Triton February 2018 Vol. 14, No. 11 by Triton News Network

/tritonnews | www.The-Triton.com | February 2018

Owners, reps balance refit relationship

News Yachtsicle on the hard

By Dorie Cox A yacht refit often begins as the owner’s dream and then grows to a plan that is defined by many factors, including what the yacht needs, what the shipyard can accomplish and the allotted time for the project. Balancing this delicate and complex equation falls to the yacht owner’s representative. To learn more about the owner and rep relationship, The Triton hosted a panel discussion with a yacht owner and three owner’s representatives as the opening event for the Refit International Exhibition and Conference in Fort Lauderdale in January. More than 100 attendees filled the room. Moderator Triton publisher Lucy Chabot Reed asked what yacht owners

See OWNER, Page 36

Captain details the rare winterization of a yacht in New England.

Interior Atypical but deadly Heart attack symptoms for women often ignored.

CLEAR THE PATH The crew of M/Y Enigma XK face new challenges daily while on charter in the polar south. Details on Page 3, plus the science and weather of navigation in increasingly popular frozen latitudes, Page 28.

Where in the World Refit show sees growth

Emails vital, anchor yacht’s yard success From the Bridge Dorie Cox

It takes a lot of hands to complete a yacht refit, from owners, captains, crew and shipyard staff to vendors and technicians. The key to a smooth operation is the communication between them.

Captains, or project managers, can be in touch with everyone involved on any given minute of the day, but handling this hyper-contact efficiently is not simple. To share best practices, The Triton invited 10 yacht captains, each with loads of refit experience, to speak at the third annual refit-focused roundtable discussion at the Refit International Exhibition and Conference in Fort Lauder-

dale in January. Although there are many ways to connect, emails are the root, as integral to the morning as a cup of coffee. “I start the day by checking emails, then I’ll break away from being on the computer,” a captain said. “But this iPhone I can carry with me.” Smartphones have changed the way projects run by leaps and bounds, this captain said. “I can pretty much constantly be in communication with anybody, which wasn’t always the case. I’ve been in this since before GPS was invented,” he said. “First thing in morning, I get those

See BRIDGE, Page 38

Seminars, exhibits educate on yacht trends.

Obituary Captain dies at 30 Friends, colleagues remember Hickey, a former engineer who fullfilled his dream to master a yacht. 7

Events Triton networking Yachting calendar

41-42 43

Contents

February 2018 The-Triton.com

FROM THE COVER

COLUMNISTS

36 38

Career

Refit From the Bridge

NEWS 4 7 12 14 29 34 34

Industry Updates Obituary French tax Winterize Boats / Brokers Marinas / Shipyards Business

15 16 17 18

Interior Crew Coach Taking the Helm Owner’s View On Course

19 20 21 24

26 Returning crew found hurricane damage heartbreaking, but the natural beauty and courage of the Caribbean soon lifted their spirits.

Crew Compass

25 28 31

Rules of the Road Sea Science Diesel Digest

Crew Health 32 33 34

Sea Sick The Yachtie Glow Take It In

Refit Exhibition and Conference 22

Events 9 41 43

Stew Cues Crew’s Mess Top Shelf Culinary Waves

Operations

Networking photos Triton Networking Calendar

Where in the World 46

Triton Spotter

Write to Be Heard 45 45

Letters to the Editor Crew Eye

Advertisers 47 51

Business Cards Advertisers Directory

COVER PHOTOS IT’S NOT ALL PALM TREES AND WATER SLIDES M/Y Enigma XK crew launch a tender while on charter in Antarctica. When they are not ferrying guests for close encounters with whales and glacier hikes among the penguins, crew use the tenders to push stray icebergs out of the boat’s drift area at anchor. The 234-foot (71m) Enigma XK was originally launched in 1987 as a fishery patrol vessel and refitted in 2013 as an expedition yacht. PHOTOS/CAPT. GRANT MAUGHAN

Contributors

Publisher / Advertising Sales Lucy Chabot Reed, lucy@the-triton.com Production Manager Patty Weinert, patty@the-triton.com Editor Dorie Cox, dorie@the-triton.com Associate Editor Susan Jobe, susan@the-triton.com

Carol Bareuther, Emma Batchelder, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Peter Herm, Chef Mary Beth Lawton Johnson, Alene Keenan, Capt. Kent Kohlberger, Capt. Rupert Lean, Lauren Loudon, Capt. Grant Maughan, Clive McCartney, Chef Tim McDonald, Keith Murray, Chief Stew Angela Orecchio, Jordanna Sheermohamed, Capt. John Wampler, Capt. Jeff Werner

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 Call us at: (954) 525-0029 FAX (954) 525-9676 Online at: www.the-triton.com Vol. 14, No. 11

Interior 4 News Yacht captain faces manslaughter charge

A New Jersey yacht captain has been barred by a Rhode Island judge from operating vessels while awaiting trial in the death of an 81-year-old boater off the coast of Westerly, Rhode Island. At a hearing Dec. 19, U.S. District Court Magistrate Patricia Sullivan ordered Capt. Cooper "Chick" Bacon, 78, to surrender his U.S. Coast Guard 100-ton Merchant Marine license and passport after he pleaded not guilty to a charge of manslaughter. According to news reports, Capt. Bacon’s public defender had argued to no avail that his client should be allowed to continue to work as a captain for hire during pendency of the case, saying that Capt. Bacon had captained boats for more than 50 years without an accident. Capt. Bacon was released on a $50,000 bond. In September 2015, Capt. Bacon was piloting a 60-foot yacht from a Newport boat show to Stamford, Connecticut, when it collided with Walter Krupinski’s 23-foot powerboat in Fisher’s Island Sound. The Stonington, Connecticut, resident was alone on the boat and was killed in the crash. On Dec. 6, a federal grand jury indicted Capt. Bacon on a single manslaughter charge, finding that he failed

Industry Updates to take ordinary precautions, failed to adequately assess the risk of collision and operate at a safe speed, and failed to post a first mate to look out and properly steer clear of Krupinski’s boat. He faces up to 10 years in prison and a fine of up to $250,000, court officials said. A trial date has not yet been set. In March, the Rhode Island Department of Environmental Management found Capt. Bacon guilty of improper navigation, failure to take action to avoid a collision and improper overtaking of another vessel. He faced a $300 fine in that ruling. Krupinski’s widow, Margaret, is suing Capt. Bacon and his mate that day, William Noe, also of New Jersey, for wrongful death, according to news reports.

Captain sentenced after trawler aground

Michael Kinnaird, captain of the 69foot (21m) fishing trawler F/V Algrie, was handed a suspended prison sentence and fined 5,000 British pounds in Plymouth Crown Court in December for running his vessel aground in October on the Mount Batten breakwater in Plymouth, England, according to British news reports. Capt. Kinnaird, 59 and from Newlyn, Cornwall, has been a fisherman for

The-Triton.com February 2018

Boats abound for Miami Yacht Show and Miami boat show Its boats and more boats in Miami during February with two shows that run Feb. 15-19. Most yacht captains and crew are on board at the Miami Yacht Show, a collection of brokerage and new yachts in the Indian Creek Waterway along Collins Avenue in Miami Beach. Walking area has doubled with 5,000 feet of new docks and upgrades are valued at about seven million dollars, according to Andrew Doole, vice president/general manager of Show Management Informa. There will be 14 buses and tenders to take visitors between locations. Larger yachts are on display at more than 40 years, 28 as a skipper. He pleaded guilty in court to offenses under Britain’s Merchant Shipping Act, according to news reports. After the accident, Capt. Kinnaird told MCA enforcement officers that he had navigated the harbor hundreds of times, but on this occasion became confused when he saw lights from anglers who were fishing from the breakwater. The vessel sustained minor dam-

Island Gardens Deep Harbour along the MacArthur Causeway in Miami in a section of the show branded as Super Yacht Miami. M/Y Here Comes the Sun, a 245-foot Amels, is the largest. The other show is the Miami International Boat Show at the Miami Marine Stadium Park and Basin on Virginia Key in Miami. This year will see increased collaboration between the shows with more shuttles between both shows. For more on yachts visit www.miamiyachtshow.com and for Miami International Boat Show visit www.miamiboatshow.com. - Dorie Cox age, none of the five crew on board were injured and there was no reported pollution as a result of the crash. A line was attached to the Algrie and the coast guard kept watch overnight until the vessel floated free on the rising tide. The court heard that Capt. Kinnaird had drunk three pints of beer on an empty stomach before taking the helm that night. He was found to have alcohol in his system when he was breatha-

News

February 2018 The-Triton.com

Industry Updates lyzed almost two hours after the crash, however, he was not over the legal limit, according to The Plymouth Herald.

Nevertheless, the judge said he had no doubt that Capt. Kinnaird’s actions were affected by alcohol and sentenced him to four months in prison, suspended for two years.

Sailor dies during yacht delivery

Anthony "Johnny" Mahoney, 73, a lifelong sailor from Queensland, Australia, died Monday, Dec. 18, after clinging to a dinghy with two crewmates for four days off the coast of the Philippines, Australian news agencies have reported. Mahoney, along with friends Laurie Miller and Lionel Ansselin, ran into rough weather while delivering Ansselin's yacht from Queensland to its new owner in the Philippines, according to news reports. Authorities in the Philippine region of Tandag said the yacht developed a hole and capsized near the southern island of Mindanao, en route to Subic Bay. The men activated an emergency beacon (EPIRB) on Thursday, Dec. 14, then again on Friday, Dec. 15, the Australian Maritime Safety Authority has confirmed. Because of the location of the signals, AMSA alerted authorities in the Philippines, but it was not until Monday morning that a fishing crew located the men in the dinghy, according to news reports. Mahoney's stepdaughter, Shannon Grasso, told news agencies that Mahoney was unconscious by the time rescuers arrived and died of a heart attack while being taken to a Philippines hospital. Miller and Ansselin are reportedly in stable condition at the hospital. The Philippine Coast Guard said it found the wreckage of the Sydney-registered yacht at a beach on the Dinagat islands in Leyte Gulf, hundreds of miles from where the three Australians were picked up. The yacht, S/Y Katerina, a 59-foot (18m) ketch launched in 1984, is one of 12 limited edition Camper & Nicholson 58 yachts built in the UK. Formerly named Wyntje, she was once owned by U.S. news anchor Walter Cronkite.

Billionaire denies owning blocked yacht Yuri Milner does not own the me-

gayacht that was blocked from entering a Molokai harbor by island residents in November, a spokeswoman for the billionaire tech investor told the Associated Press. Hawaii News Now reported that Milner owned the yacht, but his name has since been removed from the story on their website. When asked if Milner was on the 351-foot (107m) Kleven M/Y Ulysses, at the time of the incident, spokeswoman Alice McGillion declined comment, according to the AP. Burgess, the yacht brokerage that Milner’s spokeswoman said handled the sale of the yacht, could not provide any information, the AP has reported. According to The Maui News, Maui Police Lt. Gregg Okamoto said that the private yacht was stopped offshore and the owners had been planning to tour the island, but about a dozen Molokai residents protested from the wharf and the owners decided to move on. Neither police nor the state confirmed the yacht belonged to Milner, but residents who spoke with a representative from the boat at the wharf said Milner was the owner, The Maui News reported.

New NOAA satellite is ‘game changer’

The GOES-16 satellite, launched in November 2016, is now at GOES-East position and, as of Dec. 18, has officially joined the U.S. National Oceanic and Atmospheric Administration’s observational network, providing forecasters with sharper, more defined images of severe storms. hurricanes, wildfires and other weather hazards in real-time 24/7. “GOES-16 has proven to be one of the most important tools we’ve ever developed for our weather and hazard forecasts,” stated retired Navy Rear Adm. Timothy Gallaudet, acting NOAA administrator. From 22,300 miles above Earth, the satellite covers all of the continental U.S., Mexico and most of Canada, according to the agency. Its high resolution – four times higher than previous NOAA satellites – and views of Earth taken every 30 seconds allows forecasters to monitor how and when storms develop, to detect and monitor wildfires, and to issue timely advisories to aviation authorities on turbulence and other weather conditions that affect aircraft and passenger safety. Even in its testing phase, the new satellite provided critical data during this year’s active hurricane

See INDUSTRY Page 10

February 2018 The-Triton.com

News

Capt. Alex Hickey, former yacht engineer, dies at 30 Former yacht engineer Alexander Michael Hickey, who had recently seen his dream to captain a yacht come true, died Nov. 26 after being found unresponsive by his mother in her Fort Lauderdale home. The cause of death is unknown, pending autopsy results. He was 30. Capt. Hickey joined yachting after following his sister, Adriana Sandy, to Fort Lauderdale from his hometown of Tucson, Arizona, about nine years ago. She Hickey worked as a deck stew, most recently with her husband Capt. Gareth Sandy, until they started a family. According to his CV, Capt. Hickey’s objective was: “To continue developing my skills as a mate/engineer to become captain.” Family, friends and colleagues said he was advancing quickly in his career and had recently passed his MEOL (marine engineering operator license) at Maritime Professional Training in Fort Lauderdale. Although Capt. Hickey was an inexperienced mate/engineer at the time, Capt. Tim Maggee hired him to work on the 98-foot Burger M/Y Lady Pat. “Alex was green, but he was outgoing, friendly and wanted to learn,” Capt. Maggee said. “We would pick things apart, piece by piece,” Capt. Maggee said. “He wasn’t afraid to tackle anything.” Capt. Maggee recalled when Capt. Hickey first learned to dive, and said that from the day he tried it, he did all of the underwater work on the yacht. The first time he was in the water was in New York after he accidentally dropped a deck plate. “It was dirty, black, filthy water, and he looked for an hour,” Capt. Maggee said. “I couldn’t believe it.” One of Hickey’s early jobs was on the Fort Lauderdale Jungle Queen riverboat in 2010. Then, he did daywork on M/Y Godspeed, a 130-foot Westport, and M/Y Cakewalk, a 281-foot Derecktor. Deckhand Liz Fischer said she and Hickey became close this year when he joined the 124-foot Delta M/Y Beija-flor as an engineer. “He was more like a brother,” Fischer said. “We were a team – 124 feet was a

lot for the two of us. I was lucky to have him.” She described Hickey as good at his job, and both humorous and serious. “He was sarcastic and very funny,” she said. “He was never afraid to say anything. He was like a grumpy old man. But for world topics, he didn’t say a negative thing.” C.J. Merolle, an ocean rescue paramedic, said his good friend had a natural ability. “He could take apart cars, motorcycles, anything, and put it back together,” Merolle said. “He had a love for life in general, a dedication to yachting, and had achieved his goal of becoming a captain. He had a big-time sense of humor, good with banter, and was quick-witted.” Capt. Hickey loved to travel, an interest that may have begun with family cruises out of Florida each year and trips with his ice hockey team, said his mother, Shari Hickey, RN special adviser with Vikand solutions. “I think he would want to be remembered as a pirate and a yachtie,” she said. “It's a family, and he felt loved by that family.” Hickey most recently outfitted a new yacht, the 66-foot Azimut M/Y Deep Bleu, for an owner who planned to keep Capt. Hickey on board when he bought a larger yacht, said Rick Buell, superintendent at Fraser. “It was his debut captain’s job, and the owner was excited about having Alex to maintain and run it,” Buell said. “I got to know him for business and as a friend. We had good things planned for him.” “He was pretty much one-stop. He was organized, methodical, someone you would want to maintain your boat,” Buell said. “He was outgoing and had a bright future.” His mentor, Capt. Maggee, said Capt. Hickey had done an impressive job on preparing Deep Bleu for trips to the Bahamas. “Realistically, he could have been captain of 100-foot yacht in a couple of years, he was on a fast track,” Capt. Maggee said. “He was always looking to advance. From Tucson to a captain, that’s pretty good. Alex was a real success story.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

February 2018 The-Triton.com

Triton Networking

brisk south Florida evening was the perfect setting for outdoor Triton networking with Culinary Convenience on the third Wednesday of January in Fort Lauderdale. Several food trucks dished their treats and a local brewery shared beverages for captains, crew and industry professionals to start the new year with connections. By Dorie Cox and Lucy Reed

Interior 10 News Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Jan.15. Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 599/641 Savannah, Ga. 585/NA Newport, R.I. 583/NA Caribbean St. Thomas, USVI 992/NA St. Maarten 780/NA Antigua 740/NA Valparaiso 649/NA North Atlantic Bermuda (Ireland Island) 590/NA Cape Verde 545/NA Azores 618/1,326 Canary Islands NA/1,100 Mediterranean Gibraltar 576/NA Barcelona, Spain NA/1,460 Palma de Mallorca, Spain NA/1,860 Antibes, France 618/1,580 San Remo, Italy 720/1,800 Naples, Italy 758/1,796 Venice, Italy 812/2,194 Corfu, Greece 692/1,568 Piraeus, Greece 656/1,532 Istanbul, Turkey 784/NA Malta 656/1,376 Tunis, Tunisia 522/NA Bizerte, Tunisia 525/NA Oceania Auckland, New Zealand 692/NA Sydney, Australia 581/NA Fiji 680/NA

One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Jan.15, 2017 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 502/537 Savannah, Ga. 649/NA Newport, R.I. 717/NA Caribbean St. Thomas, USVI 760/NA St. Maarten 700/NA Antigua 697/NA Valparaiso 570/NA North Atlantic Bermuda (Ireland Island) 595/NA Cape Verde 466/NA Azores 574/1,175 Canary Islands 750/755 Mediterranean Gibraltar 510/NA Barcelona, Spain 494/1,104 Palma de Mallorca, Spain NA/1,309 Antibes, France 487/1,329 San Remo, Italy 596/1,480 Naples, Italy 540/1,459 Venice, Italy 691/1,886 Corfu, Greece 542/1,340 Piraeus, Greece 499/1,282 Istanbul, Turkey 641/NA Malta 765/1,245 Tunis, Tunisia 434/NA Bizerte, Tunisia 438/NA Oceania Auckland, New Zealand 505/NA Sydney, Australia 513/NA Fiji 530/543

*When available according to local customs.

Industry Updates INDUSTRY, from Page 5 season, as well as informing emergency response to wildfires in California, Kansas, Oklahoma and Texas, according to agency officials. GOES-16 is the first in a series of next-generation geostationary satellites in NOAA’s Weather-Ready Nation initiative. The next new NOAA satellite, GOES-S, is scheduled to launch March 1, followed by GOES-T in 2020 and GOES-U in 2024.

Feedback invited in remapping

A month-long project to remap South Florida waterways affected by Hurricane Irma kicks off Jan. 19, led by Navionics, a Garmin Ltd. company that develops and manufactures electronic navigation charts. The project will focus on changes in shorelines and bottom contours, as well as marine resources, after the hurricane passed through the area in September. Boaters in the area are asked to participate in the effort by recording and uploading their sonar logs, and reporting the location of marine debris. Navionics accepts sonar data from all major plotter/sonar brands. Boaters can record sonar logs on their plotter, then send them to Navionics via Wi-Fi or upload the logs from the plotter card using a computer. Participants are also encouraged to mark debris areas using the Community Edits tool of the Navionics Boating app, allowing mariners to be aware of potential hazards. Navionics will share the debris locations with the National Oceanic and Atmospheric Administration, which will then coordinate to have it physically removed. Navionics Nautical Chart will be updated to include coastline corrections,

notices to mariners, and the integration of future NOAA Chart editions when issued. The new content will be available as daily updates, easy to download for plotter and mobile, and directly visible on the Navionics website. Participants who send in sonar logs of the affected area by Feb. 20 will receive one year of daily updates for their plotter card (a $99 value), which includes access to all local chart updates resulting from this project. They will also be entered into a drawing for a variety of boating-related giveaways donated by event partners. Complete event information, sonar logging and uploading instructions, and official rules are available on the Navionics website at www.navionics.com/ RemapSouthFlorida. Navionics, based in Viareggio, Italy, is a Garmin Ltd. company with U.S. headquarters in Wareham, Massachusetts, as well as offices in the U.K., India and Australia.

Tory MPs call for lottery for royal yacht

Fifty conservative members of the British parliament have written a letter to Prime Minister Theresa May’s cabinet urging them to launch a lottery game to pay for a new royal yacht, estimated at 120 million pounds. Tory MPs who signed the letter said a lottery would allow the public to feel “the pride of having a stake” in the boat, and that with the country leaving the European Union, “there has never been a better time to consider how Britain projects herself on the world stage,” according to news reports. The old royal yacht was decommissioned by the Labour party in 1997 when then-Prime Minister Tony Blair decided repair costs were too high. The

The-Triton.com February 2018

HMY Britannia had been used by the Queen and royal family on official visits for 40 years, traveling more than a million miles at sea.

NMMA testifies against aluminum tax

The National Marine Manufacturers Association testified against a proposed 60 percent import duty on Chinese aluminum at a U.S. International Trade Commission hearing in December. John McKnight, NMMA vice president of government affairs, stressed the importance of aluminum for the boating industry, especially with post-recession production finally on the rise. McKnight said there is not enough supply of common alloy aluminum sheeting to meet demand, with only two mills in the U.S. that are able to produce the sheets at the 72-inch-or-wider width needed by boat manufacturers. U.S. aluminum producers have backed the proposed tax, saying the prices at which China has been selling aluminum in the U.S. have undercut domestic prices, negatively affecting the U.S. aluminum industry. For more information and a link to the transcript of the hearing, visit www. nmma.org.

Fiberglass pioneer Pearson dead at 84

Everett Pearson, co-founder of Pearson Yachts and a pioneer in fiberglass boat production, died Dec. 24 at the age of 84. Pearson Yachts was the first company to mass produce fiberglass boats, earning Pearson the title “grandfather of fiberglass production,” Trade Only Today has reported. It was the widespread adoption of fiberglass as pioneered by Pearson that made recreational boating affordable.

Interior 12 News

The-Triton.com February 2018

French social security decree impacts yachting community By Emma Batchelder Members of the yachting community have gained some clarification on French social security tax responsibilities. Although the decree was suspended, it is possible that crew members may still be liable to pay taxes for now, particularly crew members who reside and work in France. Crew may wish to seek legal advice for their specific scenario. Seafarers and nonresident employers of seafarers who spend more than 90

consecutive days in France or French waters are required to make contributions to ENIM, the French mariners’ social security agency, since the passing of a decree in March 2017. This has had a major impact on tourism and the yachting industries, but relief seems imminent with the laws potentially being overturned in early 2018. As of Sept. 13, the decree was suspended by the prime minister of France following reports of drastic 40-50 percent drops in revenue during tourist season.

Paying taxes is enough to give anyone a headache, let alone yacht crew, who have likely joined the world of yachting from a foreign country. Earning a salary in one currency, while living and traveling the world, and acquiring global investments along the way – it’s likely that heads are spinning. For many of these yacht crew, a lot of time is spent in the south of France, namely Antibes, the yachting hub of the Mediterranean. On March 11, 2017, at a meeting in France, a decree was added and

published in the Official Journal of the French Republic. Decree No. 2017-307 sets out obligations for both yacht owners and yacht crew in respect of MLC 2006. Affected seafarers who spend a 90-day-plus rolling period in France or French waters should be paying social security taxes. Leaving France or French water would resent the count. Foreign employers were directed to an ENIM agent registered and based in France. The agent acts on the behalf of the employer and obtains all necessary information regarding the crew list: their positions, salary and the cruising itinerary. ENIM receives this information and calculate everyone’s fee. It is likely that the employer will be asked to pay a security deposit equal to six months of employer and employee contributions. An example of the contribution costs was shared from ENIM: l As a captain on a pleasure craft of 200 feet in international navigation for 30 days: wage contributions of €422 and employer costs of €1,245 l Seaman on a pleasure craft of 200 feet in international navigation for 30 days: wage contributions of €208 and employer costs of €614 Please note these numbers are directly from the French authorities, and without declaring the rate of pay, have limited value. But, these costs are significant, and the decree was disputed by many industry professionals. Seafarers already contributing social security to an official agency of another country that is an EU or EEA member state, or any state that has a bilateral social security treaty – such as the United States and Canada – are exempt from contributing. However, you must be making social security payments in those territories; simply carrying a passport is not sufficient to be exempted. Our Australian and New Zealand colleagues should note that there is no bilateral treaty for those countries, therefore exemption does not apply. The contribution amounts due are identical to those paid by, and on behalf of, French seafarers (7.5 percent on earned income), and carry a 0.5 percent-perday interest rate on late payment. Benefits of this plan are meant to be: l ENIM will provide the seafarer with health/medical care and retirement benefits. l After 25 years of contributed service, and at a minimum age of 50, ENIM will provide a full retirement pension. The pensionable age will be 55 years if

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February 2018 The-Triton.com

the seafarer has completed less than 25 years of service. l After 15 years of contributed service, seafarers will qualify for a pro-rata retirement pension, but this will only apply after the seafarer has reached age 55. l In the event of a seafarer’s death, there are provisions in place to pay retirement benefits to certain family members. How this new law currently impacts yacht owners is: l Nonresident employers of yacht crew who are required to make social security contributions in France will need to show proof of a “bond of guarantee” from a bank. Failure to do so will result in payment in the form of a “security deposit” payable to ENIM. l Appointing a French-based agent to make payments and act on behalf of the employer may be desired. l Payment is required to be received by the 25th day of each month. l For each day of late payment, a penalty of 0.5 percent of contributions

GRAPHIC/LUXURY YACHT GROUP

will be owed. l Failure to pay the contributions could constitute a criminal offense, or eventually lead to the yacht’s arrest. In conclusion, the changes being made to tax situations for seafarers are even more reason to keep good track of all travel that you undertake, and any money that you earn: l Keep vessel logbooks up to date. l Be consistent with keeping your seaman’s discharge book up to date. l Do not throw away any expired passports. l Keep a travel diary as your log book. Audits can take place several years after a tax year has ended and you may need to support your claim with the

necessary documentation. l If necessary, have your employer give you an official affidavit. As a seafarer, knowing who to pay taxes to has been a rather gray area for quite some time. Yacht crew spend significant amounts of time in multiple countries every year, and generally make very desirable salaries. Knowing whether you are following the laws and abiding by the rules can be daunting, which is why it is important to stay up to date with any changes. If you answer yes to any of these questions, you may have social security or tax withholdings obligations: l Do you employ any U.S. or French citizens?

l Are you or the vessel in the U.S. or U.S. waters for more than 183 days in a 365-day year? l Are you or the vessel in France or French waters for more than 90 consecutive days? l Are you or the vessel in France or French waters for more than 183 days in a calendar year? France will not be the only country who tries to claim taxes on seafarers’ earnings. While this first attempt has been poorly executed, we anticipate other countries will make similar attempts in the future.

This article is for information purposes only. The information and opinions expressed in this document do not constitute legal advice and should not be regarded as a substitute for legal advice. Former chief stewardess Emma Batchelder is PR manager at Luxury Yacht Group in Fort Lauderdale. For more information, visit luxyachts.com.

Interior 14 News

The-Triton.com February 2018

Warm weather yacht stays north for New England winterization By Capt. Rupert Lean The megayacht industry very rarely winterizes a yacht. Usually there are crew living on board or the yacht is sent south to warmer waters instead of completely shutting it down. This past summer, the owner of the 105-foot Palmer Johnson motor yacht that I was running as captain asked me what my thoughts were on winterizing the boat. I answered, “It would not be a good idea. But if that’s what you want, I would get it done.” So when he decided to let the crew go, haul the vessel and winterize it on the hard at a Newport shipyard in New England with temperatures dropping to -20 to -40 Fahrenheit, I had to find a process to protect it from freezing. It was the end of one of the most beautiful summers in Newport, Rhode Island . Newport was clearing out fast at the end of October, leaving the locals to enjoy their town in peace. The shipyard was full of very large sail yachts prep-

Once the vessel was pulled, it was ping for their trip south to the Caribheavily blocked to withstand winds in bean, so I had to wait until Dec. 5 to haul and start the winterizing process on excess of 60 knots, which can occur in a board the yacht. It started snowing three New England winter. Next, we opened all the sea strainer lids, and days later. set more than 100 gallons I followed a process that of biodegradable antifreeze included making lists of in 55-gallon drums on the all that needed to be done ground outside the boat. and what needed to be We used hose pipe and a removed from the vessel, good pressure-switched including adding a stabilizpump to deliver antifreeze er to the fuel on board for to each location around the safe storage. vessel, including all plumbFirst, we removed the ing loops and sea strainers. vessel from the water and The whole process was dumped all the fresh water made easier by employing from tanks, i.e. fresh, gray Nor East, a company that and black water. It is very is set up to winterize boats. important to have no PHOTO/STEVE FIGUEIREDO This was one of the largest standing water anywhere on the vessel, in or out On the yacht deck during “boats” this company had winterization process. done. We had one person on deck. Especially as this from Nor East and myself, winterizing was not done as it takes a minimum of two people to in an enclosed shed, but on the hard in make all this happen. It took us about an area where the bottom paint might four days to just secure the inside. be worked on.

The to-do list included: 1. Freshwater tanks – open tank tops empty and clean. 2. Gray tank – empty and clean. 3. Black tank – empty and clean. 4. A/C salt loop – flush with antifreeze and drain. 5. A/C fresh water loop – just add straight coolant. 6. Freshwater lines, cold side – flush with antifreeze. 7. Freshwater lines, hot side – flush with antifreeze after draining hot water tank. 8. Toilet bowls – antifreeze. 9. Sink drains – antifreeze via running tapes when flushing systems.

10. Bilges – vacuum dry, check for standing water. 11. Service all pumps, run coolant through systems, then leave open. 12. Check battery condition, power down load, leave charges on. 13. Oil heaters – place five safety, thermostat-controlled AC heaters around the vessel at low points, open bilges and allow air flow to move around the vessel. 14. Protect and cover interior, use paint drop cloths. 15. Bag or vacuum bag linens and bedding. 16. Tent vessel to keep weather from damaging the decks, paint work and retain ambient temperature inside.

Getting coolant antifreeze to all the points was made simple by pressurizing the fresh water loop with the pump from the drum and opening every point around the vessel, from the highest to lowest points. We operated everything from toilets to windshield wipers, and didn’t forget the washing machine. We bled all points until the pink coolant became visible. The engines and all salt water systems were started one by one, and at each sea strainer basket we filled the pump from the 55-gallon drums that free-flowed until we got pink discharge at the overboard outlets. We ran the main engines and generators one at a time; we needed to see pink coolant discharge for the mufflers. A 20-foot container was placed under the vessel for all the deck gear, fenders, paint supplies, etc. It’s important to find all soda cans or any bottled liquids that could freeze and explode. All of this must come off the vessel. The idea is not to let the vessel freeze in the first place, so run safety oil heaters 24/7 and have an LED lighting system running so the shipyard can see that power is on. That way, they can reset it if it goes out. Have someone monitor the vessel daily to avoid it going into a deep freeze. Adding coolant and antifreeze everywhere is purely a precaution. Plan ahead for when the owner expects to use the yacht and prepare to de-winterize. We worked with the yard to capture and properly dispose of used antifreeze. Once the vessel is unwrapped, cleaned and splashed back into the water, it’s a matter of running all systems by filling the fresh water tank with half a cup of bleach to every 500 gallons of water. This sterilizes the fresh water system. Then flush every point – for example, cycle the washing machine and any portable unit like ice machines with this bleach solution in the water tank. I would spend half a day running all points, then completely drain the freshwater tank and start a new tank with no bleach added. Then work on flushing the bleach from the lines. There will be all the other maintenance to be restarted again too. Whatever fuel was in the boat needs to be polished through a filtering system to start with clean tanks and fuel. This may be a good time to replace pump seals and impellers. Capt. Rupert “Stretch” Lean started his career on large sailboats in 1981, then became captain in 1991. He enjoys working on motor yachts in the 100-foot range. Comment at editor@the-triton.com.

Career 15

February 2018 The-Triton.com

Keep an eye out for role models – they may show up at any time Crew Coach Capt. Rob Gannon

Are you a role model? How about a mentor? Or let’s phrase it another way, a positive example? All three of these terms, although they could be defined a little differently, share one principle: being positive, and all good role models use it as their guide. To all the role models, mentors and positive examples out there, we need you. Think about it. In your own life, was there a role model you clearly remember? Is there one now? Maybe a mentor could be of great benefit right about now because perhaps we don’t feel like we’ve had one. To be clear, that this isn’t just aimed at the younger reader. Role models, mentors and positive examples can show up at any time in our lives. Our task is to stay open, observant and aware so we do not miss the positive example that may pass through our lives. I believe in the old saying, “When the student is ready, the teacher will appear.” A big part of being ready is being in an

recognized that things kind of went open state of observation. I recall clearly when I was just getting full circle, and I was determined to be a positive example. started in the captain world more than Part of our observation of leaders and thirty years ago, observing and taking coworkers along the way also involves note of the captains I thought were recognizing how not to be. We may doing things the right way. They didn’t encounter the opposite of a role model: a just do things, they had a way of being, negative example. of carrying themselves. I wanted to take We know them when we the positives I saw in them come across them, and we and incorporate those traits This isn’t all must beware – they can be into my routines and style. I about the infectious. If our immunity believe it was invaluable to towards their negative older showing my development. ways is not strong, we can I learned along the way the younger. succumb and start spinning that it wasn’t about being in the wrong direction. The popular as a captain and negative wave on board or leader; rather, I discovered I in the workplace can start building. If could be respected – and yes, liked – by left unchecked, it can turn into a rogue handling things the right way. Treating wave that can rock the ship. So watch the people I worked with respectfully out for the negative Nancys or Nelsons, went a long way. I learned a captain can and keep your power; never give it to run a tight ship, but if there is respect, them. clear agreements and understandings, I can also say from personal and some fun, crew wanted to stay around and were happy to work with the experience that I have definitely observed positive examples in the program. younger and less experienced crew I’ve As years went by I started to notice hired or been exposed to. Again, this that some of the young and eager crew isn’t all about the older showing the I was taking on were watching me. I

younger. Sometimes if we are honest with ourselves, an old salt can see the positive nature and disciplined routines of the young, much less experienced newbie and respect it – and yes, even think some of their habits could be incorporated into our lives. Let’s face it, if we do something long enough and attain a high level of competency, we can get a little flat, lose our edge a little. Sometimes an honest assessment is needed, and maybe our habits need to be tightened up a bit. It’s all good – that’s what a role model does. The role models, mentors and positive examples are out there, so keep the eyes and ears open. They may show up in the obvious people and places, or in surprising and unexpected ones we could easily miss. If you get a chance to mentor, please do. And when you find a role model, take those mental notes, for they will serve you well. Enjoy the voyage. Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comments are welcome at editor@the-triton.com.

16 Career

The-Triton.com February 2018

Unrealistic expectations raise doubts about HELM training Taking the Helm Paul Ferdais

It’s been a few years now since a leadership and management course has been required of watchkeepers, mates, captains and chief engineers, and I’ve started to hear people question how effective this type of training is for personnel in the yachting industry. The questions I hear are valid. Generally speaking, the hope is that by taking the course, leadership will improve and problems will be reduced or eliminated. And this is a great hope. The thing is, reality has a way of ruining the party. Quite often reality and hope never seem to get onto the same page. The same holds true for leadership training. There are great hopes and expectations set by the people who don’t take the courses but are affected by those who do. If the person who’s taken the training doesn’t change the way they lead, or if they change for a couple of weeks then revert to their prior behaviors, those affected lose faith in the training. When we think about it, it shouldn’t come as a surprise that HELM courses aren’t meeting their expectations of a huge change. Given that leadership springs from behavior and behavior isn’t very easy to change, the hope that a weeklong course will bring lasting, long-term change is unfounded. Plus, if senior crew members have been forced to participate in the training, the chance of them being open to behavior change is slim. The ability to improve someone’s overall leadership skills depends on how willing they are to take the information presented to them and turn it into long-lasting behavior change. There has to be a desire on the part of participants to change. Without the desire, change won’t happen. You can lead a horse to water, but you can’t make it drink. When addressing questions about HELM, I ask everyone what their expectations were of people taking the course. The answer is usually something like, “We expected them to become a better leader.” So the expectations of what the course will be able to do may be out of balance with what it is supposed to do. Leadership training is really a misnomer. In reality, no one can learn leadership in the safety of a classroom. Leadership requires practice and takes

place in the heat of the moment. What a training program can do is expose students to foundational information they can incorporate into their daily behavior – topics such as communication, assertiveness and teamwork, to name a few. If the participant does nothing with that information in the weeks following the course, nothing will change. Another thing to consider is the content actually covered in HELM. The title may include “leadership,” but the bulk of the material is related more to management and human resources. Topics such as performance reviews, crew employment regulations, shipboard training, situational awareness, error chains, standard operating procedures, and situation and risk assessment are more managerial in nature. Only about 15 percent to 20 percent of course content is focused on leadership development. So to expect someone to be a better leader at the end of the week is unrealistic. Keep in mind that much of the content covered in a weeklong HELM course can be taken as part of a two- to four-year degree program in universities or colleges, with much more time devoted to covering the topics in detail. A weeklong program only has so much time, perhaps an hour or two per topic, which means the material can really only be examined at a superficial level. Again, it’s what the participant does with the material after the course that matters. Taking a course like the HELM is not like taking a course on navigation or chart work. Skills like electronic navigation or the use of a sextant are learned by following a predetermined sequence of steps to arrive at a single solution, either right or wrong – and if wrong, we redo our steps. The HELM doesn’t prepare students like this. The material covered relies on each person to interpret and use what they have learned in different situations as best they can. There is no single best answer we can take away from the topics covered in the HELM. The HELM gives students tools to help them see situations differently. That’s it. What happens with those tools in the days, weeks and months after the training is entirely up to the participant. A former first officer, Paul Ferdais is founder and CEO of The Marine Leadership Group (www.marineleadershipgroup. com). Comments are welcome at editor@ the-triton.com.

Career 17

February 2018 The-Triton.com

Those who strive to keep their word too few and far between Owner’s View Peter Herm

Early in my career, I worked on the floor of a major financial exchange. This was an eye-opening experience to a teen whose sole asset at the time was a 1962 Chevrolet van. Every minute the floor traders in the pit were making milliondollar deals by hand signals and nods. The traders had to trust each other’s word as their trades made or lost millions of dollars by the end of the day. Their word was their bond. There were no 27-page legal contracts reviewed by armies of overpriced lawyers, with commas argued about and witnesses to each signature. Trading was very simple: One honorable guy sold to another honorable guy, in seconds, by voice. Their word was their bond. The lesson in this experience is that the most valuable people you will encounter, whether they be fellow crew members, owners or vendors, are those who do what they say they will

do. If they make a commitment to do something, they do it. Certainly, there are times when external events prevent someone from living up to a promise; once in a while is OK, regularly is not. In getting the U.S. boat ready on a tight schedule for a fun-packed season in the Bahamas this year, we dealt with a number of contractors and vendors. Some were local and some were distant or online. I was shocked – though I should not have been – at the percentage of people who did not keep their word or live up to their commitments. These commitments could have been something as simple as “I will call you tomorrow,” or as complex as “of course we can have the new headliners in by Thursday.” One highly recommended canvas company promised to send someone out to look at the project three different times and never showed for any of them, despite repeated calls. Online vendors committed to certain shipping dates for simple items, yet missed them by weeks. None of this is surprising, given past experience, but it is nevertheless frustrating.

The electronics front was almost amusing. We had decided on a switch from our antique Furuno autopilots to Simrad’s that the captain and I had both loved on other boats. The contractors who came to bid the job both kept saying they were waiting to hear from Simrad before they could complete their quotes. We assumed this was contractors stalling; Simrad could not be that unresponsive. My assumption was wrong as my own attempts to get someone from Simrad to help us were just as futile. So we decided to give Furuno a shot. The Furuno technicians answered calls on the first ring. We now have new Furuno autopilots, and I am tossing the Simrad plotter in the tender in protest. Vendors and contractors can come and go, but crew should last for a long time and be the most diligent about living up to commitments. The best crew are those who perform as promised. Owners should, of course, live up to their commitments to crew equally. The challenge in commitments is to be careful as to what you commit.

I am not suggesting you adopt the ‘qualified commitment’ strategy: “I will call you tomorrow if I can.” Rather, if calling tomorrow is questionable, commit to the day after and call tomorrow. Under-promising and over-delivering is a very, very powerful tool in employer relationships and customer service. My shining example this season is Amazon. If I ordered something from Amazon, it showed up when promised, every time. Several other online vendors are getting a lot of stuff returned because it showed up long after the boat had left the U.S., despite promises to the contrary. Living up to what you commit to do, no matter how minor, is a major life skill to learn. Certainly, you will not live up to every commitment, but if you can deliver on even 50-plus percent, you will be far ahead of most of the competition. Bow West and High Tide Only! Peter Herm is the pen name for a veteran yacht owner who is an entrepreneur based on the East Coast of the U.S. Comments are welcome at editor@thetriton.com.

18 Career

The-Triton.com February 2018

Skill sets beyond certification enhance career opportunities On Course Clive McCartney

Deadline time – how did I find myself in this position? I am not a journalist, not a writer of any kind. I have qualifications in engineering science, marine engineering and, a long time ago, Chief Engineer tickets in steam, diesel, gas turbine and diesel electric propulsion, but nothing in my certificate list suggests that I might find myself with the expectation to punch out 700900 words for such an august organ as The Triton once per month. Truth is, I’m not certified in yacht management either, nor in refit planning, yacht budgeting, crew administration or any of those other good things that consume my days and have done for the past 13 plus years. Point is, I may not be certified in those things, but I am qualified. Qualified by experience and by training. When I first started in yacht management, I had some excellent mentors inside the company where I worked. They coached me and provided opportunities for training, building on my certificated history and allowing me to develop into a productive member of the team. Some of those training opportunities were a long way from what one might expect, but those diverse skills build over time, and indeed, they build upon one another until the sum of the parts becomes greater (making for a more valuable employee) than just the certified engineer working in yacht management. And this – this is how I find myself writing this series of articles about keeping your career on course. What is your qualification? Master 3000 GRT, Y3 Engineer, Yachtmaster Offshore? All good certificates to hold and will satisfy the safe manning requirements for your yacht. But what else do you bring to the table? Are you PADI Divemaster, do you have silver service training, power boat instructor? On the compliance side, we know that in many cases, one engineer position may be “dual role” with other positions, so a deckhand with both Yacht Rating Certificate and AEC is fairly common to see and may even be a requirement for some boats to maintain their compliance with the crew living

space available. Outside of compliance, a candidate with broad knowledge and training may well get their CV in front of more hiring captains. An entry level deckhand or stewardess with mixology training is better than just the vanilla version. A chef who has put themselves through specific French cuisine training will attract certain clients. The list is endless – personal training, wine, accounting, project management, massage, digital media, IT. Some qualifications may be more directly related to the yacht operation than others, but anything that shows the candidate’s breadth is a good sign for the wise hiring manager.

A candidate with broad knowledge and training may well get their CV in front of more hiring captains. What else do you bring to the table?

A silver service skill for the interior crew, or a course for the engineers in vibration analysis for machinery health monitoring – neither are a “certificate” that is required by the flag state, but both are certainly skills that will help the captain to deliver the owner’s expectations. These extensions to your professional certification are not always easy to attain or to maintain, but paying attention to them, building on them and, where possible, using them will surely help to keep your career on course. Clive McCartney is vice president of maritime operations and business development at Bluewater Management & Crew Training USA in Fort Lauderdale (bluewateryachting.com). Comments are welcome at editor@the-triton.com.

February 2018 The-Triton.com

R-E-S-P-E-C-T: Etiquette sets foundation for career success Stew Cues Alene Keenan

Yachting is a microcosm of society with an interesting twist. Catering to some of the richest and most powerful people in the world, crew are there to serve. It’s more complicated than one might think, and hard for an outsider to imagine how tough it is to work on any yacht, large or small. Service is not servitude, but for those new to yachting, the sheer volume and long hours of work is the first reality check. The challenges of life at sea are the next. Small quarters, finding a work-life balance, and the unexpected clash of personal and cultural values can be a big wake-up call. Common sense would say that adults know how to behave, but we all know there is no such thing as common sense. Luxury service requires discretion, a healthy dose of humility, hard work – and loads of respect. A structured and disciplined work place is needed for a program to succeed. Throwing a group of people with different life skills together below deck can be a recipe for disaster. Self-discipline, professionalism, punctuality and curfews are the basis for good conduct, but may be new and novel concepts to some. Toss in some vague standards and expectations together with a high level of precision and attention to detail. Observe for a 90-day trial period and hope for a good work ethic and team performance to evolve. Yachting is demanding, and good behavior and work ethic are important. According to Google, a work ethic is the principle that hard work is intrinsically virtuous or worthy of reward. To succeed, crew must see the benefit in work and its ability to build character. There are great rewards along the way, but it takes long hours and fortitude to get there. At a certain level of stress and exhaustion, it’s easier to give up, give in and act out. This is where crew dynamics come into play. Different cultures have different norms. Behavior considered acceptable in one may differ from others, but all are expected to obey the rules and act according to the standards set forth by the captain and owner. Recognizing and regarding the values of others is courteous, while failure to do so is disrespectful and impolite. Proper conduct

in public and private builds respect and trust. Illegal, unbecoming or offensive behavior has the opposite effect. Respect and etiquette are the foundation for success. People deserve respect, not just because of their place in the chain of command, but for their abilities and qualities as fellow humans. Think of etiquette as a box that holds manners inside. It is learned at home, where children are taught table manners and how to be polite. With any luck, crew bring good manners and courteous behavior with them. Good social skills provide opportunities to create a gracious atmosphere onboard and in society. Unfortunately, yachties in general have a tarnished reputation and, as usual, a few have spoiled it for everyone. Disrespectful crew won’t make it in this industry. Every yacht has its own unique social structure and personality, and the team must fit together. Crew live where they work, so when issues come up, there is no going home and getting over it. Manners matter, and let’s face it, not everyone had good training at home. Senior crew set the example, and must mentor others to fit into the yacht’s structure and the industry in general. If 2017 has taught us anything, it’s the need to be more tolerant and respectful of others. One of the best things about yachting is that crew who stick with it change, and hopefully for the better. Travel makes you modest. You see what a tiny place you occupy in the world. The value and character this adds to your life is priceless. After yachting, the rest of the world can seem unexciting in many ways, but the skills and behavior learned can take you far. You may not like everyone you meet, but it is not okay to disrespect anyone. One of the best takeaways could be a broader perspective leading to a more compassionate demeanor, less judgment. Accept responsibility for your presence in the world. Be part of the solution and not part of the problem. Make this your best year yet. Alene Keenan is lead instructor of yacht interior courses at Maritime Professional Training in Fort 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 yachtstewsolutions. com. Comments are welcome at editor@the-triton.com.

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20 Interior

in the galley

The-Triton.com February 2018

Breakfast Ring

PHOTO/JOHN WAMPLER

Crewâ&#x20AC;&#x2122;s Mess Capt. John Wampler

This is a fun recipe that impresses charter guests and owners alike. The basic recipe is easily modified by the ingredients you choose. Add peppers and cilantro to the eggs, and place a ramekin of pico de gallo in the middle of the ring for a fiesta breakfast. Simple to make, yet looks like a million bucks. Personally, I find that a pizza baking stone works best.

Ingredients

1/2 pound bulk breakfast sausage 8 slices bacon, thick 5 eggs, slightly beaten Salt and pepper, if desired 1/2 cup chopped sweet onion 1 can (8 oz) Pillsbury refrigerated crescent dinner rolls 1 cup shredded colby-jack cheese 1 tablespoon cornmeal Salt and pepper to taste

Preparation In a skillet, brown the sausage and onions over medium-high heat. Once cooked, add 4 beaten eggs and cook until eggs are firm and incorporated with the sausage and

onions. Set aside. In the microwave, cook the bacon until medium well-done (not crispy). Drain and set aside. Unroll the crescent roll dough and cut along perforated lines. On the cooking stone, spread out the cornmeal. Arrange the triangle dough into an eight-point star. Place one strip of bacon, lengthwise, on each of the triangle dough. Trim the bacon at the pointy end so at least an inch of the dough extends past the bacon (this will be important later). Spoon the egg and sausage mixture around the base of the dough. Cover the egg and sausage with the shredded cheese. Now, carefully fold the dough over and tuck the pointy end under the base of the star. Brush the remaining beaten egg onto the dough. Bake at 375 degrees or until golden brown. Serve and enjoy. Capt. John Wampler (yachtaide.com) has worked on yachts for more than 30 years. His recipes are casual enough for anyone to prepare. Comments are welcome at editor@the-triton.com.

February 2018 The-Triton.com

Interior 21

in the galley

Out of the Box

Recipe

(Once given the preverbal minimum notice.) Large standard yacht s/s tray 4 polystyrene fakes, various dimensions Two 12-inch Betty Crocker devil’s food cakes from the hard-to-get-at box 6 tubs of chocolate frosting Berries, and lots of them Chocolate curls

Top Shelf Chef Tim MacDonald

4:30p.m. ... middle of nowhere ... Tortola ... late December ... I am on my fifth coffee and trying to hack through 10 Caribbean lobsters for an 8 p.m. buffet, with a knife so blunt I would be better off turning it upside down. Cracking open the head of the last lobster, the brains explode everywhere – and at that very same moment, in perfect sync, the head stew announces that he forgot to tell me about a birthday cake for tonight. A day in the life of a 55m sole chef. We all know this story – the pressure and predicament I am talking about. Resisting the urge to add an 11th lobster to the pot (the head stew), I remember two pre-baked devil’s food cakes deep, deep, deep down in the wretched back corner of the freezer, in the bagels-with-everything box. We chefs all know the box. It’s in the hardest to get at section, and everything has to come out to reach it.

Method and Timing It’s very simple and only takes 40 minutes if you have the ingredients on hand. It’s simply a matter of slapping the tiers together, with the real cake sandwiched between the fakes.

The tubs of Betty Crocker frosting are slapped around the edges and, once frosted, a series of berries are layered along the ledges. PHOTO/Tim macdonald

It was under similar circumstances nine years ago on Charisma that the tiered chocolate cake was created for Dr. Phil. Over the years it has evolved, and now it’s more fake than cake! Nevertheless, I always have the ingredients on hand just in case I am “Frasiered” – a term coined to describe a fellow chef who went down badly

Always, and virtually just before serving, the chocolate curls are scraped and thrown on the crown.

many years ago with a last-minute cake request. Polystyrene fakes support a single, four-layered, Betty Crocker deluxe that, once finished, tricks the charterer into believing the chef has spent all day and night concentrating on them and them alone. It’s a moneymaker!

Tim MacDonald (timothymacdonald. weebly.com) has more than 20 years experience as a chef. He was named Concours de Chefs winner in the Yachts over 160 feet category at the 2011 Antigua Charter Yacht Show. His recipes are designed for the owner and guests. Comments are welcome at editor@thetriton.com.

Crew Health in the World 22 Where

Refit International Exhibition and Conference

The-Triton.com February 2018

Yacht refit show offers more seminars, vendors see increases

s yachts age and yacht owners personalize them, the refit industry continues to grow. The third annual Refit International Exhibition & Conference is also growing; this year’s show saw an increase in attendance of 28 percent, according to show organizers. Held at the Greater Fort Lauderdale/Broward County Convention Center in Fort Lauderdale on Jan. 10-11, the event featured about 70 exhibitors. Professional certifications from American Boat Builders & Repairers Association (ABBRA) and Bluewater Crew Training were offered through seminars, and The Triton hosted two special events: a Yacht Owners Panel and a Captains' Roundtable. Next year’s show, owned by Professional BoatBuilder magazine, has been scheduled for April 10-11 at the ame location. For details, visit www.refitshow.com. Photos by Dorie Cox

With your expertise, what advice would you share with captains for a successful refit? “Know what your vessel really needs, pay more attention to your boat. It sounds fundamental, but the more you do, the more you minimize problems.” Capt. Bill Wolfe Technical representative of superyachts, Pettit Paint “It’s too late, at the yard, to decide you need engineering work. Don’t turn the boat over, stay involved; the captain and crew are the glue that pull it all together. Otherwise polish your resume.” Nick Boksa President, Boksa Marine Design

“Seek representation in the town where you’ll have the refit. Find a local base person to do the pre-emptive work. Have a realistic knowledge of lead times. From our perspective, that’s gold, that way we’ve got your parts on our shelf ready to go.” Andrew Lynskey Owner, Datum RMS “Understand the comparison of one product versus another and know the real value. It may not be the least expensive, but it may be better.” Jose Chao Strategic product category manager Taco Marine “If you don’t know how to do a refit, don’t do it.”

Capt. Thomas Bruning Just off a refit of a classic yacht

“Allow an appropriate amount of time for workers to do all facets of their job, so we’re not working on top of one another. Start with your engine first.” Todd Barnes General manager RPM diesel

February 2018 The-Triton.com

Refit International Exhibition and Conference

Where in Crew theHealth World 23

“Changes in schedules for haul times are a big problem. Shipyards need to treat captains with more respect and reinvest in how they manage their most valuable asset. There needs to be accountability.” Capt. Eli Olive S/Y Black Knight “Don’t be afraid to plan ahead, you can do it today for $1,000 or $2,000 later. Sometimes they narrow the scope down so much they don’t see the larger picture. Be thinking of your next project and set yourself up for success in the future. I hate to see when they go through all that work and six months later wish they did it differently. You’ve got it torn apart anyway.” Steve Davis Technical adviser, Quick USA “Spend more time planning before coming to the yard. Don’t say, “Go with this for now, we’ll deal with it later,” that causes lots of problems. A refit doesn’t happen in a vacuum.” Cliff DeFreitas Vice president, Jones Boat Yard

“If you don’t know where you are going, you will end up someplace else. I don’t know who said this, but it can be applied on many levels with refits.” Capt. Keith Talasek “People think they have done everything, but it’s never thought all the way through. The original list is good for a month and then you make the real list.” JP Turner President, Front Street Shipyard “Know who you’re working with. Know your sub-contractors, do your research, and ask for recommendations. Talk to the local guys where you will be doing your refit.” Dale Worsnop President, Sterling Marine Systems “Use someone in new construction, they are experts. They have to be 100 percent top level and will give you the most experience.” Troy Le Luxury Yacht Refinishing

24 Interior

The-Triton.com February 2018

Dehydration is a serious threat when busy crew ignore thirst Culinary Waves Mary Beth Lawton Johnson

It started with the feeling of being light-headed and dizzy, then progressed to leg cramps. Later that night, the leg cramps became unbearable, shooting me out of bed. Thinking back, I remembered stopping earlier in the day to ask myself why was I in the walk-in and what was I looking for? Of course, this could suggest exhaustion – I work extremely long hours and taking care of my needs doesn’t come first when the owner and guests are on board. But then I started thinking, how much water did I have that day? Oh, not good. What about the day before? Definitely not good. How about the week? Oops. That’s when it dawned on me – I was dehydrated. I had forgotten to drink my water. There it sat, a full bottle on the galley counter. It was so bad that my brain had to stop and think about what I was doing and why. By the time I was thirsty, it was too late. I had already passed the point of dehydration. It happens quite easily. I get caught up cooking in the galley and tell myself, “On my next pass by that counter, I will throw back half that bottle.” But I don’t. I was lucky. Severe dehydration can land you in the hospital with organ failure, brain shrinkage, rapid heart rate and low blood pressure, just to name a few. Don’t let that happen to you. It’s a serious concern, especially when you consider that you might be thousands of miles away from a decent hospital. As yacht crew, we are well aware of exhaustion, but sometimes the real problem is dehydration. Deck crew need to be especially aware of dehydration because they are out in all extremes, and the heat can do them in. During my long career in yachting, I have seen many new crew carted off to the doctor because they suffered from dehydration. As a chef, I look for ways to help the crew stay hydrated. For example, I give them packets of hydration gel with simple tear-off tops that they can squeeze into their mouth, or a hydration powder that they can throw into their water bottle. These gels and powders provide electrolytes, which we lose when we perspire.

Electrolytes are essential minerals such as sodium, potassium and magnesium that, among other things, keep hydration levels in the body balanced. Proper functioning of the digestive, nervous, cardiac and muscular systems depends on adequate electrolyte levels. Muscle cramping is one sign that electrolyte levels are dangerously low, and correcting dehydration can depend on replenishing them. Mineral water and coconut water have natural electrolytes, but filtered drinking water does not, making the hydration gels and powders especially helpful. I also stock up on foods with high water content to serve when it is hot outside, or when the crew or guests have had a night of heavy partying. Watermelon, cantaloupe, cucumbers, lettuce, strawberries and skim milk are prime examples. Some other foods with high water content include zucchini, broths, soups, peppers, celery, cabbage and cauliflower. Many of these foods also come packed with vitamins and minerals, including electrolytes. Cooked celery and zucchini can be combined into a terrific cleansing detox drink for your kidneys. I provide these water-packed fruits and veggies as snacks or as a quick graband-go for the crew, and also serve them along with a meal so that the owner and guests can munch on them while the main entree is being prepared. This especially helps if they aren’t much for drinking water throughout the day. While we are in an environment that suggests cocktails and wine before, during and after meals, alcohol is extremely dehydrating. We wake up the next morning with our brains and bodies depleted of the moisture they need to stay alert, be healthy and function – aka the hangover. No, there is no cure, but we can lessen the severity if we adequately hydrate before taking that first sip of alcohol. There are so many ways to obtain water other than just opening a bottle cap. It’s very important to remember our bodies are made up of water and we need to maintain adequate hydration levels for optimum health. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 25 years. Comments are welcome at editor@the-triton.com.

February 2018 The-Triton.com

‘Paper license’ ploy does not satisfy manning requirements Rules of the Road Capt. Jake DesVergers

The use of licensed workers is required in many industries, from medicine and engineering to construction, teaching and even cosmetology. Having a license in any profession attests that the holder meets a minimum standard imposed by a particular regulatory agency. Within the maritime world, that standard is implemented through the Seafarer’s Training, Certification, and Watchkeeping (STCW) Code. Those who have successfully passed the requirements to obtain an officer’s license may be annotated with certain restrictions, such as related to gross tonnage, area of operation, engine type, engine horsepower and vessel type. The license, in essence, identifies what the holder is allowed or not allowed to do. In December, while conducting an at-sea inspection of a U.S.-flagged fishing vessel, a U.S. Coast Guard boarding team suspected that a foreign national was acting as the vessel’s captain. Docu mentation presented showed that a U.S. citizen who was a U.S.-licensed mariner was sailing as the vessel’s official Master. But this second “captain,” while on paper covering the manning requirement, was not in true command. U.S. law mandates that the operation of a U.S.-flagged commercial fishing vessel be under the command of a Master who is a U.S. citizen licensed by the U.S. Coast Guard. After an investigation, the boarding team’s suspicions were confirmed. There were two captains: one in command and one on paper. The fishing vessel was subsequently cited for the manning violation and the evidence was forwarded to the local hearing office for review and legal action. The penalty for this violation is typically cancellation of the mariner’s documentation and a civil fine of up to $15,000 per day. This type of violation, commonly referred to as a “paper captain,” attempts to circumvent the manning regulations. The foreign-national captain was most likely a very qualified and experienced fisherman, but the use of another U.S.licensed captain to satisfy the manning document is not permitted. While this scenario was observed in the fishing industry, it is all too often sighted in the yachting world as well.

Longtime readers who have suffered through years of this column will recall that one of my daily jobs is to serve as an inspector for various flag-state administrations. Years ago, when yachts started to reach an exceptional size, there was a small group of captains available who held a license sufficient for the higher gross tonnage. On these yachts, we typically found the yacht’s Master to be from the merchant fleet, while the owner’s “captain” from his previously smaller yacht was on board solely as an adviser. This type of setup was not ideal but acceptable, provided the “captain adviser” did not serve in any role related to navigation or safe operation of the yacht. Today, the above scenario is not as commonly observed since the captains’ licensing has finally caught up to the demand. Unfortunately, it is still being sighted on the engineering side. There is such a shortage of licensed engineers, many yachts are utilizing unlicensed or minimally trained personnel to fill a particular role. It is most prevalent on yachts where a person with an Approved Engine Course (AEC) is the manning requirement. The pre-2018 version of the AEC was a five-day introductory course to marine diesels. It had no prerequisites and could be completed by anyone registering for the course. On smaller yachts, we may see a captain performing the actual engineering work, but a member of the interior staff who happens to have an AEC on paper be rostered as the engineer. On larger yachts, where an assistant engineer is needed, we may see a very mechanically inclined person in the role, but without the necessary certification. Another member of the crew, who coincidentally possesses the AEC, is listed on the crew list in that role. Neither of these setups satisfy the manning requirements. Also, in regard to bridge watchkeeping, anyone operating in the capacity of an officer must hold a license sufficient for the gross tonnage of the yacht. In other words, the unofficial bosun/third officer (that is not on the minimum manning) with only a Yachtmaster license cannot stand a watch by himself on an 80-meter yacht, even if the “paper” officer is only a phone call away. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (www. yachtbureau.org). Comments are welcome at editor@the-triton.com.

Operations 25

26 Career

The-Triton.com February 2018

Heartbreak gives way to hope in Caribbean Crew Compass Lauren Loudon

We were in Croatia in the middle of an owner’s trip when the Leeward Islands braced themselves for Hurricane Irma to make landfall. In the following days and weeks, social media, yachting pages and news sites were flooded with heartbreaking photos of yachts overturned, buildings ripped apart and power lines destroyed in the affected islands. We sat with the boss and showed him the photos that came through on our Facebook pages from other crew, and were lost for words as our hearts broke for the places we know so well and love so much. We became unsure of our future as we were nearing our departure for St. Maarten ahead of our routine Caribbean season. In the end, we changed our plans to spend some time in Fort Lauderdale before making a firm decision on where to go. Eventually, after spending Thanksgiving in the Bahamas, we agreed that we may as

well give St Barth a shot for the family’s traditional New Year vacation. Not knowing what to expect of the islands, I made sure to stock our fridges, freezers and dry goods, just in case. I then sat for the five days it took to get down from Fort Lauderdale, thinking hard about the photos I’d seen and the things I’d heard. I began trying to imagine not only what I was about to witness, but what the locals had been experiencing for the past three months, post-Irma. Arriving in St. Maarten, we cruised through the bridge, as we have done so many times – but this time I was stunned by the sights before me. I noticed first the Yacht Club “viewing deck” that no longer existed, then the boats washed onto shore, horizontal against docks and overturned at every angle. Masts of sailboats made odd shapes in the sky as they criss-crossed, leaning in all different directions. Awnings were blown apart, piles of wood and other debris filled the shoreline, and docks that used to exist barely even left their marks. I had my radio in hand to call

distances as we approached the very slip we have docked in for the past three winters – and again, I couldn’t get anything out but, “Oh, my gosh.” All that remained of an apartment block in the marina was half a toilet, fallen in the open air of an empty space. Ahead of me, what I can only describe as a cluster of shipwrecks – about six different vessels that had obviously been part of a salvage effort just dumped in a corner of the lagoon on top of each other. Behind me, utter chaos. The marina office was a row of varying sizes of plywood, and as I looked up, different shades of blue filled my vision – not a sunny sky, rather tarps covering the roofs of the buildings that still stood. Despite all of this, we made a conscious effort to drive around the island in search of encouraging scenes. The beaches had never looked more beautiful, so immaculately clean and crisp with white sand, and the water was so undisturbed, pure and crystal clear. There were tourists lying out, enjoying the strength of the Caribbean sun on Christmas Day and drinking cocktails from the beach bars. It was immediately

evident that the locals were happy to have us. The bars and restaurants that still stood were eagerly open, and the newly erected billboards that proudly proclaimed the union of the island as “#SXMStrong, rebuilding our nation”

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February 2018 The-Triton.com

PHOTO/Lauren Loudon

An aerial view from a drone, left, shows the beautiful waters of a pristine bay off St. Barth. Above, hurricane damage on the Dutch side of St. Maarten, near Simpson Bay and the airport, remains. To see more photos, go to Crew Compass online at The-Triton.com.

PHOTO/GNOCI DUGGAN

caught my eye. As we cruised over to St. Barth, the devastation and damage became more and more elusive. At a glance, from our anchorage in Gustavia, roofs were still intact, buildings still standing and,

again, the unmistakable turquoise of the Caribbean Sea twinkled in the winter sun. Upon closer look, there was major damage to some of the most high-end hotels that the island has to offer, the thick walls of the old church had blown

out and some stores had lost their fronts. Although the season’s usual sea of nothing but big white boats showed some empty patches of real sea this year, the positivity of shop owners, restaurateurs and yachties – both crew and guests – remained overwhelming. As on St. Maarten, the beaches and bays were as pristine as ever, and from the ocean, you would barely have known even a gust of wind had blown. The palm fronds were already growing back, and the town was thriving on the yachts

and tourists that had come to support their regrowth during this difficult time. With the fierce sense of community and rebuild efforts in full force, the Caribbean islands will end up stronger than ever as they welcome us back with open arms. Lauren Loudon has worked as a yacht chef and stew for more than four years. She hails from Lancashire, England. Comments are welcome at editor@thetriton.com.

28 Operations

The-Triton.com February 2018

Treacherous, frozen latitudes are becoming hot destinations Sea Science Jordanna Sheermohamed

Once upon a time, the ideal yachting expedition would involve calm seas, warm breezes and smooth sailing. The yachting season would follow the global circuit of chasing the sun and festivals, with promises of balmy nights and sun-soaked days. Now, however, extreme destinations are becoming a popular alternative for those who want their morning coffee served with a side of adrenalin. While the treacherous conditions may require the heartiest of captains and crew, the rewards of exciting adventure and exquisite landscapes are drawing many to the rugged ends of the Earth. Some of the most obvious and immediate dangers of yachting through such high-latitude regions are the screaming winds and high seas associated with passing low pressure systems, but this does not discount other difficulties such as frigid temperatures, little or no available assistance in the event of emergency, drifting ice and thick, blinding fog. When it comes to the volatile weather in the North polar regions, storm systems piggy back on the eastern-racing jet stream. When these systems reach the Eastern Seaboard and move offshore into the open Atlantic, they are often energized by the warm tropical waters hitchhiking along the Gulf Stream. These systems can often produce conditions in excess of 40-knot winds and 20-foot seas, with one storm after the next for months on end. The summer months are the best bet for lengthier breaks between storm systems, but no season is immune to nature’s fury. Taking into consideration a yacht’s top speed, maneuvering around the rapidly deteriorating sea state may prove to be challenging, and obtaining weather intelligence prior to departing is welladvised. The notorious Northwest Passage, which connects the Atlantic Ocean to the Pacific Ocean via the Arctic waters around Greenland and through Canada, offers an alternative route that shaves off a considerable amount of time from the normal route. With diminishing ice volume in the region, the waters have

PHOTO/CApt. Grant Maughan

become more navigable, and were most recently crossed in 2016 by the cruise ship Crystal Serenity, which took 28 days. Looking toward extreme destinations in the Southern Hemisphere, the subantarctic islands to the south of New Zealand and South America can be the destination or merely a stop along the way to the actual Antarctic continent itself. The conditions in this region of the world tend to remain hostile year-round. Minimal land mass in the Southern Hemisphere allows for storm systems to travel thousands of miles uninterrupted. With little to no frictional effects of land to slow these winds, storms are able to maintain their edge, giving way to the nicknames associated with their line of latitude, such as the “Roaring Forties,” “Furious Fifties,” and “Screaming Sixties.” Longrange swells associated with these winds make the higher latitude Southern Hemisphere seas very tumultuous. Whether it’s the promise of isolation that draws the visitor, as the more common yachting circuit may yield congested harbors and ports, or the promise of nightly auroras and glowing, moonlit glaciers, extreme destinations are on the rise. Seafarer, beware – it is not for the faint of heart. Jordanna Sheermohamed is president and lead meteorologist of Weather Forecast Solutions, a private weather-forecasting company ( www. WeatherForecastSolutions.com). Comments are welcome at editor@thetriton.com.

February 2018 The-Triton.com

Yachts sold

M/Y Huntress II, a 180-foot (55m) Feadship launched in 1997, sold by Merle Wood & Associates, with Camper & Nicholsons broker Alex Lees-Buckley representing the buyer. Asking price was just under $19 million.

Heesen Project Maia, above, (YN 18350), a 164-foot (50m) vessel, sold through the Heesen Fort Lauderdale office, with Chris Collins of Ocean Independence introducing the buyer. The American owner and his team are working with designers and shipyard engineers to tailor the yacht to their needs.

M/Y Oneness, above, a 150-foot (46m) Palmer Johnson launched in 2009, sold by Northrop & Johnson brokers Sean Doyle and Wes Sandford. Asking price was 15 million euros. M/Y Big Zip, a 142-foot (43m) Trinity built in 2010, sold by Northrop & Johnson. Asking price was $16.9 million. M/Y Lady Genyr, a 141-foot (43m) CRN Navetta 43 delivered in 2013, sold by Camper & Nicholsons brokers Flavio Constantino and Fernando Nicholson. Asking price was 14.5 million euros. M/Y Beija Flor, a 124-foot (38m) Delta delivered in 1998, sold by Merle Wood & Associates broker John Cohen, who represented the seller, and Worth Avenue Yachts brokers Michael Mahan and Leonce Richard, who brought the buyer. Asking price was $4.5 million.

M/Y Orso 3, above, a 108-foot (33m) Benetti launched in 2013, sold in-house by Camper & Nicholsons. Asking price was just under $7 million. M/Y Blue Sky, a 103-foot (31m)

Marinas / Shipyards Cheoy Lee delivered in 2002, sold by listing broker Tucker Fallon of Bradford Marine and Apex Marine broker Mark Mari, who brought the buyer. Asking price was just under $1.9 million. M/Y Maximus, previously Darsea, a 98-foot (30m) Moonen launched in 2008, sold by Camper & Nicholsons broker Rytis Babravicius, who brought the buyer, and Fraser Yachts listing agent Maarten Ten Holter. Asking price was 4.9 million euros. M/Y Tuko, an 84-foot (26m) West Bay Sonship built in 2004, sold by Northrop & Johnson brokers Todd Rittenhouse and Kevin Kramer, who represented the seller, and Hampton Yachts, who brought the buyer. Asking price was just under $2.5 million. S/Y Two, an 82-foot (25m) Alia sailing yacht launched in 2011, sold at auction in Fort Lauderdale by Northrop

& Johnson broker Hank Halsted in partnership with DeCaro Yacht Auctions International. Asking price had been just under $3.5 million.

New in the sales fleet

RMK 58m, a 190-foot motor yacht under construction at RMK Marine Shipyards in Turkey, listed by Northrop & Johnson brokers Joe Foggia and Edward Sacks for 34 million euros. M/Y Element, a 140-foot (42.7m) Cantieri di Pisa built in 2002, listed with Merle Wood & Associates for $7.25

News 29 million. M/Y Silver Oak Cellars, left, a 122foot Delta launched in 1997, listed with Denison broker Kurt Bosshardt for $4.5 million. Hull No. 2 of the Kando 110 from AvA Yachts, a steel-hull, full-displacement. long-range motor yacht under construction at the AvA Yachts shipyard in Turkey, listed with Yacht & Villa broker Paul Cave for 6.65 million euros. M/Y Mashallah, a 103-foot (31m) Astondoa launched in 2007, listed with G-Yachts broker Pierre Badin for just under 2.8 million euros. M/Y Argonauts, a 102-foot (31m) Baia built in 2011, listed with Camper & Nicholsons Asia broker Adam Essex for $4.2 million.

See BOATS/BROKERS, Page 30

30 News BOATS/BROKERS, from Page 29

M/Y Hunny Bunny, above, a 98-foot (28m) Sunseeker delivered in 2012, listed with Northrop & Johnson brokers Ed Dickinson and David Seal for just under 3.5 million euros. S/Y Taronga, a 97-foot (29m) Maxi 88 built in 1991 at the CIM shipyard in

boats /brokers Rochefort, France, listed by Northrop & Johnson broker Hugo van Schaik for $1.3 million. M/Y Blinder, formerly Khamsin, a 94-foot (28.7m) Sunseeker launched in 2005, listed with Northrop & Johnson broker Cameron Bray for $2.87 million. Natalya 86, a new build 85-foot (26m) aluminum displacement motor yacht under construction by AvA Yachts in Turkey. The boat, expected to be ready for delivery in 2018, is offered at 2.65 million euros by Yacht & Villa broker Paul Cave.

News in the charter fleet

M/Y Mine Games, formerly Bistango,

a 203-foot (63m) Benetti launched in 2010, available for winter charter in the Bahamas and summer charter in the Bahamas and Caribbean through Northrop & Johnson.

The-Triton.com February 2018

in the Bahamas through Northrop & Johnson. M/Y W, a 130-foot (39.6m) Westport, available through Northrop & Johnson for charter in the Bahamas and Caribbean.

Tankoa presents new 53m planing yacht

M/Y Mizu, above, formerly Sea Bowld, a 174-foot (53m) Oceanfast launched in 2014, available for charter

The Tankoa S533 Saetta is a new addition to the Italian yard’s line of planing yachts, joining the Tankoa 58 Open that launched last year. The S533 Saetta is a 174-foot (53m) model characterized by extensive glass surfaces. Three MTU 16V 2000 M94L water jets provide a top speed of 28 knots and a cruising speed of 24 knots, according to Tankoa. For more information, visit www. tankoa.it.

Denison to represent Momentum line

The Italian Sea Group has named Fort Lauderdale-based Denison Yachting the exclusive dealer in the Americas for Admiral Yachts’ Momentum line of megayachts. Momentum is a series of 131-foot (40m), 148-foot (45m), 154-foot (47m), 197-foot (60m) and 279-foot (85m) long-distance displacement yachts available with aluminum or steel hulls. “There’s a good opening in the market for a high-quality explorer-type series,” Denison broker Glynn Smith said. “The shipyard is immaculate, and they are extremely driven to raise the bar of yacht building.” Denison Yachting is a family-run company that provides worldwide yachting services, including sales and charter to crew placement and new construction. The company has 24 offices in the U.S. and Caribbean. For more information, visit www.denisonyachtsales.com.

N&J Asia distributor of Bali Catamarans

Northrop & Johnson’s Asia offices have teamed up with Catana Group to sell the French shipyard’s Bali Catamarans brand of sailing and motor multihulls in the Philippines, Singapore, Malaysia and Thailand, according to a company press release. “This new range of catamarans is a game changer in all categories of ownership: private, shared or charter,” stated broker Greg Dagge, who will serve as brand manager for Bali Catamarans in Asia. “N&J Asia will be there to service all three.” According to Northrop & Johnson Managing Director Asia Bart Kimman, the first boats will arrive this summer. For more information, visit www. northropandjohnson.com.

February 2018 The-Triton.com

Study on Dutch vessels points to all-electric future on canals Diesel Digest Capt. Jeff Werner

The Dutch government plans to ban all new diesel and gasoline vehicles from its roads beginning in 2030. While this trend toward zero emissions for road vehicles also is happening elsewhere in Europe – France, Norway and the United Kingdom all have similar plans – what is unique about the Netherlands is that there is a parallel move in boating. The city of Amsterdam, nicknamed “Venice of the North,” has more than 60 miles of canals. Regulations to limit damage caused by internal combustion engines on these historic waterways are now in force, with more to come. As of Jan. 1, 2017, two-stroke outboard engines, those using a gasoline and oil mixture, are prohibited on the canals unless they were purchased after 2007. Amsterdammers are aware that the eventual goal is to have only electricpropelled recreational vessels plying the canals at some foreseeable date. Beginning in 2010, the European Union funded a three-year study called Operatie Boeggolf – “Operation Bow Wave” in English. This study brought together a Dutch technical university, an applied science research institute and the public water utility of Amsterdam, which also regulates canal usage. The goal was increased knowledge about sustainable operational practices for small commercial watercraft. Different combinations of engines and transmissions were tested on city-owned vessels, including a crane boat, a patrol boat and a tugboat. They tested low-emission clean diesel engines, diesel-electric systems, hybrids and all electric propulsion. The results favored electric vessels from an environmental and financial investment standpoint. This outcome will soon have a practical application. One of the most popular tourist attractions in Amsterdam are canal boat tours. Today, most of these guided tours are done aboard long, low-slung, dieselpowered vessels that easily glide under many of the city’s nearly 1,300 bridges. It was decided to apply the findings of Operation Bow Wave to Amsterdam’s canal boat fleet – about 70 vessels with an average length of 65 feet and carrying at least 80 passengers each. A new breed of commercial canal boat, starting in 2025, will replace the current diesel

watercraft. They will have zero emission and be powered by electric motors and drive trains. A canal cruise boat with a fully electric driveline will theoretically have carbon dioxide emission reductions of between 60 percent and 95 percent over diesel, depending on the type of electricity used to charge the boat’s batteries. If a coal-fired power plant produces the shore power provided by the Dutch electrical grid, the reductions will be the lower number. If shore power is produced by renewable energy sources – such as solar panels, windmills and hydroelectricity – then the higher number for carbon dioxide reductions will be achieved. In 2015, a mechanical engineering student at the Delft University of Technology, about 45 miles from Amsterdam, wrote his Master’s thesis outlining a conceptual version of these future canal boats. The design parameters of the new electric canal boat and the traditional diesel canal boat were processed by a simulation program on a computer to compare their efficiency as they go through a day’s tour work on a canal. The computer simulation ran both boat models through a typical day of six trips and associated docking. The diesel engine version had a fuel-to-power conversion efficiency of 37 percent, while the electric motor version had a 93 percent fuel-to-power conversion efficiency. The all-electric concept vessel is clearly more energy efficient. The result is a vessel powered by lithium-ion battery banks and propelled by a fixed pod drive with a four-bladed prop, dual rudders and a bow thruster to aid in maneuvering. The concept boat mirrors the average size of the current canal boat in hull shape, length overall, beam and draft. These results will no doubt influence policy making for the use of small diesel engines on harbor craft throughout the European Union during the next 25 years. The maritime industry will also be observing the outcomes of the conversion to zero-emission canal boats in Amsterdam with great interest. Capt. Jeff Werner is a 25-year veteran of the yachting industry as a captain on private and charter yachts, both sail and power, and a certified instructor for the RYA, MCA, USCG and US Sailing. He also owns Diesel Doctor (MyDieselDoctor.com). Comments are welcome at editor@the-triton.com.

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32 Crew Health

The-Triton.com February 2018

Symptoms of heart attack may not be what you would expect Sea Sick Keith Murray

In February we think of Valentine’s Day, and the symbol for Valentine’s Day is the heart. So I thought it fitting that we discuss your heart – or more specifically, how to recognize if you are having a heart attack. The most common symptom of a heart attack for both men and women is chest pain or discomfort, although women are more likely than men to have atypical symptoms, such as shortness of breath, nausea or vomiting. Other symptoms that both men and women may experience are pain or discomfort in one or both arms; feeling weak or tired; breaking out in a cold sweat; lightheadedness; back or jaw pain; and an uncomfortable pressure, squeezing, fullness or pain in the chest. Many say it feels like an elephant is sitting on their chest. If you notice any of these symptoms in yourself or anyone around you, call for immediate medical attention. Several years ago, my friend Capt.

Rob noticed he was feeling tired earlier in the day. He was also sweating more than usual, but that did not really raise concerns since he worked outside in the hot Florida sun. About the same time, he noticed indigestion or heartburn, so he started taking Zantac. He wasn’t sure what was going on, but he knew he did not feel well. After several days of this, he decided to go the doctor’s office, where he was informed that he was having a heart attack. Capt. Rob required open-heart surgery; happily, he survived and is back to 100 percent. In a CPR class I was teaching in Pennsylvania once, a student shared a story similar to Capt. Rob’s. He said that when he was only 40 years old, he began feeling severe heartburn and indigestion, so he started drinking Maalox antacid. For two weeks this feeling continued, and he continued to drink the Maalox. Then one morning a new symptom began. He said it felt like someone stabbed him with a two-by-four between the shoulder blades, then lit it on fire. At this point he dialed 911 and was flown by helicopter to a cardiac hospital for surgery. He survived, but many are not

so fortunate – especially those who wait too long. Sometimes our body sends signals to the brain that don’t always seem logical. Two of my female students who experienced heart attacks felt the pain in their elbows. It can happen. And while chest pain may be an indication of a heart attack, it also may be only heartburn. The problem is that it can be difficult to tell the difference. Gastrointestinal problems – such as ulcers, muscle spasms in the esophagus, GERD, a gallbladder attack or pancreatitis – also can cause chest pain and other symptoms that are similar to those of a heart attack or angina. Angina is chest pain or discomfort that occurs when an area of your heart muscle doesn’t get enough oxygen-rich blood. Often, angina feels like pressure or squeezing in your chest, or like an elephant sitting on your chest. The pain also can occur in your shoulders, arms, neck, jaw or back. Angina pain may feel like indigestion. Part of the problem in detecting where the pain is coming from is that

See SEASICK, Page 33

Heart attack signs in women Here are the heart attack warning signs for women, according to the American Heart Association. Please cut this out and give it to any woman you care about. Too often, women are unaware of their symptoms and don’t get medical treatment fast enough. l Uncomfortable pressure, squeezing, fullness or pain in the center of your chest. The pain may last more than a few minutes, or go away and come back. l Pain or discomfort in one or both arms, the back, neck, jaw or stomach. l Shortness of breath with or without chest discomfort. l Other signs such as breaking out in a cold sweat, nausea or lightheadedness. If you have any of these signs, call 911 and get to a hospital right away.

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February 2018 The-Triton.com

Use shipyard time as chance to study, explore, work on fitness The Yachtie Glow Angela Orecchio

If you’re going into a shipyard period, you’re likely to experience another side of yachting. Your schedule will change, the boat won’t be traveling and you might be working with only a skeleton crew. This might be a welcome change after many months of being on the boat with guests, but it also can be

SEASICK, from Page 32 the nerves in the chest are not as welltuned as those in, say, our hands. The brain knows which hand or finger hurts, but when the chest hurts, it often has difficulty determining whether the pain comes from the heart, lungs, pancreas, esophagus or stomach. The brain just knows the chest hurts. The key is to recognize the symptoms early and seek immediate medical attention. The longer you wait for medical treatment, the greater the chance of death. If you notice these symptoms before a cruise, seek medical treatment before you leave. If you notice these symptoms while at sea, contact a doctor immediately via satellite phone or radio. On land in the U.S., be quick to dial 911. 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 (www. TheCPRSchool.com). Comments are welcome at editor@the-triton.com.

Avoid heart disease Here are some steps that can help prevent a heart attack:

l Schedule an appointment with a doctor and get a complete physical. l Stop smoking. It will cut your risk of coronary heart disease by 50 percent in one year. l Exercise. Something as simple as walking 30 minutes a day can lower your risk for heart attack and stroke. l Modify your diet and eat healthy. Remember, you are what you eat. Don’t be a bacon double cheeseburger!

challenging for some crew. The trick is to go with the flow and expect changes. Follow these tips to stay healthy and happy during your shipyard period. Cook healthy meals. If you’re cooking for yourself, now is a chance to dig deeper into healthy meals. Find a few new recipes each week to try. Even if you’re not cooking for yourself, now is a great time to pick healthier meals and plan your health goals. Get fit. Step up your fitness game with more consistency and better qual-

ity workouts. Make a plan and stick to it even when it’s difficult. Find classes at the gym or yoga studios that you normally can’t commit to. Not only will you look better, you’ll feel better overall with mood-boosting chemicals running throughout your body all day. Stay busy. Avoid the temptation to sit around watching TV or surfing the internet all day. Start a project or new hobby, or study something you enjoy. Socialize. Plan crew events and gettogethers regularly. This could include

weekly dinners together and fun events, such as bowling, go-karting and crew challenges. Travel. This may be the best opportunity of the year to travel and tick some favorite places off your bucket list. Angela Orecchio is a chief stew, certified fitness instructor and health coach. This column was edited from her blog, Savvy Stewardess, The Smart Girl’s Guide to Yachting (www.savvystewardess.com). Comments at editor@the-triton.com.

Interior 34 News Palumbo leases Mondomarine shipyard

Italian new-build and refit company Palumbo Group has taken over the former Mondomarine shipyard in Savona, Italy, on a six-month lease. Mondomarine had been a major player in Italian shipbuilding for 25 years before its bankruptcy liquidation in December. In a company statement, Palumbo Group said the lease will allow it to restart Savona shipyard activities, including the immediate reinstatement of nine former Mondomarine employees. Upon final acquisition, the company said, it intends to rehire more former Mondo-

MARINA / SHIPYARD marine Savona workers. Palumbo Group said its entry into Mondomarine is part of a strategic development plan to expand its network of Mediterranean shipyards. The Savona acquisition brings its total number of facilities to eight. The company’s new-build division, operating as Columbus Yachts since 2008, recently acquired ISA Yachts shipyard in Ancona as one of the group’s main megayacht production sites. The group also has shipyard facilities in Malta, Marseille, Naples, Messina and Tenerife, as well as a commercial office in Monaco.

Bristol buys Boothbay Harbor Shipyard

Rhode Island-based Bristol Marine has acquired Boothbay Harbor Shipyard in Boothbay Harbor, Maine, according to Andy Tyska, president of Bristol Marine. The shipyard joins Bristol Marine’s two other boat yards – one in Bristol, Rhode Island, and the other in Somerset, Massachusetts. Boothbay Harbor Shipyard was founded in the late-1800s. Its 700-ton marine railway has braced tall ships, megayachts, tugboats, fishing trawlers, passenger boats, ferries, and Navy and Coast Guard vessels; while its 150-ton railway has accommodated sailing

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yachts, workboats and motor vessels. Operations will continue under the leadership of Boothbay Harbor Shipyard Vice President Eric Graves, according to a company statement. For more information, visit www.bristolmarine.com.

Maine yard to add refit space for yachts

Following two recent city council meetings in Belfast, Maine, Front Street Shipyard is finalizing its plans for a new building that’s large enough to accommodate superyachts with its 480-ton hoist. The yard expects to break ground April 1, and have the building operational by fall.

business briefs Pundt exits Hargrave, joins Denison

Herman Pundt has taken a position with Denison Yachts, after a successful 10 year career at Hargrave Custom Yachts. Both brokerages are based in Fort Lauderdale. “I will be helping in a management position as well as with sales and charter,” Pundt said. “This is hard, Hargrave is my family. But it’s a new challenge, time to change things up.” At a farewell party, Hargrave CEO Michael Joyce called Pundt the ultimate team player. He said that Pundt was active in every phase of the Hargrave organization, from sales and service to charter and marketing, and could play every position on the Hargrave team. “Everyone in our company wishes Herman success in his new assignment,” Joyce said. “We have great respect for Bob Denison and his team.” Pundt can be contacted at Denison Yacht Sales in Dania Beach, cell 252241-8171, office 954-763-3971, sales@ denisonyachtsales.com.

RPM service director to work from N.C.

RPM Diesel’s longtime service manager, Mike Desderio, has recently relocated to North Carolina. Desderio began his career as a service tech for Johnson & Towers in 1983, and joined RPM Diesel as a service tech in June of 1991. He was promoted to service manager the following year. Last summer he was promoted to service director, and he will continue to serve the Fort Lauderdale-based company in that role from North Carolina. “Mike has been an instrumental part of helping our company grow into what it is today,” General Manager Todd Barnes wrote in an email. Peter Berkley was promoted to service manager last summer after 17 years with the company.

February 2018 The-Triton.com

Newest culinary craze could bowl you over with its benefits “to cut” in Hawaiian, where this traditional dish is made from cuts of lesser Take It In popular fish parts, such as the head or Carol Bareuther tail. Today, the bowl craze has expanded to everything from ordinary rice, burrito What’s old is new again when it and quinoa bowls to fashionable ethnic comes to eating out of a bowl. Last year, favorites like the banh mi bowl, which New York City-based culinary consultants Baum & Whiteman named “bowls” has all the fixings for this classic Vietas one of the 13 Hottest Food and Bever- namese sandwich – roast pork, pickled age Trends in Restaurant & Hotel Dining. cucumbers, fresh cilantro and jalapenos – but without the bread. Forking into food served in a bowl is The beauty of bowl food is that there certainly nothing new. After all, bowls is no right or wrong way to prepare it. have been part of mankind’s meals for thousands of years, as proved by archae- However, to be on trend, ingredients should be healthful. Here are a few ideas ological evidence of these utensils existfor building your own bowl. ing in places like ancient Greece. What Start with a base. This can be grains, is new is the perceived health benefits of these catchy containers over plain plates, cooked beans or peas, or leafy greens. Good grain selections inand the trendy combinaclude brown rice, quinoa, tion of ingredients inside. Switching to and whole-grain noodles Is eating out of a bowl smaller plates and pasta – or for breakfast, better for you? Yes – if it’s or bowls can oatmeal and granola. For smaller than your usual beans, choose high-nutrient plate, especially if portion help to prevent types such as chickpeas control and maintaining a overeating. (also known as garbanzo healthful weight is a goal. beans), pinto beans, red In fact, research on plate beans, black beans, kidney beans and size published in 2016 in the Journal of lentils. Leafy greens are an especially the Association for Consumer Research good base. Consider that according reveals that participants ate 30 percent to an article published in 2014 in the less food on a plate that was half the dijournal Preventing Chronic Disease, the ameter of their usual dinner plate. 11 most nutrient-dense fruits and vegWhat’s more, the researchers made etables are greens: watercress, Chinese two other interesting discoveries: First, cabbage, chard, beet greens, spinach, this smaller-utensil effect works best when someone fills their own plate, such chicory, leaf lettuce, parsley, romaine lettuce, collards and kale. as in a home setting, rather than having Add the meat. Satisfying, satiating someone fill it for them, like at a restauprotein is perhaps a better choice of rant. Secondly, small serving utensils work their magic best if someone doesn’t words than “meat,” since vegetablethink they are being watched to see how based protein such as tofu and tempeh much they dish up. In a nutshell, simply fit in this category. This also includes lean beef, pork, chicken, turkey, fish or switching to smaller plates – or bowls – hard-cooked eggs. All you need is 2 to 3 can help to prevent overeating. The recent culinary trend started with ounces. Sprinkle on the extras. Make sure acai bowls. Served as a hip breakfast and popular with millennials, who liter- these “extras” are packed with nutrients. Good examples are shredded cheese, ally want to eat and run rather than sit nuts and nut butter, seeds, flax, wheat and eat, the basis is acai fruit pureed to germ and sliced avocado. the consistency of ice cream. The acai Eating out of a bowl might not offer is then topped with fresh berries, dried nuts and granola or oatmeal. It’s the acai any magical benefit, but using a small that lends a superfood cache to this dish. bowl instead of a large plate and filling it with nutritious ingredients can help Found on trees in the Brazilian rainforwith weight control and disease prevenest, acai berries are low in calories and tion. rich in dietary fiber, antioxidant nutrients and heart healthy fats. Though the Carol Bareuther is a registered dietitian berries aren’t available in the U.S., the and freelance health and nutrition writer. puree is, hence the popular format as a Comments are welcome at editor@thebase for bowl food. triton.com. Next, came poke bowls. Poke means

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Interior 36 News

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Owners rely on representatives for updates, risks and timeline OWNER, from Page 1 expect from their representatives. Kristine Williams, owner of M/Y Berilda, said she looks for trust. “They’re like your pilot and you put your trust in them,” she said. “I wanted the yacht to be pretty, to work and to be safe.” She compared her relationship with an owner’s rep to the one she builds with her yacht crew. Before a refit that included crew quarters on her 126-foot Feadship, Williams said she “worked with the crew to have rapport and trust.” The effects were substantial. “That has paid back for us 10 times,” she said. “Talk with them and develop a relationship; you end up with likeminded crew.” Williams compared refit projects to the winery that she and her husband own. “I find this very similar – it's very intensive and the goal is a quality product we are proud of,” she said. “We want to see the crew proud to be on board.” Besides trust and shared standards, communication is key in the refit relationship. And that is not always easy. “Owners don't understand our world and I don't understand your corporation,” said Capt. Glen Allen, fleet captain for Fleet Miami. “I would like him to understand.” The goal is for the two to meet in the middle to complete the job. Although fairly new to yachting, Williams said she wants “the nitty gritty” so she can keep up with progress. Reps are on the job to get it done to the owner’s wishes, but that communication needs to be realistic, said Leah Conway, director of fleet accounting with Wright Maritime Group. “They want conversations and to be made aware of the risks,” Conway said. “Don't ever say, ‘It is what it is.’”

Unfortunately, there is not one blanket formula to do that, said Capt. Parker Stockdale, project manager and owner’s rep for M/Y Anodyne. Not all owners want the same level of information. “They vary from want-to-knownothing to need-an-explanation,” Capt. Stockdale said. “My job is to manage expectations. Owners are either levelheaded or reactionary or disengaged.” He shares regular reviews of refit progress, no matter the owner’s interest level. “This is typically a lot of money and the owners are nervous if not kept on board,” Capt. Stockdale said. “Just inform or get a buy-in on important things. My owner is very hands-on; that makes it easier.” No matter the challenges between dream and reality, he said, it is the owner’s money funding the refit. “At the end of the day, they want what they want,” he said. “I have to strike a balance.”

What do owner’s reps bring to the job?

Yacht owners are typically not experts in how a yacht refit works, so that is where representatives can shine. “People have been thoughtful and understanding, but we don't know what we're getting into,” Williams said. “We rely on the captain or manager. It's a super steep learning curve.” Yacht owner’s representatives bring their specific knowledge of the owner’s yacht, as well as yachts in general, to the refit equation. And they use that knowledge to organize – and troubleshoot – the job. “You have an initial list and then you have the unknowns,” Capt. Stockdale said. “It is constant triage between the ‘I want’ list and the ‘can't wait’ list.” But there are some aspects that usually rise up and over even the owner’s requests.

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PHOTO/DORIE COX

Triton Publisher Lucy Chabot Reed moderates a panel during the Refit International Exhibition and Conference in Fort Lauderdale. Pictured from left are, Capt. Glen Allen of Fleet Miami; Leah Conway, director of fleet accounting with Wright Maritime Group; Kristine Williams, owner of M/Y Berilda; and Capt. Parker Stockdale, owner’s rep for M/Y Anodyne.

“The high priorities have to work, such as class and flag state things,” he said. And quite often, once into a refit, an unforeseen issue arises. “You have the yacht open, so it makes sense to take care of it now,” Capt. Stockdale said. “It's frustrating because it snowballs.” Although some captains say they are in the business of saying yes to yacht owners, that is not always the case. Especially when owners may not realize the ramifications of their requests. That’s when the captain’s job is to bring a dose of reality. But that discussion is delicate. “There needs to be tremendous care of owner relationships because time is so precious, it is absolutely everything,” Capt. Stockdale said. “There’s a consequence for every decision. That’s something I do with every spending decision, does this negatively or positively affect the timeline? Then we throw everything on the scales – what is the financial consequence, how does it affect the timeline? They can be hard conversations to have.”

What can be done better with refits?

The overall relationship between owner and rep is a work in progress, and Capt. Allen said there are things that can be done better both before and throughout the project. His experience has shown him that many owners are at a disadvantage without real knowledge of a yacht refit. “Lots of owners want the captain to ask questions,” Capt. Allen said. “They get upset if you assume. Speak to the owner.”

“I get on the plane, fly to the office, and sit with the owner and the attorney to understand what’s what,” Capt. Allen said. A big part of expectations center around the schedule. “Captains don’t go far enough to satisfy the timeline,” Capt. Allen said. “We need to do a better job protecting that.” But it is a challenging balance to maintain, said Capt. Stockdale. “We should empower the owner to enjoy the boat and accomplish what they want to accomplish with the boat, not what the crew or captain wants to do,” Capt. Stockdale said. “This is a voluntary business. They could put their money in a lot of other places.” As a yacht owner, Williams is but one type. She is curious and interested in her yacht’s refit, and she has figured out a few refit realities on her own. “You need to pad the timeline because stuff comes out of the woodwork, and then we have to do that now,” she said, noting a scenario that often causes frustration. “We planned to use the yacht in the summer and now it's fall. All the kids get time off work, my husband reschedules everything, everyone readjusts their schedule – and the yacht is not ready.” Williams learned that it is not just the schedule on a refit that needs to be padded. “It's the owner's responsibility to make himself informed,” she said. “If you know it's going to cost $10, put $15 aside.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

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Mix of high, low tech tools fill refit communication toolbox BRIDGE, from Page 1

emails prioritized,” said another captain, whose current refit project has spent more than $1 million in the past two months. “Who needs a decision based on what? Our communication is sped up a lot.” To keep work on course, this captain confirms no vendors or suppliers are waiting on the yacht’s team. “Emails make our contractors and vendors happier and decision-making quick,” this captain said. They are vital to record-keeping for class and flag state documentation, warranty and maintenance, and for disputes. When asked if anyone had used emails and records in a dispute, every captain nodded in affirmation. “Learned lesson, absolutely – when dealing with a family, PA [personal assistant] or accounting department, people make mistakes,” a captain said. But there are times when email is not the best tool. “I find it to be a crutch that people rely on,” one captain said. “They forget to actually pick up the phone and make

a phone call.” This captain explained that one part of a refit required the window work to be completed first. The window shade parts had a three-week turn around. The

project another year.” But they are still a refit priority for this captain, who is on a yacht large enough to have a purser to handle the emails so the captain can stick with his

captain asked the crew member when the parts would arrive. The crew member responded that he had emailed the manufacturer and did not know. “I’m waiting for an email back,” the crew member replied. “Call him and get the answer right now,” the captain said. Although everyone uses email, not all captains embrace it. “I hate email; don’t email me,” another captain said. “That will delay a

preference – phone calls. “I stayed up ’til 1 a.m. every morning so I could talk to the boss every day,” this captain said. “Emails mean you’re sitting behind your desk. I’m hands on in the boat. Give me a call so I can figure out how to put wipers on right now, not in two days. Every owner I deal with wants to talk to the captain, he wants dialogue going back and forth.” Although phone calls rank next for communicating, they have limitations

that emails do not. “My boss is asleep because it’s 2 a.m. where he is,” a captain said. “That’s going to slow your refit down extremely.” Emails are convenient in that case, because they are handled when each party is available. “I don’t like phone calls because people tend to ramble on, they don’t stick to the subject,” another captain said. “Before you know it, it’s a 30-minute phone call that takes away from me being on the project. Most owners are running big corporations and they don’t want to be on phone with me all day, either.” On the job, decisions must be made quickly, so when the yacht owner is not available, communication with someone on the yacht becomes crucial. “Who knows where they are in the world,” a captain said of the owner. “To keep things moving, there has to be a decision maker on the ground in the yard. You can email everyone you want, but if a decision has to be made very quickly, you have to have people in charge that can make this decision.” Even when the phone is the preferred

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PHOTO/LUCY REED

Attendees of The Triton’s From the Bridge luncheon for this issue are, back row from left, Capt. Rusten Nightingale of M/Y Shadowl, Capt. Marvin Wilson of M/Y Pacific Hope, Capt. Veronica Hast, Capt. Jack Haney of M/Y Golden Touch, Capt. Wendy Umla and Capt. William Blackwell, freelance; front row from left, Capt. Herb Magney of M/Y Ocean Club, Capt. Brendon Pomeroy of M/Y Medora, Capt. Rupert Lean, freelance, and Capt. Bill Hipple of M/Y Lady Kath.

Individual comments are not attributed to encourage candid discussion; attending captains are identified above. Captains who make their living running someone else’s yacht are welcome to join in the conversation. Email us for an invitation to our monthly From the Bridge lunch. mode of communication, emails are still in the equation. “Decisions from phone calls should be backed up with a reply, ‘OK, this is our conversation, just to confirm,’” a captain said. “You email a reply to get it in writing and to get it in a chain to keep everyone informed. It’s a way to keep the owner and management in the loop.” “Email is a good way to have everything in writing when making an agreement between myself and the project manager, shipyard and vendor,” another captain said. “Email will sometimes proceed the phone call, but will always come after,” a third captain said. “Everything needs to be put in writing. I want no question, no doubt. I copy the world on it.” Texts and messaging apps such as WhatsApp, work to solve problems quickly. “Texting is to the point,” a captain said. “They find out what you need to say and they say what you need to know.” But emails trump texts for long-term record keeping and for detailed, clear messages. With a text or message, “you can ask a quick question and it can come across as harsh, or the wrong point being

made,” said a captain who prefers email and phone calls to texting with vendors. But these brief methods of communication shine with crew, especially with group texts to the entire team, a captain said. “For the example of underwater welding, get it on the group text,” the captain said. “It works in emergencies and it’s handy on charter, ‘Help! Guests on shore, hurry, now.’”

Low tech still works

Not much can replace the oldfashioned meeting with people gathered together. And similarly, a physical information hub gives everyone a central place to come in person for information. “I want a crew meeting every morning, five minutes,” a captain said. “In a large refit, I have an office with a big white board. Crew know, at any point, they can come in and check the board.” “You’re going to have meetings when you need them,” another captain said. “I don’t need meetings with my crew every morning; they know what they need to do. But I will have meetings three or four times a week.” Another vital low-tech element of refits is paper: work orders, change orders,

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Captains print paper for class, flag, maintenance and disputes BRIDGE, from Page 1

contracts and emails – all printed out by many captains. “Most things require a signature, so it’s on paper,” a captain said. Several in the group said they print everything, as well as keep digital copies. “I edit the contract, make notes, then print. I’m old school,” a captain said. “I want to sit across from that person and be very clear of the work, the scope, how it’s going to be done. And the timeline. When the shipyard comes to me, I want them to sign off. There is accountability with email, but when you’re sitting across from me, I can say, ‘What do you need from me?’” “Clipboards are stacked up and we

have boxes and file cabinets full,” a captain said. Once documents are signed, they are scanned and put in the cloud and on external hard drives. Just how to keep the gigabytes of data organized brought laughs from the captains and the audience. It is a big job suited to the end of the day while unwinding with a cold beer, according to one captain. “It all goes in my library,” this captain said. “At the end of the day, I’ll index and categorize the photos and my notes.” Most captains initially organize the overall refit job with some form of a spreadsheet. Cloud-based programs such as Smartsheet, Office 365, or

Dropbox allow for one current, always correct document. “All of us are on it and the owner can click on real time,” a captain said. “Everybody gets the same data. Department heads can edit, and you can see who and what is being edited.” Color labels are the key, according to one captain. “The spreadsheet has categories – owner requests, class and safety, and crew maintenance,” this captain said. “Red means not started, yellow means we’re working on it and green is done. I send it to the owner twice a week. He doesn’t read it, he sees colors.” Such a document must be guarded so it can’t be changed without managers knowing what is correct and current.

“All of this has rules; you have to set expectations,” another captain said. “A few chosen people have access to make changes and updates. With one click you can make it not editable.” Besides keeping the job organized, spreadsheets also help share progress with the owner. “The owner wanted weekly summaries,” a captain said. “He got into the habit of setting aside an hour of his time so he could call me to go through the list.” The captain shared a hard-learned lesson: “Unless you want phone calls all weekend long, don’t send it Friday afternoon. Try Friday morning so that you can discuss it before the weekend.”

Smile, you’re on candid camera

The communication tool that the captains said they, as well as owners, enjoy most is the camera. This group embraces photos and videos, and said they use cellphones to capture images to solve problems and record work. “Refits are a can of worms, and I’ll have tons of pictures,” a captain said. “One or two truly show what I’m dealing with and will get sent to the owner.” “I text pictures to the owner if I need an immediate response, like, ‘This is what we just found and I would like to talk with you at your convenience,’” this captain said. The captain then offers suggestions – followed, of course, by an email to confirm it in writing. Photos and videos can add the fun factor to refits. Aside from record keeping, they can keep yacht owners engaged. “I always have one crew filming every day. On Friday they send an entire 5-minute film with music, whether Zac Brown or Jimmy Buffett,” a captain said. “I only video what he wants, whether its new fabric or the bar top. He doesn’t care about class and safety – he wants that fun.” Several captains said that since owning a yacht is a choice, they see keeping the owner happy as their primary responsibility. “We’ve got to keep them motivated, keep up the anticipation of what we’re doing,” a captain said. “After all of this work and communication, it boils down to this one thing. The worst thing is to have the owners unhappy. We’ve got to keep them entertained for the amount of money we’re spending and they’re not on the water.” Dorie Cox is editor of The Triton. Comment at editor@the-triton.com.

February 2018 The-Triton.com

We take Triton Networking to Boat Owner’s Warehouse, or BOW, on the first Wednesday in February. The long-established, family-run business is a staple in South Florida’s marine industry. Come meet the family and learn a little more about BOW and its family of businesses and services for yacht captains and crew. Until then, learn Baum more about BOW from owner Steve Baum. Q. Tell us about BOW. BOW is a boater’s one-stop shop for anything to fix, accessorize, clean, maintain or customize their boat. We have 20,000 brand name items in stock for vessels of all sizes. If we don’t have it in our inventory, we have special order departments in every store that are staffed full time with knowledgeable associates, and they stand ready to assist every boater with locating even the hardest-to-find items, no matter how large or small. Q. Where are your locations? BOW has grown over the years, but we still try to maintain that feel of being a family business. With 110 employees and five South Florida locations – four BOW stores in Fort Lauderdale, Pompano Beach, Riviera Beach and Stuart, as well as a BOW WorldWide Yacht Supply, our megayacht chandlery located in our 50,000-square-foot warehouse next to the Fort Lauderdale airport – we have the South Florida marine market covered pretty well. Because the four BOW stores are open seven days a week, 361 days a year, we try to be where boaters need us, when they need us, and with the brand name parts they are looking for. Q. What would captains or engineers be surprised to learn you carry? A better way to phrase that would be ‘what would captains and engineers not find in a BOW store?’ They won’t find any clothing or shoes. We tried that for a while, on a small scale, but it kept us from stocking the stores with the items our customers were looking for. Our stores are all in the 9,000- to 11,000-square-foot range and they’re packed pretty tight with inventory. Some of what we stock that captains and engineers may not find in a traditional marine store is bigger boat items such as 100 amp shore cords, smart Ys and replacement ends, and a large selection of 24-volt DC pumps and blowers. We even have 32-volt for older boats that are still around. We started carrying

BOAT OWNERS WAREHOUSE a few of the more popular 220-volt ice makers for boats built for the European market that are here in the U.S. And if we don’t have it in stock, our special order department can source anything a captain or engineer needs. Q. Your Fort Lauderdale location on State Road 84 got a facelift recently. Tell us about that. We spent many years acquiring the adjacent property in preparation for expanding. We then spent three years getting the necessary building permits from the city. Then we expanded the store 25 percent to a total of 9,000 square feet, built a new parking lot with drainage and did it all while staying open. We only closed for one Sunday to demolish our old mezzanine inside. Once the expansion was done, we were able to expand our core departments with a deeper and wider inventory selection. We add new product all the time, both by customer request and as new innovations hit the market. We also were able to increase the size of our special order department significantly. Q. Any plans for further growth? We just opened the Stuart store in April so our current plan is to spend time fine tuning that location. We are also continually trying to improve what we do to give the best customer experience that we can. We try to focus on selection, service, training our associates and, of course, keeping our prices competitive. As far as plans for growth and expansion go, the answer is probably, but I can’t say where or when at this time. Q. BOW was started by some of the oldest names in South Florida’s marine industry. Tell us about that. We are very fortunate to be the second generation of this business and to have learned it from the best. This business was founded in 1979 by Elmer Strauss, George Cable and Joe LaFauci. They are also the founders of Cable Marine, which they established in 1978. Cable Marine is getting ready in a couple of months to celebrate its 40th anniversary as one of South Florida’s premier shipyards. My partners in BOW are Elmer’s daughter, Terri Strauss, and Joe’s son, Paul LaFauci. We also made several of our key people shareholders in BOW. We wanted to reward their years of hard work. If you combined them, they would be one of the largest marine businesses in South Florida. All captains, crew and industry professionals are welcome to join us on Feb. 7 from 6-8 p.m. at BOW, 311 S.W. State Road 84 in Fort Lauderdale (33315). No RSVP needed.

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The-Triton.com February 2018

Bluewater Crew Training USA Join us at Triton Networking on the third Wednesday in February to help Bluewater Crew Training USA celebrate three years in its new facility off Sunrise Boulevard in Fort Lauderdale. The crew training and yacht management business merged with Bluewater in Europe in September of 2016 to offer yacht crew training and placement opportunities on both sides of the Atlantic. Until then, learn more about Bluewater Crew Training USA from one of its owners, Chief Operations Officers Amilee Luke Luke. Q. Bluewater Crew Training USA has gone through changes. Tell us about the school today. International Crew Training grew out of a predecessor yacht training company started in Fort Lauderdale in the mid-1990s, the first such program outside of Europe to focus on the training requirements unique to the superyacht industry. Three years ago, in December 2014, we moved into our new facility on Sunrise Boulevard in Fort Lauderdale. This new facility is over 45,000 square feet in total space, of which 20,000 square feet are dedicated to training space complete with our own indoor swimming pool We were awarded additional MCA course approvals and established ourselves as the regional office of the Professional Yachting Association (PYA). We changed the way our training center viewed students. Our core value is to provide students with more value than they expect. The only way to provide that level of service was to treat them like customers, not students. In September of 2016, after a few years working with Bluewater in Europe, we operationally merged with them and extended our reach as a global â&#x20AC;&#x153;completeâ&#x20AC;? yacht services company. Today, Bluewater Management and Crew Training USA is owned and managed by Dr. Jay Lasner, Brian Luke and myself. Q. How does your partnership with Bluewater, the placement agency and charter company, help students? Bluewater and ICT have partnered, under the Bluewater name, to provide our customers with free global training, enhanced career opportunities and yacht management. By merging our training services with

crew placement and offering the One Account, captains and crew now have the opportunity to receive free training. Our One Account is a crew recruitment and yacht training product exclusive to Bluewater. Every dollar spent on crew recruitment is given back in training vouchers. Within a 12-month subscription, the yacht will receive unlimited access to our crew database, plus training vouchers in relation to its size. We also provide a dedicated team to support the vessel via an assisted search functionally by email or phone. Q. Bluewater is authorized to sign off on the training record book. Tell us about that. You are partially correct. It is not the school that is authorized to sign off on the TRB but rather me personally. Over the course of many years, I have established a trusted relationship with the MCA (through the training center) and subsequently have been authorized to sign off, attesting to copies of original documents and the TRB. Q. What do you sense as concerns new crew have or the challenge they seem to be dealing with most? I have become somewhat of an adviser to crew navigating their way to an OOW or Master level CoC. Understanding the sea time requirements, course certificates and training needed to reach the next level within the MCA and USCG can be quite daunting for the average crew member. I provide advice and guidance on what is needed for each application. However, I must be careful to explain that this is free guidance on what I believe the regulations stipulate. The responsibility for the application and certificates required always belongs to the student. Additionally, every six months, Bluewater Crew Training USA hosts the MCA oral exams. We provide a oneweek MCA oral preparation course. I lead the instructional team that delivers this course and again, I provide advice and guidance for crew members in the Notice of Eligibility application process. The NOE must be approved by the MCA prior to the crew member sitting for examination. Many students find my advice and guidance helpful. My council helps lift a burden off their shoulders during a time when they should be 100 percent focused on passing the exam. All captains, crew and industry pros are welcome to join Triton Networking at Bluewater Crew Training USA, 750 W. Sunrise Blvd. in Fort Lauderdale (33311). For more visit bluewateryachting.com.

February 2018 The-Triton.com

PICK OF THE MONTH Feb. 15-19 Miami Yacht Show Miami Beach

This is the megayacht part of Miami’s two boat shows (not to be confused with the Miami International Boat Show) and is expected to showcase more than 500 new and brokerage yachts along a one-mile stretch of the Indian Creek Waterway with an additional location at Island Gardens on Watson Island in Miami. General admission is $20 per day. miamiyachtshow.com

Miami International Boat Show

With the addition of Strictly Sail onsite, this show now boasts 660 boats in the water, as well as an exhibition tent. miamiboatshow.com

Jan. 31-Feb. 2 International Marina

and Boatyard Conference, New Orleans. For marina and boatyard owners, operators and managers, as well as dock masters, harbormasters, boat builders

upcoming events and repairers, and industry consultants. www.marinaassociation.org

Feb. 2 Wobbly Race, Antigua. A BYOB (build your own boat) race for yacht crew. The annual event aids ABSAR (Antigua and Barbuda Search and Rescue). info@absar.org

Feb. 2-4 Miami International Map Fair. The 25th anniversary of the fair, the largest map fair in the world. Search “map fair” at www.historymiami.org.

Feb. 7 Triton Networking (the first

Wednesday of every month from 6-8 p.m.) with BOW, Boat Owners Warehouse, Fort Lauderdale. Join us for casual networking, no RSVP required. www.the-triton.com

Feb. 8 The Triton From the Bridge

Calendar 43

the Yacht Club de Monaco, the regatta attracts more than 150 boats in nine classes. yacht-club-monaco.mc

charter and sales contracts, ethics, management and more. Space is limited to 32. www.myba-association.com

Feb. 10-18 New England Boat Show,

Feb. 21 Triton Networking (the third Wednesday of most months from 6-8 p.m.) with Bluewater Crew Training USA, Fort Lauderdale. No RSVP required. www.the-triton.com

Feb. 13 Mardi Gras, New Orleans. One of the world’s most famous celebrations for this holiday of excess before the limits of Lent. www.mardigras.com, www. mardigrasneworleans.com.

Feb. 27-March 3 Dubai International Boat Show, Dubai International Marine Club. This year marks the 26th year of the show. www.boatshowdubai.com

Feb. 14 3rd annual Miami to Havana

Maarten Heineken Regatta, St. Maarten Yacht Club in Simpson Bay. www. heinekenregatta.com

Boston. NewEnglandBoatShow.com Feb. 10-18 13th annual CNR Eurasia Boat Show, Istanbul, Turkey. cnravrasyaboatshow.com

Race. Hosted by Coral Reef Yacht Club and Hemingway International Yacht Club of Cuba with SORC as race committee. www.havanarace.org

captains luncheon, Fort Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@ the-triton.com or 954-525-0029. Space is limited.

Feb. 18-22 Intermediate Marina Man-

Feb. 8-11 34th Primo Cup Trophée Credit Suisse, Monaco. Organized by

Feb. 19-21 16th MYBA Brokers

agement Course, Austin, Texas. Focuses on marina operations, policies and procedures, and is the first step toward becoming a Certified Marina Manager (CMM). marinaassociation.org seminar. Panels and presentation review

March 1-4 38th edition of the St.

March 2-4 16th annual Savannah Boat Show, Savannah, Georgia. Showcases powerboats, with a focus on saltwater fishing. www.savannahboatshow.com

March 3 41st annual Waterway Clean-

up, Fort Lauderdale area. Organized and sponsored by the Marine Industries Association of South Florida, it is Broward County's largest environmental

See CALENDAR, Page 44

44 Calendar CALENDAR, from Page 43 event with about 2,000 volunteers and 70 boats gathering debris. www.waterwaycleanup.org

March 7 Triton Networking (the first

Wednesday of every month from 6-8 p.m.) with Zodiac in Fort Lauderdale. Join us for casual networking, no RSVP required. www.the-triton.com

March 7-11 Moscow International Boat and Yacht Show, Russia. eng.mosboatshow.ru/boat March 8 The Triton From the Bridge

March 8-10 MYBA Broker seminar, St.

Laurent du Var, France. Intensive introductory lecture course covering charter, sale and purchase, and yacht management. www.myba-association.com

March 9-11 Firestone Grand Prix of St. Petersburg, Fla. Boaters can reserve a slip at Acura Yacht Club. For details, contact Kim Green at +1 727-898-4639, kgreen@gpstpete.com. gpstpete.com

upcoming events March 9-18 35th Miami International Film Festival, various locations in Miami. www.miamifilmfestival.com

Guidelines," and "Registry Update." www.quaynote.com

March 15-18 St. Barths Bucket Regatta.

Boat Show, West Palm Beach, Florida. More than $1.2 billion worth of boats, yachts and accessories from 8-foot inflatables to superyachts of nearly 300 feet. In-water portion of the show is on the Intracoastal Waterway along Flagler Drive. Show entrances are at Evernia St./Flagler Dr. and North Clematis St./ Flagler Dr. Free shuttle buses. www. showmanagement.com

A congenial, invitational regatta set in the Corinthian spirit open to yachts over 100 feet (31m). www.bucketregatta.com

March 16 115th annual Marine Engineering Science and Technology (IMarEST) annual dinner. Guildhall, London. imarest.org March 19-20 The Superyacht Summit,

West Palm Beach. Networking and educational seminars for yachting professionals. Organized by the U.S. Superyacht Association. ussuperyacht.com

March 21 No Triton Networking on this third Wednesday of the months as we prepare for the Palm Beach International Boat Show. Join us at the Triton Expo on April 11. www.the-triton.com March 22 Sixth annual Opportuni-

ties in Superyachts conference, Malta. The program will include topics such as:"Marinas in the Med," "Toys and Tenders: How to Make Sure That Superyachts Are the Center of Fun and Entertainment," "Training and Employment in Superyachts," "Pleasure Yacht

March 22-25 Palm Beach International

April 5-7 Seatec: Sea, Technology and

Design, Carrara, Italy. 18th edition of this international exhibition of technologies, subcontracting and design for boats, megayachts and ships. www. sea-tec.it

April 14 Westrec Marinas’ 18th annual Captain and Crew Appreciation Party, Sunrise Harbor Marina, Fort Lauderdale. By invitation only; registration required. Contact shmarina@fdn.com. www.sunriseharbormarina.net April 14-15 Marine Industries Asso-

ciation of South Florida's 22nd annual Plywood Regatta, Dania Beach City Marina, Florida. Boat-building event to introduce youth and the community to

The-Triton.com February 2018

the art of boat building. Proceeds benefit marine industry education. www.plywoodregatta.org

April 28 Spin-a-Thon, Fort Lauderdale. This high energy and fun-filled fundraising campaign brings 50 teams on 50 spin bikes riding (spinning) non-stop for four hours to raise money for the Marine Industry Cares Foundation's educational initiatives and to benefit the Foundation’s charitable partners, including the Children’s Diagnostic & Treatment Center. CycleBar Fort Lauderdale is presenting sponsor. www. marineindustrycares.org

MAKING PLANS

Triton Expo April 11 The Sails Marina Fort Lauderdale

Our popular Triton Expo is open to yacht crew and industry – both working and looking – to help develop the contacts that can make your careers better. More than 40 vendors, food and beverages, music and networking. the-triton.com

February 2018 The-Triton.com

Write to be Heard 45

from our readers

Crew Eye

Crew see yachting like no one else can. Send us images of life onboard. Consider it your canvas to share your views of yachting. Send your photos to dorie@the-triton.com. Be sure to include where it was taken and when and your photos might be in print.

hile others vacation around the picturesque waters of Falmouth Harbour Marina in English Bay, Antigua while the crew of M/Y Safira are hard at work. Mate Josh Turner keeps the Mercuries shining, bosun Latonya Jones polishes the rails and chief stew Katie MacAdam cleans the hard to reach spots onboard. Photos provided by Capt. Kent Kohlberger.

Intention of diesel column printed headline clarified Editor’s note: The print headline intended to say: “After-engine treatments scrub diesel engine exhaust, but with limited effect on reducing global warming,” but, space consideration forced us to shorten it and the intended context was not as clear. While much of the information published in your January Diesel Digest column “Treatments scrub diesel exhaust but contribute to global warming” is generally accurate and informative, the headline and premise of the article is not only extremely misleading, it misses the point of exhaust treatment completely. The amount of carbon dioxide produced by a diesel engine fitted with an exhaust aftertreatment system is no more than would be produced by a perfectly running engine without such a system. Carbon dioxide (CO2) is a “greenhouse gas” (GHG) and is one of the constituents of diesel exhaust. CO2 contributes to global warming by slowing the rate at which heat is transferred from the atmosphere to space. Because of the length of time CO2 persists in the atmosphere it is used as the baseline against which the impact of other green-

house gases is measured. Environmental scientists use a scale called the Global Warming Potential or GWP to compare the impact of various gases. GWP measures the amount of heat one ton of a gas will absorb over a given period of time. The larger the number, the greater the amount of heat is retained over a given period of time, usually 100 years. Because CO2 is the major contributor to global warming it has been assigned a GWP of 1. Combustion of diesel fuel in the cylinder of an engine is never perfect and the exhaust contains a mixture of CO2, unburned hydrocarbons, carbon monoxide (CO), and nitrogen compounds such as nitrous oxide (N2O), nitrogen dioxide (NO2), and nitric oxide NO. The oxides of nitrogen are described as NOx and have a Global Warming Potential around 300 times that of CO2. Exhaust aftertreatment systems comprised of diesel particulate filters (DPFs) selective catalytic reduction systems (SCR) and combinations of both exist because they dramatically reduce the impact of diesel exhaust emissions on global warming and human health. A DPF captures and holds inorganic par-

ticulates that are not only a direct health hazard but form condensation nuclei that can contribute to low level air pollution. Unburned hydrocarbons, black soot and nitrous oxide are converted to water vapor and carbon dioxide within the filter itself. An engine fitted with a combination of DPF and SCR not only performs all the work of the DPF but converts NOx to inert nitrogen gas and water vapor. Therein lies the core of the reason engine aftertreatment has become the primary means of meeting regulatory requirements for reducing greenhouse gas emissions. NOx has a GWP 300 times that of CO2 and is far more damaging than the nanoscale increase in CO2 produced through the elimination of soot and unburned hydrocarbons. The title of the article should have been “Diesel exhaust aftertreament systems drastically reduce yachting’s contribution to global warming” – which is microscopic in any event. Richard Boggs Owner, EnerYacht Thank you for your comments, Richard. As you correctly note, CO2 has a

GWP of 1, and diesel after-engine treatment technologies do not reduce CO2 emissions. Since diesel engine manufacturers have no additional methods to remove CO2 as diesel fuel is burned, they cannot change public perception about the future viability of diesel engines. Therefore, countries like Britain and France have no option but to ban diesel cars and vans since they produce large amounts of CO2. The headline submitted with my article was “Diesel Engine Pollutant Treatment Technologies,” so my closing paragraph, when read in the context of my original headline, makes total sense. My editor at The Triton rewrites the headlines that appear on my columns to meet their publishing needs, and I don’t see those headlines until I pick up my copy in Fort Lauderdale at a local marina. I do agree with you that this headline is misleading. “After-engine treatments scrub diesel engine exhaust, but with limited effect on reducing global warming” would have been more to the point. Please let me know if you have any questions. Thanks, Capt. Jeff Werner

Crew Health in the World 46 Where

Triton Spotter

The-Triton.com February 2018

Mate Josh Turner, on M/Y Safira, really wants to be in The Triton so there are two this issue. Find another photo on the Write to Be Heard page on 45. He and the crew did their photo shoot in Falmouth Harbour Marina in English Bay, Antigua last month. It appears to be ok to take a break, if crew read The Triton.

We love to see The Triton all over the world, and we love to see our readers as they travel. Share a photo of you and your Triton, wherever and however you read it. Send to editor@the-triton.com. Recently elected president of Young Professionals in Yachting (YPY), Samantha Weiler, above. visits exhibitor tables during the Refit International Exhibition and Conference in Fort Lauderdale during the second week of January. For her primary career, Weiler is co-owner of Loom Luxury Linens in Fort Lauderdale. YPY is a non profit organization to educate, promote ethical business practice, and facilitate success for more than 600 members worldwide. See more Refit photos on page 22-23. Leica, left, a Belgian malinois, is new to the yachting community, so owner Capt. Gary Green plans to help her get up to speed with The Triton. Capt. Green recently adopted the 3-year-old dog from Animal Aid in Fort Lauderdale.

February 2018 The-Triton.com

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48 Business cards

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The-Triton.com February 2018

February 2018 The-Triton.com

Find the Directory online at www.The-Triton.com.

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50 Business cards

Search hundreds of companies in the Triton Directory.

The-Triton.com February 2018

February 2018 The-Triton.com

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