Triton December 2015 Vol.12, No.9

December 2015 The-Triton.com

/tritonnews | www.The-Triton.com | December 2015

26

Best way to enter U.S.?

Documents and a smile

By Lucy Chabot Reed For foreign yacht crew, the gamble they take with their career every time they enter the United States can be unnerving.

Most, of course, navigate Customs just fine and never have a problem. But when someone gets tied up in the process, word spreads rapidly and many wonder if it could happen to them next time.

A panel of three U.S. Coast Guard officers, five U.S. Customs and Border Protection officers, and one immigration attorney

DART leader Grant Dawson (with mask) and his team create rescue scenarios to train superyacht crew how to respond to disasters PHOTO PROVIDED and at-sea emergencies.

Free relief training offered to yachts

By Suzette Cook The crew of a superyacht just off the coast of Fiji didn’t know it was happening. The distress call came on the radio at 8 p.m. Then a tender showed up with patients on it who were soaking wet. Some had concussions, others had open wounds, one had a fractured femur and all of them were cold and showing signs of hypothermia. It was up to the crew to rescue them, evaluate their injuries and take them to the nearest hospital.

The drill ended when they delivered those patients to the actual hospital in Fiji, said Grant Dawson, Disaster Assistance Relief Team (DART) leader and former Navy Seal who trains yacht crew on how to handle disasters and emergencies at sea.

See TRAINING, page 46

spent two hours on the final day of the Fort Lauderdale International Boat Show to offer some advice on how to make sure it doesn’t.

Ft. Lauderdale is the world’s yacht crew employment hub, so “ease of access is critical for our businesses and our crew,” said Graeme Lord, owner of Fairport Yacht Support, a yacht management firm, and moderator of the panel.

Confusion sometimes arises around the visa. Seeing the word “crew” might make some See CUSTOMS, page 42

Command chain disrespect creates captain-crew discord From the Bridge Lucy Chabot Reed

It happens; captains complain about job applicants. But when captains who normally don’t complain begin to, that’s when we listen. It happened quite a bit this fall, actually, so we decided to talk about it.

What is the state of the pool of potential yacht crew in Ft. Lauderdale today?

“Bad,” one captain said without hesitating.

“Really bad,” said a third.

“I’ve been shocked,” a captain said. “I’ve interviewed six or seven guys in the past two months. You can tell right from the start, when they shake your hand and don’t look at you in the

eye. I felt like they thought they were doing me a favor.”

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 44.

We got through the normal complaints of crew who show up for an interview improperly dressed (the second officer candidate who “rolls up on a skateboard in shorts and a Tshirt and flip flops; I sent him away”), and those who are only interested in the weekends off (“A few too many of them take Below Deck too seriously”).

And then the conversation got interesting. Some of the

See BRIDGE, page 44

News

Deeper water on the way

6 Obituaries in the news Industry remembers instructor, stew, dockmaster and business founder.

9-10

Thirst for awareness Going Green to Save the Blue helps reduce plastic water bottles on yachts.

24

Where in the World

News from the show See crew on the job at the Fort Lauderdale International Boat Show and read about seminars and events.

26,28

Events

Triton networks

23,49

Triton Survey What is a captain’s preferred way to receive a CV? On paper 29.1%

E-mailed 70.9%

36

Navigating The Triton

December 2015 The-Triton.com

What’s Inside Columnists Career Let the dredging begin. Page 6

News 1, 28 FLIBS News 1 From the Bridge 9,10 Obituaries 11 Marinas / Shipyards 19 Fuel prices 20 Business Briefs 21 Crew News 32 Triton Survey 51 Boats / Brokers

13 Owner’s View 17 Leadership 22 Crew Coach 41 Training

Operations 14 Diesel Digest 16 Engineer’s Angle 18 Rules of the Road

Crew get acquainted at Triton networking event. Page 23.

Events 23 Networking photos 49 Networking QA 50 Calendar

Advertisers 53 Brokerage Listings 54 Business Cards 57 Display Advertisers Coconut Grouper in a ChiliLemongrass Broth. Page 37.

Health One Ft. Lauderdale-based captain invited middle school students onboard to learn about the industry firsthand. Page 5.

Write to Be Heard 4 Letters to the Editor 5 Opinion

38 Nutrition 40 Onboard Emergencies 48 Crew Health

Interior 15 Stew Cues 37 Top Shelf 37 Crew Mess 39 Culinary Waves Editor Suzette Cook, suzette@the-triton.com

Associate Editor Dorie Cox, dorie@the-triton.com Publisher David Reed, david@the-triton.com Advertising Sales Catalina Bujor, cat@the-triton.com Production Manager Patty Weinert, patty@the-triton.com Editor Emeritus Lucy Chabot Reed, lucy@the-triton.com

Crew spend a week showing off at FLIBS 2015. Pages 26-27

Where in the World 4 Crew Eye 26 FLIBS Photo Gallery 58 Triton Spotter Rich Merhige, Keith Murray, Chief Stew Angela Orecchio, Stew Candice Pardy, Mate Andrew Pellerito, Rossmare Intl., Tom Serio, Capt. John Wampler, Capt. Jeff Werner

Vol. 12, No. 9

The Triton Directory Catalina Bujor, cat@the-triton.com

The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2015 Triton Publishing Group Inc. All rights reserved.

Contributors

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

Carol Bareuther, Grant Dawson, Capt. Jake DesVergers, Capt. Kelly Esser, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Penny Hammond-Smith, Peter Herm, Thibault Hermant, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Brian Luke,

Write to Be Heard

The-Triton.com December 2015

Letters to the Editor

Bridge should have dedicated nav system Interesting article and feedback from the captains [From the Bridge: “Navigation methods diverse, failures common,” page 1, November issue]. All of them are right in their way of operating the navigational aspects in the bridge.

PC-based systems require unique detail in continual upgrades, cleaning, knowledge of the PC operating system, and a dedicated primary navigational PC-only system, plus a secondary backup system always available and ready. But no internet connection of any kind on these systems, except satellite for at-sea weather updates and reporting. A third PC or laptop can be used for Internet access for e-mail and crew communication (if they don’t have their own).

Internet connections add immediate threats to a system, such as viruses. Install upgrades via disk or USB card, or use a professional to take care of PCs diligently. Of course, that’s not free, and those costs do add up at year’s end, but the peace of mind over the primary PC may be worth it.

This is what I was taught when introduced into the yacht’s bridge: paper charts are always on board. Detailed planning of the voyage is done without question (for extended, open ocean or longer coast routes).

Capt. Al Perry Jr. MY Jelly Bean 4

Paper is best backup for handy PC system I’m becoming acutely aware of the limitations of any PC/Windows-based computer system with Nobletec or other navigation programs. I like Nobletec when it works, but I have had way too many system failures and GPS-to-PC and mouse-to-PC issues (crazy mouse syndrome) to rely on a computer at all any more.

For me, a better, more stable solution is a dedicated navigation-only system like the Furuno NavNet or a Garmin. They are for shipboard tasks only and are not used for email, accounting and other non-navigational functions. The PC has become my second tier, and tablets have really become a great back up for me.

Put me in the paper-chart camp, especially on long ocean passages. Hourly engine room checks and marking on the chart in pencil will always be around.

A good question to ask would be to find out how many of us crew have had total electronic failure of the DC systems? I sure have, and the iPad and paper chart were very helpful until I could patch up some radars and plotters a few hours later.

Capt. Tedd Greenwald

CREW EYE

M

ate Andrew Pellerito and Stew Candice Pardy were in downtown St. Petersburg in mid October, getting ready for their winter season in the Bahamas and Caribbean, when Pellerito snapped this stunning sunset from aboard M/Y Carol Ann, an 82-foot Horizon. No one sees these things like yachties!

Crew can consider this page a canvas to share views of yachting. Send photos to editorial@the-triton.com.

Fraser captains deserve honor; small equipment ruins silence Fleet captains right choice for award

Capt. Luca Mosca is a true loyal, professional and safe captain, and a real pleasure to work with [“Fraser honors management captains,” page 8, in the Sunday, Nov. 8 Triton Today]. Congratulations.

Alessandro D’Angelo, manager The Crew Network, Viareggio Congratulations to Giles. The honor is well deserved.

Many years ago, when they were in their early 20s, Mary’s brother and Giles’ father sailed a yacht to Greece for a titled Englishman. The sea is in Giles’ blood.

Giles’ mother is a dear friend of 40 years and our children grew up together. She now lives next door to us and naturally we still take a great interest in our children’s achievements and activities.

Kevin & Mary Mackenzie Yungaburra, North Queensland

Small equipment tends to ruin the silence

On the design and construction side of noise, I think recently built boats hide engine and generator noise extremely well [“Engines, generators, but mostly people make the noise onboard,” page 36, in the November issue]. However, there is a lot of other, smaller equipment that ruins the silence in the accommodation for no good reason, such as air handlers, head extraction fans, hydraulic pipes, commercial refrigerators and icemakers.

The amount of expense put into insulating engine rooms is great. To then essentially disregard noise when choosing and installing small items seems inefficient.

The remedy is often quite easy, but just not thought of. For instance, head exhaust fans can be completely silenced by replacing part of the flexible air duct with a sound-absorbing one.

Sometimes it’s best to avoid commercial equipment such as restaurant refrigerators. Hydraulic pipes need good, double-rubber mounting to eliminate noise transmission to metal hulls.

And if you want a quiet bow thruster, you’ll have to choose a rim-driven one like the Voith Inline Thruster.

Leo Lindstrand, owner 3D YachtManuals

Automation of control ‘creepy’

This iPad/Octoplex/NavVision control automation is going to become the norm [“Does your boat have iPad technology onboard”, Triton Today Question of the Day, Saturday, Nov. 7]. Visit the new Viking Sportfish at the show if you’re not familiar with these systems. iPads can control the AV systems or be used for navigation or even driving the vessel. I saw a program with an Apple Watch being used to control a ZF shift system and the autopilot.

I find it creepy that our living/working space (who knows, our cabins?) can be monitored by anyone from anywhere with an Internet connection.

How much privacy should crew be allowed vs. the “right” of the owners to know what’s happening to their multizillion-dollar gold-plated floating ego extension?

We’re already getting calls wondering why we are on the Intracoastal when it’s calm offshore (according to Weather Underground, but it’s 5-8 with a 5-second period on the beam).

Now, every detail of operation will be accessible to the owner of every area of the boat.

Should this iPad automation be in the crew mess?

I’m curious what other crew think of this invasion of our privacy? Or do we sign away privacy nowadays? It’s been said that crewing a boat is like being in jail with the ability to sink.

In a short time, there will be robot crew that work 24/7 with no days off. No, wait, those already exist on most charter boats.

Steve Green via the-triton.com Editor’s Note: We actually asked crew about cameras in their work/live space in a Triton Survey in the summer of 2013. Visit www.the-triton.com and search for “survey cameras”.

December 2015 The-Triton.com

Write to Be Heard

M/Y Cheers 46 Capt. Kelly Esser hosts students from New River Middle School’s Marine Science Magnet Program. Esser thought the students who were on a field trip to experience FLIBS should get to see the interior of a PHOTO/SUZETTE COOK yacht and ask crew questions about the industry.

Field trip is lesson about yacht industry

By Capt. Kelly Esser It all started when my daughter was excited to tell me that she was coming to the boat show with her school class. I decided to contact her teacher directly and invite them to see a large yacht with their entire class group.

I explained that, with the help of many large marine industry leaders such as the display we were in with Benetti, everyone was happy to make their experience even better.

She was extremely excited to hear the children would have an unbelievable experience at the boat show. Allowing 52 children to board a large motoryacht during the show is not the norm. So we broke them down into three groups to make it a little easier, and brought one group at a time through the boat.

I decided to get a couple other boat show vendors/marine industry leaders involved in the kids’ experience on this day. Ten companies supplied fun things to put in a bag so each kid would have a lasting memory of the day and the show.

As the kids arrived, they were under strict instructions not to touch anything on board the boat. They kicked off their shoes and stepped aboard a yacht for the very first time as if they were looking to purchase their first yacht! The comments that came from the kids were absolutely priceless.

These kids had all of the typical questions you and I hear on a daily basis.

How big? How fast? Who owns it? What is the cost? One of the most important questions I heard that day was “how can I ever own something like this?”

So I decided to motivate them a little bit and tell them with hard work and motivation, they can do anything they put their mind to. I told them that not

everyone makes it to college. As long as they have a dream and put their minds to it and work hard, they could do anything, including owning a yacht like the one they were standing on.

I explained to them that the people I work for did just that.

They could not believe that people started off with nothing and created empires of wealth by just working hard.

Our industry is filled with people who have done that. That day, those kids left the boat with a whole new outlook on life, and probably on what’s important in life and how they’re going to go about reaching those goals.

I know other people in our industry take the chance to change a child’s life by explaining what they do on a daily basis. As a person who grew up in Fort Lauderdale, I did not really understand the yachting industry until I was an adult. Sadly, we work in an industry that is very secretive and most people only find out about it if they dig.

At the end of the day, I was just happy to know these kids had an unbelievable experience at the Fort Lauderdale International Boat Show that they will never forget. A big thanks to these companies for playing a part: Benetti yachts, Northrop & Johnson, Burgess, First Performance Marine, National Marine Suppliers, IGY Marinas, GMT Global Marine Travel, Cayman Islands flag state, Shark crew.com, Marine Solutions and The Triton.

These kids were amazed by what they saw and learned at the show. Most of us take for granted what we do every day, but for these kids, it was an experience that will last a lifetime.

Capt. Kelly Esser is captain of the new 140-foot Benetti Veloce M/Y Cheers 46.

Career News

The-Triton.com December 2015

Marinas, captains eagerly await approved dredging of ICW

By Suzette Cook

Water depths are vital to safe navigation for large yachts. Vessels leaving the ICW in Ft. Lauderdale recently take turns maneuvering.

PHOTO/SUZETTE COOK

Yacht captains and the Ft. Lauderdale marinas that host them along the Intracoastal Waterway say the $17 million dredging project announced on Nov. 4 can’t happen soon enough.

After more than a decade of talking about it, industry executives finally stepped up to a podium on the day before the boat show and announced that Cashman Dredging of Quincy, Mass. – the same company that dredged the Dania Cut-off Canal two years ago – is going to put a little more water under the hulls of yachts calling on Ft. Lauderdale.

“The fastest-growing segment of the boating industry is boats over 160 feet,” said Mark Crosley, executive director of the Florida Inland Navigation District, which is managing the project. “These boats can go anywhere in the world.

Cuba is opening up, the Bahamas.

They prefer to be here,” he said about Ft. Lauderdale. “Their crews are here, their captains are here. They want to be here.”

The project, which is slated to begin in March, will take the ICW to 15-17 feet between the 17th Street Causeway Bridge and the Sunrise Boulevard Bridge, benefitting the bulk of megayacht marinas in the city.

And it’s about time, according to several captains of the largest yachts in last month’s Fort Lauderdale International Boat Show.

“I wouldn’t go back to the boat show again, unless they did something about that shoal, or at least not in that spot,” said Capt. Bill Zinser of the 180-foot Benetti M/Y Cakewalk, which draws about 10.5 feet and sat just outside Hall of Fame Marina beside the 205-foot M/Y Apogee.

“Where they put us, we were aground every tide,” he said. “There was barely 10 feet of water at high tide, and at low tide we were sitting on the bottom.”

Parts of the navigable channel are currently as low as 13-14 feet, but can be as shallow as 10 feet near marinas.

“The challenge is that the vessels are getting bigger and we need more depth,” said John Adams, senior

News

December 2015 The-Triton.com

adviser for Taylor Engineering based in Jacksonville. Adams was responsible for designing the ICW dredging project.

Adams said. “Without dredging, eventually you would lose that commerce.”

Hyatt Regency Pier 66 Resort and Marina Manager Jennifer Cognet said the facility eagerly awaits the start and completion of the project.

“We can get bigger boats in,” she said. “We here at the marina have 17 feet sometimes at the face dock. But with the deeper ICW, that’s more guests that can get through. We have trouble getting them through the bridge.”

One of those is M/Y Apogee, the 205foot charter yacht that has no troubles at its marinas in the Caribbean, but worries when it comes to Ft. Lauderdale.

“For me, the bottom line in navigating to the north of the 17th Street (Causeway) Bridge, I justify utilizing tugboats,” Apogee Capt.

John Fleckenstein said. “It’s my risk assessment due to the potential of having damage to my propellers.

“I drive the boat in and out the St. Maarten bridge and, for the last 12 years, have yet to have an incident there,” he said. “I do know I have water, I have the depth. There’s enough flow,

so it’s just a matter of maneuvering the boat and staying away from the obvious hazards.”

Dredging the ICW in Ft. Lauderdale is necessary to keep boats like his coming back.

“It’s great for the show,” he said.

“Having the large vessels there, knowing that they are dealing with that, that’s fabulous.”

Megan Lagasse, too, is pleased. As general manager at Bahia Mar Fort Lauderdale, she said her team can’t wait to welcome more large yachts.

“We are greatly looking forward to it,” she said. “We have all of the power for everyone, but the only problem we have is the depth. So getting up to us is a little bit harder. Anything is going to be better than what we’re dealing with right now. We’re really excited for any help.”

Although the dredging project is slated to end at the Sunrise Boulevard Bridge, Marina Manager Brad St. Coeur at Westrec’s Sunrise Harbor Marina on the north side is still happy about the news.

“We are excited that they are dredging,” St. Coeur said. “We wish it was to continue from the Sunrise Boulevard bridge north in front of our facility, but we’re optimistic that we do

M/Y Northern Star has a draft of 12.5 feet. The ICW will be dredged to 15-17 feet adding two feet to the current depth.

PHOTO/SUZETTE COOK have deep water at our face dock so it [the upcoming dredge] will generate some deeper draft boats to get up here to Sunrise Harbor.”

St. Coeur, who has worked for Westrec Marina for 15 years and at Sunrise Harbor for seven, said dredging will do the most good between the Las Olas and Sunrise bridges.

“There are some humps there that do need to get dredged,” he said. “A controlling depth all the way up here would be a benefit for us, to get those deeper draft boats here where we haven’t had them in the past.”

Suzette Cook is editor of The Triton, suzette@the-triton.com

Obituary

December 2015 The-Triton.com

Obituaries Former dockmaster Sarge dies

Carlan Goslee Sargent, 72, of Lighthouse Point, Fla.. died at home on Oct. 23. Known as Lon and Sarge, Mr. Sargent was dockmaster at Bradford Marine in Ft. Lauderdale from 1977 to 1999.

Mr. Sargent was born in New Haven, Conn., attended Nasson College in Maine, and was married to Pamela Hogarth Sargent. He served on the recreation board for the city of Lighthouse Point coaching baseball and basketball for youth sports.

Friends and colleagues remember him as an integral part of yachting in the 1980s and 90s.

“I would give him my work list; I don’t know if it was his job description or if he took it on himself, but he was a facilitator,” said Richard George, an Internet consultant who ran yachts then. “He was the liaison between crew and Bradford. It was the early days of computers and no cell phones.

We relied on him and the yard for all communication.”

George remembered Mr. Sargent as tall and lanky with a long stride.

“If you needed to talk to him, he

would be briskly walking and you would be trotting,” he said. “He was always in a hurry, he had so much on his plate.”

Mr. Sargent helped many crew break into the industry and get jobs onboard, Capt. Kean Fulton said.

“Before crew agencies, you had Sarge,” he said. “He would get crew on as deckhands. If you wanted to get on a boat, you talked to him. I bet he got hundreds and hundreds onboard. He helped a lot of people who would not have had a shot. He gave so much.”

Business was different back then, said Mike Joyce, CEO of Hargrave Custom Yacht.

“It was more personal,” he said.

“People sat down, worked things out, and Lon was like the ringmaster. He was the guy who knew everybody and got you in touch with the right person.

“When I get to heaven, I assume Lon will have the perfect slip picked out for me.”

Mr. Sargent is survived by two brothers, two sons, and many nieces, nephews, and cousins. Donations in Mr. Sargent’s honor may be made to the city of Lighthouse Point Recreation

Department. (For more information, visit lighthousepoint.com. Please specify that the donation is being made in honor of Lon Sargent).

Pinmar founder dies

Peter Allan, founder of Pinmar, died in early November at the age of 71. Mr. Allen suffered a sudden heart attack in Mexico, his home since he retired from Pinmar in 2009.

Mr. Allan was key in the company known for painting and refinishing many well-known megayachts. A funeral was held on Nov. 5. Plans are being made for a memorial service in Mallorca in the future.

Young stew dies

Stew Dene-Amy McLoughlin died on Oct. 21 in Europe. She was 26.

Ms. McLoughlin had worked as stew, masseuse and dayworker on megayachts Fountainhead, Passion, Party Girl, Pura Vida, Jus Chill’n and Atomic, according to her CV. Family and friends are planning a memorial service in the future.

The cause of her death was uncertain.

10

Obituary

The-Triton.com December 2015

Obituary

Colleagues remember ICT Chief training officer Louden Hoffman

By Dorie Cox

He took things personally, from the trash to the big things.

Capt. Louden “Lou” Hoffman, “He looked a little stern, but he chief training officer at ICT in Ft. wasn’t,” he said. “He liked to work, but Lauderdale, died Nov. 9. Capt. Hoffman he liked to have fun. I can’t even begin collapsed upon arrival to work, was to figure out how many students he taken to a hospital and never regained taught during his career.” consciousness. He was 70.

MCA compliance instructor M.W. Capt. Hoffman was an MCA 3000 gt “Mig” Urquhart said Capt. Hoffman was master, instructor and examiner with a mentor when she first started at ICT the company for about 15 years. He about nine months ago. instructed RYA courses, both “He had the patience of a MCA and U.S. Coast Guard saint,” she said. “I would go to certification courses, OOW him in a panic and he would and STCW. leave what he was doing to Capt. Hoffman previously help.” instructed maritime courses Jason King, CEO of King’s at Chapman’s School of Institute of Private Services, Seamanship in Stuart, taught interior courses at ICT Fla., at the STAR Center in and said Capt. Hoffman worked Dania Beach, Fla., and at the long hours.

Maritime School of the West Hoffman “He was always there, and in Indies in St. Maarten. His three years I don’t think I ever experience in power and sail, on private saw him angry,” King said. “He never and charter yachts, took him to the talked about retirement.”

Caribbean, Mediterranean, Atlantic and His wife of 45 years, Judy, said he Gulf of Mexico waters. was often at the helm on their vacation Friends, family and colleagues charters to Cuba, the Greek Islands and gathered at a pub in mid-November to his favorite, the British Virgin Islands. share stories during a celebration of his A dream of his had always been to sail life. Colleagues talked of his influence to Cape Horn, so he booked passage at work. on a small tour ship that carried about Jay Lasner, CEO of ICT, was on an 400 people interested in the maritime instructional sail in the mid-1990s aspects of cruising. She treasures a where Capt. Hoffman was teaching. photo she took of him there, with Cape “He was an extraordinary instructor Horn in the distance. so I asked him to come to our school,” “He was blasted with snow, even the Lasner said. “He was patient and crew wouldn’t go on deck to take it,” knew how to approach students when Mrs. Hoffman said. “Life with him was roadblocked. He knew how to get an adventure. through and never gave up. I saw that “He held court on that boat,” she in him. said. “Near the equator one afternoon “He managed to get through to all they held a ceremony and Lou said, those students because he truly cared ‘This is not the equator yet.” about every single one of them and took The captain of the tour timed the their success personally, and they knew ceremony to be more convenient for the it,” he said. “He inspired them to be as guests, but people started asking Capt. good as they could be.”

Hoffman when they would really cross it “He leaves a big void,” said Capt. and when he planned to go out on deck Brian Luke, chief operations officer to throw his gift to the sea. for ICT. “Lou was one of the longest “So, during the actual crossing, standing people at ICT.” passengers chose to join Lou in the James James, co-owner of middle of the night,” she said.

Yacht Chandlers, which shares the Capt. Hoffman is survived by building with ICT, saw a high level of his wife, three daughters and four professionalism in Capt. Hoffman. grandchildren.

“If he said he was going to do something, it was done,” James said. “No Dorie Cox is associate editor of The follow-up e-mail or text was necessary. I Triton. Comments on this story are could imagine how he was as a captain. welcome at editorial@the-triton.

News

December 2015 The-Triton.com

11

Marinas / Shipyards New yard available in Martinique

International Marine Management (IMM) has signed an agreement with ENA, the manager of a 180m dry dock in Fort de France, Martinique, to allow superyachts access to the facility.

Since changing hands earlier this year, ENA has improved the dry dock and surrounding area, according to a press release. The dock is 180m long, 23.5m wide, with 7.6m draft (above the blocks).

“We are thrilled with this new addition to our capacity,” said Norina Edelman, an IMM director.

“A dry dock of this scale … is a unique offering in the Caribbean. Having worked in Europe, our team is familiar with 100m+ superyachts and the unique challenges that these very large vessels present.”

The dry dock is in an ISPS-compliant area. Metal workshops are onsite, with ABS, Lloyd’s and BVcertified welders available. Yacht projects will be managed by IMM principals Fabrice Maitre and JeanMichel Beron, who have been responsible for a range of refits throughout the French Mediterranean and Atlantic coasts.

For more information, contact Edelman at +1 202255-7488 or nedelman@imm-yachting.com.

Anguilla resort to add marina

The Altamer Resort in Anguilla has announced plans to expand with a new megayacht marina complex and mixed-use development. New York-

Derecktor Florida named its new 200-ton lift in memory of former foreman Gary Hays.

James Brewer, sales and marketing director at Derecktor, made the announcement to Hays’ widow, Lenora.

PHOTO/SUZETTE COOK based development firm Time Equities is partnering on the venture with marine project companies Anaconda LTD, led by Jeff Boyd, and Cross Island Development.

The marina will serve as an official point of entry to the island, with 30 percent of its berths accepting yachts between 30 and 200 feet. The new facility will also include a 164-unit resort.

DC to get new marina

A developer in Washington, D.C., has hired

Bellingham Marine and Moffatt and Nichol to design and build a new marina. The Yards, scheduled to open this spring, will include 50 slips for yachts 40-125 feet, with half the slips for short-term stays of less than 10 days, as well as a paddleboard and kayak dock.

“The development of the marina will put The Yards more in touch with one of its best assets -- the river,” said Deborah Ratner Salzberg, president of the developer, Forest City Washington. “We look forward to adding the boating community to the wonderful mix of residents, tenants and visitors at The Yards.”

Excavation of the upland property started in October, and the docks will be installed starting this month. An operator for The Yards has not yet been announced.

Ocean Marine acquired

Texas-based Suntex Marinas has acquired Ocean Marine Yacht Center in Virginia. The transaction includes all the real estate of the Portsmouth shipyard, as well as operational control. Jim Bento, previous owner/operator of the yard, will continue to operate the yard in a leaseback deal. Bento is a principal with Suntex’s parent company Valiant Holdings.

“Within the past month, Suntex Marinas has been proud to announce our intention and ability to provide the capital resources needed to support See MARINAS, page 12

12

News

The-Triton.com December 2015

Marinas / Shipyards MARINAS, from page 11 the marina industry,” said Johnny Powers, Suntex founder and CEO. “It is our vision to be the best steward of the marina experience globally with early emphasis on the U.S. market.

By acquiring Ocean Marine and collaborating with Jim Bento, we are confident that we are enabling the best possible marina experience for boaters, employees and communities alike.”

Ocean Marine includes 112 wet slips and 275 dry rack slips, a full-service yard for yachts to 305 feet dockside, and a state-of-the-art refit and paint facility with over 50,000 square feet of indoor, climate-controlled bays. It also has a 1,250-ton Syncrolift.

Located on the Elizabeth River at the southern tip of the Chesapeake Bay, south of downtown Portsmouth, the marina is located at mile marker zero, the halfway point on the ICW between Miami and New York.

Suntex Marinas owns two other marinas in the area, Tidewater Marina and York River Yacht Haven, and more than 20 around the country.

Port St. Pete gets upgrades

A recently completed $5 million wharf renovation in the the port at St. Petersburg on Florida’s west coast has resulted in improvements to Port St. Pete, which now has six shore-power pedestals that offer up to 480 volt, 3phase, 600 amp service. It now features a 1,200-foot pier with 23-foot depth to accommodate yachts up to 500 feet.

The facility has an on-site customs and immigration clearance office and is an International Ship and Port Security (ISPS) facility with 24-hour security.

Maine yard to build ferries

Front Street Shipyard in Belfast, Maine, has partnered with Brødrene Aa in Hyen, Norway, to market, sell and build carbon fiber ferries under the new company name, Arcadia Alliance.

Working in conjunction with Maine Composites Alliance and Martin Grimnes, a Norwegian composites expert living in Maine, Arcadia Alliance is marketing its ferries to state and federal agencies seeking to replace aging, inefficient passenger vessels.

The 60-year-old Brødrene Aa has

built 50 carbon-fiber passenger vessels in its Norwegian facility. Its ferries are lightweight, consume less fuel and release fewer emissions into the air than their aluminum or fiberglass counterparts.

“Brødrene Aa has a progressive design to reduce consumption and emissions, and they have an exceptionally efficient construction method we can apply to the U.S. ferry market at Front Street Shipyard,” said JB Turner, president of Front Street Shipyard.

Arcadia Alliance is working with Front Street Shipyard to develop the ferry designs for U.S. waters, with the hopes of building the first ferry in 2016. For more information, visit www. arcadia-alliance.com.

Phuket adds refit specialist

Asia Pacific Superyachts Phuket has hired Richard Rhodes as head of its new refit department.

He joins the yacht agency business with more than 36 years building and maintaining yachts up to 213 feet.

He has been a marine surveyor since

2004, and his background covers vessel systems, plumbing, electrical runs, piping runs and mechanical installations.

APS can help yachts with all aspects of a visit, including vessel clearances, visas, dockage, provisions, and land excursions.

In other company news, Asia Pacific Superyachts New Zealand has promoted Janice Lynch to the new position of yacht support manager. She will oversee the day-to-day support for the company’s client vessels.

Marina Port de Mallorca honored

Marina Port de Mallorca has been named best marina in Spain for the second consecutive year, according to the study conducted every year by ABC about nautical facilities.

This choice is due to many factors, including its ability to welcome more than 200 boats between 12-50m and being in the heart of Palma.

The marina also has received several environmental awards, including the Blue Flag and Lloyd’s Marine Gold certification.

Career

December 2015 The-Triton.com

Crew can increase worth with courses, knowledge Owner’s View Peter Herm

Ft. Lauderdale’s boat show was awesome. I met lots of new people, toured many great boats and reconnected with old friends and crew, as always. There were even some chairs on the dock to sit in while taking off my shoes, crews in dress uniforms, and bottled water for visitors. One boat even had chilled cotton towels. This is major progress.

In chatting with an old crew member at the show, he was getting ready to depart for a 30-day delivery, the long, monotonous kind with lots of time to kill. While many crew would be catching up on their movie watching skills, this guy had a plan. His goal was to learn Spanish and study for his captain’s license. He had purchased an audio Spanish learning course and all the materials he needed to study for a six-pack license.

He made the conscious decision to go up in the yachting world and was taking the steps necessary to not only enhance his skills, but his resume as well. While his goal was not to drive a 40m yacht next year, he assumed he would have more value to an owner and captain if he had a ticket. The Spanish was to make himself more valuable to boats traveling to what will someday soon become an interesting new destination for many Americans: Cuba.

This made me think about what crew members do in their down time.

What they are reading (if anything) and what steps do they take every day to enhance their value as an employee?

Over the years, in going through crew resumes (mostly captain resumes as my belief is that the captain hires the crew, not the owner), it dawned on me that the ones with the most qualifications win most of the time.

Crew with a variety of life experiences, whether yacht related or not, are always more interesting. Related training is a plus, though, and will be reflected in the salary an owner is willing to pay, not to mention the crew member’s ability to get the position they applied for.

Diversity of qualifications is a benefit. I once interviewed a captain

because he not only had his tickets to drive boats, but was also licensed as a commercial airplane pilot. There are a number of things that would add value to any boat, privately owned or charter.

Dive certification? Bartending skills?

Mechanical skills? Advanced first aid?

Fishing skills?

Take a look at the course list on any of the maritime training sites and come up with a list of courses to take either in person or online.

Everyone needs the STCW 95 box checked, but there are literally dozens of other courses crew could complete that would increase their likelihood of getting hired and their value to a boat program.

Ask the captain; the owner might even be happy to pay for the courses for a valued crew member. I always pay for anything my crew would like to learn about to expand their knowledge. All they have to do is ask.

Crew who cannot spare the time for a course can at least read things to better themselves. I’m a boataholic, so I read as many boating-related magazines (consumer and trade) as I can get my hands on every month, foreign and domestic.

What about crew? What do they read every day, every week, every month? Are they up-to-date on the news in their own industry?

And I can’t emphasize enough how important boat shows are. All crew should have walked around the Ft. Lauderdale show. How many took the short hop over to Amsterdam in midNovember for the METS show? There were 1,300 exhibitors there with the latest in marine-related equipment and gear. I guarantee any crew member who tried, would learn something valuable to their current and future employers.

No matter what job we fill in yachting, we are all made more valuable by expanding our knowledge and learning something new.

Networking and reading are some of the best ways to spend spare time. Like my old crew member, all it takes is a plan to do it.

Peter Herm is the pen name for a veteran yacht owner who is an entrepreneur based on the East Coast of the U.S. Contact him through www.thetriton.com/author/peter-herm.

13

14

Career

The-Triton.com December 2015

Polishing fuel first step to keeping costs at bay contaminants will rise to a point above the pick-up tube and get pumped through the fuel system and into engines or generators.

The immediate result is that the primary and secondary fuel filters get plugged and engine performance drops since the engine is being starved for fuel.

To avoid this problem, the best solution is the installation of an onboard system that will polish the fuel and clean all the tanks.

Fuel polishing systems can be powered by direct current or alternating current, depending on the

to pass the fuel through a magnetic conditioner that breaks apart large Diesel Digest clusters of hydrocarbon contaminants.

Capt. Jeff Werner Permanent magnets generate a very weak electrical field that separates the bonds holding together the large wax Have you ever heard anyone say this: and asphaltene molecules so they are “We don’t have problems with our fuel more combustible. because our boat is always moving, and The next phase is a water separator we burn through the diesel in our tanks or centrifuge that removes free water. very quickly.”

This step is followed by circulating It is not uncommon to hear that the fuel through a disposable reaction when questioning a captain or particulate filter that removes organic engineer about the cleanliness of the and inorganic matter greater than 30 diesel fuel aboard their yacht. There are microns in size. plenty of misconceptions about diesel The last phase is final filtration fuel maintenance, and this is probably in which particles the most widespread down to a diameter one. of three microns or Diesel fuel is less are removed. the lifeblood of This is the most the main engines critical step in the and generators fuel cleaning process aboard every yacht. since particulate Ideally, fuel should contamination is the be polished and No. 1 cause of failure the tanks cleaned in electronically whenever the yacht is controlled common refueled, or monthly rail fuel delivery if the yacht is not systems in diesel fueled frequently. engines.

Implementing and During the fuel strictly adhering polishing process, to a fuel preventive an additive is used maintenance to dissolve sludge program is a simple and slime that and inexpensive accumulates on the alternative to the walls and baffles cost of repairing of the tanks. This severely damaged procedure assures high pressure pumps, that mold and injectors and pistons. bacteria are removed Microbial The bulkhead mount is one type of fuel polishing system, a part of a from all tank contamination of PHOTO FROM MYDIESELDOCTOR.COM surfaces. regular fuel maintenance program. diesel fuel is a fact Once the tank of life. As a general electrical supply and pumping capacity is cleaned and the fuel is polished, an rule, whenever diesel and water come of the system. additional dose of fuel additive is mixed into contact in a tank, microbes will The fuel polishing process can be into the tank to help guard against proliferate. Since water is heavier than automated or operated manually. future microbial contamination. Use diesel, it accumulates at the bottom The ideal tank cleaning system has of a full spectrum additive during this of a tank. The interface between dedicated pick-up and return tubes step will also add lubricity to the diesel the heavier water and lighter diesel plumbed into each tank, including the fuel, prevent corrosion, reduce carbon provides the ideal environment for day tank. The dedicated pick-up tube build up and stabilize the fuel. bacteria, mold or other fungi to grow. is placed lower in the tank than the Fuel polishing is the major Unless this growth is held in check, normal pick-up tube for the engines. component of a fuel maintenance the result will be clogged filters, tank This allows more water and sludge to program. Combined with regular fuel sludge and injector failure. be suctioned up, which assures better testing, diesel engines will run troubleNaval architects understand this tank cleaning. free longer, which means less repair problem. They design fuel tanks with The best tank cleaning systems are costs. And that makes you a hero in the pick-up tubes many inches above the multi-stage systems that use a variety eyes of the yacht owner. bottom of the tank. This keeps the of inline fuel conditioning and filtration sludge, water and particulate matter technologies, and they don’t rely on just Capt. Jeff Werner has been in yachting that settle to the bottom from being one process, such as a centrifuge. for almost 25 years. Contact him sucked up into the engine.

The first phase of fuel polishing is through MyDieselDoctor.com.

Eventually, the height of the

Interior

December 2015 The-Triton.com

15

Fight job stress with relaxation, exercise and meditation routine Stew Cues Alene Keenan

I used to think I was pretty calm, but after many years working on yachts, the constant pressures of life onboard got to me.

The body responds to stress by going into fight-or-flight mode and releases adrenaline, cortisol and other chemicals that can be harmful to the body and brain. I experienced high blood pressure, anxiety, insomnia, weight gain and depression as a result of the buildup of stress. I had to find a way to reverse the effects to save my health and my sanity.

Regular aerobic exercise is a great way to get the body and mind to relax.

Studies have shown that after a good workout, participants rated lower scores for depression, tension and anxiety, and higher scores for elevated mood, memory and energy.

Other less-strenuous activities such as guided meditation and yoga can trigger a relaxation response as well. Although they won’t burn many calories, these mentally active relaxation processes will bring a nervous system back into balance by producing some of the same benefits that follow an aerobic session. Breathing deepens and muscles start to relax. The heart rate slows, blood pressure drops and the body starts to heal. Over time, these long-lasting benefits increase motivation and focus.

Both of these methods can be done in as little as 20 minutes. The trick is to choose the right technique. For those crew who react to stress by getting angry or agitated (the “fight” response), the best way to release stress is things that are calming, such as meditation, yoga nidra, progressive relaxation, and guided imagery.

For those crew who withdraw or become depressed under stress (the “flight” response), the best options are rhythmic exercise, power yoga, and massage.

For those who freeze up under stress, the challenge will be to wake up the nervous system. Those crew should find a system that engages both the arms and legs such as running, lifting weights, or tai chi. Then concentrate on how the body feels as it moves.

Like me, many stews develop insomnia and anxiety. So when lying in a bunk, wide awake, practice mindful relaxation. Guided meditations and

yoga nidra will really help anxious stews get the rest they need.

Yoga nidra is a detailed, mentally active process that systematically focuses on different body sections. It is said that 40 minutes of yoga nidra is equivalent to several hours of sleep. You can find dozens of examples of each of these techniques on the Internet and YouTube. Search for “guided meditations for sleep” or “yoga nidra”.

Stress is a part of life on a yacht, but it doesn’t have to control a stew’s life. Develop good habits and choose self-care to be a success. Engage in

regular exercise and practice relaxation techniques. Once a yoga or workout routine is memorized, it can be practiced practically anywhere.

Stews are known to be perfectionists, but we can’t obsess about it. When we miss a day or two of practicing these techniques, we have to just get back into the routine as soon as we can. It’s even possible to do deep breathing while at work, to practice mindfulness during a run or a walk, and to meditate before sleep.

Life onboard yachts is fairly structured and many of the day-to-day

challenges of being land-based simply don’t exist. So take advantage of this time onboard to create a happy and healthy lifestyle now, before “real life” catches up with you.

Alene Keenan is lead instructor of yacht interior courses at Maritime Professional Training in Ft. Lauderdale. She shares her experience from more than 20 years as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht”, available at createspace. com/5377000 and on amazon.com.

Contact her at info@yachtstewguru.com.

16

Operations

The-Triton.com December 2015

Look beyond the alignment to props for source of vibration Engineer’s Angle Rich Merhige

When a vessel is plagued with vibration, alignment isn’t always the issue. Propellers can often be a source of vibration for many reasons. Here’s a look at what can cause propellers to be a cause of vibration, and how they can be avoided or corrected.

Propellers are usually S Class, Class 1, or Class 2. Class 2 is typically on a workboat. Greater care goes into the engineering and build of an S Class or Class 1 propeller, so they are going to provide for better performance.

A quick glance at a propeller report will offer a good idea where a propeller stands. There should be minimal deviations between the pitch numbers, and blade thicknesses. When large deviations are present, they are not consistent with ISO-R484, the standards that distinguish the different classes of propellers.

When the thickness of the blades varies greatly, it throws off the dynamic balance of the props. The differences in the pitch prevent the propellers from rotating smoothly in the water (the torque), which causes a wobbling effect.

A comparison would be swimming with one hand cupped. The result is poor performance and vibration.

When a vessel is fitted with props that have too little blade area, they can become overloaded, even if the correct diameter and pitch have been spec’ed.

Overloading can cause cavitation, which, in turn, causes vibration.

Propellers are able to move a vessel forward because of the negative and positive pressure generated on their forward and rear-facing surfaces, respectively. When the pressure around the blades falls below the surrounding vapor pressure, cavitation occurs. If these bubbles of vapor hit the blades with enough force, they can erode the surfaces and cause significant noise.

When calculating the necessary DAR (disc area ratio) or BAR (blade area ratio), total brake horsepower and flywheel power for each engine is examined, as well as the maximum speed of the vessel.

Tip noise describes the noise generated when there is not enough clearance between the prop’s blade tips and the hull. When there is not

enough clearance, vortices – pockets of energy generated by the props - usually dissipate, and they create a noise problem when they implode on the blades.

To increase blade tip clearance, a viable solution is to reduce the diameter of the propellers, while increasing the amount of prop blades.

Another common complaint is the singing prop. A propeller that makes the high-pitched humming noise is more of an annoyance than anything harmful. The singing is thought to be a symptom of a combination of the propellers’ diameter, the speed of the vessel, and the geometry of the propeller blades’ trailing edges (thickness and shape).

While not completely understood, singing propellers are sometimes corrected by switching the position of the propellers. Another remedy is to alter the trailing edge of the blade, giving it an “anti-singing” edge.

Improper maintenance, namely improper polishing or too infrequent cleaning, can cause excessive wear and decrease the life of a propeller.

Polishing to restore a smooth surface can be done underwater and at dry dock. By their very design, propellers are prone to scratches, dents, marine growth and cavitation, all of which can hamper their efficiency. By polishing propellers at least every six months, their performance is maintained and their lifespan extended.

However, improper polishing performed with a disc or grinding wheel can do more harm than good.

To maintain propellers – and minimize noise – begin by knowing the vessel. Become acquainted with its machinery and how it performs.

Do some due diligence and ensure the correct props are on the vessel.

When servicing propellers, always opt for propeller shops that offer twoplane dynamic balancing. Propeller reports after servicing should show minimal deviation between the blade thicknesses and pitch. Reputable shops will also have proper polishing techniques down to ensure they have the smoothest surface possible.

Rich Merhige is owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Ft. Lauderdale. Contact him through www.

AMEsolutions.com.

December 2015 The-Triton.com

Career

17

Reflect on your ownership, actions; foster accountability Taking the Helm Paul Ferdais

As the calendar winds to an end, many career-minded crew may look back to see how successful they’ve been regarding their goals for the year and the actual outcomes.

I look back to see how accountable I have been. How much ownership did I take for my actions – both good and bad – over this past year? The answers relate to how I feel about my results, both positive and negative.

Accountability is a willingness to be answerable for actions. Because crew pay attention to their leader’s behaviors, it’s important leaders behave in ways that encourage everyone to be accountable for their work.

The first component of accountability is the acceptance of responsibility. Instead of trying to blame other people for mistakes, leaders who accept responsibility when something goes wrong demonstrate they know how to be accountable.

Before crew are willing to be held accountable, fear has to be eliminated from the equation. Some may believe that fear is essential to getting work done. But fear creates compliance.

That’s it. Fear does not encourage people to be creative or take initiative.

In a fear-based environment, people do things to avoid the consequences rather than from any positive motivation.

There are two kinds of fear in this situation. The first is a fear of the leader. Perhaps the leader is untrustworthy, dishonest or unkind.

Crew members are worried that any mistakes they make will be met with harsh punishment or criticism.

The second kind of fear is that of accountability. Perhaps it’s easier to blame circumstances than be accountable. Or it’s easier to blame someone else for failures. Sometimes it’s easier to be a victim than accept they’ve been wrong or foolish.

This type of fear is about a person’s ego. For example, perhaps a deckhand makes a mess of a varnish job.

Instead of admitting his mistakes or shortcomings, he instead blames everyone else – the other deckhands for not helping out, the mate for not having the right safety equipment, the captain for not having the right

supplies, etc.

Leaders can influence both kinds of fear. However, doing so requires leaders who can change their behavior. Either a leader has to become more trustworthy or honest, or a leader has to put in the effort to coach and train crew members who are afraid of accountability.

Consider whether there’s a culture of fear onboard. When crew make mistakes, are they afraid to admit their error? If so, is that because they fear their leader (do you get upset or ridicule them in front of others?), or is it because they don’t want to accept accountability?

Accountability isn’t something that can be forced on others. It’s a mindset.

A culture that promotes accountability can be fostered, but the end result is dependent on an individual’s choice to act with greater accountability.

Leadership based on fear isn’t true leadership. Authentic leadership creates an environment where everyone feels psychologically safe to make mistakes. Only then will everyone embrace true accountability.

For the rest of the year, do everything in your power to be more accountable in your own role. When crew see you making the effort, it will encourage them to be accountable, too.

Put these five points into action and watch accountability onboard grow.

1. Give support. Give as much support, coaching, training and tools as possible so crew members can succeed.

2. Encourage autonomy. Give as much leeway as possible to get the job done. What does it matter if it’s not done your way, as long as it’s done to the standard you want?

3. Give information. Be upfront with all information. No one likes to be kept in the dark.

4. Provide resources. Give every resource that is in your power to give.

As long as crew see you make the effort to get the resources from the boss or management company, they’ll make a strong effort in return.

5. Set expectations. Set clear expectations at the beginning of the job or task. Establish clear goals, responsibilities, and consequences of action or inaction.

A former first officer, Paul Ferdais is founder and CEO of The Marine Leadership Group. Contact him through www.marineleadershipgroup.com.

18

Operations

The-Triton.com December 2015

Interpretation part of repatriation on entitlement, leave, pay Rules of the Road Capt. Jake DesVergers

“All the world’s a stage; and all the men and women merely players.”

Shakespeare’s famous quote certainly describes yacht crew. They comprise an internationally diverse group of characters. On any given day, on any dock, one can hear accents from nearly every corner of the world.

With so many international players, one’s home of residence can be far from where the yacht takes them. When it comes time for a contract to end or that hard-earned vacation time to be used, what is a crew member to do?

Depending on the residency of the person involved, an owner may be obligated to provide repatriation.

Repatriation is the process of returning a person to their place of origin or citizenship. In the maritime industry, this involves the transportation of a seafarer from the vessel’s location to their home country.

In yachting, that return can be to any

number of locations.

Under the requirements of the Maritime Labour Convention (MLC), those yachts that are normally engaged in trade (i.e., commercial yachts) must have a Seafarer Employment Agreement (SEA) with each member of the crew. Within the SEA, the level of repatriation entitled to the seafarer must be documented.

In Regulation 2.5 of the MLC, repatriation is discussed at length.

However, as with any international regulation, there is a certain amount of interpretation left to the parties involved. Here are some of the most common questions being asked by yacht owners, captains and crew.

What is the entitlement to repatriation?

MLC provides for the basic right of seafarers to repatriation. The basic parameters for repatriation, including the period before an entitlement arises, must be “less than 12 months.”

However, the specific entitlements are

a matter for Flag State implementation through provisions in its national laws and regulations.

Can a crew member be charged for repatriation?

MLC prohibits owners from requiring that seafarers make an advance payment toward the cost of repatriation at the beginning of their employment. It also prohibits recovering the cost of repatriation from the seafarer’s wages or other entitlements, except where the seafarer has been found, in accordance with national laws or regulations, to be in serious default of the seafarer’s employment obligations.

Can a crew member decide not to exercise a right to be repatriated?

MLC requires each Flag State to prescribe, through its national laws and regulations, a number of matters. This includes “the maximum duration of service periods on board following which a seafarer is entitled to repatriation – such periods to be less

than 12 months.” Unless a Flag State law prohibits it, a seafarer could choose not to exercise this entitlement when it arises.

Can a crew member agree to be paid instead of actually taking paid annual leave?

MLC states that any agreement to forgo the minimum annual leave with pay must be prohibited. In yachting, there are instances where this can be considered with agreement by the Flag State. It is mostly seen where yachts that have extended schedules at the dock or a “weekends off ” routine.

Does the requirement for paid annual leave mean that crew cannot be on board for more than 11 months at a time?

Yes. The concept of paid annual leave is assumed to be an uninterrupted period that is taken annually. Therefore, the maximum period for service on board a yacht without leave would be 11 months.

Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB).

Contact him on www.yachtbureau.org.

News

December 2015 The-Triton.com

Quantum founder and owner John Allen, center, is surrounded by some of the veteran captains who supported and encouraged him to start Quantum Marine in 1985. From left, Capt. AJ Anderson, now owner of Wright Maritime Group; Capt. Guy O’Connor; Capt. Andy McKee of M/Y Pyewacket, and Capt.

Bill Zinser of M/Y Cakewalk.

PHOTO/DAVID REED

Decades of captain, industry support lead to new building

By Lucy Chabot Reed The event had the feel of a reunion. On this, its 30th year in business, executives of Quantum Marine gathered last week with captains, customers and employees to ceremoniously break ground on their new international headquarters and manufacturing facility, a 30,000square-foot building off State Road 84 just west of Ft. Lauderdale.

The new, three-story building is scheduled to open next fall at 3685 S.W. 30th Ave., Ft. Lauderdale (33312).

“On behalf of our entire Quantum family, we are looking forward to being able to call this our new home,” Quantum founder and president John Allen said.

In the summer of 1985, Allen took a risk and opened a 1,000-squarefoot shop in Portsmouth, R.I., he told about 200 people assembled for the groundbreaking.

“Alone, I never would have taken that step,” he said, crediting his wife, Sharon, and yacht captains such as Bill Zinser and Andy McKee for their encouragement and support in starting the business.

Soon, Allen was traveling to Ft. Lauderdale to sell his products and services, meeting captains and keeping them as customers as his signature products changed.

“I met John when he first came to Ft. Lauderdale doing laser targeting for shaft alignment,” said Capt. Zinser

of M/Y Cakewalk, estimating it must have been in the mid 1980s. “He came down in a van and was doing all this high-tech stuff.”

In 2003, a few years after introducing zero-speed stabilization to the industry, Allen moved his company of 17 employees to Ft. Lauderdale. In the past 12 years, it has grown to more than 50 employees.

And today, its zero-speed stabilizers are on 85 percent of the world’s superyachts larger than 50m, according to Mark Armstrong, technical sales and marketing manager for the company.

After the groundbreaking, Capt.

Zinser and Capt. McKee of the 81-foot Broward M/Y Pyewacket reminisced about Allen and the work he’s done on their vessels over the decades.

“I remember on one boat we had trouble with our passerelle,” Capt.

Zinser said. “John sent two guys over and they did it all. It took a year to sort it out; John and his guys took care of it in four days.

“When he was selling cranes, we all bought cranes from him,” he said.

“When he worked for NAIAD, we put the first stabilizing system on a boat.”

“We’ve been fans of everything John’s done,” Capt. McKee said.

“Everything he did was always good and the best there is.”

Lucy Chabot Reed is editor emeritus of The Triton. Comments are welcome at lucy@the-triton.com.

19

Today’s fuel prices

One year ago

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

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

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 464/498 Savannah, Ga. 449/NA Newport, R.I. 628/NA Caribbean St. Thomas, USVI 818/NA St. Maarten 788/NA Antigua 735/NA Valparaiso 760/NA North Atlantic

Bermuda (Ireland Island) 624/NA Cape Verde 556/NA Azores 557/1,287 Canary Islands 648/997 Mediterranean Gibraltar 422/NA Barcelona, Spain 616/1,379 Palma de Mallorca, Spain NA/791 Antibes, France 451/1,177 San Remo, Italy 591/1,525 Naples, Italy 620/1,651 Venice, Italy 546/1,691 Corfu, Greece 394/931 Piraeus, Greece 400/904 Istanbul, Turkey 423/NA Malta 568/1,008 Tunis, Tunisia 689/NA Bizerte, Tunisia 689/NA Oceania Auckland, New Zealand 553/NA Sydney, Australia 522/NA Fiji 539/NA

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

*When available according to local customs.

20

News

The-Triton.com December 2015

Business Briefs Former purser starts company

Former yacht Purser Paula McDonald has started a new company to help captains with their accounts and financial reporting. Yacht Books provides professional, customized reporting for yachts.

McDonald spent eight years on yachts with her husband, Kynan McDonald, previous captain of M/Y Pangaea and currently on M/Y Incentive. Prior to joining yachts in 2008, she had a career in the financial services industry. She has worked as a stew, chief stew and purser on yachts from 85-190 feet. “I therefore recognize a need for accounting support for busy captains,” she said by e-mail.

Dutch unveil new stabilizer

DMS Holland has introduced its new generation of stabilizers, the MagnusMaster.

In 2012, DMS Holland started with two business operations: one as a distributor for RotorSwing Marine (RSM) to bring RotorSwing to market, and the other as the in-house developer and manufacturer of AntiRoll, a stabilization system for yachts.

RotorSwing is now installed on more than 50 yachts. But the collaboration between RSM and DMS Holland has ended and DMS Holland has developed an enhanced rotor system in-house.

Findings and feedback from users, shipyards and installers were taken as a starting point for the development of the new stabilization system.

The result: MagnusMaster, a fully electric rotor-roll damping system. It has no distribution belts or bearings that require maintenance. It also is more compact than existing systems.

Seakeeper expands

California-based stabilization company Seakeeper has expanded its service and installation centers.

Maryland-based Bryan Billic joins the company as the Northeast & Great Lakes sales representative. Brady Atwater has been hired to support retrofits in the Southeast and Gulf region based in Ft. Lauderdale. Vimal Roy will focus on new builds and retrofits in the Middle East and will work out of Dubai, UAE. Italy-based Filippo Tomasoni will provide support to retrofit installations in Southern Europe. In 2014, the company saw a 46 percent increase in shipments of gyros over the previous year. To provide service and technical support, the company has added several field service

positions.

Fabrizio Scardamaglio joins the team in Italy as a field service representative, and James Callis supports the UK in the same role.

Seakeeper veteran David McLean was promoted to service supervisor for the Europe and Middle East regions. At its Florida location, additional service techs Michael Cole and Matthew Gilligan were added. Seakeeper has also added certified service and installation centers (CSIC) in China, Hong Kong, Malaysia, Thailand, Italy, Croatia and the US. The facilities also function as a base for continuing education. The company hired training coordinator Joey Greenwell to meet the growing need for staff training at the new and existing CSICs. For more information, visit www.seakeeper.com.

SYBAss appoints new director

The Superyacht Builders Association (SYBAss) has appointed a new technical and environmental director to succeed the retiring Chris van Hooren as of Jan. 1. Hans Huisman brings 10 years of navigating and 30 years of shipbuilding experience to the team.

“We are delighted to have found a successor for Chris van Hooren, which was certainly not an easy task,” comments Theo Hooning, secretary general of SYBAss. “The tremendous knowledge and experience Chris brought to the table has been crucial to SYBAss’ many achievements in the field of regulations, including MLC 2006 and preparations for the second generation intact stability requirements. We were looking for a professional with similar experience and qualifications in naval architecture, design, shipbuilding and the maritime political arena.”

Huisman will lead the organization’s lobby activities within IMO. He will also take over contacts with the flag states, and will deploy the Observer A status of SYBAss at ISO by participating in the various working groups of Technical Committee 8 / Sub Committee 12.

Sevenstar moves

Sevenstar Yacht Transport UK has moved to a bigger office since its merger with Complete Marine Freight.

The new office in Southampton will combine a team of 13 specialists.

The new address is Meridians House, 7 Ocean Way, Ocean Village, Southampton, SO14 3TJ, UK. For more information, visit www.sevenstaryacht–transport.com.

Crew News

December 2015 The-Triton.com

Former yacht Capt. Roy Conklin works at much slower speed than during his racing and yachting careers. He now runs Riverfront Gondola Tours in Ft. PHOTO/DORIE COX Lauderdale.

Former yacht captain slows his speed with gondola tours

By Dorie Cox Capt. Roy Conklin runs about one hundred knots slower than he did when he raced boats and 15 knots slower than when captain on a 78-foot Marlow.

About a year ago, the 77-year-old started running leisurely tours with his Riverfront Gondola Tours boat in Ft. Lauderdale.

“This is the perfect speed for a retired captain, this is the ultimate,” Conklin said.

It is surprising that Conklin is content with the speed of his American version of a Venetian gondola.

“I used to race hydroplanes, the fastest boats on the water,” Conklin said. “They ride on a tunnel of air and can reach, and exceed, speeds up to 120 mph.

“This,” he said, pointing to the 18foot electric boat, “tops out at 6 knots.”

Conklin remembers his racing days fondly. He described how he laid on his stomach to drive the high performance German engine, which ran on methanol alcohol. The 11-foot-9 boat weighed about 120 pounds with foot pedals to run the wheel and throttle.

“Your eye level is on the water and water conditions change second to second,” he said of the constant danger running this type of boat.

“It is very unique racing,” he said of the mile course with 12 competitors.

“We had running starts and four laps.

You have to be alert and hold it wide open to win.”

And he did once win a world championship.

Conklin grew up on the shore waters of Long Island and has spent his life behind the wheel. After racing, he ran the Marlow from Maine to the Bahamas and the Caribbean for about a decade.

Now he runs tourists and locals on scheduled and chartered cruises on several Ft. Lauderdale waterways.

Guests can order food to be delivered or bring their own, while Conklin supplies dishes, cutlery and linens. Dinner, Valentine’s Day and holiday night light tours book up quickly. Prices start at $33 for an hour-and-a-half tour.

Even while leaning back on comfortable cushions behind the wheel of the gondola between tours recently, Conklin talks about power and the speed of his boats.

“The yacht was powered by Caterpillar C-30s with top speed about 28 knots, cruising at 22 knots, happy at 10,” Conklin said. Now he settles for more battery power for LED lights and music onboard. The Duffy gondola came with eight batteries, but he added eight more.

Conklin is proud of his diverse boating career and is grateful he survived hydroplanes. And he is not ready to get off the water.

“I don’t know how I’m still here,” Conklin said. “But everytime I go on the water, I thank my lucky stars.”

For more details visit riverfrontgondolatours.com.

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

21

22

Career

The-Triton.com December 2015

Deliveries a great time for crew to unplug and gain knowledge Crew Coach Capt. Rob Gannon

I live and work on the Intracoastal Waterway here on the east coast of Florida, and I love this time of year. It’s the yachting migration season.

I enjoy checking out the variety of yachts making their way south from the chilly onset of the coming winter up north.

It brings back great memories of deliveries I was a part of, and reminds me of some suggestions I’d like to pass along for those embarking this fall.

One thing I really enjoy about deliveries is the immersion into each day. There is really nothing else going on except the trip, the mission. It always felt good to me to separate from the outside world and all its noise and distraction. I would make a point of disconnecting from the news and any outside influences, and just really get into the trip.

Now granted, some of these deliveries were in the technology dark ages; I may have had a cell phone but not the little computers we use for phones today.

It certainly was easier to disconnect then, but we still had to make a conscious choice to do so. It felt good and that’s why I want to recommend it, yes, in this day and age.

So I’m mostly referring to coastal deliveries here. Today, an Internet signal appears just about anywhere along the coast. Megayachts on offshore trips have one as well, as long as the owner is willing to pay for it.

Without much thought, mariners can check e-mail, Facebook, Twitter and most anything else.

But what if you didn’t? What if you just shut it all down for a while?

Let’s face it; most of that stuff doesn’t fall under the category of urgent, absolutely necessary daily information. For most of us, checking it all is a habit, and we probably fill too many hours with it each day.

Everyone and all the chatter will still be there in a week or so, so here’s a chance to change the routine. A delivery can be the perfect time to go unplugged. It can be tough. It will most certainly be uncomfortable the first couple of days. But for those who can

hang in there, it can be pretty cool and worthwhile.

One way to be successful changing habits is replacing the habit with something else. This fills the void felt when we no longer engage in that old, familiar habit. Here are a couple of replacements to the automatic response of checking that iPhone throughout the day.

Learn something. During deliveries, a lot of time is spent on watch or trying to get some sleep, but there is downtime, too. This is the time to gain some knowledge. Why not?

There also might be someone onboard who is knowledgeable in a subject and happy to share. Perfect, right?

Perhaps one person on the delivery is a new crew member with little knowledge of navigation and electronics. There’s a great thing to learn about from the captain. Or maybe the weather patterns and forecasting could be of interest. How about the night sky? Learning about some of the constellations and planets is awesome.

There is a lot going on all around us on a sea voyage. Boring should not enter the description here. How about engines? Don’t really understand what’s going on there? Ask some questions.

Showing interest says something about us. It shows the wheels are turning, and we are present and involved.

Read something. Another way to gain some new knowledge is to read.

Deliveries offer enough downtime for some serious reading. It could be on a subject that is new and interesting.

Write something. Another replacement for our personal devices can be writing. Writing daily thoughts down along with some introspection or meditation are hours well spent on our emotional health. Keeping a personal log of the trip or just entering random thoughts can feel good and different for those who don’t normally keep a journal in daily life. There is plenty to write about once you get in the flow.

I hope these replacement considerations may be helpful or of some interest. Immerse yourself in the delivery, and carry on mates. Enjoy the voyage.

Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach. Contact him through www. yachtcrewcoach.com.

December 2015 The-Triton.com

C

Triton Networking

23

Triton Networking with Yachty Rentals

aptains, crew and industry professionals gathered at Yachty Rentals in Ft. Lauderdale on Nov. 18 to network and make plans for the charter season traveling the warm waters of the Caribbean PHOTOS/SUZETTE COOK and beyond.

24

News

The-Triton.com December 2015

Capt. Matthias Bitterwolf shows the variety of flavored waters available in S/Y Antillean’s galley. Antillean won CYBA’s Designer Water Contest at the PHOTO/DEAN BARNES VICL’s Fall Yacht Show in St. Thomas in November.

CYBA’s Going Green to Save the Blue targets plastic water bottles

By Carol Bareuther The reduced use of plastic water bottles on charter yachts is the sole focus of this year’s Caribbean Yacht Brokers Association’s (CYBA) fouryear-old environmentally friendly Going Green to Save the Blue campaign.

“Plastic water bottles have all but disappeared aboard yachts in the BVI, but there is not as much awareness in other areas and especially on larger yachts and motor yachts,” said Trish Cronan, president of Ocean Getaways Yacht Charters in Ft. Denaud, Fla., who is co-chairwoman of CYBA’s Going Green to Save the Blue Committee with Sherry Yates of Yates Yachts in Steamboat Springs, Colo.

“Cutting down or cutting out use of plastic water bottles in favor of the yacht’s own water can be easier to do than other eco-friendly practices, and it’s a single, simple message.”

Data obtained from surveys shows that, depending on size, crewed yachts use 400-700 water bottles weekly.

Multiply this by an average 20 weeks of charter, and it adds up to 8,000-14,000 plastic water bottles generated by each yacht annually.

Multiply this by the more than 450 crewed yachts in the Caribbean, and the result is a mountain of plastic. Cronan has made this point

in talks with yachts and brokers by standing in front of a mound of bottles representing just one week’s plastic. A crucial point is that most Caribbean islands have limited landfill space and limited or nonexistent recycling programs.

Consequently, much of this plastic winds up in the ocean.

“Some of our clients say they can’t do without bottled water, and we have it onboard for them, but once we are under way and they sample the flavored waters we offer, they start drinking these instead.”

— Amber Duncan Antillean Chef

To underscore this message, the 2015 CYBA Save the Blue Award was based solely on brokers and charter yachts signing an online Environmental Pledge. The pledge calls for a promise to educate brokers and guests about the quality of onboard drinking water, request crew

News

December 2015 The-Triton.com

drink yacht-made water, provide guests with reusable or recyclable water bottles, purchase large containers of water versus individual bottles (if a yacht can’t produce quality water onboard) and to, whenever possible, purchase products in packaging other than single use plastic.

As of Nov. 8, 101 charter yachts and 55 CYBA brokers had signed the pledge and qualified for the Save the Blue Award.

“I’ve signed the pledge because I think it’s important to keep plastics out of the ocean,” said June Montagne, broker for YachtZoo in Ft. Lauderdale and a member of CYBA as well as similar associations in Florida, the United States and the Mediterranean.

“All of us in this business have a passion for the ocean and want to protect it,” she said.

“One of the things I do is advise my clients on the preference sheets that there is an option of yacht-made water as well as bottled water.”

In place of CYBA’s Most Eco-Friendly Yacht Award, the organization is sponsoring a Designer Water Contest at the USVI, BVI and Antigua charter yacht shows. The idea is to highlight the great taste of yachtproduced water, show the creativity of yacht chefs, and demonstrate easy ways to eliminate plastic.

Half of the 50 yachts entered in the Virgin Islands show signed the pledge, and 10 entered the contest.

The crew aboard the 50-foot Beneteau S/Y Antillean won the prize on taste, presentation and creativity by adding sliced fresh ginger, cucumbers and lemongrass to its water, along with several carved fruits.

“Some of our clients say they can’t do without bottled water, and we have it onboard for them, but once we are under way and they sample the flavored waters we offer, they start drinking these instead,” said Antillean Chef Amber Duncan, who is owner-operator with Capt. Matthias Bitterwolf.

“So far, we’ve only gone through one case of water in three weeks of charter.”

The 193-foot expedition vessel M/Y Seawolf serves filtered yachtmade water with flavorings such as fresh lemon and cucumber to its guests, Montagne said.

It’s not just charter clients who can make a dent in plastic water bottle use. Cronan said the captain of a 10crew Perini Navi noted that the owner saved $9,000 a year in bottled water purchases because the crew drank

yacht-made water.

“Each year, we think about taking the Going Green campaign over to the Med, but we just haven’t had the time yet,” Cronan said.

“MYBA supports us by helping to get the word out on social media.

Recycling efforts in Europe might not make this program as critical, but I think it would make great sense in other locations similar to the Caribbean, such as the Maldives and Seychelles.”

Carol Bareuther is a freelance writer in St. Thomas. Comments on this story are welcome at editorial@the-triton.com.

25

Campaign cochairwoman Trish Cronan shows what a week of plastic water bottles looks like.

PHOTO/DEAN BARNES

26

Where in the World

The-Triton.com December 2015

Fort Lauderdale International Boat Show From preparation before the show to final horns, The Triton staff was on the docks for news, photographs and events during the 56th annual Fort Lauderdale International Boat Show. Crew invited us into their engine rooms, galleys and onboard for an inside look at life in the industry.

PHOTOS/TOM SERIO

December 2015 The-Triton.com

Where in the World

27

28

Boat Show News

The-Triton.com December 2015

FLIBS Briefs According to Peck, The two captains received a marine divers Chronometre Ulysse Nardin watch, a prize weekend in a Bentley plus a Bentley weekender bag, The Charter Store discount card for a private jet charter flight, a GMT travel voucher of $1,000, and one week of free berthing from IGY Marinas.

Fraser Yachts honors captains

Captains Giles Smith of M/Y Helios2 and Luca Mosca, most recently of M/Y Annaeva each were honored as Yacht Management Captain of the Year

by Fraser Yachts.

All departments at Fraser had a hand in nominating candidates based on the following attributes: precision and punctuality in accounting and cost control, management of the crew and the safety culture on board, respect of the planned maintenance on board and happiness of the owner and his guests.

“I want to thank all of my longstanding crew,” Capt. Smith said. “I couldn’t have done it without you. And a special thanks to my wife for being a leveler.”

“I didn’t do anything really special; I simply did my job,” Capt. Mosca said.

“With Fraser, I always found a loyal partner. I am really elated. I’ve been with Fraser for 20 years.”

This was the first time Fraser Yachts has honored a captain in its fleet of managed yachts.

“For over 15 years, Fraser Yachts has made awards to charter captains at our Captains Dinner, which takes place at

Goodbye domes, hello more data

Captains Giles Douglas Smith, left, and Luca Mosca share the Yacht Management Captain of the Year PHOTO/SUZETTE COOK award. the Monaco Yacht Show each year,” said Lisa Peck global marketing manager for Fraser Yachts. “We have, for several years, wanted to put in place a new award that would include the captains who are not on charter yachts.

“Our yacht management teams very much focus on working as a team with the captains in our fleet, so we are eager to recognize those captains,” she said.

Kymeta Corp. Vice President Hakan Olsson explained his part in developing a flat-panel satellite antenna solution.

The technology will be integrated into yacht design by early 2017, Olsson said.

And with the backing of lead investor Bill Gates, Olsson said Kymeta Corp. is poised to “improve the appearance of yachts by getting rid of the domes,” said Olsson. The flat antenna is rounded shaped like a disk. “The way it works,” Olsson said,”is the surface of the flat antenna has 10’s of thousands of pixels just like a TV. We are addressing each of those pixels to open and close in a number of gray shades. Beneath that surface we are running the radio frequency signal. If the pixel is open, the energy comes through that pixel and through holographic interference on

the surface it creates beams in a certain direction. By changing which pixels are opened or closed, we actually change the beam to look at a certain direction. You can do all of the steering [of the beams] with software. There are no moving parts.

“More importantly, we are designing it for high bandwidth application. Not only for today’s iPad and phones, but also next generation navigation where you may have holographic charts.

“This is no longer a lab experiment,” he said.

Cuba travel easier, but not easy

The rules in question about traveling to Cuba that impact U.S. crew and U.S.flagged vessels were discussed during a YachtInfo seminar.

“Cuba is full of contradictions. It’s a place in transition,” said Michael Moore, a Miami-based maritime attorney who spoke on a panel.

While the trade embargo the U.S. has with Cuba is still in effect, rule changes last year enable American citizens to visit the island nation without applying for a special license, provided they fall under one of 12 categories of travelers

Boat Show News

December 2015 The-Triton.com

29

FLIBS Briefs including educational and family.

For Americans leaving a U.S. port to visit Cuba, the U.S. Coast Guard requires a permit to proceed. A few hurdles are in the way for yachts attempting this move.

First is that the USCG won’t consider the permit application until the departure is about two weeks away, Moore said.

Second, the permit gives the vessel 14 days to visit Cuba and return to the U.S., which raises several more issues for yachts. While the two-week window might work for charter yachts heading to Havana, it is impractical for private yachts that will want to venture far beyond. Also, private yachts will likely want to continue traveling and not return to the United States.

“It’s something we’re working on,” Moore said.

FLIBS hosts first church service

Boat show staff and boat crew and captains attended a chapel service held at Bahia Mar, offered for the first time at the FLIBS. For crew in attendance, the service was a chance to practice their faith with fellow worshippers, something yacht crew don’t often get to do. But

faith shouldn’t be something they must sacrifice to work on yachts, they said.

“If they seek it out, it’s available,” said Annie Barclay, who has worked in the industry for 14 years, about half that time on M/Y Antares. “I’ve been in the Bahamas on Easter, so I find a church and I go.” The opportunity came at a chapel service organized by Rio Vista Community Church parishioner Liz Pasch, who came up with the idea for a faith-based event after learning that other national and international events make the effort to serve the needs of their guests of faith. “I started doing a little research, and I realized that the PGA has a worship service,” Pasche said.

“And I started questioning why doesn’t the Ft. Lauderdale boat show? It’s been 56 years; why isn’t there one?”

So she met with Rio Vista Pastor Matt Lomenick and – with the help of marine industry sponsors including a boat builder, brokers, industry businesses, crew and a marina/yacht owner – rented a room at the hotel.

“Originally, it started with possibly busing people to the church,” she said.

“But what God wants us to do is bring the church to the people.”

Charter demand outweighs supply

A few developments in the charter market recently have triggered concerns and conversations about its future, chiefly an apparent trend of yacht owners to remove their vessels from commercial registration and out of the charter fleet because of inconvenience, regulation and taxes.

While the charter fleet is a fraction of the recreational yachting sector, it is the most significant factor to yacht owners.

More than 75 percent of people who buy or build a yacht have chartered at least once.

“Charter is very important to the industry,” said Bob Saxon, a yacht management and charter veteran who now consults for industry businesses.

“It’s the feedstock for boat ownership.”

And three-quarters of the world’s luxury charters happen in the western Mediterranean, which means the hurdles that varying VAT regulations create can be significant to the entire sector.

But there are two issues. First is that there was more demand for charter this summer in the Med than there has been in recent years, with demand far

outweighing supply.

“I couldn’t have done any more business if I wanted to,” said Barbara Dawson, senior charter broker with Camper & Nicholsons, which saw a 14 percent jump in its charter activity this year.

But there is also the phenomenon of owners taking their yachts out of commercial registration because of all the regulations and taxation issues.

Those problems include registering a yacht commercially to charter and then having the owner pay the charter fee and tax for private use.

Also, commercial regulation requires a higher level of standards to be met and inspected against.

The Marshall Islands registry has devised a way to enable owners to do both.

Even though VAT rules are complicated, they are manageable.

“VAT is worldwide,” said Dawson, who has been a charter broker for 25 years. “There is nowhere you can go and charter without paying some sort of tax. … I think the Med is very easy. It just gets complicated when they come out with new regulations all the time.”

32

Triton Survey

Analyzing CVs

E-mail detailed CV with dates, photo; pay attention to details

By Lucy Chabot Reed A recent e-mail exchange with a veteran captain whom I know to inspire loyalty in crew left me perplexed. For years I believed that crew problems could be traced back to captains, either in leadership mishaps or hiring mistakes.

But this captain stays on yachts a long time, and keeps crew just as long.

As the economy shifted and he moved yachts, he took his senior crew with him to his new command.

Well, as the economy continued to worsen and yachts continued to sit, he lost those experienced, loyal crew in recent years to more stable programs.

Last year, for the first time in perhaps a few decades, he was tasked with building a crew from scratch. And he was having a hard time.

I was surprised. I thought this captain had some special, magic hiring skill that would make him immune from the troubles so many captains say they have with crew today.

But the reality, of course, is that no one is immune. Many captains seem to hire younger, less experienced crew that just don’t work out. And while there are many reasons for that, the one thing all crew have in common is their resume. Can that piece of paper hold the secrets of who will do well and who

Usually 48%

Do you check references?

will disappoint?

Turns out it does, according to the 103 captains who completed our survey this month.

We wanted to know – and we wanted crew to know – just what captains want in a resume and how they use them to make hiring decisions.

When hiring crew, many conditions determine how a captain makes a choice. It depends what position is being filled (entry level vs. senior); it depends how much time they have (weeks vs. hours); and it depends where they are in the world (and whether they want to fly crew to the boat).

We asked our respondents to forget all those caveats and consider the broader situation when we asked, In general, what is your preferred way to receive a CV? Nearly three-quarters want it by e-mail, with the rest wanting it the old fashioned way, on paper.

When we asked How much detail do you want on it?, more than 80 percent of captains said they wanted everything: boat names with dates and jobs held, skills learned, courses and education attained, and references.

“Permanent boat jobs first, with the exact dates,” said the captain of a yacht 160-180 feet in yachting more than 30 years. “Temporary boat jobs in the next section. Non-yachting jobs, then

Not really 5.9% Rarely 6.9% Always 39.2%

relevant skills.”

“I also want a sense of what they have done or do that is not boating related,” said the captain of a yacht less than 80 feet in yachting more than 30 years. “Do they volunteer to serve others? Do they do things that expand them as a person?”

“Some crew fluff their CVs with the job description,” said the captain of a yacht larger than 220 feet in yachting more than 25 years. “I’m looking for experience and life skills, not a recap of daily tasks performed.”

The rest of responding captains were happy with the basics such as boats worked on and dates, noting that they would obtain more details if interested.

“Somewhere in between the two, ie. maximum of two pages, very short bio,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “I really don’t care what you want from our industry, only what you offer to our program. (I’m so tired of hearing that you want to work your way up to chief this or chief that while traveling the world on an exciting program.

We all want that.) List all relevant boats, but leave out any that you can’t include a direct contact for. All relevant credentials and passport/visa status.”

All this level of detail, however, didn’t really mesh with a conciseness that captains said they wanted.

“Ratings and STCW qualification codes, languages, boats, ancillary skills/ trades, hobbies, three references,” said the captain of a yacht 100-120 feet in

yachting more than 30 years. “If you’re printing it, put it on one piece of paper.”

“Hobbies and interests, with decent elaboration, is very useful,” said the captain of a yacht 180-200 feet in yachting more than 10 years.

Should it include a photo?

Ninety-eight percent said it should.

“I hate to judge a book by its cover, but I look at the candidate’s picture first,” said the captain of a yacht 120140 feet in yachting more than 20 years.

“For some reason, I feel that I can tell if that candidate has a good personality or not. I know it’s not the best way to pick someone, but I think the yachting industry has made it that way.”

What makes one candidate’s CV shine over others?

The answer to this open-ended question surprised us. While experience will certainly play a big part in getting a job, it was good grammar and a clean layout that most captains said help a CV get noticed. More than 60 percent of captains noted the layout, format and conciseness of a resume drew their attention.

“Be clear, concise and honest,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “Have it properly formatted and checked for spelling and grammar.”

“Organized font, paragraph spacing, and layout are very important,” said the captain of a yacht 140-160 feet in yachting more than 25 years. “It tells me you are detailed. If it’s all different, it tells me you’re slipshod.”

How much detail do you want on it?

Should it include a photo?

No 2%

Just the basics 18.6%

Everything 81.4%

Yes 98%

33

December 2015 The-Triton.com

Triton Survey “I look at all of the detail, including the quality of the paper, the grammar and spelling,” said the captain of a yacht 80-100 feet in yachting more than 10 years. “This is not to underappreciate the content, but to judge how much effort was applied.”

“Good layout that makes it evident that time and thought went into their CV,” said the captain of a yacht 80-100 feet in yachting more than 35 years.

“This should serve as an overall outline to additional information online.”

“One page; concise,” said the captain of a yacht 80-100 feet in yachting more than 10 years. “I want to know who you are, what your nationality is, valid passport, contact info, a photo, qualifications, college degree?, experience relevant to yachting, and three relevant references. A CV is just a means to get a follow up phone call or interview. It doesn’t get you hired. Make it as easy for the captain to get your essential information and highlight responsibilities outside of the normal, understood duties of your positions.”

The next most common response – mentioned by a third as many captains, about 20 percent – was experience, following closely by longevity.

“Experience in more than one role,” said the captain of a yacht 160-180 in yachting more than 15 years.

“Longevity in recent boat jobs (over a year is good), relevant skills, some indication that the candidate knows how to get along within a team (team sports is a good example),” said the captain of a yacht 160-180 feet in yachting more than 30 years.

Tied with longevity was appearance.

“The smile, I can’t teach that,” said

the captain of a yacht 140-160 feet in yachting more than 20 years.

Rounding out the top five items that make a resume shine is references.

“References from the captain or owner, not fellow crew members,” said the captain of a yacht 120-140 feet in yachting more than 30 years.

Knowing what makes a resume shine helps, of course. But perhaps more valuable would be to know What makes you toss a CV in the trash?

No surprise, then, that bad grammar and style were the top reason a CV is pitched. Forty-two percent of captains who answered this question said they didn’t have time for a job applicant who didn’t have time to get their CV right.

“More than one error (grammar, spelling, punctuation, dates),” said the captain of a yacht 80-100 feet in yachting more than 10 years. “If you can’t take the time to present yourself as perfectly as possible in a job search, you will not make it on my boat.”

“Sloppy work, bad format, bad photo,” said the captain of a yacht 140160 feet in yachting more than 20 years.

“All three show a lack of dedication to marketing themselves. Don’t expect me to invest time and effort in you if you won’t do it for yourself.”

“Poor spelling and poor grammar,” said the captain of a yacht 120-140 feet in yachting more than 10 years. “No references or irrelevant references.”

“If you have a plain, unstylized CV, that’s a candidate for trash since it shows a lack of the style and extra effort to make sure things look good that the industry expects,” said the captain of a yacht 100-120 feet in yachting more than 30 years. “Then, as

well, we have the opposite side of that coin, the Circus Poster CV.” Those over-the-top CVs caused other captains to set them aside, too.

“Artsty-fartsy, over-produced,” said the captain of a yacht less than 80 feet in yachting more than 20 years. “ ‘Mission statements’, ‘professional goals’ and other forms of selfaggrandisement,” said the captain of a yacht 140-160 feet in yachting more than 30 years. “Basically, anything that looks like it has been produced by a CV specialist.”

The next most common reason captains tossed CVs was if the applicant didn’t have the required experience for the job, if they lacked the qualifications required, or if they had no longevity.

“If the candidate does not fit the parameters of my search,” said the captain of a yacht 160-180 feet in yachting more than 30 years. “For example, if I am looking for a chief stew, one month as a laundry girl is not sufficient experience.”

“A lot of boats over short periods of time without explanation,” said the captain of a yacht 160-180 feet in yachting more than 15 years.

“First, no illustration of the ability to perform the position unless I’m willing to train, then complete sloppiness of the CV,” said the captain of a yacht 80100 feet in yachting more than 25 years.

“Lots of short-term jobs, spelling and format mistakes, and incorrect certificate names,” said the captain of a yacht 180-200 feet in yachting more than 15 years. “STCW is not a qualification.”

Captains also had low tolerance for

resumes with missing information or those with too much frilly information.

“When it’s full of the cliches about being easy going, hard working, etc,” said the captain of a yacht 180-200 feet.

“So is everybody else.”

“Gaps in the timeline,” said the captain of a yacht 180-200 feet in yachting more than 30 years.

Bad or missing photos cause a CV to be immediately tossed in the bin by about 14 percent of captains.

“Crap photo, drunken Facebook posts, and anything that makes me think they are not after a career,” said the captain of a yacht 100-120 feet in yachting more than 25 years.

“A candidate who uses a glamour shot, head kicked back, turned sideways, pouty lips,” said the captain of a yacht 100-120 feet in yachting more than 15 years. “Males with no shirt.”

Bad or lacking references rounded out the top five reasons a captain will disregard a CV. “References from stews, deckhands, etc.,” said the captain of a yacht 120-140 feet in yachting more than 30 years.

“In other words, references from their drinking buddies.”

As subjective as resumes can be, we wanted some facts about how captains use them, so we asked When you aren’t making an emergency hire and have time, do you check references?

More than 87 percent either always check every reference (39.2 percent) or check at least one or two (48 percent).

“I’ve been burned in the past by not checking references and always do so now,” said the captain of a yacht 120140 feet in yachting more than 15 years.

Do you want letters from references with the CV?

Has anyone ever called you as a reference?

Do you do background checks?

Do you do a credit check?

No 3%

Yes 14.7%

No 46.5% Yes 53.5%

No 57.4% Yes 97%

Yes 42.6% No 85.3%

34

Triton Survey

The-Triton.com December 2015

“I will also request contact info for the job history where there’s no reference provided. In addition I will call people that I know from the boat even though they are not offered as a reference.”

“I do it even in an emergency,” said another captain of a yacht 120-140 feet in yachting more than 15 years.

“Always contact relevant references,” said the captain of a yacht 140-160 feet in yachting more than 20 years.

“Many times, you will get valuable information, captain to captain, which you would not receive otherwise.

Laziness on the potential employer’s part allows bad crew to hop freely from boat to boat with impunity.”

“I did not check on one hire and was burnt,” said the captain of a yacht less than 80 feet in yachting less than 10 years. “Never, never again. I don’t care how anxious the owner is, I’m checking every reference.”

“But it still doesn’t matter,” said the captain of a yacht 140-160 feet in yachting more than 25 years. “I get great references 80 percent of the time, yet it is only one in 10 hires that really are great. People definitely don’t live up to the references they get.”

“I especially reach out to captains that I know ran a boat on their CV that are not listed as a reference,” said the captain of a yacht 80-100 feet in yachting more than 10 years.

“Those are usually more important to hear than the obvious, positive ones.

Although, you would be surprised to know that it is not uncommon for a listed reference to be negative.”

Not all references are equal, however.

“I must talk to their immediate (or higher) supervisor,” said the captain of a yacht 200-220 feet in yachting more than 25 years.

About 6 percent don’t usually contact references unless it’s someone they know.

“The thing about references is, if you don’t know the reference, then you can’t really qualify their ability to generate the information you need,” said the captain of a yacht 100-120 feet in yachting more than 30 years.

“If I know the reference, I’ll typically call. This business is full of kooks and incompetents, and a reference generated by a kook or incompetent may be worse quality for me to decide from than no reference.”

About 7 percent said they rarely check references.

With references such a key part of the hiring process, we wondered Do you prefer to have letters from references accompanying the CV? We know “it depends” here, so we asked captains what they prefer when

hiring for senior positions where references are more important. In that situation, slightly more than half said yes, having the written reference helps.

“I like to have the written reference, but I always call,” said the captain of a yacht 140-160 feet in yachting more than 30 years. “The slight differences may well be telling.”

“Personal letters carry a lot of weight,” said the captain of a yacht larger than 220 feet in yachting more than 35 years. “If someone takes the time to write something nice about you, then you are not all bad.”

“It’s nice, but it does not eliminate the need for direct contact with a reference,” said the captain of a yacht 140-160 feet in yachting more than 20 years. “Letters let many lazy captains off the hook when it comes to doing due diligence.”

“I only write references to crew that I believe will reflect well upon me for their entire careers,” said the captain of a yacht 80-100 feet in yachting more than 10 years. “If I have any doubts to someone’s character, even if they do a good job for me, I don’t provide a written reference. I’d rather provide a conversation over the phone.”

That left just fewer than half saying they don’t bother with reference letters and would rather just contact references directly.

“Reference letters are nice, but it’s the people you did not get one from that I want to talk to,” said the captain of a yacht 120-140 feet in yachting more than 15 years.

“As a practice, I do not offer letters of reference unless you’ve been with us over one year,” said another captain of a yacht 120-140 feet in yachting more than 15 years. “If you were long term with one captain, I would value his letter of reference.”

“I have never received a bad letter of reference from any job candidates, but I have had my share of less-thansatisfactory crew who provided references,” said the captain of a yacht 160-180 feet in yachting more than 30 years.

This business of reference checking actually checks out. We asked captains Has anyone ever called you as a reference for someone who has worked for you? And almost all of our respondents said yes.

We were curious what other sorts of pre-employment checks captains did, so we asked Do you do background checks?

Most – 57.4 percent – do not.

“I tell them I will be doing a complete background check and ask if there is anything I will find out,” said a

Triton Survey

December 2015 The-Triton.com

captain in yachting more than 20 years.

“You would be surprised what some of them tell you.”

Do you do a credit check?

Again, most – 85.3 percent – do not.

“I should be doing background and credit checks, especially for more senior positions,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “Crew sign a random drug screen consent when they sign on to our vessel.”

Do you do a pre-hire drug test?

About two-thirds do not, leaving a third of our respondents who do.

Do you scan social media sites such as Facebook, Pinterest, Twitter or YouTube? Most do.

“Always,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “Photos with negative content are a dead giveaway not to hire, as are drunken posts. Posts about guests or crew are immediate drop-in-the-bin decisions.”

“Many Ft. Lauderdale-based Facebook pages concerning yacht crew are available,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “They allow me to go directly to their FB page and check out their photos, etc.”

“It’s easy to see photos, and also

see who they are friends with,” said the captain of a yacht 180-200 feet in yachting more than 15 years. “If we have any mutual friends, I can surreptitiously contact them and a get a backdoor reference.”

“Many a slip between Facebook and lip; what they say does not always coincide with what they post,” said the captain of a yacht more than 220 feet in yachting more than 35 years. “The best thing a potential crew member can do is invite you to look at their social media pages. There are no secrets there.”

Some captains pointed out that in their search of social media, they don’t scan to judge, but to find relevant yacht etiquette violations.

“I look for instances of posts concerning ship movements and complaints about a job, guest, crew or yacht in general,” said the captain of a yacht 100-120 feet in yachting more than 10 years.

“I have had CVs for ‘non-drinker, non-smoker’, and photos on Facebook with a beer and a cigarette in their hand ‘assist’ my hiring process,” said the captain of a yacht 140-160 feet in yachting more than 20 years.

Even though some captains who do not do these checks themselves, they

35

Do you do a pre-hire drug test? Do you scan social media sites?

Yes 36.3% No 63.7%

still get done.

“My crew often do it for me,” said the captain of a yacht 160-180 feet in yachting more than 30 years.

“I personally do not do background or credit checks on candidates, but the owner has the final say on who is hired full time, after my recommendation,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “If he says yes, then he personally does all those checks, due to who he is. In four years, we have only had to replace two crew.”

Taken as a whole, several captains

No 45.5% Yes 54.5%

noted that they either should or will do these checks going forward.

“Based on recent experience, I will do most of the above in future,” said the captain of a yacht less than 80 feet in yachting more than 20 years.

Lucy Chabot Reed is editor emeritus of The Triton. Comments are welcome at lucy@the-triton.com. We conduct monthly surveys online. All captains and crew members are welcome to participate. If you haven’t received an e-mail to take our surveys, e-mail lucy@ the-triton.com to be included.

36

NEWS

The-Triton.com December 2015

Guidelines navigate French commercial yacht rules

By Thibault Hermant and Penny Hammond-Smith SOS Yachting France has created guidelines to help commercial yachts navigate new French regulations.

“Complying with French regulations in 2016” details how to calculate charter trips to determine if commercial yachts can continue to benefit from VAT exemption on the purchase of supplies and services in France.

According to the document, the new French regulations governing VAT exemption (BOFIP 12.05.15) impact commercial yachts engaged in navigation in high seas. To maintain VAT-exempt status in France in 2016 (which is granted to all commercial yachts until Dec. 31, 2015) commercial yachts must continue to comply with the following: 1. The yacht must be registered as commercial and maintain this status for the entire year.

2. The owning company must employ permanent crew on board.

3. The yacht must be used only for commercial purposes with a charter contract. Private use is not allowed.

The new regulations state that: 1. The yacht must have a LOA of more than 15m.

2. The yacht must perform more cruising charters than charters at the dock (i.e. static charters).

3. Seventy percent of the trips in each calendar year must be international.

(Any yacht that does not fulfil these requirements is classified as a coastal vessel and is not eligible for VAT exemption. However, it might reclaim the VAT paid against VAT accrued on charter fees, just like any other business.)

A “trip” is a segment of the charter identified by a guest or guests permanently embarking or disembarking. If no guests permanently disembark/embark during the charter, it includes only one trip.

For example, according to SOS Yachting, a five-day charter from Monaco to St. Tropez starts with all five guests embarking on day one. On day two, two guests disembark in Cannes.

The yacht continues to St. Tropez where two other guests embark on day three.

The yacht then sails to Corsica and comes back to St. Tropez on day five, where all guests disembark.

The charter includes three trips:

two national (Monaco to Cannes, and Cannes to St. Tropez) and one international (from St. Tropez to Corsica with navigation in international waters).

A “national” trip is one that starts and ends within French territorial waters worldwide with a cruising itinerary in French waters within 12nm.

A trip qualifies as international if it either takes place entirely outside of French territorial waters (both EU and non-EU), or starts or ends in French territorial waters and includes a cruising itinerary in international waters or in non-French territorial waters, for instance, Italian waters.

By Dec. 31, 2015, charter captains will need to compute the number of trips in 2015 to see if the yacht qualifies for VAT exemption in 2016. To do so, divide the number of international trips by the total number of trips (national plus international). If the result equals 0.7 or over (i.e. 70 percent) the yacht will continue to benefit from VAT exemption in France in 2016.

For example, in 2015, a yacht completed eight charters that included 20 trips. Of these, 15 are international.

So 20 divided by 15 equals 0.75. This is 75 percent, so the yacht qualifies.

The results in 2015 determine whether a yacht can benefit from the VAT exemption in 2016. The results in 2016 will determine compliance for 2017 and so on.

The final step in the new process to retain VAT exemption in France entails presenting a self-certification to the authorities stating that the yacht complies with the new regulations. To provide proof of compliance, all trips in 2015 must be tracked and the number of international trips must be over the 0.7 threshold. All charters worldwide must be tracked but charters at the dock are excluded from the calculation.

SOS Yachting has two forms available – a trip report form and the self-certification – to help commercial vessels comply. The self-certification has to be submitted in January 2016.

Find those forms at sosyachting.com or e-mail info.france@sosyachting.com for more details.

Thibault Hermant is operations manager of SOS Yachting France; Penny Hammond-Smith is the office’s marketing and communications manager.

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

Interior

December 2015 The-Triton.com

Coconut Grouper in a Chili-Lemongrass Broth with Papaya Noodles Top Shelf Chef Mark Godbeer

When asked why we are in yachting, as sure as the sun rises most of us answer “to travel”, or “for the adventure”. It’s instilled in most of us as seafaring pirates.

My wife and I just spent two months traveling Southeast Asia, a culinary dream trip. Each country contributed its share of magnificent combinations of flavors and ingredients. From the papaya salads in Thailand to the Pho bowls for breakfast in Vietnam, and the roadside fried fish to pad thai coming out of our ears. The level of heat had us crying with tears of spicy joy whilst the fresh flavor combos had us coming back for more, This is not a version of a classical dish, nor was it handed to me on a scrap of paper, a family recipe before the Ming dynasty. This is a combination of my favorite flavors we experienced, favorite cooking styles we witnessed from a region that will influence my cooking for years.

Ingredients: 6 cups chicken stock 3 cloves garlic, sliced 1 small bulb ginger, sliced

1 tsp dried chili flakes 1 Tbsp dried onion flakes 4 tsp fish sauce 1 Serrano chili, sliced 2 stalks lemongrass, smashed 1 cup coconut oil 1 cup olive oil 1 cup flour seasoned with salt and pepper 1 egg, beaten 3 cups unsweetened coconut flakes 12 2-4 oz. grouper filets (I used the tail pieces.)

1 papaya, thinly sliced into noodlelike shapes 1 bunch mint, washed and leaves pulled off 1 bunch cilantro, washed and leaves pulled off 5 green onions, thinly sliced Directions: Preheat oven to 350 degrees F. In a heavy-bottomed pot set on medium-high, add the chicken stock, garlic, ginger, chili flakes, onion flakes, fish sauce, chili and lemongrass.

Bring to a simmer until 2 cups have evaporated. Do not let the liquid boil.

In a heavy-bottomed pan, combine the oils and heat to medium-high.

In three bowls, place the seasoned flour, the beaten egg, and the coconut flakes. Dip the filets in each bowl starting with the flour, followed by

submerging the flour-covered fish in egg wash, then completely cover it in coconut flakes.

Carefully fry off 3-4 pieces of fish at once until golden brown. Place fried pieces on kitchen towel to drain then onto an oven tray. When all the fish is fried, place in oven for 5 minutes while preparing the plates.

In shallow bowls, place a handful of the papaya “noodles” in the center and a piece of grouper on top.

Discard the lemongrass from the broth, then carefully ladle some into each bowl. Make sure to get some of all the ingredients in each bowl.

Garnish with fresh cilantro, mint and green onion and serve straight away. Enjoy.

Mark Godbeer has been a yacht chef for more than 10 years. Contact him through chefmarkgodbeer.com.

Holiday Ham Balls Crew’s Mess Capt. John Wampler

The holidays are all about family.

My mother, Joyce, is a terrific cook and always put on the fete during Christmas.She is famous for her Holiday Ham Balls. I therefore dedicate this month’s recipe to my mom.

Blessings to one and all. Yield: about 48 ham balls.

Ingredients: 1 pound fully cooked ham, finely ground 1 pound ground pork 1 cup milk 1 cup crushed cornflakes

1 egg, lightly beaten 1/4 cup packed brown sugar 1 Tbsp ground mustard 1/2 tsp salt For the glaze: 1 cup packed brown sugar 1/4 cup vinegar 1 Tbsp ground mustard In a large bowl, combine all eight ingredients. Blend just until mixed.

Shape into 1-inch balls; place in a single layer on a greased baking pan.

In a saucepan over medium heat, combine all glaze ingredients, Cook and stir until sugar is dissolved.

Spoon the entire mixture over the ham balls. Cover and bake at 350 degrees F for 15-20 minutes.

Uncover and bake 15-20 minutes more or until ham balls begin to brown. Gently toss in glaze in the bottom of pan. Serve warm.

Enjoy, JW Capt. John Wampler has worked on yachts for more than 25 years. Contact him through www.yachtaide.com.

37

38

Health

The-Triton.com December 2015

Christmas with friends at Charlotte Amalie in St. Thomas.

PHOTO/DEAN BARNES

Trim calories but not taste from this season’s festive holiday fare Take It In Carol Bareuther

’Tis the season to be over-eating during the holidays. However, there are some simple ways to trim your plate. One is to use a smaller plate for holiday meals. Second is to never go to a party hungry or sit down right next to the food. Third is to make changes in traditional festive fare to decrease calories, increase nutrition and still keep it lip-smacking.

Here is an example of how to lighten up that big Christmas dinner: Trim the Turkey: Turkey is one of the most popular main courses the world over for Christmas dinner. Steer clear of fatty dark meat (thighs, wings, legs, drumsticks) and opt for light meat (breast). Keep the skin on the turkey while roasting to keep the meat moist.

The fat in the skin won’t soak into the meat while roasting. Do take off the skin before eating. A 3-ounce (palmsized) serving of white meat turkey without skin saves some 40 calories over its dark meat skin-on counterpart.

If goose is the preferred bird, roast it on a wire rack and pierce the skin so the fat drains out while cooking. There is no white meat on goose (it’s all dark), but do take the skin off before eating.

To cut down on sodium, season turkey or goose with fresh herbs such as rosemary, oregano, sage and parsley rather than a seasoned salt.

If you can’t live without gravy, make a healthier one. Refrigerate pan juices until the fat hardens and is easy to remove. Combine these juices with lowsodium chicken broth, dry white wine and flour or cornstarch. Drizzle rather than douse your meat with gravy.

Un-Stuffed Stuffing. Swap white for whole wheat or whole grain bread to add tummy-filling fiber to this dish.

Then shift the proportions of bread to veggies to lower calories and bump up the nutrients. Try adding plenty of chopped celery, onions and garlic as well as adding other veggies such as

shredded carrots, shredded zucchini and mushrooms to stuffing. Fruits such as chopped apples, pears or raisins are great additions, too. These also add much needed moisture. If you do need extra liquid, try low-sodium chicken or vegetable broth or applesauce.

Half & Half Potatoes. Shake up grandma’s mashed potatoes recipe by substituting half of the potatoes with cooked cauliflower, carrots or broccoli.

This adds great flavor, texture and color in the case of the orange and green veggies. Cut calories and salt further by whipping this dish up with skim milk, low sodium chicken broth, black pepper, parsley and garlic powder.

To celebrate Hanukkah, oven bake those latkes (potato pancakes) on a pan coated with a thin layer of extra-virgin olive or canola oil. Instead of sour cream, top latkes with Greek yogurt and chunky unsweetened applesauce.

Wise Sides. Instead of the customary green bean casserole, move up to superfood veggies such as Brussels sprouts. Oven-roasting Brussels sprouts, along with other nutrient-rich choices such as kale, red bell peppers and butternut squash, brings out natural sugars and creates a delightful caramelized taste. Add fresh rosemary and thyme for extra zip. If you can’t do without the green beans, top them with a few slivered almonds and crumbles of blue cheese.

Fitting Desserts. It’s relatively easy to cut down on sugar, salt and fat in a cake, cookies, muffins and sweet breads. Simply cut 1 cup of sugar to 2/3 cup, use 1 egg and 1 egg white in place of two eggs, replace half the amount of butter with applesauce and cut the salt. Boost fiber by substituting half the white for whole-wheat flour. This tip works especially well with gingerbread.

Try these tricks as well as including physical activity in your day and you’ll be all set for a healthy New Year.

Carol Bareuther is a registered dietitian and freelance health and nutrition writer. Contact her through www.thetriton.com/author/carol-bareuther.

Interior

December 2015 The-Triton.com

Soup inspires creative ways to serve, sip, taste and enjoy Culinary Waves Chef Mary Beth Lawton Johnson

I recently served a great soup for a starter course, and wondered why I didn’t serve soups more often.

Is it because I generally think of soups only when the weather turns cooler? Probably, because I associate soup with fall and the feelings of comfort it brings.

I served a curried cauliflower soup, which was very filling. I made it with ground almonds and pureed cauliflower with curry to usher in fall and the drop in temperature. I served 4-ounce portions as I didn’t want to ruin dinner.

Of course, if you want to be a proper Emily Post hostess and serve soup, it’s actually its own course, not an appetizer. An appetizer would still come before the soup. As such, it should be served in a smaller cup. If soup is the main course, then use a fuller size bowl.

But I like changing things up a bit. Who says you have to follow the order? I say serve it in shot glasses with an accompanying shot of liquor that highlights the flavor profile. Use smaller bowls, such as a coffee or cappuccino cups, or martini glasses.

The idea of serving soups in bowls is long gone. Years ago, it was all the rage to serve soup in carved out bread bowl. Today, we see it in neon lighted bowls. Of course, coconut shells, carved out gourds, hollowed out fruit shells and anything that can be considered a “container” works, too. Even tiny crock pots make fun soup bowls.

For a new idea in feeding the crew, and even guests, try a soup buffet.

Serve numerous small soups but with different toppings alongside so you can mix it up. Incorporate vegetarian and/or vegan options such as fruit or seafood soups for guests and crew who do not eat meat.

Why not get the crew involved and have a cook-off? Have the crew make their version of their comfort soup and present it for a themed night on board.

The winner maybe gets a night off?

Soup doesn’t have to be complicated.

A one-pot soup made in large batches such as chili or lentil soup can satisfy just as easily as a more complicated recipe. Get creative in the finishing of the soup by adding fried herbs, toasted nuts, or swirling in savory herbal purees, wine or liquor, or even cream or sour cream. Try savory and/or sweet croutons as a topper. Just make sure your finishing of choice compliments the soup and doesn’t distract from it.

Serve your soup on a tray with other soups in small batches with some pullapart bread.

Some great soups or stews to make are the simplest such as French onion soup dripping with melted gruyere cheese and a large crouton, or simple beef daube provencal, but do experiment to try new combinations.

Here are a few suggestions: Fall squash with Thai seasonings, cauliflower, potato, curry, Loaded potato soup that has bacon, potato, chives, cheddar, sour cream.

Spicy chili made with buffalo instead of ground beef.

Moroccan lamb stew, or the classic beef stew, but throw in more vegetables.

Smoky tri-pepper tortilla soup with chicken meatballs and beans.

Don’t forget the health benefits by adding 1/4 cup of quinoa, farro or bulgur, or even mixed wild rice for a healthier kick and a more satisfying meal. Experiment to find the right combination that satisfies the guests, crew and, most importantly, what you as the chef think makes the final cut.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 25 years. Contact her through www.the-triton.com/author/ chefmarybethlawtonjohnson.

39

40

Health

The-Triton.com December 2015

Practice prevention onboard during contagious flu season Sea Sick Keith Murray

The United States experiences epidemics of seasonal flu each year. We call it flu season, and although it occurs in winter, flu outbreaks can start as early as October and last as late as May. The flu, also called influenza, is a highly contagious respiratory infection caused by the influenza viruses. This virus generally enters the body through mucous membranes in the mouth, nose or eyes. Older adults, young children and people with compromised immune systems and other health conditions are at higher risk for serious flu

complications.

Each year in the United States, between 5 percent and 20 percent of the population gets the flu. More than 200,000 people are hospitalized with it, and about 23,600 people die from it.

Generally, when a flu-infected person coughs or sneezes, the virus becomes airborne. This live virus can then be inhaled by anyone in the area.

It can also be spread when a person touches a contaminated surface such as a telephone or door knob, and then touches their nose or mouth.

The risk of infection is greater in highly populated areas such as schools, buses and crowded urban settings. The risk is also high in small spaces, such as yachts.

Symptoms include fever, cough, sore throat, runny or stuffy nose, body aches, headache, chills, and sometimes diarrhea or vomiting. Not everyone with influenza will have a fever (a temperature of 100 degrees F [37.8C] or greater). Yacht crew should consider someone to have a fever if the patient feels warm to the touch, indicates they feel hot or feverish, or when you actually measure their temperature as 100 degrees or higher.

Screen and Isolate. If a passenger or crew has influenza-like illness (ILI) before leaving port, they should be advised against traveling for at least 24 hours after the fever ends (without the use of fever-reducing medications).

This is not only best for the individual,

it is best for everyone onboard.

Persons with ILI already onboard when the symptoms begin should be medically evaluated and remain isolated in their cabins until at least 24 hours after their fever naturally ends.

If sending a passenger or crew member with ILI to a medical facility, notify the facility in advance. And use care in transporting the sick person so as not to infect others along the way.

Limit exposure. Individuals suspected of influenza should be separated from other passengers and crew as much as possible. They should also wear a face mask to prevent the airborne spread of the virus. Proper hygiene is important and these individuals should be reminded of the importance of covering their mouth with a tissue when they cough or sneeze.

If the sick individual shares a cabin with someone else, when possible the healthy person should be moved to another cabin to lessen the chance of them becoming infected.

If someone on board is sick, remind all passengers and crew to wash their hands often with soap and water or with an alcohol-based hand sanitizer.

Other suggestions to limit the spread while onboard include limiting the time spent with the sick person to as little as possible. Also, limit the number of people who visit the ill person.

When possible, assign one person to deliver meals, medication and all other deliveries. This person delivering care should wear a fresh disposable mask and gloves each time.

Prevent and Treat. The Centers for Disease Control recommends flu vaccine as the first and most important step in preventing flu. Crew members and guests who have contact with sick persons should wear personal protective equipment such as face masks, N95 respirators, and disposable gloves.

If you have a high risk condition and get flu symptoms, check with a doctor promptly. The doctor may prescribe antiviral drugs, the second line of defense against the flu.

Preventing and containing the flu is the best way to survive any epidemic that may come this winter.

Trained as an emergency medical technician, Keith Murray now owns The CPR School, which provides onboard CPR, AED and first-aid training as well as AED sales and service. Contact him through www.TheCPRSchool.com.

Career

December 2015 The-Triton.com

Seagoing time and service not enough to fill education gaps On Course Capt. Brian Luke

Working through the ranks as a crew member in the yachting industry is no easy feat. To do so successfully requires both seagoing service and education.

Every country that issues a Certificate of Competency requires a significant amount of sea service coupled with specific educational requirements. In theory, the reason for gaining sea service is that mariners will have developed a certain level of underpinning knowledge pertaining to vessel operations. The educational requirements simply build upon and help organize that knowledge gained while at sea. Coupled together, seagoing service and education help create a solid foundation upon which to build a mariner’s skills and career.

The reason sea service is a prerequisite for most maritime credentials is that it assumes, while accumulating sea service, one would learn various facets of operations at sea. This system works well in the merchant world. Most merchant shipping companies have in place training protocols that help the mariner develop their skills while at sea. Therefore, in theory, as crew accumulate sea service, they will also have reached a certain level of knowledge and competency.

Unfortunately, in the yachting industry, this is where a significant breakdown occurs. Yacht crew have a far different agenda than those in the merchant world. Generally speaking, merchant crew are tasked with transporting goods from point A to point B. The owner is never onboard and crew spend most of their time operating or learning to operate the vessel.

On the other hand, yacht crew are tasked with catering to the needs and desires of the yacht owner/charterer and guests. This creates an environment where crew are inordinately busy cleaning and maintaining the vessel as opposed to operating or learning to operate the vessel.

Often, yacht crew have little opportunity to develop maritime skills such as vessel operations, passage planning, navigation, operating radar

and bridge management, to name a few. All too often the result is seagoing service without the prerequisite underpinning knowledge being gained.

So, how do we rectify this issue and put an end to the vicious cycle of more sea service and less knowledge?

Running a training center gives me the unique privilege of working with these crew every week. I often watch in despair as they come to the training center unprepared to enter into the ranks of Officer of the Watch, Chief Mate and Master. As they struggle, my heart often breaks for them as they experience one failure after the next.

It doesn’t have to be this way, and collectively I believe we can change this outcome by working together and developing training practices not unlike merchant shipping.

Until that time comes, individual mariners can greatly enhance their success by studying prior to arriving for any short course and exam. My experience has been that those who arrive having previously studied the course material have more than a 90 percent pass rate with all courses and exams. Self-study helps them gain much of the underpinning knowledge required to successfully pass any maritime course and exam.

There is simply not sufficient time to master all of the information content of a short course during that course.

Pre-study preparation is expected, and critical to success.

As the yachts become larger and more complex, the IMO and flag states around the world will continue to recognize the need to ensure crew members have gained the appropriate, documented, seagoing experience and education.

This will continue to be a challenge for the megayacht industry until all crew members embrace the fact that educational requirements and “appropriate” seagoing service are both required to climb the ladder of success in the yachting industry.

Learn as much as you can while at sea, and self-study prior to any course and exam. If you do this, I guarantee that you will keep your career on course.

Capt. Brian Luke is chief operations officer for International Crew Training in Ft. Lauderdale. Contact him through www.yachtmaster.com.

41

42

News

The-Triton.com December 2015

A panel of three U.S. Coast Guard officers, five U.S. Customs and Border Protection officers, and one immigration attorney answer questions about PHOTO/SUZETTE COOK entering and cruising in the United States.

Unrelinquished domicile in foreign country is crucial CUSTOMS, from page 1 officers suggest the C1/D visa is more appropriate, but that visa is designed for crew on commercial vessels such as cruise ships and tankers and only allows admission for something less than 29 days.

Foreign crew coming to join a yacht in the United States should have the B1-B2 visa. Issued together from the crew member’s home country, the B1 portion applies to visitors for business, the B2 to visitors for pleasure. But at the border, they are entered under just one.

“Make sure they come in with B1 status,” said Jody Godmere, watch commander with CBP in Ft. Lauderdale. “Under their B2, they cannot work.”

The key to a smooth entry is to have the proper documentation, including the visa and a letter from the captain of the boat the crew member is joining.

That letter should indicate the intent of the visit, which is to join a private yacht for a specific length of time.

“Specifically state the section of law that applies on the letter from the captain,” Godmere said. “People they encounter at the airport may have never worked at a seaport, and they might not understand.”

A thorough letter from the captain can help avoid that. Capt. Bill Hipple of the 130-foot M/Y Lady Kath has a crew

letter that works, he said. It includes the crew member’s home address and passport information. It requests entry under the B1 to join a foreign-flagged yacht cruising in U.S. waters, and cites the law. A copy of Capt. Hipple’s letter can be found on www.the-triton.com.

Assuming the officer at entry acknowledges that the B1-B2 visa is appropriate, sometimes issues arise over answers the crew member gives in the brief interview at the border.

Basically, the officer is trying to establish that this foreign national is truly coming in for a visit and intends to return to his home country, called non-immigrant intent. The officer may ask where home is. (Do not say the boat, or a crew house in Ft. Lauderdale.)

“It’s always somewhere outside the U.S., otherwise, you don’t have a non-immigrant intent,” said attorney Scott Hershenson who specializes in immigration issues and is based in Ft. Lauderdale. “Home is always where mom and dad are, not on 17th Street Causeway.”

The officer needs to believe the crew member has an unrelinquished domicile in a foreign country, so have some sort of proof of that connection that would indicate the crew member does not plan to stay in the United States. Ownership of a car or property, or a foreign bank account would apply.

Presenting proof of a U.S. bank account

December 2015 The-Triton.com

would not be good.

10, they were being nasty,” Fairport’s Crew without those things – letter Lord said. “Present yourself to the and proof of foreign domicile – might person in a decent, respectful manner.” be questioned a little harder, might Lord also asked the panel a series of be given a less-than-typical length of questions to determine what a captain’s entry, or might be denied entry. responsibility is when firing and hiring If things aren’t going well, don’t get crew as it relates to their visa and U.S. frustrated, several panelists advised. customs.

“Smile,” said Michael Silva, duty Basically, there is none. If a crew officer with CBP’s Miami and Tampa member is fired from the yacht that Field Office. “Trying to mitigate the they entered the U.S. to work on, they issue at the lowest level is not going are required by law to leave the U.S. It is to work. Rather than getting into a unlawful to look for work on the B1-B2 confrontation with the officer, kindly visa that admitted the crew member as request to speak to a supervisor. a visitor.

Say ‘thank you. May I speak to your “They should leave the country and supervisor?’ They have seek employment from to respond.” the Internet,” Silva said.

As an applicant Neither the yacht for admission to the nor the owner are United States, the crew required to notify CBP. member does not have “However, a captain rights. They can ask to who does, it would call their captain, but definitely be helpful, it’s not a given they will particularly if you be allowed to do so. believe that person Under the law, is not going to leave,” entry under the B1-B2 Godmere said. visa can range from Crew in this 30 days to 365 days, situation can change but the computer their status without defaults to six months, Customs officers routinely leaving the country, so that is the typical accept Capt. Bill Hipple’s Hershenson said. entry, panelists said.

“A change of status crew letter. Find a template (A captain’s letter can is routinely approved,” on www.the-triton.com. request more or less, he said. “Happens all PHOTO/SUZETTE COOK the time.” depending on the needs of the vessel. Typically, If a captain hires a anything other than six months must crew member with their B1, does the be approved by a supervisor.) captain or yacht have any responsibility If a crew member is stamped in for to make sure they entered correctly? something less than requested, it can Again, the officers said, the onus is be amended, as long as no time has on the crew member, not the captain passed. or the yacht. If it is discovered that “On the date of admission, in the the crew member works on a different port of admission, it can be changed,” yacht than the one he/she gained entry Godmere said. “Don’t leave the area.” on, “that could be interpreted as a Deb Radtke, owner of American violation,” Godmere said.

Yacht Agents in Ft. Lauderdale, noted Crew members who overstay their that she has had success with crew visa face several situations, depending coming into Ft. Lauderdale’s airport on the length of the overstay. Once the and stamped in incorrectly by going to visitor overstays a visa, it becomes null the Customs office in Port Everglades, and void, Hershenson said. If it’s been where they understand yacht crew less than 180 days, the person must go situations. to their home country and reapply.

“In my experience, if you get less If it’s more than 180 days but less time, go straight to Eller Drive,” she than a year, the crew member will be said. barred from re-entry for three years. If In other airports, “If you got less the overstay is longer than a year, the time or were entered in the wrong crew member is barred for 10 years. class, request a deferred inspection to “Sometimes the stamp in your make a correction of your admission,” passport isn’t clear,” he said. “You Hershenson said. should always print out your electronic The best way to prevent any issue is I-94 form to verify the expiration date.” to just be nice, everyone agreed.

“The only time we’ve had a problem, Lucy Chabot Reed is editor emeritus of the individual didn’t have the proper The Triton. Comments are welcome at documentation, and nine times out of www.the-triton.com.

News

43

44

From the Bridge Owner-crew interaction a ‘fine line’ between boss and friend BRIDGE from page 1 larger issues these captains have had with crew stem from what one insisted was a lack of respect for the chain of command.

“There is nothing in their training about the chain of command,” one captain said. “While on relief, the chief stew refused an order. ‘I’ve spent three years on the interior. I know what it needs, not you.’ And then she tells me ‘I work for the owner.’

“Well, no she doesn’t, and the owner said so: ‘She works for you’,” this captain said. “She’s gone now.”

Nearly everyone had a story about a crew member stepping over that line, saying things like “You won’t do anything; the owner likes me.”

“I inherited two crew,” another captain said. “A lot of times, it’s those crew who go around you to the owner because they have that relationship already.”

“The owner gets comfortable with a person and the job becomes secondary,” another said.

One captain told the story of an engineer who had been with the owner eight years by the time the captain joined the yacht.

“The guy was horrible, but he’d been there a long time and the owner didn’t want to let him go,” this captain said.

“I just started documenting everything

and sharing it with the owner. And I told the owner, tell me when you’ve had enough. It took a year and a half to bring him around.”

“Once they feel comfortable, they feel entitled,” another captain said of crew who believe they build relationships with the owner. “When the owner is nice to them, the more they expect.”

This problem arises from the innocent actions of the owner being kind to the crew, and of wanting to be comfortable onboard with the people serving them.

“Yeah, but don’t give them your business card,” a captain said.

“Americans are raised with the belief that we are created equal,” another said.

“We’re not. We are all unique, and that means we are not equal.”

“And I’m sorry,” said a third, “but it’s not a democracy on a yacht.”

Several captains noted that they have rules about approaching the owner, and clear guidelines about what crew can say and what they cannot. One goes as far as to give crew the verbiage for responses to typical questions.

“I tell crew that it’s my relationship to manage, not theirs,” one captain said. “We have to maintain professional boundaries.”

But how do you do that when

Attendees of The Triton’s December From the Bridge luncheon were, from left, Mark O’Connell (freelance), Greg Clark of M/Y D’Natalin IV, David Cherington of M/Y Meamina, Brady MacDonald of M/Y Brio, and Bill Hipple of M/Y Lady Kath.

PHOTOLUCY REED owners want to be friendly? If they ask a stew about her background or her hobbies, it’s rude not to answer.

“You have to walk that line,” this captain said. “You answer, but move on.

Don’t allow yourself to grow roots. We follow the scouts; we should be helpful and friendly, courteous and kind.”

“In this case, as much blame goes to the owner,” another captain said. “They want a family onboard.”

It’s not blame so much as a challenge, they agreed. When owners are kind – such as inviting crew to excursions ashore and even to personal events such as Thanksgiving – that leads to a sense of familiarity. While

those activities are welcomed and appreciated by crew who respect that they are employees, they can lead to some inappropriate conversations with young crew who lack respect for the chain of command.

One captain recounted this exchange he had with an owner: Owner: You don’t have plans to fire so-and-so, do you?

Captain: No. Why? Owner: Well, he just asked to borrow $10,000 to buy a house, and I don’t want to loan it to him if he won’t be working here.

The eyes of everyone in the room popped open wide.

“They are wonderful people,” one captain said of owners, “but they are their own worst enemies.”

Another captain recounted how, after the first cruise of the season, the owner peppered crew with compliments about how wonderful they were.

“I’m shrieking in my mind,” this captain said. “You can tell us how much you enjoyed yourself and how nice the boat looks, but don’t tell the crew how wonderful they are after just two days.

I don’t even know how wonderful they are.

“And then the crew start to get complacent,” this captain said. “They [owners] don’t understand how that can backfire.”

“It’s like that famous saying: familiarity breeds contempt,” another captain said.

“It’s a fine line when you live where

From the Bridge you work,” the first added.

Another complaint from captains about crew is their drinking, of course.

But beyond that weakness, one captain pointed out that the resulting behavior reflected back on the yacht, the captain and the owner. Then he told the story of a recent first officer he hired, a solid and competent mariner, a social and nice person.

“He’d put on the game face when the owner’s onboard, but otherwise he would be out of control,” this captain said. “He had no regard for getting kicked out of a bar, getting in a fight.

I’ve never experienced that before from an officer, from someone in a place of responsibility. He was qualified and experienced. He could have had my job in a couple of years when I retire, but he didn’t know how to control his drinking.”

“I don’t think crew these days see themselves as representing the boat,” another captain said. “When they are off duty, they don’t think about the yacht. They don’t take ownership of that responsibility. They don’t think about that stuff.”

“I think that happens because they can get a job on another boat like that,” said the first, snapping his fingers.

“People have lost the desire to be at sea,” a third captain said. “That kind of mariner has been lost. They want the benefits that yachting provides – the travel and the adventure – but they don’t want the work.”

So how does a yacht captain sort through the pool of candidates to make a wise hire?

“Ultimately, it’s the interview, not the CV, that attracts your attention,” a captain said. “I consider it [the CV] a fairy tale until I speak to their previous captain, then I move it into the nonfiction category. Then I interview their references.

“In the interview I want to know, will they look me in the eye, will they be dressed right, will they ask good questions?” this captain said. “You get a feeling in the first 5, 10 minutes that this guy wants to work, or they saw ‘Below Deck’ and they think this will be fun.”

“That’s if you have the luxury of a face-to-face, which we don’t often get,” another said.

The final part of our conversation began a bit grimly.

“I don’t know how we get past this,” one captain said.

“Our industry is getting more widely known, so you get a ton of new people,” another said.

“But we’ve got to produce results, that’s what we get paid to do,” the first

replied.

“I think it’s worth incorporating into one of the modules to teach the chain of command,” a third captain said.

“Whether you’re dealing with them as a police officer on the street or a captain on the bridge, we’re dealing with a severe lack of respect for authority.”

In that chain of command, they agreed, the owner plays a part.

“I had one owner, when a crew member complained to him, he said, ‘you don’t work for me; you work for him’, pointing to me,” one captain said.

“When they short circuit that, they invite a whole set of problems.”

One captain came to the realization

that he just needs to be tougher with new, young crew.

“I’m guilty of giving people too many chances, seeing too much potential,” he said. “So from now on, it’s one warning.

The second strike, you’re out.”

“You have to have a willingness to mercilessly turn people until you have the right people,” another captain agreed.

Did these captains have anything positive to say about the state of the pool of crew today?

“There are plenty of bodies out there,” one captain noted.

“All my deck crew are focused on fitness, and less about drinking,” said

45

another.

“I’ve seen that, too,” said a third. “At 6:30 any morning, you can look out on the docks and see crew heading to some kind of exercise class.”

“The most successful programs,” another said, “will always be about attracting like-minded people.

Lucy Chabot Reed is editor emeritus of The Triton. Comments on this story are welcome at editor@the-triton.com.

Captains who make their living running someone else’s yacht are welcome to join in the conversation. E-mail us for an invitation to our monthly From the Bridge luncheon.

46

News

The-Triton.com December 2015

M/Y Umbra crew delivered water, among other tasks, for people devastated PHOTOS/WWW.FRANKANDPEGGY.COM

by Cyclone Pam in Vanuatu in March.

Yacht owner, aid group team to prepare crew for rescues CRISIS from page 1 This service of training crew for disaster relief is free and sponsored anonymously by Dawson’s employer, an undisclosed fleet ownership group, that has retained Dawson for maritime security training.

In a combined effort with YachtAid Global (YAG), a non-profit organization dedicated to delivering humanitarian, developmental and conservation aid onboard yachts to isolated communities worldwide, Dawson and YAG Founder Mark Drewelow are growing a list of superyachts willing to help out in the case of a natural disaster or future emergencies at sea.

According to Drewelow, who owns C2C, a superyacht agent in San Diego, “We wanted to be corporately responsible. We wanted to make an impact,” he said about why he started YAG. “We figured out that these luxury yachts are essentially a pipeline to move cargo and aid around the world.”

The training program is “still in development,” Drewelow said. “We don’t expect dozens of boats to start calling us, but as soon as somebody makes contact with us, we start a Q and A with them: where are they, how much time do they have, what are the capabilities of the crew, where their interest lies.

“Then we start defining their operation and then the training is essentially customized to what the boat wants to do.”

Drewelow said he has received

expressed interest from six boats in the past two months. “These are all superyachts over 50m in length,” he said, “with crew typically no less than 10.”

Once he is notified by a vessel, Drewelow said he contacts Dawson immediately.

“The key element is we want boats to be ready,” he said. “People have an interest in doing humanitarian work or disaster relief, but why not get this training done that eliminates so many elements of risk? It’s a win-win for everybody.”

According to Drewelow, there may be situations where Dawson’s team can provide certified training, which he said benefits the crew as they navigate their careers.

“One of the things we learned in the last couple of years is that superyacht crew are really well suited to doing disaster relief,” Drewelow said. “It’s a career after you leave yachting. This kind of training on your resume falls straight into that really well.”

The Federal Emergency Management Agency (FEMA) in the U.S. offers free training online to U.S. citizens.

“You actually get a certificate from FEMA that says you’re trained in incident command system and various other things that are fundamental to disaster relief,” Drewelow said. “We’re working on getting approval from FEMA for foreign nationals to get certified.”

Dawson, who has been involved in

News

December 2015 The-Triton.com

maritime security in the superyacht sector since 2005, said not many groups have made disaster training a priority at this level with elaborate drills.

“There are very few groups that have done anything like this,” he said. His training crew is based on the U.S. west coast from Seattle to San Diego and works globally.

“Yachts are really great at being yachts, but when they start delving into these other activities, like disaster relief, these are areas unfamiliar to them and that’s where we hope to be value added,” Dawson said.

His ultimate goal: “To prep yachts to go into disasters and have them better able to handle what they may experience there and protect themselves, their crew, their own health and also to have them, as a consequence, better able to work as a staging platform for our crew.”

The training and practice YAG, DART and FEMA can provide give crew members a new set of skills and could make real emergencies easier to handle.

“We get to integrate with the crews, see what they’re capable of,” Dawson said about how his team can work with crew. “We let them see what we’re capable of, and sort of preset a lot of

those relationships rather than let them develop on the fly.”

“We’re not trying to create an unbelievable scenario. These are things that have actually happened. We let the crew figure out all of the bits and pieces and moving parts so that when the real event occurs, they have experienced all of the stress of the event.”

If Dawson has his way, crew members will not be known as working in the hospitality industry, but as true mariners and floating emergency response personnel.

“I don’t care if a guy is a good deckhand and he can polish a hull or if there’s a good stewardess. When we have guests onboard, what I really need them to be is a great rescue squad,” he said. “As far as we’re concerned, their first job is to be good rescuers. Their second job is to be a good stewardess, deckhand or whatever.”

International Maritime Organization (IMO) states that humanitarian obligations, when it comes to rescue at sea, include objectives ensuring that: Survivors of distress incidents are provided assistance regardless of nationality or status or the circumstances in which they are found.

Ships, which have retrieved persons

in distress at sea, are able to deliver the survivors to a place of safety.

Survivors, regardless of nationality or status, including undocumented migrants, asylum seekers and refugees, and stowaways, are treated, while on board, in the manner prescribed in the relevant IMO instruments and in accordance with relevant international agreements and long-standing humanitarian maritime traditions.

Dawson and his team have proven skills in successfully handling emergencies at sea and were recently recognized during the 2015 Fort Lauderdale International Boat Show for efforts involving the crews of the M/Y Dragonfly and M/Y Umbra.

That effort has officially been acknowledged by the United Nations Office for the Coordination of Humanitarian Affairs (OCHA) as water, food and medical supplies were airlifted to the most devastated islands in the remote islands of Vanuatu in the South Pacific.

Superyachts and yacht crew interested in this rescue training can contact YAG at info@yachtaidglobal.org. Suzette Cook is editor of The Triton, suzette@ the-triton.com.

Five online courses for disaster relief, offered by FEMA: IS-100.B: Introduction to Incident Command System, ICS-100 IS-102.C: Preparing for Federal Disaster Operations: FEMA Response Partners IS-200.B: ICS for Single Resources and Initial Action Incidents IS-201: Forms Used for the Development of the Incident Action Plan IS-700.A: National Incident Management System (NIMS) An Introduction For details, visit training.fema.gov and click on Independent Study at the top, or search for individual course numbers such as IS-100.B

47

48

Crew Health

The-Triton.com December 2015

Quality sleep key to improve health, performance onboard The Yachtie Glow Angela Orecchio

You have finally finished a 12-hour shift. It might be the first of the season or the fifth in a row. You flop into bed, start scrolling on your phone, and then after a while turn out the lights and expect to fall asleep.

Sometimes this works, but sometimes, even when you’re exhausted, the adrenaline and momentum of working all day won’t let your body and mind slow down.

What’s worse is that sometimes during those nights, the quality of sleep is just average. The next day feels like you haven’t slept at all.

Luckily, there are many tricks for getting good, quality sleep that will greatly improve your health and performance on board.

Unwind

Here’s a 30-minute routine to unwind physically and mentally at the end of a hard day.

1. Have a shower and use a calming body wash such as Dr. Bronner’s Lavender Body Wash.

2. Dim the lights and listen to soft, soothing music.

3. Do some light yoga stretching for about 10 minutes. Focus on breathing, and do poses that calm, not invigorate.

4. Soak your feet in a bucket of warm water, epsom salt and lavender oil. Sip on a cup of herbal tea.

5. Use a foot roller for a few minutes to work out any tension, and then massage your feet with a nice lotion. If you have stressed or sore parts on your body, focus on acupressure points on your feet.

6. Put on moisturizing socks, lie on the floor and put your feet up the wall for five minutes. Wrap yourself in a soothing lavender body wrap.

7. Make sure the room is cool, dark and quiet. Try noise canceling ear phones, earplugs, and an eye mask, if necessary.

Quality eye masks will soothe eyes, relieve headaches, reduce puffiness, and leave your face feeling refreshed for the next day.

Short routine

If you have to get to bed straight

away, here’s a 10-minute routine.

1. Have a hot shower and use a calming body wash such as Dr. Bronner’s Lavender Body Wash.

2. Dim the lights and put on some soft, soothing music.

3. Do two or three standing or sitting stretches such as forward bends.

Breathe deep for a few minutes.

4. Massage your feet, and then put them up the wall.

5. Turn off the lights and close your eyes in a cool, dark, and quiet room.

Quiet the mind

In addition to physical relaxation, take a minute to quiet the mind.

If you have trouble stopping thinking about what you have to do tomorrow, write in a journal for 1 minute.

The key is to set a timer and write everything that comes to mind for one minute without stopping and analyzing what you’ve written. This type of free flow releases anything in your mind and lets you drift off to sleep without worries.

In addition to that, make sure you have a more formal list ready before going to sleep so that you won’t be thinking about it while trying to sleep.

Tips and secrets

Studies have shown that the shortwave blue light from a computer and smartphones keeps our brain active and prohibits it from producing the melatonin needed for sleep.

If you have trouble winding down, stay off digital devices before bed. Even e-readers can have the same effect, so turn down the backlight and just use a lamp to read and to help with melatonin release.

Additional supplements that help with sleep include teas such as camomile, valerian root and rooibos teas; essential oils such as lavender and sandalwood; and supplements such as valerian root, melatonin and magnesium. (Use caution with supplements as some people can be sensitive or allergic to them.)

Angela Orecchio is a chief stew and certified health coach. This column was edited from her blog, Savvy Stewardess, The Smart Girl’s Guide to Yachting. Contact her through www. savvystewardess.com.

Triton Networking

December 2015 The-Triton.com

49

Join The Triton at West Marine for holiday hunt, new connections Join the annual search for nutcrackers during Triton networking on the first Wednesday in December at West Marine’s largest store.

Captains, crew and industry professionals are invited to casual networking on Dec. 2 from 6-8 p.m. at the Californiabased company’s Rickers flagship store in Ft. Lauderdale at the southwest corner of South Andrews Avenue and State Road 84.

Until then, learn more from Jon Rickers, sales manager of South Florida West Marine Megayacht Supply.

Q. Tell us about the Ft. Lauderdale West Marine.

Ft. Lauderdale is the largest of our 280 stores across the U.S. and Puerto Rico. At 50,000 square feet, we have an extensive selection of products. In addition to our strong core selection, we have a fishing department that

rigs lines and tackle, a full-service rigging department for everything from dock lines to lifelines, and a generous electronics department.

We’ve also expanded our apparel, footwear and accessories department to over 18,000 square feet. We stock over 35,000 different products on site and keep 50,000 more in our South Carolina depot, which delivers overnight Monday through Friday.

The store also houses our Port Supply hub that services our wholesale and Mega Yacht Supply accounts.

Q. What is West Marine Mega Yacht Supply?

West Marine Mega Yacht Supply is an account designed for professional yacht captains and crew operating under the wholesale Port Supply (PS) division of West Marine. Mega Yacht Supply customers receive a great discount at all of our 280 stores across the country and online at www. portsupply.com. We also offer free delivery when docked near one of our 28 PS hubs across the country.

Captains can sign-up by filling out an application and providing a copy of

both their captain’s license and vessel registration (vessels over 60 feet).

Q. What is your background?

Growing up on the mouth of the Chesapeake Bay in Norfolk, Va., I’ve always spent time on the water. My father was an avid waterman, teaching me about fishing and surfing from an early age.

After graduating college with a finance degree in 2009, I started in banking and was instantly bored. I moved on to supervise the marina at Ocean Marine Yacht Center in Portsmouth, Va., where I learned about yachting and the prospect of saving money while traveling and surfing.

Winter came, the marina slowed, and I jumped on an 89-foot schooner that was headed for St. Thomas, USVI. I dayworked and freelanced and found a full-time position on the 160-foot M/Y Match Point in 2011. I have worked on the classic 89-foot Hatteras M/Y Esprit D’IV and on the refit of the 145-foot M/Y Island Heiress.

After a year of yard life, I was offered the job with West Marine. It yields a great opportunity to meet people’s

needs and continue to network in an industry that I’m fascinated with.

Q. Tell us about West Advisor articles.

West Marine is comprised of many experienced boaters, and these salts love to share their experiences with us. We provide more than 200 articles and videos on westmarine.com to help boaters troubleshoot a variety of issues. There is a wealth of material designed for the recreational boater but still pertinent to yacht crew including watersports, safety, fishing, navigation, engine systems, anchoring, electronics and more.

West Marine has hosted our December networking event for the past several years. In keeping with the holiday tradition, about a dozen nutcrackers will be hidden around the store. Find one and get entered into a drawing for fun West Marine prizes including a GoPro, tool set and spotlight. West Marine is located at 2401 S. Andrews Ave. in Ft. Lauderdale (33316). Contact the store at +1 954-400-5323 and online at www.westmarine.com.

50

Events

The-Triton.com December 2015

Upcoming Events EVENT OF THE MONTH Dec. 4-10 54th 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

Dec. 1-2 Living Shorelines: Sound Science, Innovative Approaches, Connected Community, Hartford, Conn. www.estuaries.org

Dec. 1-3 International Workboat Show, New Orleans. www.workboatshow.com

Dec. 2 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) with West Marine, Ft. Lauderdale. Join us for casual networking, no RSVP required.

See page 49 for more details.

Dec. 3 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day.

Active captains only. RSVP to Editor Emeritus Lucy Reed at lucy@the-triton. com or 954-525-0029. Space is limited.

Dec. 3-6 14th annual Art Basel Miami Beach. www.artbasel.com

Dec. 3-6 38th annual St. Petersburg

Power and Sailboat Show, St. Petersburg, Fla. ShowManagement.com

classes for crew. This year’s sessions include: Crew Safety, Awareness and Conflict Resolution Training, Crew Turnover, Alarm, Monitoring and Control Systems (AMCS) of tomorrow, On-trend Dining, Splicing 101 and First Response. www.acrew.com

Dec. 12 Seminole Hard Rock

France. www.salonnautiqueparis.com

Winterfest Boat Parade, Ft. Lauderdale.

This year’s theme is Fairy Tales Afloat.

Billed as 12 miles of the “Greatest Show on H20.” winterfestparade.com

Dec. 9-10 ACREW professional

Dec. 15 Marine Industry Holiday Party

Dec. 5-13 Salon Nautique de Paris,

development seminars, IMS Shipyard, France. ACREW and Warsash Superyacht Academy host master

at Stranahan House, Ft. Lauderdale.

MICF, USSA, MIASF, FYBA and YPY host the annual industry party including toy collection for Children’s Diagnostic and Treatment Center and an ugly sweater contest, 5:30-8:30 p.m. www.marineindustrycares.org

Dec. 16 No Triton networking due to seasonal holidays.

Dec. 18 PYA Christmas Ball, Carlton InterContinental Hotel, Cannes.

Professional Yachting Association members’ party. www.pya.org

Jan. 6 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) with ICT and Yacht Chandlers, Ft. Lauderdale.

MAKING PLANS Feb. 11-16 28th annual Yacht Show Miami Beach (formerly the Yacht and Brokerage Show) The megayacht part of Miami’s boat shows, not to be confused with the Miami International Boat Show, showcases hundreds of millions of dollars worth of yachts in-water along a one-mile stretch of the Indian Creek Waterway. Free, www.showmanagement.com.

Running concurrently is the Miami International Boat Show, scheduled to take place at Miami Marine Stadium. Strictly Sail will be at Miamarina at Bayside. Free water taxis and shuttle buses from Miami and Miami Beach, www. miamiboatshow.com.

Boats / Brokers

December 2015 The-Triton.com

51

Boats / Brokers Recently sold

M/Y Golden Compass, a 150-foot (45.7m) Picchiotti, by Philip Bell of Northrop & Johnson M/Y Galatea, a 131-foot (40m) Heesen launched in 2014, by Camper & Nicholsons.

M/Y Sirenuse, the 126-foot (38.4m) Feadship built in 1978, by selling brokers Chris Chumley and Gregg Child of Northrop & Johnson M/Y Sea Bear, a 126-foot (38m) Christensen built in 1992, listed at just under $4 million, sold by Tom Allen of Fraser Yachts in Seattle.

M/Y BB3, a 123-foot (37.5m) Palmer Johnson, by selling broker Wes Sanford of Northrop & Johnson.

M/Y Ophelia, a 120-foot (36.5m) yacht built by NQEA in 2005, listed for $11.5 million AUS with Peter Redford and Eugenio Cannarsa of Fraser Yachts in Australia.

S/Y Azzura, a 96-foot (29m) Jongert launched in 1998, by brokers Ann Avery and Hank Halsted of Northrop & Johnson.

M/Y On a Roll, an 84-foot (25.6m) Hargrave built in 2009 and listed for $3.3 million with Scott French of Fraser Yachts in Seattle.

M/Y Wine Down, an 80-foot (24m) Ocean Alexander built in 2010, listed for $2.75 million and sold by James Nason of Fraser Yachts in San Diego.

New listings

M/Y Vicky, a 238-foot (72.6m) Proteksan-Turquoise built in 2012, listed for 62.5 million euros with Stuart Larsen of Fraser Yachts in Ft. Lauderdale.

M/Y La Sultana, a 214-foot (65.4m) passenger vessel built in 1962 and refit into a yacht, listed with Camper & Nicholsons.

M/Y Apogee, a 205-foot Codecasa launched in 2003, listed with Merle Wood & Associates.

A 183-foot (56m) Benetti launched in 2007 and listed for 25 million euros with Dennis Frederiksen of Fraser Yachts in Monaco.

M/Y La Pellegrina, a 164-foot (50m) Couach built in 2012, listed for 21.9 million euros with Merle Wood & Associates.

M/Y Papi du Papi, a 164-foot (50m) yacht built by ISA, listed with Camper & Nicholsons and Marcello Maggi.

M/Y Four Wishes, a 144-foot (44m) Palmer Johnson launched in 2004, listed for $15.9 million with Thom Conboy of Ocean Independence.

M/Y Lighea, a 140-foot (43m) yacht

built by Maiora in 2005, listed with Camper & Nicholsons.

M/Y Maverick, a 137-foot (42m) Trinity launched in 1988, listed for $6.8 million with Julian Chang of Fraser Yachts in Singapore.

M/Y Steffo, a 130-foot (40m) Westport launched in 2008, listed for $12.9 million with Thom Conboy of Ocean Independence.

S/Y Damahwil, a 121-foot (37m) sloop built by Dubois Yachts in 2010, listed with Camper & Nicholsons.

M/Y Dream Weaver, a 121-foot (37m) Christensen launched in 2013, listed for just under $15 million with Brian Commette of Northrop & Johnson.

M/Y Watercolours, a 115-foot (35m)

Trinity built in 1991, listed for $2.7 million with broker Sanaa Vohra of Northrop & Johnson.

M/Y Bachata Queen, a 113-foot (34.7m) Codecasa built in 1992, listed for 3.3 million euros with Dennis Frederiksen of Fraser in Monaco.

M/Y First Home, a 91-foot (28m) Cheoy Lee built in 1988, listed for $1.85 million with Micahel Selter of Fraser Yachts in Ft. Lauderdale.

M/Y Vintage, a 90-foot (27.5m) Ferretti built in 2001, listed for just under 2 million euros with Thorsten Giesbert of Fraser Yachts in Palma.

M/Y Rogue, a 90-foot (27.5m) Ocean Voyager launched in 2004, listed for $3.85 million with Tom Allen of Fraser Yachts in Seattle.

M/Y Gecko, an 82-foot (25m) Sunseeker Predator launched in 1997, listed for 750,000 pounds with BGYB. M/Y Grand Cru, an 80-foot (24m) Jongert motor yacht, listed for just under $2 million with Jonathan Chapman of Northrop & Johnson.

M/Y Press Buy, an 80-foot (24m) Pershing launched in 2012, listed for $3.5 million with Mathias Chouraki of Northrop & Johnson.

M/Y Nimbus, a 70-foot (21m) Merritt launched in 1994, listed for $2.5 million with Josh Gulbranson of Fraser Yachts in Ft. Lauderdale.

News in the charter fleet

M/Y Gravitas, 171-foot (52m) Feadship built in 1995 (ex-Battered

52

Boats / Brokers

The-Triton.com December 2015

Boats / Brokers Bull), listed with Northrop & Johnson.

M/Y Lady M II, a 164-foot (50m) Hakvoort built in 1994, available in the Caribbean this winter, now listed with Merle Wood & Associates.

M/Y Zoom Zoom Zoom, the 161foot (49m) Trinity launched in 2005, available in the Bahamas, Caribbean and New England, now listed with Northrop & Johnson.

M/Y De Lisle III, a 138-foot (42m) yacht delivered by Gulf Craft in 2008, available in Australia and the South Pacific now through Camper &

Nicholsons.

M/Y Sunshine, a 124-foot (38m) Lloydship built in 1986, available in the Bahamas winter and summer, now listed with Susan Harris of Fraser Yachts in Ft. Lauderdale.

M/Y Where’s Waldo, a 100-foot (30.5m) Ocean Alexander launched in 2015, available in the Caribbean in winter and New England in summer, now listed with Susan Harris of Fraser Yachts in Ft. Lauderdale.

M/Y Kampai, a 92-foot (28m) Mangusta launched in 2005, available

in the Bahamas this winter and Bahamas/New England in summer, now listed with Patricia Codere of Fraser Yachts in Ft. Lauderdale.

New launches

Project Necto, now known as M/Y Amore Mio, launched by Dutch builder Heesen. The 45m yacht has an aluminium hull and tops out at 30 knots. Amore Mio also has a manoverboard reaction system, developed by her build captain. In case of man overboard, multiple buttons have been

placed around the vessel that, when pressed, will instantly open concealed hatches dropping high-visibility inflatable life rings in the water to both mark the position of the MOB and also serve as a flotation aid.

The yacht is expected to be delivered in late January, and will carry 10 guests in five staterooms,

People on the move

Jochen Brill has joined brokerage firm Northrop & Johnson as a sales broker in its Palma office.

After graduating from university with degrees in economics and management, he tried his hand at banking in Barcelona. Jochen then joined the yachting industry as an export manager at Belliure. He has worked for Michael Schmidt brokerage, Newton/Merrill Stevens and Dahm International, where he was the brokerage director.

Katie Macpherson has joined Camper & Nicholsons as part of the charter brokerage team in Palm Beach.

Macpherson was director of first impressions for a yachting company and eventually executive assistant to the president. She then moved to an international company and became one of the top-booking retail charter yacht brokers in the industry.

She is an active member of the Mediterranean Yacht Brokers Association (MYBA), American Yacht Charter Association (AYCA), the Charter Yacht Brokers Association (CYBA), and Florida Yacht Brokers Association (FYBA).

North Palm Beach, Fla.-based Technomarine Yachts has added two brokers: Craig Williams, who spent 20 years as founder, co-owner and vice president of operations at Lazarra Yachts in Tampa, and Ricardo Ruelos, who served as CEO of Westship World Yachts, a manufacturer of yachts 110140 feet.

Both will be based in Technomarine’s new office in Bradenton on Florida’s southwest coast.

Brokerage news

Luke Brown Yachts has been appointed the East Coast marketing and sales representative for Offshore Yachts, ranging in size from 54 to 92 feet. Steve Deane, the Offshore Yachts brand manager at Luke Brown Yachts, will work with John Olson, president of Offshore West, to navigate the build process, from sales, construction and commissioning to final delivery.

54

Business cards

Search hundreds of companies in the Triton Directory.

Find the Directory online at www.The-Triton.com.

Business cards

55

56

Business cards

Search hundreds of companies in the Triton Directory.

Find the Directory online at www.The-Triton.com.

Business cards

57

DISPLAY ADVERTISERS Company

Advanced Mechanical Enterprises Alexseal Yacht Coatings All Points Boats American Yacht Agents Amerijet Anchor Marine Antibes Yachtwear ARW Maritime Beer’s Group Bellingham Marine (Marina Di Loano) BlueStar Marine Bradford Marine Broward Shipyard Brownie’s Yacht Diver Business card advertisers C&N Yacht Refinishing Cable Marine Carpe Diem Chiropractic Clean-Exhaust Culinary Convenience Cuni 9010

Page

31 17 30 36 38 39 16 51 42 6 39 5, 52 38 23 54-57 18 59 16 48 50 43

Company

Denison Yacht Sales DYT Yacht Transport Freestyle Slides Galley Hood GeoBlue Insurance Global Yacht Fuel Gran Peninsula Yacht Center High Seas Yacht Services High Seas Hydraulics International Crew Training ISS GMT Global Marine Travel Lauderdale Diver Lauderdale Marine Center Lauderdale Propeller Lifeline Inflatables Longbow Marine Marina Bay Marina Resort Marina Mile Yachting Center Marine Leadership Group Maritime Marine Maritron

Page

53 29, 40 13 22 34 26 40 30 31 14 25 47 30-31 51 22 47 48 43 21 44 21

Company

Matthew’s Marine A/C MPT Maritime Professional Training National Marine Suppliers Neptune Group Northern Lights Offshore Marine Inspections Palladium Technologies Perry & Neblett ProStock Marine Quiksigns Renaissance Marina River Supply River Services Rossmare International Bunkering Royale Palm Yacht Basin RPM Diesel Sailorman Scope Maritime Solutions Seafarer Marine Sea School Smart Move Accomodations Smokey News

Page

47 60 12 37 10 42 35 45 11 46 50 27 46 10 30, 43 19 9 3 37 41 41

Company

Page

Southern Cross Boat Works Staniel Cay Yacht Club TESS Electrical The International Seakeepers Society The Venetian Marketplace The UPS Store TowBoatU.S Trac Ecological Green Products Tradewinds Radio Universal Marine Center Ward’s Marine Electric Watermakers, Inc. Watermakers Air Waterway Guide West Marine Westrec Marinas Yacht Chandlers Yacht Entertainment Systems Yachty Rentals Zeno Mattress Zodiac of Fort Lauderdale

31 2 22 42 36 58 39 27 58 24 15 2 2 49 21 20 8, 28 46 7 36 26

58

Triton Spotter

The-Triton.com December 2015

Ft. Lauderdale

The Triton staff was on the docks every day at the Fort Lauderdale International Boat Show reporting news and capturing crew at work.

Chief Stew Mia Nordangard and Bosun Jared Woodin of the 140-foot Benetti M/Y Cheers 46, above, were spotted with their Triton Today. The couple got engaged just before the show during a holiday in Mexico. And a crew member alerted Chief Stew Bethany O’Hara of M/Y Areti, below, that she was on the cover with her interior crew and their entry into the Table Top competition. Crew looked for their photos each day. For more on the show see pages 26-29.

How do you read The Triton? Show us by sending your best Triton Spotter to editorial@the-triton.com.