkey Meatballs ’Tis the season to be busy, if you are a yacht chef. Boat shows, Thanksgiving, Christmas and New Years all mean lots of mouths to feed. From dinners to parties, this is the time of year that food is the star of the show. Of course, for us chefs, it means it’s time to hustle. Well, Christmas came early this year because this recipe is perfect for the holidays. It can be served as hors d’oeuvres or to keep a guest sated after one too many eggnogs. Made ahead of time and stored in your freezer, this will help in a pinch. Makes 12 large or 20 small meatballs. Ingredients: 1/4 cup dried cranberries
1/4 cup dry white wine 1 medium butternut squash (cut into half-inch cubes) 3 sprigs rosemary, chopped fine 1 Tbsp chili flakes 2 Tbsp olive oil 1 tsp smoked sea salt 1/4 tsp ground pepper 1 stick butter, salted 4 cloves garlic 1/2 red onion, diced and sautéed in 1 Tbsp butter 2 Tbsp sweet chili 1 pound ground turkey (10% fat, preferably) 1 tsp dried thyme Salt & pepper to taste 2 sprigs sage, whole 1 cup all purpose flour 1/4 cup dijon mustard Extra olive oil for frying
Prepare: In a bowl, place the dried cranberries and the white wine and let sit for at least an hour. Preheat oven to 400 degrees F. In a bowl, toss together the butternut, rosemary, chili flakes, olive oil, smoked sea salt and black pepper. Place on an oven tray and roast for 20 minutes, or until the squash has browned and is soft to the touch. Remove from oven and let cool. In a heavy bottomed sauté pan at medium-high temperature, melt 1/4 stick of butter and sauté the garlic and onions for 10 minutes. Salt and pepper to taste then add the sweet chili and cook for 2 minutes more. Remove pan from the heat and allow the mixture to cool. In a mixing bowl, add the ground turkey, dried thyme, and salt and
pepper (to taste), and mix thoroughly. Roll the turkey mixture up into 2-inch balls and place on a greased oven tray. Mix together the squash and onion mixtures with a wooden spoon, squashing the butternut as you mix. Now to assemble: Scoop a tablespoon of squash and shape into a ball. Set aside. Flatten a turkey ball so it resembles a thin burger patty. Place the squash ball in the middle of the turkey patty and cover with the turkey mixture. Smooth it into a ball and set on the greased tray. Repeat. In a heavy bottomed pan, place the remaining butter and sage on medium heat and slowly brown the butter (slowly cooking the fat in the butter will cause it to turn brown and take on a sweet, nutty flavor). Once brown, add 2 Tbsp olive oil and increase heat to medium-high. In a separate bowl, add flour and salt and pepper. Mix, then coat each ball before placing it in the sauté pan. Sauté the turkey balls until they take on a golden color and start to crisp up. (If making for future use, freeze them at this stage.) Reduce oven temp to 350 degrees F. Place turkey balls onto the greased oven tray and bake for 15 minutes. Reserve leftover butter-sage mixture in the pan. If there is none left, add a 1/4 stick of butter and repeating the process again, slowly cook the butter at a medium heat with sage. Whilst the turkey balls are in the oven, place the white wine macerated cranberries into a food processor, add the mustard and pulse until the cranberries have broken up mostly. Remove the turkey balls from the oven and set immediately onto the serving plate. Drizzle with brown butter and a side of cranberry mustard, garnish and serve. Mark Godbeer, a culinary-trained chef from South Africa, has been professionally cooking for more than 11 years, 9 of which have been on yachts (chefmarkgodbeer.com). Comments on this recipe are welcome at editorial@thetriton.com.
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IN THE GALLEY: Crew Mess
Eggs benedict with Alsatian Christmas sausage Back in the early 2000s, I delivered a Viking 72 from San Diego to the Panama Canal with the owner, his fiancée and several guests and crew. On Christmas Day, we pulled into one of my favorite stops along the Mexican Riviera, Barra de Navidad – rather fitting since navidad in Spanish translates to Christmas. As a special treat, I made everyone onboard my famous huevos benedictos, otherwise known as eggs Benedict. As a little twist from the ordinary, instead of Canadian bacon (back bacon from our Canuck friends), I made a delicious Alsatian Christmas sausage as a substitute. For Alsatian Christmas sausage 5 pound Boston butt 2 1/2 Tbsp coarse salt 1/4 tsp ground ginger 1 1/2 Tbsp sugar 1/2 tsp ground cinnamon 1/2 tsp ground cloves 1 1/4 tsp coarse black pepper 1/4 tsp ground nutmeg Grind up the Boston butt and mix in all ingredients in no particular order. If you don’t have a meat grinder, store-bought bulk sausage will work, as long as it is not seasoned. Form sausage patties the size of English muffins. Makes about 20 patties. (You’ll enjoy any extras.) For the Hollandaise sauce 4 egg yolks 2 lemons, juiced 1/2 cup unsalted butter, clarified Salt and pepper to taste Whisk the egg yolks and lemon juice over a double boiler until eggs are slightly thickened, about 130 degrees. Slowly drizzle in the melted butter. Season with salt and pepper. For the eggs Benedict 8 sausage patties 8 slices of brioche or 4 English muffins, split 2 tsp white wine vinegar 8 eggs 16 asparagus spears, grilled and seasoned to taste Salt and pepper to taste Hollandaise sauce Brown the sausage patties in a skillet and set aside. While skillet is hot, butter English muffins on one side and grill in pan. Bring water to a boil, add vinegar and reduce heat to medium. Crack eggs into small bowls or ramekins and gently add each to the water to poach. Cook until egg white is set; 4 minutes for soft yolks, 7 minutes for medium. Remove with a slotted spoon. Stack English muffins with grilled sausage and poached egg. Top with Hollandaise sauce. Garnish with chives
and a dash of paprika. Plate with grilled asparagus and sharp cheddar cheese. Serves 4. Merry Christmas. Capt. John Wampler has worked on yachts for more than 25 years. He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break. Contact him through www. yachtaide.com. Comments on this column are welcome at editorial@the-triton.com.
December 2014 C
C10 December 2014 TRITON SURVEY: Multiple vessels
Have you ever been responsible How is/was it, taking care of more than one yacht? for more than one vessel? No 10%
Is there crew on each vessel?
A challenge 40%
Not enough 25%
The Triton
Do multiple vessels mean more work? Not much 3%
Yes 16%
Frustrating 22 % Yes 90%
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No 59%
Fine 38%
Yes, mostly scheduling 48%
Yes, for all of us 48%
Captains cope with owners’ fleet, large tenders, jet skis, RIBs Multiple vessels, from page C1 of our respondents are responsible for more than one large vessel. The circumstances, of course, vary with everything from typical twoboat owners with one captain (the majority of respondents), to those owners building new while old boats sell, captains running yachts with large tenders, and lots of variety in the middle, including captains working for multiple owners at the same time. “I run one owner’s 100-foot yacht and towed tender, and a 52-foot yacht for another owner, and another 50-foot yacht for yet another owner,” said a captain in yachting more than 30 years. “Two yachts on are one coast and are part time. The 100-footer is on the opposite coast, so I commute coast-tocoast across the United States.” “One on the water, and one nearly built,” said a captain in yachting more than 15 years. “Three motoryachts greater than 24m and an array of vessels less than 24m,” said a captain in yachting more
than 20 years working with a junior captain to manage four vessels. “The owner had a 38m for 16 years; I have been his captain for 12,” said a captain in yachting more than 15 years. “For eight months, I ran his 38m whilst we engaged in construction of a 50m. The 38m is now sold and I am fully committed to the new build. “Last command, I had a 145-footer and a 120-footer,” said a captain in yachting more than 30 years who now runs one yacht 160-180 feet. “I run a 63-footer as well as the tender we tow,” said a captain in yachting more than 25 years. “And let’s not forget the jet skis and RIB as well.” “Got the job and when I arrived, so did a 65-foot yacht in terrible condition,” said a captain in yachting more than 10 years. “We also had a 45foot tender. Both needed to have crew to move them.” “Three boats, two tenders and I assist at the house in the Bahamas,” said a captain in yachting more than 15 years. “One yacht full time, but others that
I maintain and operate for out-of-town owners,” said a captain in yachting more than 25 years. Most of the rest – 29 percent - have just the one vessel under their command, and for 10 percent of our respondents, the owner may have more than one vessel, but each has its own full-time captain. Even if captains aren’t currently managing more than one vessel, we were curious if this was a condition that occurred often in yachting, so we asked Have you ever in your career been responsible for more than one vessel at a time? Ninety percent said yes. “In the past, I have run multiple yachts for the same owner,” said a captain currently only running a yacht 100-120 feet. “The reason both times was buying and selling different yachts. “I have done the multiple-vessel thing with one crew to cover both,” said a captain currently only running a yacht 140-160 feet. “I ran two boats for the same owner twice,” said a captain in yachting more
than 15 years. “Anything you can fit on deck or tow behind,” said a captain in yachting more than 30 years. “Once you arrive, the playground is much larger given the towed tender.” “A 116-foot yacht and a 94-foot yacht; went on for two years,” said a captain in yachting more than 20 years down to one yacht 120-140 feet. If the frequency of managing multiple yachts didn’t surprise us, this certainly did: How is/was it, taking care of more than one yacht? Almost as many said it was fine as said it was a challenge. Few admitted to it being frustrating. The largest group (40 percent) said it was a challenge to keep everything to the owner’s (and their own) standards. “It was tough to keep everything working at 100 percent,” said the captain of a yacht 80-100 feet that tows a large Intrepid. “Boats will be boats, and things break in the marine world.” “Towing another vessel requires an
See Multiple vessels, page C11
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TRITON SURVEY: Multiple vessels
Is one or more of the vessels for sale?
Does your salary reflect the added responsibility?
No 48%
Yes 51%
Managing multiple vessels takes patience, time, juggling More comments from yacht captains about what it is like managing multiple vessels.
Yes 19% No 49%
December 2014 C11
Sort of 33%
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Extra, experienced crew often needed when towing, docking Multiple vessels, from page C10 experienced crew member to be off the yacht when they are needed for docking if the yacht is in the 40m range,” said the captain of a yacht 120-140 feet that tows a 31-foot Contender. “All vessels know that I manage several other boats, so they give me plenty of notice when they wish to use their boat,” said a freelance captain in yachting more than 25 years. “Two of the owners like to operate their own boat, but if weather is questionable they prefer I come along. When they are delayed in the islands and need to fly out promptly, they notify me as to where the boat is and ask me to go bring it back. I work pretty hard but I can juggle things favorably.” Almost as many respondents (38 percent) said handling more than one vessel was just fine, mostly because money and manpower were adequate and usually, only one yacht was being
used at a time. “Three different, flexible owners, which allowed me to do all,” said a captain in yachting more than 30 years. “Created job security.” “It’s all about 20-plus years of experience,” said a captain managing two yachts for two owners. “Instead of taking weeks to figure out a problem, it takes only hours.” “If the big boat moves, the little boat goes with us,” said the captain of a yacht 120-140 feet that tows a large tender or sportfish. “When we are docked, the little boat is used all the time.” “We were busy and sometimes a little overloaded, but everything went smooth and we never had downtime from lack of maintenance,” said the captain of a yacht 140-160 feet who previously managed two vessels with one crew. “The captain needs to speak
See Multiple vessels, page C12
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Trying to move all three in a flotilla, at times, was impossible. We had to go on weather that the smallest could handle. Six engines between them and if one broke down, we had to stop. We had one engineer jumping between the three. l
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Not touching ground. Go, go, go. l
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I’m lucky to have cooperative owners who let me do maintenance work to my schedule. All of their use of the yachts allows little conflict for operation. l
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The extra vessels take up the “easy” time we’d have if there was just one vessel. I guess that’s why they call it “going to work”. l
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I have been managing more than one vessel my entire career, that way if one dries up, income doesn’t stop. l
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It would be easier to handle if I had more than a couple of hours as to which boat the owner is going to use. l
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We have hands, not magic wands, so it means longer hours and you need to prioritize. l
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Managing the marketing and boat shows as well as maintenance of two boats adds more work and responsibility. But the owner and the program were both good so we sucked it up and got through it. Sure was glad when the previous boat finally sold. At the time, the lack of additional pay and acknowledgement of the added
workload bothered us. The raise for the new, larger boat should have begun as soon as the new boat was acquired. l
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Have to be available for transiting to and doing boat shows, have the boat ready to show at all times, must be available and not have conflicts with other boats to do sea trials/survey, etc. l
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Just have to plan and get it done or leave that employment. l
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If one is for sale, the captain’s duties: Keep vessel pristine for showings. Attend showings to explain systems. Answer follow-up. Demonstrate sea trials. Survey assistance. Work through every recommendation on said survey. Haul out for survey. Possible offshore closing. Delivery and instructional handover to new owner/captain. Yes, in its entirety, it’s more work while a fancy-pants broker explains the rainbows and lollipops of yachting to the new owner. A slice of the deal is well justified but often rewarded by a single beer alone, if you’re lucky. l
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Any idea what the new MLC regulations say about running more than one vessel at a time? l
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Each vessel serves a specific purpose, whether it’s sailing fishing Commuting or entertaining, get used to it, there only going to buy more toys. l
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The boss likes boats, cars, and planes. (I’m glad he’s not into trains.) I stay pretty flexible and my crew likes the challenges and variety. Having multiple vessels is fun when we travel because of the extra thought involved. The days go by quickly.
C12 December 2014 TRITON SURVEY: Multiple vessels
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Two yachts, one set of crew, budget constraints can challenge Multiple vessels, from page C11 up and be able to say ‘no’ to the owner when necessary. If more than one boat is too much to handle for someone, just move to a different situation. Why be miserable and complain or need to answer ‘frustrating’ to this question?” “The insurance company only had one question for me: if one boat is out, where is the other boat?” said a captain in yachting more than 30 years whose last command was managing two yachts larger than 120 feet. “The answer was: tied to the dock.” A fifth of respondents reported that managing more than one yacht was frustrating, mostly because the owner doesn’t realize how much work it is. “Every owner sees my job as a permanent vacation and does not believe me when I explain the amount of hours put in in a typical week,” said a captain in yachting more than 10 years who has ran a 112-foot Westport, 32foot Intrepid, and 14-foot RIB. “Running two yachts with one set of crew was a challenge,” said a captain in yachting more than 20 years. “With budget constraints due to the economic situation six years ago, we were stretched to keep both yachts running. The 43m was in service for busy charter; the 30m was in poor
condition due to neglect from the previous captain and the owner didn’t want to spend anything on it. It was a one-way slide downward.” “Trying to get everything working with basically no budget to work with; it was a bit crazy,” said a captain in yachting more than 30 years currently doing relief work. Part of the hiccup with managing multiple vessels is manpower, so we asked Is there crew on each vessel? Most, 59 percent, said no, that crew on the main vessel takes care of all vessels. The next largest response, 25 percent, said while there was some crew on other vessels, there wasn’t enough to do everything. Just 16 percent of our respondents said each vessel had enough crew to maintain them. As silly as it sounds, we had to ask this question: Does managing more than one vessel mean more work for you? Ninety-seven percent of our responding captains said yes, half of them noting that it wasn’t just more work for the captain but for the entire crew. “Hectic, and no matter how good a job any of the crew ever did, it was simply a matter of getting those yachts
Captains often are charged with maintenance of the small yacht while it is for sale as well as running the large one. TRITON FILE PHOTO sold,” said a captain in yachting more than 30 years. “Work gets prioritized,” said another captain in yachting more than 30 years. “The high-priority jobs get attention first then, if there’s time, the lesser jobs get looked at.” “I think of it more in terms of managing an owner’s boat interests, not specifically one vessel,” said a captain responsible for several vessels less than 100 feet. “I’ve had owners lend me out to their friends before.” “The extra time ate into the proper maintenance of the larger vessel, yet the owner still expected
the same amount of work to be done and the vessel in top condition,” said a captain in yachting more than 20 years currently managing two vessels less than 160 feet. “The smaller vessel was for sale so there was even more pressure to keep it in good condition.” “The configuration of our towed tender is such that two crew are required in the tender,” said the captain of a yacht 200-220 feet in yachting more than 20 years. “That’s the worst part, losing two crew whenever towing operations commence or terminate. At every docking, I’m down two crew.”
See Multiple vessels, page C13
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TRITON SURVEY: Multiple vessels
Do you feel adequately compensated for the added responsibility?
Yes 19%
Next time, what would you request when overseeing multiple vessels?
Less use 3% Sort of 46%
No 35%
Would you ever accept responsibility for more than one vessel again? Not if I could help it 6%
Other 15%
More time 13%
December 2014 C13
More people 45%
Sure, it’s part of the job 34%
Yes, if the terms were right 59%
More money 23%
More boats is more work for captain, crew Multiple vessels, from page C12 “Mostly, I just manage contractors, but if the job is small and quick I’ll tackle it,” said a freelance captain for several yachts in Ft. Lauderdale. So why does an owner have more than one vessel? While overlapping until one sells is a likely scenario, we wondered how common it was, so we asked Is one or more of the vessels for sale? Our respondents were nearly evenly split, with 51 percent handling an extra vessel for sale, most of whom noted it also means extra work. “It’s always showroom ready,” said a captain in yachting more than 10 years who is “babysitting” two yachts under 40m until they sell. “And there’s always someone around the corner as a potential buyer.” “Having the vessel ‘for sale’ seems to grant the listing broker some special power to request repairs, refinishing, and standby 24/7 for sea trials at any time with 5 minutes’ notice,” said a captain in yachting more than 30 years currently running one vessel. “He is a funny broker.” “Frequent showings on boats means that everything has to be ready all the time,” said the captain of a yacht 160180 feet in yachting almost 20 years who also manages a 40m yacht for sale. “Maintenance has to be condensed to keep available for viewings,” said a captain of a yacht 140-160 feet involved in a new, larger build. “The quicker it goes, the sooner the workload is back to normal,” said a captain in yachting more than 10 years. “Doing so brings in a lot of extra work due to viewings, sea trials and time wasters.” But the other half of our respondents manage multiple vessels as part of their everyday job. It’s not a temporary situation while one boat sells. As common as multiple vessel management is, we wondered Does your salary reflect the added responsibility, specifically?
Few of our respondents (19 percent) felt they were generously compensated for the added work of managing more than one vessel. Most, 48 percent, said flat out that they were not. “Although I did get a raise with the new boat, there was nothing added for the extra work or footage I was responsible for,” said a captain running a new yacht 80-100 feet while managing a smaller vessel for sale. A third more of our respondents said the salary sort of tried to compensate for the workload. “I had to do boat shows as well as refit and run the new boat,” said the captain of a yacht 120-140 feet in yachting more than 20 years who previously ran more than one vessel. “I did not get any extra money during that overlap time, but I did receive a raise at our next annual anniversary that acknowledged the increased size of the new boat.” When we asked this next question Do you feel adequately compensated? – we intended to get to the heart of whether captains were appreciated for their efforts to manage more than one vessel at a time. In addition to salary (as was asked about in the previous question), perhaps some other factor plays in. And we weren’t disappointed. While the biggest group said their salary did not reflect the added workload, the biggest group here said they felt adequately compensated – sort of (46 percent). Still, more than a third said they were not. “The owner just loves to entertain, so fishing, sailing, and the pocket rocket all involve people being around him; he loves the limelight,” said a captain responsible for three vessels under 80 feet. “He loves his boats to be as near to perfect as possible, which is how I like to keep my boats, but to get the necessary funds, well, that’s where the owner and myself have a differing view of things. The owner once said to me ‘everyone who works for me makes
me money; you cost me money.’ Jeez, go figure.” Again, about 19 percent said yes, they felt adequately compensated. As for the lesson learned, we discovered it’s less about the money. If you had it to do over, what one thing would you request when asked to oversee more than one vessel? A full 45 percent said they would want more people involved; half as many said more money. About 13 percent said more time, and only 3 percent said less use of the vessels. Among the 15 percent of respondents who chose “other”, they were split between “all of the above” and “nothing, really” as managing more than one vessel wasn’t so difficult. “My circumstance was unique,” said a captain in yachting more than 30 years. “It worked out for all; it was just hectic.” “It went great,” said a captain in yachting more than 30 years who once ran two yachts under 40m. “Time off was thin at times, but I enjoy what I do and that makes it easy to be good at it, as well as enjoyable.” Among our respondents who do not currently manage more than one vessel nor have they ever in their careers, we asked Would you ever accept responsibility for more than one vessel? One hundred percent said yes, they would, if that’s what the job required. “Even if I would accept the job to take care of two or more boats,” said the captain of a yacht 140-160 feet, “I think that every large yacht should have his own dedicated crew.” Lucy Chabot Reed is editor of The Triton. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, e-mail lucy@the-triton. com to be added.
C14 December 2014 YACHT CAREERS: Crew Coach
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Honesty, confidence, desire combat fear of new opportunities We are in that time of year where many yachts are bringing on new crew for the winter season. That means new and exciting – and sometimes quite challenging – opportunities are beginning. Many feelings and emotions can be aroused with these new positions. One may feel excited, maybe nervous or anxious; Crew Coach these feelings are to Rob Gannon be expected. Where you don’t want to go is slipping into fear. You probably have heard the quote that those with courage “feel the fear and do it anyway”. Well, that may be true but how about if you just don’t let yourself get to fear in the first place? Fear can be a tough opponent but it can be one you don’t have to take on if you are armed with some tools. Here are three that can hold back fear: honesty, confidence and desire. If you’ve been honest from the start – with your CV, at your interview and with yourself – you have just given fear a much narrower window to slide
in. Let me put it this way: if you lied on your CV and in your interview and to yourself, you probably should be afraid. There is a good chance things may not work out too well. Lies about experience and skills will be exposed and probably sooner than later. You have given yourself the gift of fear because you know you are not genuine, not the real deal. Lying to secure a position is bad energy right from the start. Why put yourself in this position? You may say you really needed the job and were desperate and willing to say anything. I would say desperation and lies are a foundation built on quicksand and you are probably going down. Please don’t do this to yourself. Does self-inflicted fear and insecurity sound like a winning formula? Of course not. Do yourself a big favor and start out the right way. Next up, let’s talk a bit about confidence. First, understand there is a big difference between confidence and arrogance or cockiness. Self-confidence is a strength. It is strongly rooted yet understated. It is not loud and “look at me” but rather an inner knowing. It’s an energy that radiates “ready, willing and able”. You have stated your abilities
and experience honestly. You know what you can do and you know you are capable of more. You welcome challenges because you know that helps you grow. You share your knowledge freely because you are secure and authentic. Your confidence is contagious. Those less confident around you absorb your energy and raise their confidence levels. But what if you’ve struggled and failed a few times, how can you be so confident? First, by understanding that most of us have had struggles and most people have failed at something. Begin to associate with confident, positive people. Get away from anyone who puts down your abilities and tries to drown your possibilities. It’s important to realize the effect those around you can have. We are not born with a strong selfconfidence; we build it. You build it piece by piece until you have a good steady structure, then you shore it up from time to time when needed. If you think you need to build your confidence, start by taking on some small challenges. Get some victories under your belt and get some momentum going. Remember, knowing how you want to be can be as important as who you
want to be. The last tool is a big one, and it is desire. Fears can really be held at bay by a strong desire. Combine this strong desire with honesty and confidence and you’ve got a winning formula. If I were a betting man I would bet on your success. A strong desire can override fear. It can lock fears out at the gate. They are not allowed to enter this field of burning desire. You just won’t allow it. A strong desire creates a focus and that focus does not want to be disturbed by made-up fears and negativity. Fear can create an uncertainty and hesitation that can slow your flow if you let it in. Focus on the desire and enjoy the process. So to all you crew taking on a new opportunity this winter, don’t let fear interfere with your direction. Be honest from the start, confident in your abilities and have a strong desire, and you’re on your way. Enjoy the voyage. Rob Gannon is a 25-year licensed captain and certified life and wellness coach. He offers free sample coaching sessions and can be reached at rob@ yachtcrewcoach.com. Comments are welcome at editorial@the-triton.com.
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TRAINING: On Course
December 2014 C15
Operators of superyacht super tenders need training, too Long gone are the days of running passengers back and forth to the yacht in a 10-foot Achilles tender coupled to a motor-steered 30hp outboard. Our larger and more powerful tenders, often called super tenders, now approach 50 feet, almost half the length that once defined a large yacht. Have you ever On Course been asked to Brian Luke operate a vessel, with passengers, larger than your comfort level? As yacht tenders balloon in dimension, I frequently overhear stories of deckhands asked to operate a tender much larger than they were comfortable, or competent, operating. Even my own son, after being hired as a crew member, was asked to operate a high-tech tender in the 40foot range without any training. He respectfully declined, not having had any experience handling vessels this large and complex. My son made the correct decision from a safety standpoint, despite the fact that he lost his position onboard. He returned home feeling humiliated and with a sense of failure. I suspect that, for any number of reasons, not all crew members would make the same decision. Although inadequately trained and with little experience, some crew members may be lucky managing the big complex tender without major incident. Others will not be so fortunate. Whether you get away with it or not does not make it safe or right. Yacht tender accidents are one of the most common causes of yacht crew injuries and fatalities. The tender driver is responsible for safely transporting owners and guests to and from the superyacht during both day and night operations. Unfortunately, the current default certification, Power Boat Level 2, does not include night operations and is generally geared toward smaller, less complex tenders. The PB 2 course is a good and necessary one. However, it is a course designed to give the student initial tender or small boat operation training and was never intended for highhorsepower, complex powerboat night operations so typical today. These new super tenders have elicited much discussion within our industry. The RYA, in conjunction with the Professional Yachting Association (PYA), has developed a new Tender Operator Course. The course is designed to cover night and day operations. It also covers subjects such as, but not limited to, pre-departure procedures, super tender drive systems, lifesaving apparatus, passenger safety
and comfort, day and night man over board (MOB), towing and being towed, IRPCS and passenger briefings. The focus is on safe ship-to-shore transfers and vice versa, not coastal navigation. Designed to build upon existing knowledge and training acquired during PB 2, the course takes place over two days. Although there is a theory element, most of the course is designed as practical training. The Tender Operator Course is a step toward solving the super tender safety issue, but alone it is insufficient doing so if onboard leadership does not actively promote a safety culture. That includes tender operations. On your current yacht, do the tender operators always use the kill cord? Do they wear lifejackets? Do you always follow the appropriate procedures for launching? If your answer is “no” to
any one of these questions, then you may have an onboard leadership issue relating to safety. Developing an onboard safety culture begins at the top and is paramount to running the new super tenders with a reduced risk of an adverse incident. ISM-compliant vessels will incorporate onboard initial and recurrent tender training as part of its safety management system. If your vessel is not ISM compliant then developing similar systems will help. Even when a new, experienced crew member arrives, one should not assume their level of competence without onboard training first. You wouldn’t join a yacht, especially if you are new or fairly new to the industry, and be expected to run the vessel on your own. Yet this is exactly
what is happening with super tenders, not-so-small, powerful vessels in their own right that have the potential to spike the already high cause of yacht crew injuries and fatalities. Safe super tender operations requires a heightened awareness and culture of overall safety, along with attention to the specific training that has been developed to help keep you at your safest and keep your career on course. Capt. Brian Luke is chief operations officer for International Crew Training in Ft. Lauderdale. He is an airline captain and holds a USCG 1600/3000ton master’s ticket. ICT trains crew for entry-level through 3000 ITC Master licenses, engineering and interior operations. Comments on this column are welcome at editorial@the-triton.
C16 December 2014 HEALTH: The Yachtie Glow
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How to step off the airplane and look like a million bucks Whenever I browse travel blogs (and airport. Many airports offer fresh that is often) there seems to always be a juices nowadays and if they are not post or video on how to look your best fresh, pasteurized will do. The point is when stepping off the plane. hydration and satisfaction to make it We all know through your flight looking and feeling how relevant your best. those posts are In between eating, drink more water to travelers. Who than you normally do. Do not rely on doesn’t know the the small amount of water the flight feeling of going attendants offer you. I bring my own to the restroom water and make sure to have 1 liter just after landing every few hours. If you’re on a long and seeing a pale, flight, bring three liters and ask for dry and tired more when you need it. The Yachtie Glow looking travel Before and during my two-hour Angela Orecchio goddess staring flight from Nice, France to Liverpool, back at her? I’ve UK, I consumed cherries, plums, been there over and over. watermelon and two liters of water. While make up, products and At the Liverpool airport, I purchased gadgets work as cover up, there is an 750 mls of Innocent Smoothie, salt- and even better way to step of the plane additive-free nuts for the car ride and a looking like a million bucks. large bottle of Evian. My No. 1, fool-proof tip and secret It may sound like a lot, but if you to looking and feeling fabulous during wait until you are thirsty to drink water, and after any flight is to be and stay it’s too late. Here’s how to know when hydrated. To you’re getting accomplish this dehydrated: you must do more Your lips and Do not – and I repeat than just drink skin are dry. do not – eat airplane water. Here is how You feel food or drink coffee, you perfect this sluggish. alcohol or soda if secret: You become When you wake constipated or you want to look up in the morning, have diarrhea. and feel your best. before going to the You feel irritable Airplane food is overly airport, drink 1 for no obvious liter of fresh water. reason. salted and loaded Pack fruit to You have dark with unidentifiable take with you in circles under your ingredients. Coffee, your carry on as the eyes and you look bulk of the items tired. alcohol and sodas are you will be eating You feel hungry. dehydrating. on the plane. You (Try drinking None of these items want to eat fruit water first; chances are beauty foods. because it is very are it’s only thirst.) water rich and will Beyond water hydrate you while and snacks, here you eat. Wash dry are a few products and pack the fruit neatly in ziplocks I do recommend on flights to help you or collapsible travel containers. Some feel great by the time you land: great fruit to bring are cherries, A travel pillow (Sleep is just as tangerines, already-cut watermelon important as water on long flights, so and pineapple chunks. Bananas and do what you can to get some shut eye.) other soft fruit are fabulous, however, Eye mask you must baby them so they do not Ear plugs become squashed. Dr. Bronners travel size soap (less Bring other low salt, low protein drying and no harsh chemicals) foods such as dried fruit, healthy snack Toothpaste and toothbrush for when bars and nuts without salt or additives. you get off the plane Do not – and I repeat do not – eat Socks to keep your feet warm airplane food or drink coffee, alcohol A clean shirt if you’re not feeling so or soda if you want to look and feel fresh. your best. Airplane food is overly salted and loaded with unidentifiable Angela Orecchio is a chief stew and ingredients. Coffee, alcohol and sodas certified health coach. This column are dehydrating. Your body will work was edited from entries in her blog, The overtime to process these items and Yachtie Glow (www.angelaorecchio. could become bloated and dehydrated com), which offers tips for crew on how from them. None of these items are to be healthy, fit and happy on board. beauty foods. Comments are welcome at editorial@ Buy water and fruit juices at the the-triton.com.
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BUSINESS CARD ADVERTISERS
December 2014 C17
C18 December 2014 BUSINESS CARD ADVERTISERS
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