Triton January 2019 Vol. 15, No.10

6

www.The-Triton.com | January 2019

Captain hopes stew’s alcohol death wake-up call for all crew

News Skipper gets prison sentence for prop death of passenger, and other industry news.

Obituary Craig Siedelhofer, 47, worked on megyachts as captain, engineer and first mate.

8

By Dorie Cox This time, the captain hoped rehab would stick. It was February, in the Bahamas, and his partner in both life and work had been drinking heavily for several days. She was intoxicated and belligerent in front of the owners and their guests.

The captain and owners sat her down for a talk, then put her on an airplane bound for a treatment facility in the U.S. The captain had tried everything he knew to do to help her.

“I realized I can’t do this anymore for my own sanity, for my job,” Capt. Chris Boland said. “I tried to save face with my employer. I felt like I was the glue to keep our jobs, to hide what was happening from the owners, to babysit her, to babysit the guests. And to think now...”

It was the last time he would see her.

Many yacht captains have lost crew members one way or another to alcohol abuse. During the past several years,

Crew News

PHOTO PROVIDED

NOT RESTING ON THEIR LAURELS The crew of M/Y Laurel were at their best during the 57th annual Antigua Charter Yacht Show on Dec. 4-10. Three of the 23-member crew on the 240-foot (73m) Ocean Independence took a pause for a photo. Above, from left, are Deckhand/Engr. Paul Soper, 3rd Stew Shani Davies, and Capt. Roy Hodges. The crew also welcomed locals on board for a look at the the inside of yachting.

See ALCOHOL, Page 38

Eat, not meet: Keep yacht crew meals informal From the Bridge Dorie Cox

Yacht crew pack in a boatload of duties each day, usually several tasks at the same time. But there are limits to multitasking when it comes to crew meals, according to captains at this month’s

4

Triton From the Bridge lunch. Although they would like to hold a meeting or focus on crew bonding during mealtime, they try to avoid anything more than eating.

“It's inevitable that meals turn into a little talk about work, but we try not to be a meeting,” a captain said.

“It is just a meal,” another captain said. “If you want a meeting, keep it

separate.”

Dining together is an important part of crew dynamics on board and that is why captains want the time to be positive. But several factor prevent breakfast, lunch and dinner from being optimal for work or official team-building, including the high probability of some crew members not present, interrup-

See BRIDGE, Page 36

Couple blends underwater photography, life lessons in new book. 11

Where in the World

Camino de Santiago offers a path of transition for one yacht crew as she bids farewell to her 20s. 12

Rules of the Road 2019 ushers in a slew of new regulations that affect yachts. 15

Upcoming Events Triton Networking Yachting calendar

42 43

3

Contents

January 2019 The-Triton.com

NEWS 4

Industry Updates

22

Fuel prices

26

Crew News

30

Boats / Brokers

33

Business

34

Marinas / Shipyards

Write to Be Heard 29

Guest writer

44

Letters to the Editor

44

Crew Eye

44

COLUMNISTS

Interior

Operations

18

Crew’s Mess

14

Secure @ Sea

19

Top Shelf

15

Rules of the Road

20

Culinary Waves

16

Engineer’s Angle

21

Stew Cues

17

Sea Science

Career

19

24

Taking the Helm

25

Crew Compass

28

Crew Coach

32 WHERE IN THE WORLD

Sea Sick

23

Take It In

Camino de Santiago

32

Galapagos

35

Antigua show

Events

Crew Health 22

12

6

Networking Gallery

42

Triton Networking

43

Calendar

Advertisers

22

18 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 J. Maughan, susan@the-triton.com

www.the-triton.com

JD Anson, Carol Bareuther, Billy Black, Dr. Robert Darling, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Capt. Roy Hodges, Lara-Jo Houghting, Mary Beth Lawton Johnson, Alene Keenan, Lauren Loudon, Sonja Maryn, Capt. Grant Maughan, Chef Tim MacDonald, Keith Murray, Dr. Robert Quigley, Corey D. Ranslem, Capt. Tom Serio, Jordanna Sheermohamed, Capt. John Wampler

tritonnews

tritonnews

46

Business Cards

50

Advertisers Directory

Contact us at: Mailing address: 757 S.E. 17th St., #1119 Fort Lauderdale, FL 33316 Visit us at: 1043 S.E. 17th St., Suite 201 Fort Lauderdale, FL 33316 Call us at: (954) 525-0029 FAX (954) 525-9676 Vol. 15, No. 10

The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2019 Triton Publishing Group Inc. All rights reserved.

thetritonnews

4 News

Industry Updates

The-Triton.com January 2019

Indian Empress crew awarded nearly $1 million in back pay

The crew of M/Y Indian Empress have been awarded almost $1 million in back pay after the yacht’s owner, Indian businessman Vijay Mallya, abandoned the yacht in Malta when he was arrested in the UK more than a year ago.

Nautilus International, a maritime professional’s trade organization based in London, had the yacht arrested in March while it worked to recover unpaid wages and other costs for the 40-member crew.

According to Nautilus, the crew will receive a total of $905,000. Some of the Indian Empress’s senior crew had not left the vessel since it was abandoned in September 2017 and were reportedly owed up to $92,000 each in unpaid wages.

“We are glad that we were able to help our members in this way,” stated Danny McGowan, international organizer at Nautilus. “If the shipowner had a relationship with Nautilus, we are sure that we could have resolved the issue without resorting to arresting and selling the vessel.”

Mallya, whose business empire once included Kingfisher beer, was arrested

in London in September 2017 over allegations he supported his Force India Formula One team with money-laundered cash.

He denies the charges and has been fighting extradition to India, where he is wanted in connection with a $1.27 billion fraud.

The yacht, launched in 2000 as M/Y Al Mirqab and previously owned by the Qatari royal family, had an estimated value of just over €83.5 million.

Earlier this year, a Maltese court ordered the sale of the Indian Empress, a 312-foot (95m) Oceanco, in order to pay creditors, including the crew.

The vessel was sold to the Malteseregistered firm Sea Beauty Yachting Limited for €35 million in September.

The Nautilus legal team managed to secure an initial total of $615,000 in owed wages following discussions with the superyacht’s P&I club under the terms of the Maritime Labor Convention’s financial security provisions, according to a press release from Nautilus.

Following the sale, an additional $290,426 was secured, with individual payments to crew ranging from between

photoS/OCEANCO

The 312-foot (95m) Oceanco M/Y Indian Empress has been sold. Newly renamed M/Y Neom, she is available for charter at $744,000 a week. The yacht features an autographed grand piano from Elton John.

$1,300 to $55,000, averaging about $20,745.

One crew member told Nautilus:”On behalf of all the other crew, I would like to thank you and your team for your

hard work with our situation We appreciate it all.”

The yacht has since been renamed M/Y Neom and is listed for charter at $744,000 a week.

January 2019 The-Triton.com

Skipper sentenced in prop death

A man in command of a 91-foot yacht when a 25-year-old passenger died during a charter in Miami earlier this year was sentenced to nearly three years in prison.

Mauricio Alvarez, 49, of Miami, was employed as captain of M/Y Miami Vice when the engine was engaged in reverse, killing one of the seven guests who had chartered the yacht on April 1.

On April 6, he was arrested at Fort Lauderdale-Hollywood International Airport as he attempted to board an overseas flight, according to a statement by the U.S. Department of Justice.

According to the DOJ statement, Alvarez worked with a first mate on board and was hired for $150 per hour for the four-hour charter, which was listed at a cost of $3,000.

Media reports stated that Alvarez did not have a valid U.S. Coast Guard license and had previously been ticketed by the U.S. Coast Guard for operating a charter without an appropriate license.

The charge of misconduct or neglect by a ship officer carried a maximum sentence of 10 years in prison.

The victim, Raul Menendez, was in the water off Monument Island when Alvarez started the engines and put

Industry Updates New Zealand to consider taxing yachts that anchor out

A proposal before the Auckland Council in New Zealand seeks a fee for foreign yachts that anchor in the area, according to a report in the New Zealand Herald.

Boats over 40m would be charged $23 per meter per day, meaning a 50m yacht would be charged $1,150 a day.

The money would got toward paying for the cost of the harbor master who oversees the Hauraki Gulf area, according to the Herald.

Foreign vessels currently pay to moor or dock at the cities facilities. The tax would also cover cargo ships and cruise ships unable to dock at the city wharves.

The fee would affect vessels that visitin Auckland when it is scheduled to host the 2021 America’s Cup.

them in reverse. Mr. Menendez was caught in the yacht’s propellers and killed.

Captain ‘distracted’ when yacht crashed A 35-year-old captain was found to be at fault after a 62-foot luxury yacht

slammed into a navigational buoy and sank off the coast of Jersey in November 2017, according to a report from the Jersey Evening Post.

The captain, whose name has been withheld, had been hired to take the boat, P6T2, at night from Elizabeth

Career News

5

Marina to Guernsey, where the owner planned to catch a flight to the U.K. the following morning.

There were only two passengers – the owner and the captain – aboard at the time of the collision, and neither were injured.

Ports of Jersey authorities have concluded that a number of factors caused the collision, including a hasty departure, a lack of pre-departure preparation, the distraction of adjusting the brightness on the vessel’s screens, and checking navigation lights were on while in transit, according to the report.

Cruise ship captain fined over fuel

A French court has fined a U.S. cruise ship captain €100,000 for breaking European Union pollution laws after the ship was found to be burning bunker fuel with a sulfur content of 1.68 percent, above the EU limit of 1.5 percent.

In the first ruling of its kind, Capt. Evans Hoyt of Azura was fined €100,000. The judge ordered that Carnival Cruises, which owns the manager and operator of Azura, P&O Cruises, pay €80,000 of the fine.

According to news reports, Carnival

See NEWS, Page 9

6 Events Career

M

ore than 225 yacht captains, crew and industry folks joined us for Triton Networking with Maritime Marine on the first Wednesday in December. The shore power and switchboard company warmed up the chilly South Florida evening with Polynesian entertainment – including fire dancers – and over-the-top Hawaiian-themed food, courtesy of yacht Chef Jonny Brunold.

And all our guests went home with a gift from Maritime Marine.

Photos by Tom Serio

Maritime marine

The-Triton.com January 2019

January 2019 The-Triton.com

Crew News

7

Couple dive deep to connect science, emotion in new book

By Dorie Cox

A fish called the shrimp goby and a burrowing blind shrimp are most always together on the seafloor. They stay close enough to touch as they watch over each other to feed and avoid predators.

Cathryn Castle, pictured right, saw the relationship as loyalty and friendship. She asked the group of scuba divers she was leading to sit still and watch.

The dream to share the human traits she had noticed during her decades underwater has come together with Capt. Gui Garcia. He was at the helm of a yacht nearly three decades ago when Castle was a scuba-dive guest.

After the trip they continued in their separate careers, he on yachts and she as a writer and photographer. Each married, traveled, and dove deep into their love of photography and underwater life.

Twenty-six years ple, as well as some of later, after changes in their professional dive “Ocean Metaphor: each of their lives, they photographer friends.

Unexpected Life reconnected. Now they “I think my favorare married and work as Lessons from the ite photos in the book a couple on yachts and Sea” is available on are of the tiger shark, scuba-diving advenAmazon.com and at simply because it is such tures. Their passions c2g2productions. a magnificent, yet often have blended, and the com.’ misunderstood, creaconcept that emotion ture,” Capt.

Garcia said. and personality can co“I love photographing exist with science guided and filming sharks. They present all the design of the couple’s first book, “Ocean Metaphor: Unexpected Life Les- sorts of challenges. My second favorite is the humpback whale calf. Another huge sons from the Sea.” photographic challenge, yet this baby “We worked from lots of long was so curious and playful, which made conversations and shared notes about it easy. It’s mother stayed down below, observing marine life,” Castle Garcia said. “I compiled all the material, and we just keeping a watchful eye on the calf as it played with us. It feels like an honor to shared editing duties. Our creative probe in the water with these gentle giants. I cess was quite lovely and a lot of fun.” am lucky to get to do this work.”

Capt. Garcia has worked on motor yachts Tuscan Sun, a 145-foot Navantia; Dorie Cox is editor of The Triton. ComLady Lola, a 206-foot OceanCo; Ocean ment at dorie@the-triton.com.

Paradise, a 170-foot Benetti; and Qing, a 148-foot Cheoy Lee, and has amassed thousands of sea photos, and they color the book. The brilliant indigo and violet in the close-up of a mantis shrimp’s eyes are described as the most complex visual system of any in the animal kingdom.

Each creature is also given a human characteristic – in this case vision: the act or power of anticipating that which will or may come to be. And the shrimp is paired with the life lesson, “Never lose sight of your dream.”

The book is defined by vibrant and mesmerizing photos taken by the couCapt. Gui and Cathryn Castle Garcia

8 News

The-Triton.com January 2019

Engineer, first mate Craig Siedelhofer dies of cancer at 47

By Dorie Cox Engr. Craig Siedelhofer died Nov. 17 of cancer in Roanoke, Virginia. He most recently worked as relief engineer on M/Y Serengeti, a 130-foot (40m) Westport, for about a month, according to Chief Stew Melissa Miles, his girlfriend of about six years. He was 47.

Mr. Siedelhofer began working on boats about seven years ago, according to his resume, and was first mate and

engineer on a variety of yachts including the 45m M/Y Constance Joy, 50m M/Y Triumphant Lady, 30m M/Y Serenity II, 40m M/Y Spirit, 45m M/Y Lady Sandals and as engineer on 50m M/Y Fighting Irish and 50m M/Y Tuscan Sun. He was captain and engineer on the 30m F/V Polo V. He had recently been experiencing pain, according to Miles. She most recently worked on the 125-foot Broward M/Y Aquasition and the 145-foot West-

ship M/Y Fighting Irish.

“He was at his brother’s when he was diagnosed,” Miles said. “He thought he had kidney stone pain but it was liver cancer.”

Although he held a captain’s license, Mr. Siedelhofer enjoyed being in the engine room and had intended to take more courses to advance his Y4 certification, Miles said..

He had an engineering mind as well as military training in the U.S. Air

Force, which was often put to use on yachts, she added.

“If you’re not early, you’re late” was one of his personal theories, Miles said. “On board, he would run the deck.

It was like, ‘Everyone Siedelhofer be quiet, let Craig run things.’ ” He had a great sense of humor, and was known for quickly assigning nicknames to fellow crew and friends.

“We use those nicknames for each other, too. I said, ‘I think you should have been a standup comedian.”

Although he enjoyed people, Miles said she joked about his work in the engine room, “ ‘The older you get, the more ornery you get, but it’s perfect – you’re in the engine room and not dealing with guests.’ ” Miles said many crew considered him a mentor, including her.

“I’m freelancing now, and during the day I think, ‘I’ve got to tell Craig this.’

He taught me everything – how to tie lines, how to correctly polish, how to 2-step a boat,” Miles said. “He was my best friend. I could vent, share observations or call with funny stuff.”

Mr. Siedelhofer previously was a carpenter and worked in construction, Miles said, and was also an avid fisherman.

Mr. Siedelhofer and Miles had lived in Neptune Group crew accommodations in Fort Lauderdale. The two met while listening to a 1980s tribute band at Dicey Riley's Irish Pub. She said he loved music, especially blues and Lynyrd Skynyrd, but he played Frank Sinatra to cook one of his specialties: Italian food.

People often commented on his bright green eyes and asked if they were contact lenses, Miles said. And he had some “battle scars” from years of manual labor.

“He was missing a finger nail – it blew off with a nail gun – and he had a bad fall on a boat, fell on his face and had stitches and surgery on his nose,” she said.

Many people will miss him, especially Miles.

“I’m used to him being away,” she said. “But this time he’s not coming home.”

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

News

January 2019 The-Triton.com

9

Industry Updates NEWS, from Page 5 Cruises has appealed the fine, stating that it had been previously informed by the French environment ministry that the law did not apply to cruise ships.

USCG shuts down another illegal charter

The U.S. Coast Guard ended the voyage of a vessel in Miami on Dec. 3 for violating passenger laws and regulations.

The 64-foot M/Y Cary On, carrying 13 passengers, was boarded by a USCG law enforcement crew in the area of Baker’s Haulover Inlet, according to a USCG press release.

The following violations of passenger-for-hire operation regulations were found: l Failure to have a valid Certificate of Inspection for vessels carrying more than six passengers. l Failure to have a credentialed mariner in control. l Failure to have a drug and alcohol program. l Failure to have a valid stability letter.

“You put your life at risk when you board a charter vessel with an operator who is not properly certified to take paying passengers,” stated Victor Rivera, Coast Guard Sector Miami command duty officer.

“Charters that aren't operated under the proper regulations can put passengers in danger and are subject to fines and potential civil penalties,” Rivera said.

Owners and operators of illegal charters face civil penalties of up to $41,456, according to the Coast Guard. The investigation is ongoing.

Azimut sells 15 yachts at FLIBS

Italian boatbuilder Azimut Yachts has sold 15 yachts worth about $50 million during the Fort Lauderdale International Boat Show in November.

“Our objective is to become the topranking shipyard in the USA over the next two years,” Azimut-Benetti President Federico Ferrante said in a press release announcing the news.

The builder said the United States is “the brand’s main market, representing 38 percent of total value of production, thanks to the partnership with MarineMax.” Azimut reported an increase in visits to its FLIBS booth of 20 percent over last year, not only by people from the US, but also from Canadian and South America.

Azimut Yachts and MarineMax intend to increase its presence at the country’s main boat shows, mainly to implement a multi-faceted program of events designed to strengthen owners’ sense of belonging to the Azimut Yachts community and to win over new owners, the company said.

Seafarers’ pay rising to $618 per month

A subcommittee of the International Labor Organization will recommend that the minimum monthly basic wage of able seafarers raise from $614 to $618 as of July 1, 2019.

The ILO’s Joint Maritime Commission has also scheduled further monthly increases to $625 on Jan. 1, 2020, and to $641 on Jan. 1, 2021, representing an overall increase of 4.5 percent in mariner wages, according to the ILO. The Maritime Labour Convention, known as the “seafarers’ bill of rights,” provides that the basic pay or wages of an able seafarer for a calendar month of service should be no less than the amount periodically set by the JMC or another body authorized by the governing body of the ILO.

85m ferry navigates route on its own

Helsinki-based Wärtsilä recently tested its automated dock-to-dock system on the 85m ferry Folgefonn, owned

by Norwegian ferry operator Norled.

The system successfully operated the ferry on its entire route as it visited three ports in Norway.

photo/ Wärtsilä

Once the operator selected the next destination berth, the operation was started by simply selecting “Sail,” which authorizes the autonomous controller to take control of the vessel.

The ferry was able to leave the dock, maneuver out of the harbor, sail to the next port of call, maneuver through the harbor entrance, and dock alongside the terminal – all without human intervention, according to Wärtsilä.

The Norwegian Maritime Authority was on site to witness the tests for three days.

“It was, to say the least, very impressive,” stated Nils Haktor Bua, NMA

See NEWS, Page 10

10 News NEWS, from Page 9 project manager. He said it was the first full-scale demonstration of the autonomous operation of a vessel that they have seen.

“Of course, further development work is still ongoing, but I am impressed by how stable the system already is at this stage,” he said.

According to Wärtsilä, navigation of the vessel is controlled through the use of a series of tracks and waypoints, which guide the ship to the next destination.

The autonomous controller, which is based on Wärtsilä’s existing Dynamic Positioning system, controls the vessel’s speed, position on the pre-defined track and heading.

GNSS (Global Navigation Satellite System) is used as the primary sensor, while a Wärtsilä Guidance Marine CyScan AS is being tested as a secondary position sensor for the approach to the berth.

Folgefonn was also used for initial testing of Wärtsilä’s autodocking system earlier this year. The ferry is also equipped with hybrid propulsion with wireless shore connection capable of fully electric operation and features

Industry Updates

The-Triton.com January 2019

numerous other Wärtsilä innovations, including its wireless inductive battery charging solution and energy storage systems.

PHOTO/U.S. ARMY CORPS OF ENGINEERS

Great Lakes lock upgrade to begin PHOTO U.S. COAST GUARD/PETTY OFFICER 2ND CLASS NICHOLAS HEALY

Four crew are rescued by the Coast Guard Cutter Escanaba in November after their sailboat was dismasted more than 100 miles southeast of Cape Lookout, North Carolina.

Crew rescued after sailboat dismasted

The U.S. Coast Guard rescued the four-member crew of a sailboat that was dismasted in a storm Nov. 26 more than 100 miles off Cape Lookout, North Carolina.

The crew of the sailboat had departed Annapolis, Maryland, on Nov. 24 and were headed to Miami when they en-

Plans to build another lock in the Great Lakes capable of handling the largest shipping vessels will proceed now that $32 million has been allocated for the project, according to the U.S. Army Corps of Engineers.

ACOE said it will begin work in 2019 to deepen the approach channel of the Soo Locks complex in Sault Ste. Marie, Michigan, in preparation for the construction of a second largevessel lock on the St. Marys River.

The Soo Locks complex, situated on the international border between the U.S. and Canada, enables passage between Lake Superior and the lower

Great Lakes. Currently, however, only one lock at the complex – the Poe Lock – is capable of handling cargo ships of more than 1,000 feet.

The Corps estimates the project, which involves combining two of the oldest, smaller locks into one, will take seven years to complete if Congress funds the estimated $1 billion project.

The above is a rendition of what the Soo Lock might look like with a second large lock, at left, in place of the two smaller locks there now.

At center right is Poe Lock, the only lock capable of handling the largest cargo ships. At far right is the smaller MacArthur Lock.

January 2019 The-Triton.com countered heavy wind and seas.

The boat was to participate in the Miami International Boat Show in February, according to news reports.

According to a USCG report, the 55-foot Beneteau Oceanis sailboat was located by an HC-130 Hercules airplane sent out after a satellite emergency distress signal was received at the Air Station in Elizabeth City.

The air crew made radio contact with the men on board the boat, who reported no injuries, but said the boat’s mast was broken and the steering gear was damaged. The Coast Guard Cutter Escanaba reached them the next day and, after assessing the damage, took the four men aboard and headed back toward North Carolina.

On Nov. 28, a 47-foot motor lifeboat from the USCG Station in Fort Macon headed out to meet the Escanaba and bring the men to shore. The owner of the sailboat is coordinating salvage of the vessel, the Coast Guard reported.

NOAA mobile system facilitates contact

ASSIST, a system launched by NOAA in November, makes it easier to submit questions or report nautical chart errors to NOAA’s Office of Coast Survey.

Industry Updates New, 1,000-ton lift opens in Palma

After months of operational testing, STP Shipyard Palma officially presented its new 1,000-ton Travelift in early December.

“During the 12 years that STP has been operating, there has been a remarkable increase both in the number and the lengths of yachts that visit us ASSIST replaces IDMS, the Coast Survey’s Inquiry and Discrepancy Management System – a database that collected 20,000 comments, inquiries and discrepancy reports since 2008.

With a mobile-friendly design and

but also in the quality and specialization of the companies dedicated to their repair,” STP CEO José María Campuzano said in a statement.

STP can handle more than 140 large yachts at the same time. It sees more than 1,000 yachts of up to 120m a year, interacting with about 500 companies.

The new Travelift arrived at Palma last August, in 23 trucks, delivered from Italy. It took about two months to assemble. It has 32 wheels with electronic steering, two Volvo engines of 286Hp, 32 slings and four blocks of hoists per side, one fixed and three mobile. It is 26m long, 12.5m wide and 25m high, making it the largest Travelift in Europe by size and lifting capacity, according to STP. There are four Travelifts like this in the world: two in U.S., one in Dubai and the one in Palma, the yard said. improved user interface, ASSIST allows access from any device, streamlines the internal Coast Survey workflow, and enables faster response to customers.

Features include the ability to: l Tag a submission on a NOAA

Career News 11 chart, map or satellite imagery. l Enter reports from a cell phone or other mobile device. l Comment or report an error using a single form.

Visit nauticalcharts.noaa.gov.

Liquified hydrogen fuel system gains OK

MAN Cryo, a subsidiary of MAN Energy Solutions, has announced that its liquified hydrogen fuel system has been granted “preliminary approval in principle” by the DNV-GL Classification society. According to Uwe Lauber, CEO of MAN Energy Solutions, the approval is a significant step toward the development of hydrogen fuel for commercial vessels.

MAN Cryo developed the Liquid Hydrogen Marine Fuel Gas System design in-house at its headquarters in Sweden, in cooperation with the shipowner, Fjord1, and ship designer, Multi Maritime, in Norway.

There were challenges: Liquefied hydrogen has a temperature of -253 Celsius and is one of the coldest cryogenic gases there is, which places system components and materials under extreme stress. Safety is also a priority, given hydrogen’s explosive nature.

12 Where in the World

WALKING OFF MY 20S ON THE CAMINO DE SANTIAGO STORY AND PHOTOS BY SONJA MARYN

“S

o, what brought you to the Camino?”

It’s a question asked at any time of any interaction with anyone you meet on the Camino de Santiago.

I was turning 30. The past year had been a fairly rough one.

It was my goal to bid my 20s good riddance in some sort of ceremonious, serious fashion. Those reckless, ill-advised, naïve and naughty years had been fun, but often left me feeling less-than, unaccomplished, regretful – wasted (in all implications).

A month before my birthday, I had started thinking that maybe I didn’t want a party this year. Maybe I didn’t want to get drunk on free shots in stilettos I would ruin halfway through the night, with an onslaught of friends and photos with blurry recollections and #dirtythirty captions. OK, maybe a part of me kind of wanted that, but more so I wanted to start the year off clear-headed.

So, what gives me clarity? Nature. Exercise. Solo travel.

The Camino de Santiago is a web of ancient paths across Europe that lead to the venerated city of Santiago de Compostela in Spain, and hiking it was one of the longest standing adventures on my travel ‘to do’ list. The pilgrimage, simple in its requirements yet daunting in its entirety, has been for centuries a remedy for sinners, seekers and the strange.

The most famous and popular route is the 800-kilometer Camino Frances that begins in the French Pyrenees and continues west across Spain to Santiago. There is evidence that parts of this pilgrimage pre-date Christianity, but over the greater chunk of centuries it has been walked in the name of Catholicism. Today, it is sought out for many reasons, ranging from religion and spirituality to outdoor recreation and, in some cases, just drinking a lot of wine.

Floating fashionably between jobs in temperate Barcelona and

The-Triton.com January 2019

Pilgrim approaching Cirauqui, Navarre, Spain

O’Cebreiro, Galicia, Spain

January 2019 The-Triton.com Mallorca before the superyacht season kicked off, bored of drinking cava and eating olives every day with my boyfriend, I was fortunate enough to have the time and the means to do something this significant before getting back to work on a floating, multimillion-dollar toy.

So, after rustling up enough information and supplies, I made my way to the darling French town of St. Jean Pied du Port, the starting point for hiking the Camino Frances. I bumbled through the motions with my small backpack of essentials, and before I could really wrap my head around what I was doing, I was doing it.

Here is an excerpt from my journal on the first day: “My state today - physically ill, perhaps just an extended hangover from too many hotels, restaurants, bars and siestas. Completely unprepared, unorganized, groggy and tired.

In need of alone time and down time.

Emotionally on edge, so much feeling at once. Concerned I won’t find the answers I am seeking. Worried this walk won’t change me. Worried I’ll always be worried. Exhausted from worrying.

Pretty certain my shoes are going to f%$# my feet up pretty bad.”

One tradition on the Camino is that you bring a shell with you, tied onto your backpack usually, to signify your pilgrimage. It’s an ancient symbol representing the saint and now the official symbol used to mark the trail. The shells are everywhere – in the ornate cathedrals and churches, decorating the houses in the villages along the way and attached to the backs of the hundreds of thousands of pilgrims setting foot on the path every year. For me, the shell represented the memories, mistakes, mishaps, melancholy and melodrama I no longer wanted to feel affected by. I wrote “the shell I shall shed” inside of it. I would carry it with me throughout the journey and just before I reached the destination of Santiago, I would leave it behind.

I walked one step at a time over the stunning French Pyrenees and into Spain, the beauty physically shaking me awake. I trekked on through Basque country, small forests with lore of witchcraft, opening my eyes for the first time to the history and true diversity of culture within the country. I marveled at vineyards that stretched as far as I could see, and to my utter shock and delight, drank from a free wine fountain that I happened upon one morning like a miraculous, fantasy-come-true, you’rewelcome, you-have-two-wishes-left poof from a genie.

I limped into towns and shabby “albergues,” the traditional accommodation of basic, mixed-gender dormitories.

Where in the World 13

camino de santiago I cursed the weather, cursed the hairs on the shower floor, cursed my drenched, exhausted self for coming on this stupid walk in the first place. I slunk into private, not-in-the-budget rooms some nights just to ease my aching meniscus and mind. I popped huge foot blisters, bought a knee brace, lathered myself in Tiger balm and started an ibuprofen regime. I cried about things I hadn’t thought about in ages and sighed away heaviness that I’d come there to release.

gave me perspective, that made me laugh, that shined light on all the good I am blessed with. I helped others and they helped me.

I doused my head in “magical fountains” that allegedly cured all ailments.

I happily tucked into the local wines and the strange culinary delicacies each region provided. I wandered respectfully into a few churches and listened for a short while to the foreign services while observing the extraordinary architecture

Nájera, Rioja, Spain

There’s a tip I heard on the Camino about your backpack: “Don’t carry your pack; wear it, and it will feel a lot less heavy.” You could say the same about whatever weight it is you have on your back and shoulders. Once you’ve shifted it around enough and accepted that it’s a part of you, it’s a lot less of a struggle and you can move forward much easier.

I meandered along in awe through fields of red and yellow, ever-changing wildflowers and wheat. I spent hours walking and chatting with people I would never normally interact with. I learned about opera, about repression in modern day Ireland, about infidelity, about tragedy, love, loss, God, gay rights, AA and the Australian army. I took videos of scintillating beetles and hopped over snails. I heard stories that

and the faces of those in the pews. When I became lost in deep thought or distracted by my aches and pains, the little shells and yellow arrows marking the way reminded me just often enough to look up, stay present and keep moving on.

Every once in a while I would remember, oh yeah, I am walking across Spain right now – that’s actually pretty cool.

I spotted a snow-capped mountain range on the horizon one day and soon after, on a cool misty morning, found myself crossing over it. I “hike-danced” uphill on a blazing hot afternoon and consciously felt the purest, happiest, radiant energy beaming through me.

Sometimes I just got an urge to run or sing, so I would. I looked at my reflection, without a speck of makeup and rarely a comb through my knotted locks

of hair, and I felt beautiful. I rambled on with my little backpack through weeks of heavy rain, thunder, lightning, hail and dewy mist, through muggy, monotonously overcast days and bright sun that warmed my weary pilgrim body.

They say the first week you hike the Camino is all about the body – externally finding your way, figuring out the routine, what works for you and what doesn’t. The second week is spent in your head, the toughest part. It coordinates with the long, flat Meseta, where the destinations seem more distant, the small hamlets are few and far between, and you feel very small under that big open sky. The third week is the heart and soul of the journey – the harmony of the body and mind. A sense of accomplishment, capability and ease starts to kick in. Ideas form. Gratitude takes the helm and aims your vessel at an angle into the waves that somehow don’t seem as big and bumpy anymore.

On the final day of my Camino, hours before reaching Santiago, where I would walk straight to the pilgrim office and receive my Compostela, I veered off the path into a eucalyptus forest for my own special “ceremony” to celebrate my journey. I stopped at the tree that stood out most to me – a tall and twisted tree, it’s paper like bark peeling away in a consistent state of renewal, revealing smooth, sturdy wood beneath. The leaves smelled fresh, their oils famously used for cleansing the passageways. In front of this tree, but from its own roots, sprouted a new one, small with only two branches so far, completely green.

I took a lighter and burned the yarn that tied my scallop shell to my pack, severing the cord. The shell now seemed like just an idea, a skewed perception of myself that was casting its shadow on the parts of me that needed light to grow. I placed it between the old tree and the new tree on the soil and kissed it. Then I found a sad poem I’d written on the Camino in tears one day, tore it from my journal, rolled it up next to the shell, and stuck it in the dirt.

I didn’t stay hung up on what I was leaving behind; I’d spent enough time weeding through the shadows of the shell. I looked up at the treetops and the sky, now blue in the full morning and thought: “I will never be without joy or love. Here’s to a cold beer waiting for me at beautiful, ever-changing sunsets, a hot cup of coffee for every earned sunrise, and an infinite amount of people in this world to share them with. Here’s to whatever comes next.”

Sonja Maryn is from Vancouver Island, British Columbia, Canada. She has crewed on yachts for five years.

14 Operations

The-Triton.com January 2019

Coming across migrants at sea can put captains in a quandary PHOTO/Corey D. Ranslem

Secure@Sea Corey D. Ranslem

I couldn’t believe what I was seeing.

During my time with the U. S. Coast Guard, we conducted thousands of law enforcement operations, but this operation was much different. We were in the middle of the Straits of Florida and had just intercepted a fast-moving small vessel with a group of about eight to 10 people on board. This wasn’t a normal voyage or a sightseeing tour.

We had just intercepted a migrant smuggling vessel.

All the people on board, ranging from young kids to adults, were terrified.

We moved quickly and were able to stop the vessel, seize the GPS and apprehend the smuggler. This would be a scenario that would continue to play out in one form or another throughout my eight years with the U.S. Coast Guard.

The men and women of the Coast Guard work around the clock to intercept smuggling vessels and overloaded migrant boats. There were a number of cases we worked that would have resulted in a major loss of life had the Coast Guard not rescued the people on board these vessels.

The vessels would be barely seaworthy and many times extremely overloaded. Words cannot convey the horror of the conditions on board. There would be little or no food or fresh water, and human waste everywhere. The smugglers treated people with complete disregard. Those being smuggled would be beaten or threatened if they revealed the identity of the smugglers to law

enforcement agencies. It was, and continues to be, a horrible situation.

Human trafficking and migrant smuggling have a high human cost.

Many people who pay to be smuggled into the U.S. often don’t have the financial resources to cover the costs.

Once they are in the United States, if their family or friends can’t pay, they are given “employment” by the smuggling organization. This so-called “employment” typically doesn’t end.

As the migrant works for a pittance, the interest on their smuggling debt continues to rise, eventually to a point where they will never be able to repay it.

They can become enslaved to their smugglers or sold into human trafficking organizations. Once sold into human trafficking, they can be bought and sold like a regular commodity to the highest bidder. Sometimes these people are sold into sex trafficking organizations or left for dead. Without intervention, many will never see their families again.

Declining political conditions are resulting in continued migrant traffic in various parts of the world, most notably the Caribbean, the Straits of Florida and the Mediterranean, although migrant vessels have been intercepted in other areas as well, including the English Channel. Faith-based organizations, NGO aid groups and government agencies are overwhelmed as they struggle to care for and place people.

Vessel captains do have a duty under the SOLAS (Safety of Life at Sea) convention to aid mariners in distress, which does include migrants.

The SOLAS convention encourages flag states to develop specific regulations

and guidance for their vessels to deal with these situations, so always be clear on any flag state requirements first.

However, aiding mariners in distress – including migrants – must not put the vessel, crew or passengers in any type of danger.

Even experienced law enforcement, military and aid groups struggle to deal effectively with migrant vessels. Many governments won’t allow vessels with migrants into their ports without prior authorization, if at all.

First and foremost, you should have some type of plan to deal with migrant situations if your vessel cruises in waters prone to migrant activity. As part of that plan, make sure to ask some basic questions:  First, does my vessel have the capability to deal with the number of people in distress before additional assistance arrives?  Next, what type of training and background do my crew members possess, and have they dealt with this situation before?  Finally, who are the potential response organizations/agencies and how long will it take them to arrive?

The best course of action for most vessels when dealing specifically with migrants at sea is to remain on scene, monitor the situation, and call for immediate coast guard, law enforcement or military assistance.

Corey Ranslem, CEO at International Maritime Security Associates (www. imsa.global), has more than 24 years of combined Coast Guard and maritime industry experience. Comment at editor@ the-triton.com.

January 2019 The-Triton.com

Several regulations affecting yachts will take force in 2019 Rules of the Road Capt. Jake DesVergers

As we welcome in the New Year, we will see several new rules enter into force. The following changes will affect new and existing yachts.

SOLAS: Escape Route Signs, Jan. 1

As part of the recommendations following the Costa Concordia incident, the International Maritime Organization (IMO) has reviewed the adequacy of shipboard safety signs and markings.

As a result of that review, the IMO adopted Resolution A.1116 (30), “Escape Route Signs and Equipment Location Markings.”

This resolution harmonizes the requirements outlined in existing SOLAS regulations and the associated requirements listed in ISO standard 24409 for the “design, location, and use of shipboard safety signs, safety-related signs, safety notices and safety markings.” The new resolution incorporates the ISO graphical symbols without any changes.

Yacht designers, builders, owners, captains and consultants should note that when developing and/or revising fire-control plans, the new resolution should be used in conjunction with the existing Resolution A.952(23), “Graphical Symbols for Shipboard Fire Control Plans.”

This new requirement will affect all yachts constructed on or after Jan. 1, 2019. It will also affect existing yachts that undergo repairs, alterations, modifications, and outfitting within the scope of SOLAS chapters II-2 and/or III.

MARPOL: Bunker Delivery Note, Jan. 1

The regulations outlined in Annex VI of MARPOL require all vessels to ensure that the fuel used on board is compliant to the geographic area in which they operate. This is most commonly documented through the use of a Bunker Delivery Note (BDN).

After the initial implementation of this annex of MARPOL, it was noted that the existing guidance did not provide for the provision of fuel oils which do not meet certain sulphur limits.

Different limits are mandated depending upon a vessel’s operation within a designated Emission Control Area (ECA) or not. Current ECAs in effect

are the Baltic Sea, North Sea and North America, including Hawaii and U.S. territories in the Caribbean.

In short, the revised BDN includes a new entry for the “purchaser’s specified limit value” of the sulphur content.

This means that even fuels with higher sulphur content than required by MARPOL can be delivered to a yacht where the yacht uses equivalent measures, such as an Exhaust Gas Cleaning System (EGCS).

This change to the Bunker Delivery Note is intended to avoid any ambiguities and problems during inspections

by Port State Control and the statutory survey for the International Air Pollution Prevention (IAPP) Certificate.

MARPOL – Amended ECA for Baltic Area and North Sea, Jan. 1

States in this existing ECA proposed further regulations for emission control.

New ships, including yachts, constructed on or after Jan. 1, 2021, will be required to have Tier III engines if they visit these geographic regions.

There are exemption provisions to allow ships fitted with dual fuel engines to navigate without compliant fuel (e.g.

LNG) and temporary operation for emergency repairs.

In summary, new ships and yachts that visit this area will be required to have Tier III engines. This will require the future operating areas of a ship or yacht to be assessed at the building contract stage.

SOLAS: Required Publication, July 1

New amendments to the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual will take effect. The amendments are detailed in the IMO MSC Circular MSC.1/Circ.1594.

The most significant revision includes a new section (1.8) on search and rescue operations (SAR) by maritime rescue services in times of armed conflict.

As a reminder, SOLAS regulation V/21 requires all commercial yachts to carry an up-to-date copy of IAMSAR Manual Volume III. Yachts should be prepared to purchase a new copy, paper or electronic, when it becomes available.

Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (yachtbureau. org). Comment at editor@the-triton.com.

Operations 15

16 Operations

The-Triton.com January 2019

Proper tool kits worth the cost, yet often overlooked on board Engineer’s Angle JD Anson

Constantly fighting to keep the lights on without the right tools can create a wandering eye. That saying “the grass is greener” applies to yachts, too. I’ve actually watched engineers pack all their kit in plastic bags and toss them over the rail to the boat next door, then wave adieu as they sail out of port on their new charge, leaving the old crew high and dry. Frequently, I hear that there was no support and never budget to get the right spares and tools, thus hamstringing their chances of success.

After decades of being an engineer, then years as shoreside support, I am still frequently shocked when I open a tool box on a multimillion-dollar boat to grab a wrench. Screwdrivers with missing tips, wrenches rusted tight. Piles of wrenches with no organization. Mostly these are inherited from the previous crews – and the older the boat, the worse the condition. I recently revisited my last boat and, upon opening the drawers, found the same worn-out tools that I was getting ready to replace six years ago.

Usually a visit with the captain to explain the predicament can suddenly free up some cash for replacing ruined tools.

A courteous explanation of how lack of proper tools in good condition can lead to ruined trips for the boss gets the attention needed.

No one needs an entire catalog’s worth of Snap-On tools on board, but key items are crucial to doing the job right. A basic selection of screwdrivers (don’t forget Torx) will start the box right. Adjustable and combination wrenches in both standard and metric sizes up to 1 1/4 inches or 30mm are essential. Larger sizes should be purchased after checking through the equipment on board.

Also essential are pliers: slip joint, angled, needle nose and locking types in various sizes. Pipe wrenches in lightweight, rust-proof aluminum up to 16 inches will help loosen those couplings that always stick at the wrong time.

A few hammers, from small brad nailers to 3-pound deadblows, will help persuade things along. A socket set, both metric and standard, in normal and deepwell types, coupled with quarterinch, half-inch and three-quarter-inch drive ratchets and extensions will save hours of hand turning.

With the basics covered, specialized items now can be added. A small tool kit with precision screwdrivers and pliers will save much time and aggravation, even when repairing large items. Hex screws are becoming more common in machinery, so a set of those wrenches will do nicely.

Electrical tools can be put in a small bag along with connectors to keep it all together. A quality multimeter will help keep things safe, and a fox and hound can save hours trying to track down a particular wire. Add in some wire strippers and crimpers also.

One item rarely on board, but worth its weight in gold when needed, is circlip pliers. Those little retainers are extremely frustrating to remove without the proper tool, but quick work when the snap-ring pliers are applied. Common on pumps, they love to fly across the workroom and disappear when treated poorly, and one can bet there is no spare on board to replace them. Just be sure to buy extra tips as they wear out easily.

A tape measure, a set of feeler gauges and a basic Vernier caliper will ensure everything lines up properly. An electronic caliper is nearly foolproof. Unless aircraft tolerances are needed, the inexpensive ones will do just fine.

Once all these great tools are on board, they need to be stored in a clean tool chest big enough to allow easy access. Latching drawers are mandatory to keep things where they should be. Dedicate drawers to particular types of tools to make it easy to find them. Keep them clean. Grabbing a greasy wrench when in epaulets is a sure way to get on the bad side of the laundry staff.

While still in the holiday gifting mood, get a small box with basic tools for the deck crew and interior staff. This is less charitable than it seems: It will keep them from raiding the engine department’s tools and losing them overboard.

Spending a few grand to prepare the engine department (and deck) for nearly any emergency or repair may sound like a princely sum on a small boat, but the ability to save the guests’ vacation in literally the middle of nowhere will pay for itself many times over.

JD Anson has more than 20 years of experience as a chief engineer on megayachts. He is currently project manager at Fine Line Marine Electric (finelinemarineelectric.com) in Fort Lauderdale.

Comment at editor@the-triton.com.

January 2019 The-Triton.com

PHOTO/grant maughan

Weather routing is wise hedge against problematic conditions Sea Science Jordanna Sheermohamed

Heading out on the high seas can be an adventure filled with endless skies and eternal horizons, provided said skies remain cooperative. Even the most compliant conditions can turn an adventure into a nightmare, with elevated winds and seas battering the most trustworthy vessels.

Safety measures currently in place include satellite phones, radar, life boats, GPS trackers, and other items of the sort designed to assist once threatening weather is imminent or already raging off the starboard side. There’s also yacht insurance to aid with the damage or recovery of lost assets when weather demonstrates its fury to the fullest.

However, with so many preemptive measures in place for the “after-the-fact” moment, one has to wonder why there isn’t more emphasis on preparation prior to getting underway.

For many captains, being at sea is just “another day at the office,” but a bad day at sea can make even the loveliest of offices feel like an eternal Monday with only decaf left in the pot.

Knowing when the weather is likelier to err on the side of safety can offer an extra level of protection for seafarers, especially those on lengthier voyages when conditions are likely to change because of the extended time frame alone.

This is where the value of weather routing reveals itself as a low-cost hedge against potential and problematic weather conditions. The “know-beforeyou-go” information can be useful as well for a variety of other reasons: It can aid in making the most of a weather-

related time delay, for example, or even reveal a superior window of time to take advantage of favorable ocean currents and following seas.

It’s worth pointing out that while most will successfully avoid unfavorable weather, sometimes the unfavorable weather can work its way toward a yacht’s location – hello, hurricanes.

Evacuations or the last-minute scramble to an alternative hurricane hole can require up-to-date weather information of both the location and a looming storm’s trajectory and likelihood of impact.

Hot on the tail of tropical weather reports or outlooks, most weather routing clients request images that display significant wave heights, surface winds, ocean currents, sea level pressures, and swell direction/period because, as they say, a picture is worth a thousand words.

In addition to images, weather forecast analysis reports can provide the written explanation and qualitative specifics of an expected sea state. These details directly affect the ride quality as well as estimated time of arrival to a new destination or much-missed home port.

Some clients love the detailed satellite imagery to interpret incoming conditions, especially those with a personal interest or possible background that may have overlapped meteorological studies.

Regardless of familiarity with weather, advanced knowledge or warning remains one of the most important tools you pack for your time on the water – not only to stay safe, but to maximize your fun.

Jordanna Sheermohamed is president and lead meteorologist of Weather Forecast Solutions, a weather-forecasting firm (WeatherForecastSolutions.com). Comment at editor@the-triton.com.

Operations 17

18 Interior

The-Triton.com January 2019

No ‘Bell Burger,’ but darn close Crew’s Mess Capt. John Wampler

I grew up in the foothills of Southern California in the 1960s. Coming off the post-war 1950s, it seemed like California was always on the cutting edge of music, technologies, fast cars and fast food.

Taking over from the casual dining experience of Howard Johnson, Sambo’s, Shakey’s Pizza and Bob’s Big Boy, America embraced the fast food convenience of McDonald’s, In-N-Out, Jack in the Box, A&W, Kentucky Fried Chicken and Taco Bell.

In 1968, I could leave junior high school during lunch break on my bike,

go to a fast-food restaurant and get a cheeseburger for a quarter, fries for a nickel and a large soft drink for 20 cents.

One of my favorites was what Taco Bell called the “Bell Burger.” It was a Sloppy Joe-style sandwich with the seasoned beef and cheddar cheese used in their tacos; add lettuce, tomatoes and onion for the “Bell Grande.” During special promotions, I could get five for a dollar.

Sadly, the Bell Burger was a casualty of the Burger War and was extinct by the mid-1970s. I do not profess to have their secret recipe, but this is pretty darn close. It is a simple and quick recipe if condiments are prepped in advance.

The picante sauce is fresh and without preservatives. This would be a great item for game night. Enjoy.

THE SLOPPY JOSÉ Seasoned beef

1 pound ground beef 1/4 cup all-purpose flour 1 tablespoon chili powder 1 teaspoon salt 1/2 teaspoon dried onion flakes 1/2 teaspoon paprika 1/4 teaspoon onion powder 1 dash garlic powder 1/2 cup cold water

Picante sauce PHOTO/JOHN WAMPLER

Capt. John Wampler (yachtaide.com) has worked on yachts for more than 30 years. His recipes are casual enough for anyone to prepare. Comment at editor @the-triton.com.

1 1/2 cup cold water 1 teaspoon cornstarch 1/2 (6-oz) can tomato paste 1 1/2 tablespoon distilled white vinegar 2 teaspoons chili powder 1 teaspoon salt 1/2 teaspoon cayenne pepper

Additional items

6 hamburger buns, steamed slightly ¾ cup shredded cheddar cheese 1 cup shredded lettuce ½ diced tomato ½ cup diced onion

Preparation It is best to make the sauce first. In a saucepan, add the water and cornstarch and whisk until fully dissolved.

Next add vinegar, salt, cayenne and tomato paste. While bringing it to a boil, continue stirring sauce.

Reduce heat to low and let simmer until sauce thickens.

Cool sauce in a covered container in the refrigerator.

Now, for the filling. In a stand mixer or food processor, combine the ground beef and dry ingredients until well mixed.

In a large skillet over medium heat, add beef and the 1/2 cup water.

Stir the mixture while it cooks, breaking up large chunks. Cook until slightly browned. In a colander, drain off any grease or liquid.

While cooking the beef mixture, steam the buns slightly in a rice maker or double boiler.

To assemble, spread some sauce on the bottom bun. Next, add two tablespoons seasoned meat.

Sprinkle meat with shredded cheese, lettuce, tomato and onion.

Serve with guacamole as garnish.

January 2019 The-Triton.com

You say chicken, I say chook: Here’s a go-to classic from Oz Top Shelf Chef Tim MacDonald

“What’s good, Phil?” asked an incoming Bambini Trust client as famous Sydney artist “Phil” exited the small Italian café in Sydney’s CBD. “Chook in a Bag” was the reply, accompanied by a flamboyant flip of his hand as Phil exited the café.

When pushed at gunpoint to do one of those ridiculous cooking interviews that all chefs will agree are unfair as it’s not a true indication of your ability, I choose as the main course my No. 1 cannot-fail dish: Chook in a Bag. Its origins are French, but it was remastered in Oz in the ’90s by the ModOz father Andrew Blake at Café Kanis.

The tart verjuice glaze is balanced by the sweetness of the parsnip mash and, as

claimed by Darren Smalley on Huntress, “everything tastes better with bacon.”

The chook, partially steamed in its juices, is moist, and the prosciutto acts like a leather jacket to keep everything in shape. The secret is the gravy, which is finished with all the juices that were trapped in the bag, along with the addition of truffle butter.

Jumbo raisins soaked in verjuice baked within the bag and separately steamed asparagus finish the dish off nicely.

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

PHOTO/TIM MACDONALD

CHOOK IN A BAG Ingredients

Free-range chicken breast, Kiev cut, skin on Prosciutto White truffle butter Thyme Jumbo raisins Verjuice Asparagus spears, trimmed Chicken stock gravy Parsnip purée made with milk and butter

Method Soak the raisins in verjuice and prepare chicken gravy. Set aside.

Wrap each chicken fillet in prosciutto, remembering to place a small amount of butter and thyme under the skin.

On a clean sheet of parchment paper, place the chicken breast with a small

amount of soaked raisins and a small amount of chicken stock. Wrap it all up, en papillotte.

When ready to fire, place the chicken in a bag in a 200 C oven for approximately 12 minutes. Pull the chicken out and rest in a ziplock bag. Add the juices in the bag to the prepared chicken gravy, then finish the gravy with truffle butter and the soaked, baked raisins.

Place a blob of hot parsnip mash in a large metal ring and then, ring removed, place the chicken on top.

The asparagus, having been quickly steamed, is placed around the chicken, then the gravy is drizzled over the chicken. The final garnish is an earthy clipping of fresh thyme that adds depth and color to this French-turnedAussie classic.

Interior 19

20 Interior

The-Triton.com January 2019

Don’t chicken out on lamb, but mutton is another matter Culinary Waves Mary Beth Lawton Johnson

Americans tend to eat less lamb than Europeans, and one theory says that it’s because U.S. soldiers during wartime were fed mutton disguised as lamb.

Mutton being gamier and tougher than lamb, this ruined the taste for lamb as a menu item on the American dinner table ever since.

However, in North Africa, the Middle East and Europe, lamb is one of the primary proteins – especially for Muslims. And while Americans consume an average of about 5 pounds of lamb per person each year, Australians consume an average of 23 pounds per person each year.

Many people may not realize that lamb is one of the richest sources of CLA (conjugated linoleic acid), an antioxidant that is not manufactured by the human body but supplied by eating herbivores such as sheep, lamb, cows and goats. Lamb is a complete protein and low in fat, since the fat is on the outside of the meat and can be easily trimmed away. One serving supplies over 43 percent of the recommended protein for an adult. It has all the essential amino acids and zero carbs.

With the relatively low price tag on European imported lamb, one would think it would become a staple in American diets, but unfortunately, a rack of lamb on the American dinner table is far less common than other proteins, such as beef or chicken.

Although it can be found on menus in restaurants, in American homes lamb is typically reserved for holidays.

Nevertheless, lamb is really a great protein to serve any day on board, and in any number of ways – from lamb loin chops, shaved leg of lamb sandwiches and lamb stew to braised lamb shanks in red wine and herb-encrusted rack of lamb. The possibilities are endless.

Now that we’ve established that it’s a great protein option to have on board, the question is, what exactly are you buying for the yacht? Is it mutton?

Spring lamb? Yearling lamb? Grass-fed or grain-fed lamb?

I was recently served mutton disguised as lamb in a lamb stew – just like the men during war – and it was not a pleasant experience for me. It was too gamey, tougher than younger

cuts of lamb and larger in size. I was leery of it when it was served to me, but decided to try it anyway. I swore not to ever experience that again. It has been said that there is no real flavor profile difference from castrated male sheep (wethers) to intact males, but age does matter.

So when I purchase lamb, it is either in lamb loin chops, cut as a rack or lamb shanks, and it is definitely spring lamb.

I will get specific lamb stew meat from a butcher that carries Colorado lamb, so as not to risk the guests complaining about gamey aftertaste, or I will fabricate the lamb myself if I am making lamb stew or a dish that calls for diced lamb.

When it is time for the yacht to travel, I stock up on my favorite type of lamb.

It is simply a personal preference of the owner and guests on board. Colorado lamb is larger, the flavor is not gamey and the meat is tender. With that said, not everyone wants that particular type of lamb.

When it comes down to choosing lamb, especially in a foreign market, it helps to have some knowledge on the subject. Read the package labeling. It will tell you where it is produced.

American lamb is typically fed a grain diet, which results in less gamey flavor. Europeans grass feed their lamb, which results in a more pronounced game flavor. In the American markets, we see Australian and New Zealand racks of lamb.

Lamb is typically a sheep that is 1 year old or less. Spring lamb is baby lamb around 6 months old. The smallest in size, it is easier to spot.

Mutton is meat from a sheep that is over 1 year old. Yearling mutton is meat from a sheep between 1 and 2 years of age, and the flavor is in between that of baby lamb and older mutton.

Cook the lamb to rare/medium-rare for the tenderest option. I use lemon, olive oil, garlic and rosemary as the spices for my rack or loin chops. Simple.

I broil the lamb loin chops, putting roasted garlic on top at the very end of cooking. Be sure to cut off the excess fat before broiling.

When it comes to lamb on board, personal taste preference will dictate what type to purchase.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine, and has worked on yachts for more than 25 years. Comment at editor@the-triton.

January 2019 The-Triton.com

Advance service skills through detailed knowledge of menus Stew Cues Alene Keenan

Learning is one of the most important activities of your life. Most stews reach a point where they want to learn more sophisticated service abilities. In order to advance service skills, working on meal preparation and planning with the chef is a necessity.

Knowing recipe ingredients is crucial when considering food allergies and preferences. Appreciating how each dish is prepared and describing it in a way that creates anticipation adds to the pleasure of dining. Servers should be able to explain what the dish is, pronounce the name of it correctly, know where it originated, be aware of special ingredients or preparation techniques, and even tell guests what it tastes like and how it’s meant to be eaten.

Being well-informed about the menu makes eating more fun. For instance, knowing a bit about the ingredients of a Caprese salad adds to the enjoyment of consuming it. The popular dish Insalata Caprese originated on the enchanting island of Capri. The arrangement of ripe red tomatoes, thick slices of mozzarella, and green basil leaves is a visual representation of the tri-colored Italian flag. Traditional Mozzarella di Bufala is made from the milk of domestic water buffaloes in the Campania region of Italy. Add a drizzle of olive oil and some balsamic vinegar to complete the dish.

A very nice, exclusive vinegar is Aceto Balsamico di Modena. It comes from grape juice that has been cooked down and carmelized to create a robust flavor and syrupy texture before it is aged in cherrywood, chestnut and ash barrels for 12 to 100 years. There is a lot of history in this simple dish.

If you’ve been to Barcelona, you have probably enjoyed paella at least once. There are many versions of the dish. According to an online article in Saveur magazine, the earliest ones were made with local ingredients according to regional eating habits. Paella is named after the wide, shallow pan it is cooked in.

As the story goes, paella was a Sunday meal that men of the village prepared while the women were at church. It was cooked outdoors over an open fire.

Components varied, including chicken, rabbit, beans, vegetables and seafood,

but rice and saffron were essential. Rice dishes were favored since the Moors planted the grain over 1,300 years ago.

For centuries saffron has been used as a medicine, a spice and a textile dye. One grain of saffron can color 10 gallons of water. In higher concentrations, it is used to dye the orange robes of Buddhist priests. As a spice, it adds a pungent, earthy flavor. Saffron comes from the crocus plant, and it is expensive. Cultivation and harvest are done by hand. Each flower yields three wispy red threads. It takes 4,500 crocus flowers to make one ounce of saffron spice. It can remain fresh in an airtight container for several years. Spoiler alert: That “yellow rice” mix from the grocery store probably contains more turmeric and MSG than real saffron.

A good exercise for stews is to research recipes, then think about presentation and wine pairing. Most wines will do well with foods from the same region the grapes are grown in. A wine from the Amalfi Coast in Italy probably pairs well with Insalata Caprese. Tomato is acidic, so other acidic wines will be a good match. A light, acidic Pinot Noir or Lambrusco di Sarbara from the Modena region would work as a red, and a Gavi from Piedmont or Sauvignon Blanc would work as a white wine. Rose or Prosecco might be fun, too.

For the paella, the ingredients of the dish vary, so a good pairing depends on whether it contains rabbit and chicken or seafood. A young, light, fruity tempranillo or a dry rose would work with most versions. A full-bodied white such as a Chardonnay would go well too, especially with a seafood paella. Rose or a dry sparkling wine are other options.

Lifelong learning is important. Take advantage of the opportunity to learn from your travels and the people around you. Ask questions and use the knowledge you gain to advance your service skills and move up the ladder of success.

Life never stops teaching, and what you learn can never be taken away from you.

Make work more fun. Love what you are doing or learning to do.

Alene Keenan is former lead instructor of interior courses at Maritime Professional Training in Fort Lauderdale. She shares more than 20 years experience as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht,” available at yachtstewsolutions.com. Comment at editor@the-triton.com.

Interior 21

22 Crew Health Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Dec. 15.

Region

Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 546/583 Savannah, Ga. 625/NA Caribbean St. Thomas, USVI 844/NA St. Maarten 869/NA Antigua 850/NA Valparaiso 811/NA North Atlantic Bermuda (Ireland Island) 694/NA Cape Verde 641/NA Azores 719/1,411 Canary Islands NA/950 Mediterranean Gibraltar 621/NA Barcelona, Spain NA/1,182 Palma de Mallorca, Spain NA/1,229 Antibes, France 1,415/1,660 Loano, Italy 701/1,583 San Remo, Italy 687/1,572 Naples, Italy 751/1,607 Venice, Italy 730/1,974 Corfu, Greece 648/1,513 Piraeus, Greece 619/1,456 Istanbul, Turkey 823/1250 Malta 954/1,422 Tunis, Tunisia 656/NA Bizerte, Tunisia 659/NA Oceania Auckland, New Zealand 905/NA Sydney, Australia 750/1277 Fiji 794/NA Algiers, Algeria 540/NA Saranda, Albania 575/NA

One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Dec. 15. 2017 Region

Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 573/609 Savannah, Ga. 572/NA Newport, R.I. 566/NA Caribbean St. Thomas, USVI 889/NA St. Maarten 770/NA Antigua 740/NA Valparaiso 649/NA North Atlantic Bermuda (Ireland Island) 584/NA Cape Verde 528/NA Azores 592/1,289 Canary Islands NA/1,076 Mediterranean Gibraltar 552/NA Barcelona, Spain NA/1,430 Palma de Mallorca, Spain NA/1,687 Antibes, France 591/1,534 San Remo, Italy 743/1,770 Naples, Italy 746/1,766 Venice, Italy 799/2,158 Corfu, Greece 669/1,519 Piraeus, Greece 622/1,483 Istanbul, Turkey 764/NA Malta 781/1,348 Tunis, Tunisia 516/NA Bizerte, Tunisia 518/NA Oceania Auckland, New Zealand 686/NA Sydney, Australia 578/NA Fiji 677/NA

*When available according to local customs.

The-Triton.com January 2019

New year good time for first-aid inventory Sea Sick Keith Murray

It’s that time of year again. Time to buy a new calendar, make New Year’s resolutions and go through your firstaid medical kit.

The first step is to gather all of the yacht’s medical equipment, first-aid kits, oxygen and AED, or automated external defibrillator. This includes any small kits on the tender, in the galley and in the engine room.

I suggest gathering as many crew members as possible for this exercise, especially those that are new to the boat, as this is a very good learning experience.

After everything is assembled, check all kits for missing or expired items, opened packages or things that look out of place. If you are not sure what something is, ask. If nobody knows what it does, you may not need it.

Basic equipment

Let’s start with the simple things – medical exam gloves, eye protection such as safety goggles, and a CPR mask.

Gloves have a shelf life and should be replaced annually. They are inexpensive, at about $8 for a box of 50, so when in doubt, throw them out. Does the CPR mask look cracked, dirty, discolored or melted? If so, replace it. Again, this is an inexpensive item at about $20. Safety glasses to protect your eyes from blood splatter are also cheap at about $2-$8 per pair. For those who wear prescription lenses, make certain the safety glasses fit over the prescription lenses.

Medications

Next, look at each medication. Is it current? Is it organized? What is it used for? If anything is expired, order replacements and dispose of the old medication properly. Unsure what the medication is prescribed for, check the manual or USB drive that came with your medical kit.

Organization

This is where having an organized medical kit and quality CPR AED First Aid training comes into play. It is very important that you understand what medications you have, how to use them, where they are located and when they expire. If I told you that a crew member was bleeding heavily from a shark bite, how long would it take you to retrieve

glasses, gloves and your trauma bag with bleeding-control supplies?

Defibrillator

cellphone 8 years old? Your computer?

Medical oxygen

Look at your medical oxygen. Is the tank full? When was the last time Having at least one automated the oxygen tank itself was inspected? external defibrillator (AED) on board is Oxygen tanks generally require hydro essential. Without an AED, the chances testing every five years and should only of surviving sudden cardiac arrest be filled with “medical” oxygen, which outside of a hospital are small – less is highly filtered. Turn it on to make than 5 percent. However, if the AED sure the regulator and tank function is applied quickly, the victim’s odds properly. increase to about 70-90 percent. Many What about the oxygen masks, nasal of the boats I work with have two AEDs, cannulas and tubing? Do you have one on the main ship and the other both adult and pediatric on the tender. Often masks? Are these in good the tender is where condition? If they look old, medical emergencies warn or yellow, it’s time to occur, and often the replace them. tender’s medical kit is Practice and learn overlooked. all about your oxygen If you have an equipment when you AED, inspect it. have time, not during an Most manufacturers emergency. Ask one of the recommend a AED RECALLS crew to apply the mask to monthly inspection. another crew and see if they If this has not been Several companies know how to properly work happening, create a log have issued recalls the equipment. book or use an AED on their AEDs, and Please note: If you inspection tag to track a major player in are using the oxygen for inspections. the marine AED training purposes, be AEDs have two business was one certain to have it refilled major parts that of those issuing immediately. must be replaced a recall. If unsure periodically: the whether the boat’s electrode pads and the Training AED is affected battery. Most electrode Training for any and or may require pads have a two-year all emergencies is crucial. service, check with life and the expiration When my company teaches the manufacturer, dates should be clearly classes on board a boat, or email me the marked. The battery, we talk to the captain and make, model and once installed in the crew about various medical serial number, and I unit, has a life span of emergencies.

We talk will check for you.

2-5 years. Write the about locations that might installation date on the present challenges when battery or on a sticker on the back of the administering first aid. For example, AED as a reminder. Don’t wait until the someone is knocked unconscious in the AED is beeping. This is the low-battery bilge. How and where should we treat warning. Be proactive and order a new them? A crew member goes into cardiac battery before this happens. arrest in the crew quarters. Is there Verify that you have a spare set of enough room to perform CPR or do we electrode pads, as well as pediatric need to move them? electrodes if you have children on board.

We also inspect the ship’s AED and Check to see if your AED has been show the crew what to look for. If a updated to the new American Heart medical kit is available, we review what Association guidelines. Check to see if is in it and explain how things work. your AED has been recalled or requires Be proactive. Asking questions is a software update. a good thing, and being prepared for How old is your AED? Look at the emergencies is the key to saving lives. back; often there is a manufacture date.

If your AED is more than 10 years old, EMT Keith Murray provides onboard you should consider replacing it. Many CPR, AED and first-aid training as well of my customers trade in their AEDs as AED sales and service. His company every eight years. Remember, this is can be found at TheCPRSchool.com. a life-saving medical device. Is your Comment at editor@the-triton.com.

Crew Health 23

January 2019 The-Triton.com

Eating healthier means not falling for every label that you read Take It In Carol Bareuther

They won’t make the New York Times best-seller list; nevertheless, food labels are hot reading these days. That’s because consumers seek transparency from manufacturers, meaning they want to know what is and isn’t in the foods they eat, according to the 2018 Global Food & Drink Trends report by London-based market research firm, the Mintel Group Ltd. This isn’t a new phenomenon. Even back in 2015, a whopping 81 percent of weight-conscious consumers surveyed said they read the fine print on food labels, while 72 percent of those surveyed who said they were not weightconscious did so as well, based on the Weight Management & Healthy Living report published by the Hartman Group in Bellevue, Washington.

Knowing what you’re eating is

definitely one of the best ways to adopt a healthier diet in the new year.

Unfortunately, not all label terms are created equally. Some you can trust because they have a legal definition based on strict standards to back them up. Others aren’t trustworthy and are often nothing more than marketing fluff.

Here’s a sample of both types of label terms to help you make the best choices at the supermarket in the year ahead.

Labels to trust

“Organic.” There are four types of organic labels approved by the U.S. Department of Agriculture (USDA).

Three of these are certified under the standards of the USDA’s National Organic Program, meaning that the organic ingredients and the facilities that made these into foods are inspected and certified.

The first two of these terms are: “100 percent organic” and “95 percent organic.” Products in both designations can carry the USDA Organic seal. In the 95 percent organic label, the remaining 5 percent of ingredients cannot have been genetically engineered or modified.

The other two types of organic labels move further from the goal. These are “made with organic ingredients,” which signifies that 70 to 95 percent of the ingredients are organic, and “less than 70 percent organic ingredients,” where the only mention of which ingredients are organic is in the ingredient list.

“Gluten-free.” Gluten is a natural protein occurring primarily in wheat grains. The inability to digest gluten is the cause of celiac disease, an intestinal disorder that can cause far-reaching and life-limiting symptoms.

With the diagnosis of gluten intolerance on the rise, and wheat being an ingredient in a far-ranging list of foods, gluten-free labeling is a huge boon for those who need to avoid this substance.

Currently in the U.S., any food labeled “gluten-free” on a package must contain less than 20 parts per million of gluten.

This FDA “gluten-free” food-labeling rule does NOT apply to: meat, poultry and

unshelled eggs (and any other products regulated by the USDA); distilled spirits and wines that contain 7 percent or more alcohol by volume; and malted beverages made with malted barley or hops.

Labels not to trust

“Natural.” There is no legal definition for this term. The word “natural” on a label doesn’t mean the product is necessarily better than a product without it.

This includes everything from naturally flavored juices to “natural” candies, chips and cookies.

“Local.” The MerriamWebster dictionary defines local as “characteristic of a particular place: not general or widespread.”

Beyond this, there is no legal definition of local as it applies to how far a food has traveled from field to fork.

Carol Bareuther is a registered dietitian and freelance health and nutrition writer.

Comment at editor@the-triton.com.

24 Career

The-Triton.com January 2019

Leadership most effective when adjusted to skill levels of crew Taking the Helm Paul Ferdais

Over the past few weeks I’ve asked various crew members what they want to know about leadership. For many, it involved knowing what to do with crew members at different times in the working relationship. In other words, situational leadership.

In a nutshell, situational leadership describes how to modify behavior with co-workers of various skill levels. For example, captains can be controlling and task-focused with new deckhands, who need to learn the skills of their job. But if captains remain controlling with seasoned crew members, they may have difficulties. Situational leadership describes how those captain need to modify how they interact with different crew at different skill levels.

Let’s explore the four stages of interactive behavior a leader in any position – be it bosun, 2nd engineer or experienced 3rd stew – should understand when working with people of various skill levels.

Stage 1: Directing

At this first stage, crew members are new to their role and don’t know how to do things on a new boat yet. Leaders in this situation must knowingly be hands-on and take charge to train and teach. Decisions are made by those in charge and communication is one-way, a “do it this way” arrangement. At this stage there’s a lot of demonstrating and telling how to do things – the teaching component.

The leader must be less focused on developing a relationship, since time spent together is all about developing the skills necessary for the role. A working relationship will develop, but isn’t the focus at this point. If the leader at this stage tries to focus more on building a working relationship than developing hard skills, the crew member won’t be prepared to take on the challenges of the role.

Stage 2: Coaching

At this stage, new crew members have begun to catch onto the way things work on the job and can be trusted to do a few things. They’re still at the learning stage, yet have learned the basics. They can demonstrate the rudimentary parts of their job back to their instructor, be it

bosun, chief stew or chief engineer.

Decisions remain the leader’s prerogative, but communication is much more two-way. Crew will still need directing because they’re still relatively inexperienced, but they also need support and praise, as well as involvement in decision making to develop commitment. In the coaching stage, the leader spends time listening, advising and helping the follower gain necessary skills in order to do the task on their own next time.

Stage 3: Supporting

The leader’s behavior at this stage is most appropriate when the crew members have mostly learned the skills of the job. This is where the concepts of motivation and people development come in.

The crew member is now skilled in performance of the job, yet needs the leader to help with the mental aspects: internal motivation, purpose, hope and the like.

Supportive leadership involves listening, giving praise and making followers feel good when they show the necessary commitments for success.

Stage 4: Delegating

This final stage of situational leadership is based on crew members being fully skilled and knowledgeable in their role and trusted to do all aspects of their job. The leader has clearly laid out all expectations and is confident the crew member can succeed. It’s now time to let the crew go out on their own and do the job. There’s a high amount of trust crew will succeed, and they now require little to no supervision or support.

Delegating still keeps the leader involved in the decisions and problemsolving, but execution is mostly in the hands of the crew. Recognition of a job well done is always encouraged.

Leaders may jump to the stage of delegating too soon. If that happens, chances are fairly high the crew will fail since they haven’t been given all the tools to succeed.

Keep these stages in mind when working with crew of different skill levels and you’ll find yourself and others more successful in their role.

A former first officer, Paul Ferdais is owner of The Marine Leadership Group (marineleadershipgroup.com), and a commanding officer in the Canadian coast guard. Comment at editor@ the-triton.com.

Career 25

January 2019 The-Triton.com

In yachting, calling it quits means more than just giving up job Crew Compass Lauren Loudon

When I first did my STCW, I did not know that I would spend the following years falling in love with the yachting industry. At 22, and only six months out of university, I did not know what I wanted to do with my life, but given my spontaneous nature, I wasn’t worried.

Unlike many of my fellow yachties, it was personal circumstances (in other words, a man) that led me to join the industry and my first boat. To this day, almost exactly five years on, I remember the immediate wave of passion that flowed over me as I stepped on board.

This foreign way of living, working and perhaps playing excited me immediately. But it was never my intention to start out in this as a career. In pursuit of my new love, I thought I’d just test the waters in a world I knew very little about and ride the wave of the moment.

Over the years, I’ve heard many different stories about how people landed in this whirlwind, crazy, beautiful industry, and each one fascinated me. I came to learn that a significant percentage of us do not see this as a forever job. It is far more than a “gap year,” but perhaps less of a lifelong career commitment.

The reasons that people decide to stay in or leave the industry are, of course, personal, and the list would be endless.

Within it lie the daunting and challenging questions: When do you leave a secure job? What warrants handing in your notice or deciding to move on?

I’m writing about this particular subject now because I recently realized that in the comfort of a great job with amazing travel opportunities and fun crew, all while working for a lovely family, I had begun to sacrifice my own priorities. Living out of a cramped cabin suddenly engulfed me in claustrophobia.

My brother’s wedding date announcement bothered me – I’d never be able to take time off in the middle of the Caribbean season.

Constantly on the move, I’d put my friendships on the back burner. I realized that our recent holidays were spent visiting my family, then my husband’s family, instead of taking time for ourselves. Although we work together, we rarely allow for time to enjoy each other’s company without having to think about the boat.

The factors that often determine a great job are an equation to some extent of the following: good owner, excit-

ing itinerary, crew dynamic, work/play balance, salary, etc. Some qualities may have to be sacrificed if they are outweighed by others, but nothing is ever completely perfect.

But then comes the comfort zone. We fall into what’s convenient, what works, what we’re used to just because it’s comfortable and easy. Guilty. “Just one more season, then we can think about getting a house” became three more seasons in the blink of an eye.

Time sure does fly when you’re hav-

ing fun. But in the end, putting yourself first becomes more and more important as your own wellbeing slips down the ladder of good to bad.

The struggle of letting go of a good thing became reality when it dawned on me that missing my brother’s wedding was not an option, and simply taking a month of vacation time wouldn’t cut it. After being on the go constantly for the past five years and never taking any time between jobs, it becomes a difficult question: Do we carry on or step outside

of that comfort zone for a change?

I imagine in most industries hopping from job to job is daunting. In yachting, leaving a job is far more than just that.

Our work is our home and our colleagues are our family, so the decision to jump ship can be an excruciatingly difficult one to make.

Lauren Loudon has worked as a yacht chef for more than four years. She hails from Lancashire, England. Comment at editor@the-triton.com.

26 Crew News

The-Triton.com January 2019

Twin sisters credit years as interior crew for success as brokers

By Dorie Cox Many people do a double take when they see twins Kristen Klein and Jessica Engelmann. Each with blond hair, bright eyes and gentle smiles, their similar interests have kept them on a parallel path for their 34 years. They started in yachting as stews nearly a decade ago.

A couple of years ago, that course diverged – slightly. The identical twins are now yacht brokers with Northrop & Johnson in Fort Lauderdale, but in different branches: Klein as a sales broker and Engelmann as a charter broker.

Even with the job differences, they look back on how the common course and personality traits have led them to their dream careers.

“I think life has taken us both here,” Engelmann said.

Since they were young, both have been competitive, focused and hardworking. At 12 years old, they were on the winning softball team of the Little League World Series in 1996. Both have bachelor’s degrees from the University of Florida, and Klein also has a master’s in business administration.

After college, the twins took a trip to St. Maarten, met some crew and realized big boats would fit their plan.

“Our goal after college was to travel, and we thought, ‘Wow, this is so cool,’” Engelmann said.

They both jumped at separate opportunities, but soon ended up working together on M/Y Gale Winds, a 112-foot Westport, in 2009. Eventually working separately again, the sisters kept in touch, even if only by radio contact, as their yachts passed at sea.

Klein worked on motor yachts Allegro, Kisses, Ohana and Mia Elise. But she really knows 112-foot Westports, with experience on Silver Moon, Lady Lily and Gale Winds.

Engelmann worked on motor yachts Dorothy Ann, Milk Money, Andiamo, Silver Moon, Kelly Sea and Gale Winds, but it’s M/Y Island Time in the Bahamas that she most fondly remembers.

“My crew experience really helps as a sales broker,” Klein said. “I have to know both sides.”

Klein said she is especially interested in the technical side of the boats and joins in on surveys and sea trials. She

likes to see just how yachts get measured. Her love of engineering has come from seeing yachts from the inside, as well as from her engineer father. She said that knowing how yacht systems work has helped her seal yacht deals.

She understands why small things can be an issue, like the time she needed a serial number on an engine.

“When a client wants an answer, I need to respond immediately. I call the captain and crew, they tell me, ‘Oh, I can get it for you in two days,’” she said.

“I called Caterpillar. I have to be creative – it was Friday at 5 p.m. I could not wait till Monday. They gave me it over the phone.”

Klein said the people skills she honed as a stew come into play too.

“My job is to have the captain, the owner and the buyer happy. They can kill a deal in two seconds,” she said. “I also get to be a detective, I have to get my next deal, I get to do marketing, and I am also a shrink. I have to be a people manager.”

Charter broker Engelmann said that as a stew, she especially loved knowing details about the the yacht’s destina-

tions. And that has helped her chart her current course.

“I used to say I should have been a travel agent for the Bahamas, and now, here I am,” she said.

She credits the team on M/Y Island Time, especially the captain, who taught her everything from tying knots to handling multiple guests. And she learned the value of working together.

“I saw both the guests and myself having fun. We were a great team effort,” she said. “People used to ask if we were family.”

She also learned how to navigate challenges.

“If we bumped the bottom and the guest said, ‘Is that normal?,’ I said, ‘Yes, yes, shipshape,’” she said.

Recalling an instance when guests had to be rebooked because of technical problems, Engelmann said she packed up her own Christmas tree, gathered ornaments and flew to meet the stranded guests during the holidays.

“I set up the tree and completely decorated,” she said. “The guests were so happy.”

Experiences like these gave her the

CrewCareer News 27

January 2019 The-Triton.com

PHOTO/DORIE COX

Familiar faces Jessica Engelmann, left, and Kristen Klein, pictured this spring in Fort Lauderdale, now use their yacht stew experience as brokers.

inside scoop, which enhanced her ability to better prepare charter guests and trip itineraries.

“I deal with the captain and the crew,” she said. “I have to trust that the captain will run a professional program.

Sometimes you sell things but it doesn't happen. There are always things like weather and technical issues. People think it's like a cruise ship and that they can just get from here to there.”

Just as both women have used their

yachting experiences to be better brokers, they think crew can benefit from better understanding the job of brokers.

“I think that crew think we just sit at a desk and answer the phone,” Engelmann said. “But it can take six months to a year to book. It takes hundreds of calls with some people.”

Engelmann spends a lot of time with first-time charter guests and uses personal experience to make sure they understand what a charter is really like.

Most of them are not aware of the Advanced Provisioning Allowance or the gratuity, she said. “I walk through the entire process with them, from itineraries to food, how the boat works,” she said. Most crew don’t really think about things from the broker angle, she said.

“If we didn't go to charter shows, we would not have charters. I know crew hate them, but without them we would not have charters.”

“There's so many things we deal with behind the scene,” she said. “It is very stressful, it never stops. Even on vacation we're taking calls. But I'm so interested in boats, and now it is all tied together.”

Klein said yacht crew have asked about her job as sales broker. They imagine it requires less hours than crew

work, she said. Many assume she goes home at 5 p.m. with weekends off. In reality, she said she works her phone 24 hours a day, seven days a week. And she really has to know boats.

“What should this boat sell for? I can come up with the number or I can analyze the data,” Klein said.

Vanessa Jiron, office manager at Northrop & Johnson, works with both women and has seen the value of their years at sea.

“It fascinates me how much they know,” Jiron said. “And it comes from them having crew experience. They’re not speaking from what they read ... they have been at that destination, they can pinpoint that restaurant.”

Although some people might think they recognize Klein or Engelmann, Jiron said, people have been confused.

“Out there, you might see one of them on the dock and think you know which one,” Jiron said. “But then someone says, ‘She didn’t say hi to me.’”

Klein laughed at the confusion.

“People cannot tell us apart,” she said.

“They think we're everywhere – and that's not a bad thing.”

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

28 Career

The-Triton.com January 2019

‘I’ll see it when I believe it’ is the best mindset to achieve desires Crew Coach Capt. Rob Gannon

“I’ll believe it when I see it.”

I think we’ve all heard that saying.

Now, there may be seemingly good reasons for the skepticism, but if one wants to practice and develop the art of attracting, try flipping that saying around to “I’ll see it when I believe it.” It will set you on the right course.

In my 10 years as a personal coach, I’ve talked and worked with captains and crew and many folks from other professions who were seriously thinking about making some major changes. One thing that’s been proven over and over again is that skepticism, self-doubt and fear are not our friends in the process of moving forward.

These feelings will keep us in the doldrums with no wind in our sails, and can even generate a current that begins pushing our ship backwards.

So what will help create momentum and desired changes? Well, the opposite of those three forces just mentioned.

Making major changes, such as a That would be optimism, belief in self career change, is about creating and and fearlessness, or the ability to overbuilding something new. When we come fears. build something, don’t we want all the I realize that for some folks, this “law right tools for the job? Focusing our of attraction” and “manifesting your dethoughts positively towards sires” stuff doesn’t resonate, achieving our desires is a and that’s OK. But I have also There’s an old tool. Once we have a tool, found that when people open saying: ‘When we must know how to use themselves up to understandyou expect it properly. As anyone who ing and practicing it, really something, has built anything knows, cool and interesting things the right tool used propstart to happen. The big, bad, it is on the erly makes any job easier. scary process of change can way. When Going at change with a full actually become fun and you believe toolbox feels good and sets enjoyable. something, it us up for success.

It’s really just about directis on the way.

Worry and fear cannot ing our thoughts and the When you fear be in that toolbox. There’s energy behind them to work something, it an old saying: “When you for us, not against us. It’s not is on the way.’ expect something, it is on some latest “new age” trend. the way. When you believe It’s actually very old age and something, it is on the way. presented in the written lesWhen you fear something, it is on the sons by our ancient teachers and sages. way.” We can have a hand in steering To me there is something powerwhat’s on the way. We are not helpless. ful and profound about principles and We are not victims. lessons that are passed on through the Back in 2004, Esther and Jerry Hicks ages that still are relevant and valuable wrote the book “Ask and It Is Given.” in today’s modern world. I think we are They reintroduced this law of attraction wise to take note of them.

to millions. I pull it off my bookshelf from time to time to remind me of some of the gems of wisdom filling that book.

Such as this little piece: “It is our desire that you become one who is happy with that which you are and that which you have – while at the same time being eager for more. That is the optimal creative vantage point: To stand on the brink of what is coming, feeling eager, optimistic anticipation – with no feeling of impatience, doubt, or unworthiness hindering the receiving of it – that is the Science of Deliberate Creation at its best.”

I’ll see it when I believe it. Try working around that the next time major changes come knocking. Then carry on with that full toolbox. We are creators.

Go ahead, go out there and create something amazing, and watch it come to be and grow. It keeps life interesting and fun.

Enjoy the voyage.

Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comment at editor@the-triton.com.

Write to Be Heard 29

January 2019 The-Triton.com

‘So many’ medical questions critical to giving best care remotely

By Dr. Robert Quigley A very important person on board had an unfortunate run-in with a sea urchin. She is in extreme pain, and you need to get her assistance – and fast.

The last thing you want to do is play 20 questions with your remote medical provider. “Why so many questions?” you ask. “Just tell me what to give her so she feels better and this doesn’t ruin our charter.”

But the doctor on the phone persists.

She says that to provide the best care possible, there is some information that she needs to know.

During regular, in-person doctor visits, the doctor is assessing a number of nonverbal cues while listening to a patient’s concerns. Phone-based medical providers don’t have access to all of the visual, auditory, behavioral and palpable cues that occur during an in-person consultation.

Therefore, they have to ask questions to get a better assessment of the situation and refine the diagnosis.

In addition, a guest’s regular doctor at home will likely have records of their previous medical history. The home doctor can refer to their records if they have any concerns about drug allergies, current prescriptions, their last appointment, etc.

Since yacht guests are generally unknown to the remote medical provider; the doctors need to be very careful if prescription drugs are to be recommended for the patient.

As medical professionals, we need to ensure the treatment prescribed does not interact with current medications, and that there is nothing significant in a person’s medical history that could cause the treatment to have unexpected, unintended and even possibly serious adverse reactions.

Gender, age and physical condition are also extremely important to consider when prescribing a drug. For example, a combination of medications may be perfectly safe for a healthy 30-year-old male, but absolutely contraindicated in dose or side effects for a 2-year-old child or a healthy woman in the first trimester of pregnancy.

That is why, for the safety of the patient, remote medical providers need to ask demographic questions, ask about past medical history, and clarify present medical complaint details for which they are making remote ‘prescribing’ suggestions and clinical recommendations.

Expect a medical provider to ask the following when you call about an ill or

injured guest: • Age. Since almost all drug dosages vary by age, it is a critical fact to know.

Babies are not small children, children are not small adults, and those age 70plus may have considerable physiological susceptibilities that generally do not affect adults between 20 and 65. Even simple, over-the-counter drugs have widely varying dosages between infants, toddlers, adolescents and adults.

• Allergies. Allergies to insect stings, penicillin or any drugs – and the nature of the allergic response – is important to note. Is the threat anaphylaxis (lifethreatening) or less severe (a skin rash).

• Medical history and the current complaint. When did the issue start?

Did anything provoke it? Does anything make it worse? Does anything make it better? Have they ever had it before?

If they had it before, what happened?

What did they try in the past to resolve the issue?

While the questions may be frustrating, think how frustrating it would be for your guest to receive a course of action that has already been tried and has failed.

A good rule to follow when speaking with a phone-based doctor is: Anything you or the patient thinks may be significant, probably is. Share the information with the medical provider.

Remote medical providers are there to provide the best possible care. Your

assistance in obtaining the information from the guest – or encouraging the guest to speak directly with the doctor – is extremely important to providing quality, safe, expedient medical care.

From my experience – the best outcome for any medical event at sea is based on a good two-way communication platform, the accessibility of pertinent medical history and current complaint, and following the medical professional’s recommendations.

Dr. Robert Quigley is MedAire’s medical director. MedAire (www.medaire.com) provides phone-based medical assistance and shore-side support for yachts. MedAire is an International SOS company.

30 News

boats / brokers Yachts sold

M/Y Kibo, a 268-foot (81.8m) Abeking launched in 2014, sold by Merle Wood & Associates and Y.Co, who represented the seller, and broker Chris Cecil-Wright of Cecil Wright & Partners, who represented the buyer. Asking price was €129 million.

M/Y Saint Nicolas, a 230-foot (70m) Lurssen launched in 2007, sold by joint listing agents Fraser and Merle Wood & Associates, and IYC broker Michael Rafferty, who brought the buyer. Asking price was €46.7 million.

M/Y Osho, below, a 197-foot (60m) Benetti delivered in 2011, sold by IYC broker Frank Grzeszczak, who represented the seller, and United Yacht & Ship broker Tim Devaney, who brought the buyer. Asking price was $27.5 million.

M/Y Sea Racer, a 153-foot (46.6m) Feadship launched in 2001, sold by Merle Wood & Associates in an in-house deal. Asking price was $14.95 million.

New Benetti Crystal 140, a 140-foot classic displacement motor yacht, sold

by Marinemax broker Bob Fritsky.

M/Y La Dolce Vita, a 108-foot (33m) Sunseeker launched in 2008, sold by IYC in an in-house deal, with broker AJ MacDonald representing the seller and broker Vangelis Filiadis representing the buyer. Asking price was $2 million.

S/Y Marae, a 108-foot (33m) yacht launched by Alloy Yachts in 2004 (exParaiso), sold by Burgess broker Jamie Small, who listed it, and Denison broker Tom Cleator, who brought the buyer.

M/Y Evnike, a 106.6-foot (32.5m) boat built by Lowland Yachts in 1996, sold by Camper & Nicholsons broker Gaston Lees-Buckley, who listed it, and Northrop & Johnson broker Simon J. Turner, who brought the buyer. Asking price was €2.3 million.

M/Y Paprika, a 101-foot (31m) Azimut launched in 2008, sold by Ocean Independence broker Anton Foord, who represented the seller, and Reel Deal Yachts broker Henry Schonthall, who brought the buyer.

M/Y Mrs D, a 101-foot (30.75m) Moonen explorer yacht built in 2013, sold by listing agent Y.Co and Edmiston & Company broker Cornelius Gerling, who brought the buyer. Asking price was €6.95 million.

M/Y A.B. Normal, a 95-foot (29m) explorer yacht built by Brazilian yard Inace in 2006, sold by All Oceans Yachts broker John DeCaro, who represented the seller, and Floating Life International, who brought the buyer.

M/Y Nashira, an 84-foot (25.4m) Admiral launched in 2008, sold by IYC in an in-house deal. Asking price was €1.75 million.

M/Y Attitude, below, an 80-foot (24m) custom Otam 80HT sold and in build for delivery in April 2020.

The-Triton.com January 2019 M/Y Only One, a 151-foot (46.3m) Baglietto launched in 2015, listed with IYC brokers Scott Jones and Kevin Bonnie for €19.9 million.

M/Y Carte Blanche, a 124-foot (37.8m) Trinity launched in 2002, listed with IYC broker Mark Elliott for just under $5.8 million.

A Classic Benetti 37, below, a 123foot (37m) Benetti launched in 1981, listed with IYC broker Michel Chryssicopoulos for €3.5 million.

S/Y Lunar, a 116-foot (35.5m) ketchrigged motorsailing yacht built by Conrad in 2013, listed with Fraser broker Jurgen Koch for €8 million.

M/Y Vitamin Sea, a 111-foot (34m) Leopard delivered in 2006, listed with IYC broker Michel Chryssicopoulos for €2.4 million.

M/Y Double D, below, a 108-foot (33m) Sunseeker launched in 2007, listed with Denison broker Kurt Bosshardt for $3.9 million.

S/Y Lamadine, a 98-foot (29.6m) cutter-rigged ketch built by Camper & Nicholsons in 1967, listed with Camper & Nicholsons broker Adam-Michael Papadakis for €1.5 million.

M/Y Shootin’ the Breeze, an 85-foot (26m) Normandie launched in 1965, listed with Fraser broker Kirill Anissimov for €595,000.

News in the charter fleet

New in the sales fleet

M/Y Kogo, a 235-foot (71.7m) Alstom launched in 2006, listed with Burgess for €59.9 million.

S/Y Meteor, a 170.6-foot (52m) Royal Huisman schooner launched in 2007, listed with YPI broker Will Bishop for €15 million.

M/Y Vitamin Sea2, a 170-foot (52m) Amels launched in 1997, listed with IYC broker Michel Chryssicopoulos for €18.9 million.

M/Y Silver Fast, a 252-foot (77m) yacht built by SilverYachts in 2015, available for charter in the Red Sea and Indian Ocean this winter through Hill Robinson Charter Management.

M/Y Maverick, below, a 138-foot (42m) Sterling delivered in 1988 and refitted in 2014, available for charter in the Bahamas and Caribbean through Neptune Group Fleet.

January 2019 The-Triton.com

New 109m Oceanco launched

Holland-based yacht builder Oceanco launched its 357-foot (109m) Project Bravo on Nov. 17. Bravo is the first oceanco to use the company’s new LIFE (lengthened, innovative, fuel-efficient and eco-friendly) design, according to a statement from the Dutch yard.

Nuvolari Lenard was responsible for the yacht’s exterior design and layout, with interior design by Reymond Langton Design.

Owner’s representative was Burgess.

For more information, visit oceanco yacht.com.

Hakvoort launches largest project

Hakvoort Shipyard launched the 209-foot (63.7m) explorer yacht Scout, known as Project Brio during the build or YN249, at Monnickendam in North Holland on Dec. 1. It’s the Dutch shipbuilder’s largest project to date, and is expected to be delivered to the owners this spring.

Powered by twin Caterpillar 3512C diesel engines, Scout is designed to cruise at 12.5 knots and will be able to reach a top speed of 14.8 knots, with a range of 4,800nm at 12 knots, according to a statement from the yard.

Diana Yacht Design is responsible for the yacht’s naval architecture, while interior and exterior design was handled

by British design studio H2 Yacht Design.

Builder finds anti-heeling system

A custom yacht under construction turned to commercial company Circor to eliminate unwanted heeling during crane operations. The customer was looking for a system providing dynamic counterweights – an anti-heeling system. Such a system must be designed to automatically shift ballast water from one side to the other in a continuous, dynamic operation.

Onboard this superyacht, low levels of noise and vibration were important for passenger comfort, so an antiheeling system that was quiet and didn’t generate much residual vibration or structure-borne noise was needed. In addition, the superyacht had limited installation space available.

The shipyard reached out to Allweiler with their requirements, and Allweiler designed a system accordingly -- an Allweiler Anti-Heeling system based on a centrifugal pump.

Allweiler transferred technology from other marine markets, such as Navy and research vessels where low levels of noise and vibration are crucial, and merchant marine markets where the level of accuracy is generally higher than for pleasure yachts.

boats / brokers The pump operates at ultra-low speed and is controlled by a variable speed drive with prolonged ramp-up time. Operating a centrifugal pump at lower than normal speed prevents wear on rotating parts such as impellers and bearings and enables the pump to operate with less noise and less vibration.

Slower pump speed also creates better suction capabilities. This is achieved as water speed inside the pump casing is reduced. With reduced water speed, the risk of water hammering in the ship’s piping (leading to noise, vibration and possibly damaging piping and valves) is reduced. The low pump speed also removes any risk of cavitation, another source of noise and vibration.

The pump, drive and valves in the yacht’s anti-heeling system are all controlled by the CIRCOR control system, which is also connected to an inclinometer that monitors the yacht’s inclination with accuracy down to 0.04 degrees. The system may be manually or automatically operated.

For maximum safety, the system has a fail-safe arrangement including automatic shut-down and complies with DNV-GL class rules and regulations.

Benetti delivers 69m Spectre

M/Y Spectre was delivered Nov. 19 to its American owners at Benetti’s shipyard in Livorno, Italy.

The 226-foot (69m) custom yacht is the third Benetti built for the owners in less than 10 years, according to the yard.

The yacht’s exterior lines were designed by Giorgio M. Cassetta, with hull lines and naval architecture done

by Mulder Design. It has a steel hull and aluminum superstructure, and a maximum speed of 21.2 knots, 30 percent higher than a traditional displacement

News 31

Moores’ new project has vintage look, modern performance

James P. Moores, founder and president of Moores Marine, a vintage yacht restoration yard in Beaufort, North Carolina, has a new company, Moores Yachts, and recently announced the inception of its first yacht – the cold-molded, 30-foot M30.

“The M30’s lines are a tribute to the great designers of the pre-war era,” Moore stated. “The ducktail in the transom is inspired by John H. Wells.

Known for his fast-running commuters, Wells designed for Consolidated, Defoe, and the New York Yacht Launch and Engine Co. The transom is inspired by the late L. Francis Herreshoff and the bow is inspired by World War I battleships.”

Moore said the M30’s hull was refined to reach 50-plus miles per hour, handle like a sports car and turn in half its waterline length. A hard top folds forward so the boat can serve as a runabout or yacht tender. It can be towed, trailered, or stored on a lift, in a drystack or a garage.

Construction will begin on Hull No. 1 this month. For more information, contact MooresYachts@gmail.com.

yacht, according to Benetti. Range is 6,500 nautical miles at 12 knots.

Spectre also features Naiad Dynamics Total Ride Control technology, originally developed by Naiad for commercial and naval ships. According to Benetti, it’s the first time the technology has been installed on a yacht of this type.

The system has two roll stabilizing fins, two forward pitch control canards and three independently controlled stern interceptor blades.

Spectre accommodates 12 guests and a 14-person crew.

Dream Yacht relocates to Scrub Island

Dream Yacht Charter has relocated its British Virgin Islands base to Scrub Island.

“We’ve grown so much since we opened in the British Virgin Islands

more than 10 years ago and our commitment to the BVIs, one of the world’s premier cruising grounds, remains strong,” Dream Yacht Charter founder Loïc Bonnet said in a statement. “Scrub Island provides the room to develop and accommodate our growth, and offers a first-class experience for our guests who will have access to the five-star facilities of one of the islands’ premier resorts.”

The best connection from the U.S. to Scrub Island is via Terrance B. Lettsome International Airport (EIS), Beef Island, Tortola. On arrival, it’s a short walk or taxi ride to the Trellis Bay ferry dock to catch the free 10-minute Scrub Island ferry. Those coming from St. Thomas, Charlotte Amalie, can get the ferry to Tortola and take a 45-minute taxi ride from Road Town Ferry Dock to Trellis Bay to pick up the Scrub Island ferry.

32 Crew News

The-Triton.com January 2019

Galapagos kids get clean water thanks to three yachts, crews A recent operation by YachtAid Global alongside three superyachts saw clean water access implemented across every school in the Galapagos.

Operation Beagle, which was carried out in October and November, aimed to remedy water quality issues with integrated water storage tanks and filtration solutions, as well as deliver a reusable metal water bottle to the 8,000 school child across Galapagos Islands to assist in reducing single-use plastic.

“Local agents Sea Masters Galapagos Yacht Agency, environmental education providers Mingas por el Mar, and local airline Tame Línea Aérea del Ecuador threw their expertise behind us to help reach every school child in the Galapagos,” said Zoran Selakovic, YachtAid Global’s director of operations and strategy. “The experts at Mingas por el Mar were by our side during the operation to educate children on the importance of conservation.”

With the new integrated water storage and filtration solution in place, all 8,000 school children at 27 schools across four islands now have a reliable supply of fresh drinking water.

With the first project complete, YachtAid Global has now turned its attention to providing the new incoming generation of students with reusable water bottles and extending clean water access to entire remote communities across Galapagos to improve the health of local populations.

The San Diego-based organization is now actively seeking additional funding as well as yachts and partners to continue this work.

To support this cause and find out more, visit yachtaidglobal.org.

January 2019 The-Triton.com

Schulte Group buys stake in YPI Crew

Germany-based Schulte Group has acquired a majority stake in YPI Crew, the Antibes-based yacht crew recruitment agency, through the group’s Singapore-based affiliate, Schulte Maritime Services PTE Ltd. In this transaction, BRS Yachting is selling its entire stake in YPI Crew.

Lewis Laurence Lewis, managing director and co-founder of YPI Crew, will continue to run the day-to-day business of the agency from the Antibes office as managing director and co-shareholder, according to a recent statement from the Schulte Group.

YPI Crew will be positioned under Bernhard Schulte Cruise Services (BSCS), a division formed by the Schulte Group to offer technical management and crewing services to the cruise industry.

For more information, visit schulte cruise.com.

Metal Shark helps protect the Exumas

U.S. shipbuilder Metal Shark has partnered with the Bahamas National Trust to support the preservation of the Exuma Cays Land and Sea Park.

Metal Shark will support the park’s full-time staff and volunteers by providing boats, technical assistance, and funding to support research, conduct wildlife inventories, and patrol the park’s waters to guard against poaching and to prevent damage to the ecosystem, according to the company.

The park, managed by the nonprofit BNT, was created in 1959 to protect the second-largest coral barrier reef in the western hemisphere. It spans 176 square miles in the Exumas, a chain of more than 365 islands. As the Exumas have become increasingly popular with tourists and developers, increased vessel traffic, dredging, and the development of nearby cays threaten the park’s fragile ecosystem.

In addition, Metal Shark has launched a crowd-sourcing campaign to help support the park’s needs.

For more information, visit metalsharkboats.com/exumacays.

Stems and Shoots expands

Stems and Shoots in Fort Lauderdale has expanded its yacht floral design and photography services to include estates and events.

Company owner Anna Kozma started the business three years ago

business briefs when she discovered her love for flowers and floral arrangements as a yacht stew. Kozma creates floral arrangements in her home and delivers to yachts, business and estates from Miami to West Palm Beach, Florida.

“I feel that I bring a personal approach to a stewardess and enjoy meeting with Kozma them, customizing their arrangements to the yacht as well as picking up vases they might want to reuse,” Kozma said. “The yachting community has been the key to helping my business grow. I feel so lucky to be a part of it.”

For more information, visit www. stemsandshoots.com.

–Dorie Cox

Crowdfunding scores big for NEMO

Brownie’s Marine Group has reported that a Kickstarter campaign launched by subsidiary BLU3 for its portable dive system NEMO wrapped up in October with 345 percent of its target funding and more than 350 units on advance order.

Because it exceeded its funding goal, the project was invited to join Indiegogo InDemand, a post-campaign funding solution to bridge the gap between crowdfunding and commerce. Indiegogo InDemand brought in additional $9,000 in advance orders for NEMO within 30 days, according to BMG. BLU3’s parent company, Brownie’s Marine Group, is a Pompano Beach, Florida-based corporation founded in 1981 and best known for its flagship product, Brownie’s Third Lung.

BMG designs, tests, manufactures and distributes surface supplied air diving systems, scuba air compressors, nitrox generation systems and water safety products in the U.S. and internationally.

For more information on NEMO, visit diveblu3.com

West Marine has new CEO

West Marine has hired retail executive Ken Seipel as CEO. Seipel was most recently CEO of Gabe’s, and prior to that he held executive positions with Old Navy, Target and JCPenney.

Seipel is an avid outdoorsman, has Seipel served on numerous community boards, and volunteers

with the United Way, Salvation Army and youth athletics, according to a West Marine press release.

The boating supply retailer has 244 stores in 38 states and Puerto Rico. For details, visit westmarine.com.

MTA has new director for brokers course

Toby MacLaurin, director of sales and marketing at Ocean Independence, has taken on the role of director of the yacht brokerage course for the U.K.based Maritime Training Academy.

The MTA Yacht Brokerage course covers the changing laws and regulations affecting a yacht broker, as MacLaurin well as business management, valuations, yacht charter and sales.

For details, visit maritimetraining academy.com.

Dream Yacht opens Madagascar base

Dream Yacht Charter has opened a Madagascar base in Nosy Be’s Crater Bay and will offer bareboat yacht charters in the 20 islands of the Radama and Mitsio archipelagos. Also available is an all-inclusive experience on the fully crewed Lagoon 620 S/V Reve2Mer. Within reach is Nosy Tanikely’s national park, in a region featuring a diverse cross section of wildlife, including endangered lemurs, hawksbill turtles, leopard sharks, humpback whales, and baobab trees.

The base in Nosy Be’s marina is a 45-minute taxi ride from Nosy Be Fascene Airport, which has flights from major European cities. There are also direct flights to Madagascar’s main Antananarivo Airport from Charles de Gaulle Airport (Paris) with a transfer flight to Nosy Be. The best time to visit is between April and October when the weather is warm and dry with peak times between April to June and September to October, according to the company.

“The Indian Ocean is a popular destination and we’re pleased to add Madagascar to our offer in the region, including the Seychelles, the Maldives and Mauritius,” stated Dream Yacht Charter founder Loïc Bonnet. “We’ve also added Preveza in Greece, Belize and St. Lucia to our destinations for 2019.”

Dream Yacht Charter, founded in 2000 in the Seychelles, now has more than 1,000 yachts in more than 50 destinations around the world.

For details, visit dream yachtcharter. com.

Career News 33

Career 34 News

Marinas / Shipyards

The-Triton.com January 2019

PHOTO provided

Palma yard raises money for flood victims: lSTP Shipyard Palma, above, recently raised €3,500 to help victims of October’s flash flooding in the Spanish island of Mallorca. The money was raised in less than four hours during the yard’s annual barbecue for crew. More than 500 people attended the event.

Feadship partners with four service yards

Feadship has recently created Feadship Refit & Services, a company responsible for implementing the company’s new customer support strategy, My Feadship. The My Feadship program includes extending all services previously offered by the individual Feadship yards to the new Feadship Services Network – a partnership with four yards: Rybovich in the United States; Amico & Co. in Italy; Monaco Marine in France; and MB92 in Spain.

“These yards have been chosen because of their excellent reputation and the fact that Feadship has successfully worked with them on previous Feadship refit and maintenance projects,” stated Pier Posthuma de Boer, director of Feadship Refit & Services.

Work done at the network yards is recognized in the new Feadship Authentication Certificate. New builds will be given a certificate at launch, and documentation can be updated after maintenance and service work has been carried out at the network yards and quality levels arep approved. Existing Feadships can invite a survey team to inspect and confirm that the Feadship standard has been met over recent years.

Feadship Refit & Services will also oversee all after-sales activities, according to Posthuma de Boer. An annual support package offering training for crew is also available.

For details, visit www.feadship.nl.

Two marinas to open in the Maldives

The Marina at Crossroads and Hul-

humalé Yacht Marina will soon offer services to yachts in the Maldives, according to Mohamed Hameed, director of Asia Pacific Superyachts.

“The Hulhumalé Yacht Marina plan is good news for future visiting vessels, as the marina will service 300 yachts and provide numerous attractions and benefits,” Hameed stated.

Hulhumalé Yacht Marina, set to open in 2020 on the western side of Hulhumalé Island, will feature retail shops, watersports, restaurants and bars, and a yacht club with dry berth facilities and boating dock. The marina provides services for cruise ships, superyachts and other pleasure craft, and to serve as port for most of the marine safari services operating in the Maldives.

The Marina at Crossroads is designed to accommodate the yachts of guests at Crossroads at Singha Estate, a destination set to open in early 2019 at Emboodhoo Lagoon. Crossroads Maldives will ultimately comprise nine islands, eight hotels and resorts, and a retail space of more than 11,000 square meters, equipped with hotel guests’ private arrival jetties and inter-island water transportation.

Bijela shipyard to redevelop

Holland-based shipbuilder Damen and Adriatic Marinas are working with the government of Montenegro to redevelop the former Bijela shipyard in Boka Bay, Montenegro.

The completion of technical surveys, as well as a contract between the government and World Bank for

remediation of the site, cleared the way for the signing on Nov. 30 of a concession agreement for the yard. After the remediation work is complete in early 2020, the group plans to transform the yard into a megayacht repair and refit facility within a year.

According to a statement from the consortium, planning of recruitment and training through Damen’s apprenticeship program is underway, as well as plans for state-of-the-art lifting and repair equipment to be installed.

The group is pursuing an agreement for interim arrangements allowing a preliminary yachting service in the western portion of the Bijela site to begin operation next winter.

Marina offers winter berthing in Tivat

Porto Montenegro, a megayacht marina in Tivat, now offers a winter berthing program that provides Premium and Platinum options for boats 39-820 feet (12-250m) in length.

The Premium package includes yacht and mooring assistance, a bay basin location, concierge services and customs clearance. The Platinum package has all of the Premium benefits, plus weather surveillance reports, yacht monitoring, Silver Yacht Club access and a champagne reception.

Both package benefits are in addition to Porto Montenegro’s usual marina services of free 24-hour yacht assistance, guest concierge, and onsite repair and maintenance facilities.

For more information, visit porto montenegro.com.

January 2019 The-Triton.com

Where in the World 35

ANTIGUA CHARTER YACHT SHOW

Eternity, Harle, Joy take top honors in Antigua chef contest The chefs and interior crew of M/Y Eternity, M/Y Harle and S/Y Joy won top honors at this year’s Concours de Chef during the 57th annual Antigua Charter Yacht Show.

The theme for the 19th annual contest, held Dec. 8, was a New Year’s Eve dinner party.

Congratulations to the winners: For yachts over 160 feet: 1st M/Y Eternity Chef Peter “Frosty” Frost 2nd M/Y Go Chef Micail Swindells 3rd M/Y Galaxy Chef David Pearson Honorable mention: M/Y Amaryllis Chef Megan Ross Tablescaping: M/Y Eternity’s Echo Flores For yachts 126-159 feet: 1st M/Y Harle Chef Sebastian Springer 2nd M/Y Berilda Chef Jamie Sparks 3rd M/Y Ruya Chef Philip Clarke Tablescaping: M/Y Berilda’s Robyne McNeil For yachts up to 125 feet: 1st S/Y Joy Chef Desiree Pierce 2nd M/Y Arion Chef Inn Boisson 3rd M/Y Unbridled Chef Ely Reyad Tablescaping: M/Y Unbridled Katie Kisch

Y

acht crew were at their best at the 57th annual Antigua Charter Yacht Show. From daily showings and broker tours to evening yacht hops, crew keep smiles on their faces. This year’s show ran Dec. 4-10.

Photos by Billy Black, Lara-Jo Houghting and Capt. Roy Hodges

36 From the Bridge

The-Triton.com January 2019

Ongoing duties interfere with crew ‘family bonding’

BRIDGE, from Page 1 tions, and yacht duties.

“It’s functional feeding,” a captain said, as many captains nodded in agreement. Meals are often just enough time to grab some nutrition. He looked around the monthly Triton discussion group as the captains had scheduled a dedicated hour-and-a-half out of their day with no interruptions.

“What we're doing here at this captain's lunch, we don't see on yachts,” he said. “Crew meals are not like other jobs where you sit and eat and say, ‘Oh, we still have 15 minutes on our break.’ It's not like we have an hour off for lunch.”

“Sometimes, they just can grab two bites before they have to go work,” another captain said.

Meals in the crew mess vary

To better understand what is going on with meals, we asked for a look inside the crew mess. It varies, but often it is a buffet in the morning and chowder or something on the stove during the day, one captain said.

“It's catch-as-catch-can. Food is set up for over-the-bar stuff,” he said.

“The crew try to eat an evening meal together but usually someone is on watch.”

During charter or with owners on board, all bets are off, a captain said.

“Meals are always a problem with guests on,” another captain added.

“If guests are on board or we are underway, I'm not coming down,” a captain said of his work on the bridge.

“It’s a grab-and-go kind of thing.”

“We just try to grab a meal during

break. … We try to have a lunch, but people are still on their shifts,” a third captain said.

In the midst of changing schedules and unplanned issues, most of the captains still set regular meal times.

“We try for noon and 6 so the crew know what to expect. That's important,” a captain said.

Everyone in the group said typically breakfast is informal, with each person eating when they can. The midday meal is a more common time for groups of crew to aim to eat together, and most captains schedule dinner at a time when the majority of crew can take a break together.

But there are still crew who “grab when you can,” like the stew that has to move clothes in the laundry to keep on schedule. Or the chef – his or her place at the table is even more rare, a captain said.

“The chef rarely sits for a meal, they seem to graze all day,” he said. “I think they're the hardest working. They're up early and off duty last. The first person might be up at 5:30.”

The idea for this topic stemmed from a captain’s suggestion, and the fact that family meal time has changed in society.

Half of this group grew up with a regularly scheduled evening family meal, often a bit of family business, school updates and some fun. They said there were many benefits and seemed nostalgic to have their yacht families be able to do the same thing.

“It is a time to ask about life in general – find out if people are happy or not happy,” a captain said.

PHOTO/DORIE COX

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 to editor@ the-triton.com for an invitation to our monthly From the Bridge discussion.

But most of the group agreed that societally, the ritual seems to be more uncommon these days.

“I think it's a generational thing,” one captain said. “When so many of both parents started working, it changed.”

Meals on yachts seem to mirror the decline. Work loads, different crew duties and obligations, as well as watch-

Attendees of The Triton’s From the Bridge discussion for this issue are, back row from left, Capt. Chris Boland of M/Y Angela Dawn, Capt. Robb Shannon of M/Y My Maggie, and Capt. Chris Wills of M/Y Renegade; front row from left, Capt. Chad Pelletier of S/Y Amorous, Capt. Bob Moulton of S/F Comanche and Capt. Jonathan Parmet, freelance.

standing, are a few of the reasons for the difficulty of daily meals for the entire “yacht family.”

A captain brought up a hindrance to the feeling of a family meal – cellphones.

Even though they are part of life for yacht crew, they seem to separate people and halt conversations.

“I do not like the phone on during meals,” he said “We haven't made a rule, but I prefer if they're not glued.”

“We have a loose phone policy,” another captain said. “I try to be flexible, but I don't like five people on their phones with no conversation. It's a great time for light conversation.”

The reason most of the captains have steered clear of strict phone policies is the crew reliance on their devices. He said mealtimes are often crew members’ only opportunity to look at their phone.

“That can be the only time they have to talk to their family or their boyfriend or girlfriend,” the first captain said.

Aim is for low-stress meals

A meeting is work, a meal is supposed to be a break. This group said dining should not be about plans, schedules, rules and discussion of crew problems.

“So often I have to bite my tongue,”

January 2019 The-Triton.com a captain said. “We sit for lunch, and it is a great opportunity to bring up this or that, but I have to remember it's a meal, not a meeting.”

“If you want a crew meeting, call a crew meeting,” another captain said.

Light communication is the goal, said a captain whose crew tries to meet for lunch and watch a comedy news program.

“It's the high point of the day,” he said. “If no guests are on board, all the crew join. It is bonding, but the time is limited. It’s usually eat and get back to work.”

“If the trip is over and it feels like a weight is lifted, a meal can feel like a bonding experience,” another captain said. “But more often it is eat and go.”

Often a crew member or two are missing from a meal or they are partially engaged in a work task during dining.

And although crew often relax during meals, it does not equal a day off or time away from the boat. This group of captains said stronger crew relations can happen anytime crew are together, but especially when they are off-duty together. For real bonding, they said they step away from work.

“We go for a crew swim or we take the tender out,” a captain said.

“Water activities are great,” another captain said.

Another captain said the entire crew goes on excursions, a local activity in a new port, or an activity that appeals to everyone.

“We have a barbecue on Friday or we just plan a social meeting,” another captain said.

Overall, off-duty activities are the key to crew relations, a captain said.

But he has seen good intentions not run smoothly.

“Yes, it is a bonding time, but sometime it's just the opposite,” a captain said. “There are so many variables – it depends how long the crew has worked together, how long this particular trip has been, the experience level of the crew. Often, if it's after a trip, people really want to go their separate ways.”

As we wrapped up the discussion, the captains agreed that meals are for feeding the crew. They fight the urge to handle ship’s business and build camaraderie, but they welcome every time crew get to know each other a bit better.

“I think it's the captain's No. 1 job to create that family feeling,” a captain said. “If we haven't done that, we have failed in our job as far as crew dynamics.”

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

From the Bridge 37

38 News

The-Triton.com January 2019

Drinking hits people differently, so problems can be hard to spot ALCOHOL, from Page 1 some crew have died from it and many more have been fired because of it. Yet few will peg alcohol as the reason. It is an ongoing problem in the yacht industry, said Capt. Jay Williams.

“I had so many I wanted to keep, so many,” Capt. Williams said of crew he’s had to fire over the years because of alcohol. “They became self-terminating.

It was devastating to me and the crew when these people fall apart. We tried to help, we would friend-to-friend peer counsel, talk with them, offer rehab – but few took advantage of it. Ultimately, there would be an incident.”

As he looked back, Capt. Boland

recalled that his partner had started in yachting like many do.

“She came to Florida in 2012 determined to work on a yacht,” he said.

Even though she grew up in the central United States, she always loved the ocean, he said. And although she had no yachting experience, she was hired her first week in Fort Lauderdale.

“Her beautiful smile, fierce eagerness to learn, and a constant willingness to help others won her the position, and she was a quick study,” he said.

She and Capt. Boland worked as a team for about five years, and they fell in love as they ran yachts of 85-105 feet together.

“Each year, she got better and better

and was able to do all things that were involved in a stew position, as well as help on the deck, including handling lines and fenders, two-part teak and even drive a tender,” he said.

He doesn’t know exactly when her social drinking turned into something more. He could see she was sad or frustrated, but attributed some of her behavior to her worry about her sick mother. When she went to bed early and woke up early, he thought she was “getting a good start on the day.”

He eventually figured out she was tired at night from drinking and got up early to start again.

“I was blind, I was clueless,” he said.

Once the problem was apparent, the

two talked about her drinking and she asked for help.

“She tried to be sober,” he said. “We took all the alcohol out of the house, but she bought more and hid it. She was in and out of detox. I attended AA [Alcoholics Anonymous] with her.”

They went to counseling, together and apart. She went into long-term rehabilitation centers several times. He stopped drinking to show his support.

But she always went back to drinking, he said, and continued to have incidents and accidents – even landing in the hospital and in jail.

“It was mentally draining,” the captain said.

He remembered his hopefulness on the last day he saw her.

“When she got off the plane, she said she would go to treatment,” Capt.

Boland said.

But she did not. She moved into an apartment with the help of some yacht crew friends and tried to start a business like she had in her hometown before she started in yachting. She continued to drink.

Capt. Boland kept working on the boat, and he paid her rent. By autumn, she flew back to her hometown and, soon, Capt. Boland got a call. She was in bad shape and sick from drinking, her sister said. She checked into another facility.

At 3 a.m. on the first night in the hospital, her organs failed and she stopped breathing. She died on Nov. 1. She was 41.

Identifying a drinking problem is not easy, said another captain who tried for years to help a former crew before she also died from complications related to alcohol abuse.

“Everyone has different capabilities and capacities,” he said. “Some have two glasses of wine and puke. Some can drink two bottles, then nothing for two months. Where do you draw the line? If there is one incident, they can have no career any more.”

Every crew should be made aware of the potential dangers of alcohol, and there needs to be a realization that there is not a norm, he said.

“Not everybody can drink like that or handle a beer,” he said. “Don’t push each other.”

The effects of alcohol are different for different people, said Capt. Stefan Czuplak.

“I try to watch the habits of my crew and keep myself open to them,” Capt.

Czuplak wrote in an email. “Trying to

Career News 39

January 2019 The-Triton.com keep their mental health in check can be a key factor to preventing them from falling down the rabbit hole.”

That keen captain’s eye is key, said Capt. Ed Collins of M/Y Nomadess.

“Aboard or ashore, it all comes down to identifying the issue and confronting it before it’s out of control and lives are in danger,” Capt. Collins wrote in an email. “You need to know your crew as people first, then watch for warning signs and offer help and suggestions.”

Perhaps the best first step is for crew to pay attention to their own behavior.

“It is important for crew to take a look at their own drinking habits,” Chef Stuart Kennedy said. “As far as drinking, some can get away with it and do their job. Other people can’t successfully drink and do their work. You have to admit a problem to yourself. There’s no shame – go see someone. That could be the best $200 you ever spent. Maybe you could understand yourself better. People know if something is not quite right.

Be honest with yourself. Am I screwing up?”

No captain or crew want to weather a crew member intoxicated on board or in front of the yacht owners, but more at issue are safety concerns, Capt. Williams said. To foster a safe environment on a recent boat, he had random alcohol and drug testing with a consortium, and

added test kits to the trauma kit. After any incident, everybody was required to submit a sample with results locked in a case with a padlock. He reminds crew they are still at work if they want to drink while on board the yacht.

“The owner could pop in at any moment,” he said. “You are a risk to everyone. If you are intoxicated on the boat, that should be a policy violation. ... Sorry, you can’t be here. Not in your cabin, hell no – you might walk out with your pants off.”

It always comes back to safety, he said. Each crew has a job and is part of a team. If that part is impaired by a hangover or being under the influence, they have diminished the ability of the entire crew.

With the potential of such safety risks, some people wonder how crew with alcohol issues continue to work in the industry. It is not clear cut, said Terry Haas.

She saw a lot of alcohol use by yacht crew during her 10 years as a chief stew.

Now, she looks and listens for problems as she places captains, mates, bosuns, officers and engineers in her job as a senior crew agent with Bluewater Crew in Fort Lauderdale.

“We don’t ask them [crew] if they

See ALCOHOL, Page 40

How to know if you have a problem with alcohol Veteran crew agent Sue Price places crew on yachts as director of operations with Viking Crew in Fort Lauderdale. She recommends that all crew assess their alcohol use. “Take a look at yourself in the spectrum. That may make people raise an eyebrow about themself,” she said. “Are you a social drinker? Or are you an alcoholic?”

Alcoholics Anonymous is a fellowship of men and women who share their experience, strength and hope with each other that they may solve their common problem and help others to recover from alcoholism. The only requirement for membership is a desire to stop drinking.

A.A. offers these questions for people to gage their level of dependency on alcohol. Those who answer “yes” to four or more questions may have a problem.

1. Have you ever decided to stop drinking for a week or so, but only lasted for a couple of days?

2. Do you wish people would mind their own business about your drinking – stop telling you what to do?

3. Have you ever switched from one kind of drink to another in the hope that this would keep you from

getting drunk?

4. Have you had to have an eyeopener upon awakening during the past year?

5. Do you envy people who can drink without getting into trouble?

6. Have you had problems connected with drinking during the past year?

7. Has your drinking caused trouble at home?

8. Do you ever try to get “extra” drinks at a party because you do not get enough?

9. Do you tell yourself you can stop drinking any time you want to, even though you keep getting drunk when you don’t mean to?

10. Have you missed days of work or school because of drinking?

11. Do you have “blackouts”?

12. Have you ever felt that your life would be better if you did not drink?

To learn more, visit www.aa.org.

The preceding 12 questions have been excerpted from material appearing in the pamphlet, “Is A.A. For You?”, and has been reprinted with permission of Alcoholics Anonymous World Services, Inc. (“A.A.W.S.”) Permission to reprint this material does not mean that A.A.W.S. has reviewed and/or endorses this publication. A.A is a program of recovery from alcoholism only – use of A.A. material in any non-A.A. context does not imply otherwise.

40 News

The-Triton.com January 2019

Abuse history often hidden, matter of opinion ALCOHOL, from Page 39 have a drinking problem,” she said. “If we find out, it’s because of a previous reference. If captains don’t tell us, we don’t know.”

Occasionally, if there has been an incident, a captain who does not want the same thing to happen to someone else will take the time to call.

Haas said Bluewater agents ask references why the crew left the job and how they performed. They also ask: “At any time during his/her employment, did you notice any problems with drugs or alcohol?” The answers are then assessed.

“We have to tell the captain about these, but we realize it could be a bad boat or the crew had a family issue,” she said. “It could be a situation where the captain perceives them as drunk where others don’t. It could be that the other four references said there was no problem. References are so personal.”

When an alcohol issue starts to surface, captains and fellow crew have options. It is important to clarify the yacht’s alcohol policies and associated consequences, and to identify what

help is available to the crew member dealing with an arising issue, such as treatment programs, detoxification facilities, therapy, counseling and timeoff.

Health insurance can cover these, but it’s not common, said Maria Karlsson, president of Superyacht Insurance Group. She cautions captains to be prepared, and check yacht and crew policies before something happens.

“Mental benefits are also important, as I believe there’s a direct link between over-indulging and having some mental/social issues, low self-esteem, etc.,” Karlsson wrote in an email. “Policies in general appear to offer better mental [health] coverage than alcohol/drug rehab benefits. Some policies include inpatient and outpatient benefits and phone consultations with a licensed professional, etc.”

However, most crew medical plans exclude alcohol-related claims from coverage. Karlsson shared a list of such exclusions from crew medical policies that include treatment for injuries and/ or illnesses resulting or arising from alcohol addiction, dependency, problem,

use, or abuse, as well as injury and/or illnesses while under the influence of alcohol. Many policies exclude coverage for convalescent facilities, private or special nursing, or physician services for drug addiction and alcoholism.

Capt. Boland did what he knew how to do to help his partner. But her addiction was more than he could manage.

He thinks about how the yacht industry handles alcohol, and despite his sorrow, he wants to talk about what happened to her. He wants to help the large, informal yacht family that he and other crew are part of.

“Her friend asked me why I’m doing this [talking about her alcohol problem], what is my goal?” Capt. Boland said. “There’s no real definite goal, but it’s therapeutic, and my hope is this will help someone.

“If one person has a take-away from this, or if you know someone and recognize the signs, you can help yourself or help someone else.”

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

Alcohol use muddies the yachting waters of insurance coverage

By Dr. Robert Darling Insurance often excludes injuries and illnesses as a result of alcohol or other substance abuse. Here are some details about what’s covered, how and why.

Q. What are some insurance options for alcohol-related incidents: Alcohol-related events often touch on different types of insurance products in different ways. Health insurance, travel insurance, disability insurance, workman’s comp insurance, and general liability insurance all come into play on the direct injury side.

Most health insurance policies will cover injuries or illnesses related to the acute effects of alcohol abuse, including the admission to a hospital for detoxification. Residential recovery programs and long-term treatment programs are covered by some health insurance policies, but coverage is widely variable. Not all insurance carriers provide coverage for travelers outside their home countries. And not all foreign hospitals accept insurance. Many foreign hospitals

January 2019 The-Triton.com require upfront cash payments.

There may be a distinction worth making between health insurance and travel insurance. Travel insurance programs, including medical evacuation policies, typically include exclusions related to alcohol-related injuries. ISOS, for instance, will not cover a member whose injury or illness was the direct result of his or her over-consumption of alcohol. A lot of expats who come from countries with universal health care just get travel insurance so that someone will take them home to their free health care when they get hurt, but if they are injured as a result of intoxication, the travel provider won’t move them home.

The issues are so complex that Patronus recently started a new travel health program to give our patients comprehensive coverage.

Q. Is alcohol specifically excluded?

Many policies do exclude alcoholrelated incidents from coverage. The wording of those exclusions differ, but most of them aim at the same reality: people perform high-risk activities when they are intoxicated, and we do not want to responsible for covering this highrisk behavior.

One policy says: “Vendor’s services are not available to the subscriber if his or her illness or injury is a result of or is contributed to by the following.” The policy lists five exclusions, including “a subscriber’s use or abuse of alcohol or drugs (illicit or prescription), including, without limitation, hospitalization for addiction, withdrawal, or complications of alcohol or drug abuse.”

Another policy reads: “We will not pay benefits for a disability that is caused by or occurs as a result of your being addicted to alcohol or drugs, unless administered by a physician and taken according to the physician’s instructions.” This type of policy only covers dependency that arises from a legal, prescribed use of narcotic medications.

Q. Do plans cover things like treatment, counseling and time-off?

As mentioned, health insurance covers most parts of the treatment programs a person might need to recover from a drug or alcohol dependency issue. Unfortunately, there are often limits to this coverage that fall short of the full cost of treatment. Each policy is different, so one needs to read the fine print.

There are various options for ongoing therapy. Some, like Alcoholics Anonymous, are free and provide exceptional community-based support. While excellent, it can be hard to use this approach when your job involves significant travel. A colleague, Dr. Miles Cunningham, uses telemedicine to provide psychiatric care. This approach is new,

News 41 but can be a life saver for those who need support and access that can follow them wherever they go. About half of his telepsychiatry patients live and/or work in remote places.

The best way to address the income loss that occurs as a result of inpatient treatment and/or significant recovery periods (such as from a serious, alcoholrelated injury) is disability coverage.

Group disability coverage, which almost always comes from employers, typically covers treatment for alcohol-related conditions because they are seen first and foremost for what they are: either an acute injury or a serious disease (such as alcohol dependency).

Q. Do you see any trends or problems in this regard?

There are many things here to note.

First, the opioid crisis in the United States has impacted those who suffer from anything that requires alcohol substance abuse treatment. There is a greater focus on recognizing addiction and removing the stigma (helpful), but it is much more difficult to get into an in-patient recovery program.

Next, local culture (especially on a yacht) is often “work hard, play hard.”

This can contribute to binge drinking and can mask substance abuse problems. Drinking in moderation is fine for most people, but heavy drinking leads to a host of other problems and risks.

Mixing prescription and over-thecounter medications with alcohol is a constant problem and can be deadly.

Supervisors should be trained to spot substance abuse patterns and the signs of acute intoxication, especially for safety sensitive positions. We used to talk about all these supervisory concerns, but it is concerning that training on these topics seems to have fallen away.

The use of telemedicine to treat mental health problems is a significant improvement that should be widely adopted by the maritime community.

Dr. Rob Darling is an emergency physician also trained in functional and lifestyle medicine. He retired from the U.S. Navy in 2006 after 25 years of service, including physician to the President of the United States in the Clinton Administration. Dr. Darling is chief medical officer of Patronus Medical, including oversight of Patronus’ maritime medical programs.

Dr. Andy Desjardins, an emergency physician, and Kevin Sullivan, a veteran paramedic, contributed to this report. Dr. Desjardins oversees Patronus’ destination and remove service divisions, including numerous crew emergencies. Sullivan is senior VP of operations for Patronus Medical. For more information, visit www.patronusmedical.com.

42 Triton CareerNetworking

Culinary Convenience Triton Networking resumes after the holidays on the third Wednesday in January with Culinary Convenience, the one-stop supply and equipment store for chefs. Celebrating 16 years in business this year, store owners Aaron and Limor Michaels have expanded to include a demonstration kitchen.

Come check it out from 6-8 p.m. on Michaels Jan. 16 at 2212 S. Andrews Ave., Fort Lauderdale (33316).

Until then, learn a little more about Culinary Convenience from company owner Limor Michaels.

Q. Tell us about Culinary Convenience. What do you do?

Culinary Convenience is a professional, high-end chef supply company.

We spend a lot of time researching and bringing in products that will make a chef’s life easier. We carry galley equipment (American and European voltages available), smallwares, top quality knives, chef uniforms and shoes, knife sharpening service, and much more.

Aaron started the business as a mobile “toy store” for chefs. He would show up in the back of restaurants and offer chefs all types of items for their kitchens. Now we focus on this incredible yacht industry, and the chefs have embraced us. We are lucky to have a job we love, and to work with wonderful people.

Q. So what’s new around here?

We have a brand new demonstration kitchen space with EU voltage. This allows chefs to test a piece of equipment and experiment with it before they purchase it. The demonstration kitchen also allows us to present new items that chefs have never worked with before, showing the advantages of using commercialgrade equipment in the galley versus residential equipment.

We are proud to announce that we will be conducting product demonstrations and cooking/techniques classes.

Instructors from all backgrounds, including master chefs and Michelin-rated chefs, will be joining us in this fantastic new program. We will offer classes for individuals on all skill levels. This will include a wide range of interests such as basic knife skills, classical French techniques, and the latest food trends such as Molecular Gastronomy.

Sue Price [director of operations with Viking Crew] gave us the great idea to do a basic cooking class for cook/stews, so we brought in an instructor who prepared a four-day course for them to learn knife skills and the preparation

The-Triton.com January 2019 of stocks, proteins and carbohydrates.

Upon completion of the course, students will be able to prepare an entire meal, plan for seven days and learn how to do provisioning for that specific week.

We are looking forward to seeing the response for this and our entire new line-up of classes this season.

Q. Last year, you planned to do galley design work. How’s that going?

I’m working on two boats right now, and I would like to do more. I want boat owners and their captains to know we are the place to shop for equipment and supplies. We have a strong network of support from reputable manufacturers and suppliers, and we carry a vast archive of knowledge and experience.

Here in Fort Lauderdale, we have the installers, electricians and everything they need to make the equipment perform optimally for them on their boat.

I really want chefs to know we are doing this because we are not just another ordinary store with chef supplies.

We have the ability to find the right equipment for any space, and educate the client on how to use it.

Q. Chefs can order anything they need online. Why come here?

When you make a purchase online, there is no one who will help you if something is wrong. Here at Culinary Convenience, customer service is our No. 1 priority. We are all in the hospitality industry in one capacity or another, so we understand the needs and the demands that our clients are faced with.

We are here to "make it happen" for them, and make their experience with us at Culinary Convenience a stress-free, pleasant and memorable one.

Q. What’s coming for 2019?

The industry is constantly changing.

There are still many chefs who insist on their favorite fry pans and pots (I was one of them). However, young chefs today are extremely bright, creative and super talented. They are bringing the culinary industry to a different level, and they’re not afraid to try some of this new equipment.

Aaron and I did a lot of traveling this summer and saw great products that we know yacht chefs will love. We’re going to bring in chef-quality spices, and infused oils from Spain, Italy and Morocco, in quantities and sizes that yachts need. They’ll be at the Triton Networking event so chefs, stews, and everyone can taste these fantastic products.

Captains, crew and industry professionals are invited to join Triton Networking with Culinary Convenience on Jan. 16 from 6-8 p.m. at 2212 S. Andrews Ave., (33316). www.culinary-convenience.com, 954-525-0011.

CALENDAR

January 2019 The-Triton.com

PICK OF THE MONTH Triton Networking Jan. 16, Fort Lauderdale

The Triton’s monthly networking event (the third Wednesday of every month from 6-8 p.m.), this time with chef supply and equipment store Culinary Convenience. Join us for casual networking, no RSVP required. Until then, read more about the brand and company behind it on page 43. www.the-triton.com

Jan. 24-27 Baltimore Boat Show. BaltimoreBoatShow.com Jan. 26 IYBA annual dinner and meet-

ing, Fort Lauderdale. International Yacht Brokers Association announces annual awards and new board members. iyba.yachts

Feb. 1 Wobbly Race, Antigua. A BYOB

(build your own boat) race for yacht crew to "race" for prizes including finest raft, first to sink and best costume. The annual event aids ABSAR (Antigua and Barbuda Search and Rescue). info@ absar.org

Jan. 2 No Triton Networking on this first Wednesday of the month due to seasonal holidays. Join us on Jan. 16 with Culinary Convenience. www.the-triton.com

Feb. 2-3 Miami International Map Fair.

Jan. 10 The Triton From the Bridge

Wednesday of every month from 6-8 p.m.) with YachtMate Products. Come celebrate the company’s 20th anniversary with us. No RSVP required. www.the-triton.com

captains luncheon, Fort Lauderdale. A roundtable discussion of the issues of the day. Captains can rquest an invite from Editor Dorie Cox at dorie@thetriton.com. Space is limited.

Jan. 10-20 Florida Keys Uncorked

Food and Wine Festival, Key Largo and Islamorada, Florida Keys. floridakeysuncorked.com

Jan 10-13 63rd annual Los Angeles Boat show. LosAngelesBoatShow.com

Jan 16-19 Caribbean CrewFest, Chris-

tophe Harbour, St. Kitts. Professional development classes for crew, organized

by ACREW. www.acrew.com

Jan. 17-19 44th annual Fort Lauderdale to Key West Race, Fla. This 160-mile ocean race has traditionally run before Key West race week, which will not run this year. www.keywestrace.org Jan. 18-20 18th annual Asia Superyacht Rendezvous, Phuket. Three-day event includes superyacht sailing races, model boat-building design and racing, parties and an owners dinner. www.asia-super yacht-rendezvous.com Jan. 19-27 Boot Dusseldorf, Germany. www.boat-duesseldorf.com Jan. 23-25 International Marina and

Boatyard Conference, Fort Lauderdale.

For marina and yard owners, operators and managers, as well as dock masters, harbormasters, builders and repairers, and consultants. Exhibit hall, networking receptions, field trip to local marinas and more. www.marinaassociation.org

The 25th anniversary of the fair, the largest map fair in the world. Search “map fair” at www.historymiami.org

Feb. 6 Triton Networking (the first

Feb. 7 The Triton From the Bridge

captains luncheon, Fort Lauderdale. A roundtable discussion of the issues of the day. Captains can rquest an invite from Editor Dorie Cox at dorie@thetriton.com. Space is limited.

Feb. 7-10 35th Primo Cup Trophée Credit Suisse, Monaco. Organized by the Yacht Club de Monaco, the regatta attracts more than 150 boats in nine classes for one-design and IRC classes. www.yacht-club-monaco.mc Feb. 14-18 31st Miami Yacht Show

and the 77th annual Miami International Boat Show, Miami. MYS moves to downtown Miami on Biscayne Bay between the Venetian and MacArthur causeways.miamiyachtshow.com

MAKING PLANS

Palm Beach International Boat Show March 22-25 West Palm Beach, Florida

More than $1.2 billion worth of boats, yachts and accessories from 8-foot inflatables to superyachts of over 150 feet. In-water portion of the show is on the Intracoastal Waterway along Flagler Drive.

Show entrances are at Evernia and Clematis streets at Flagler Drive. www.pbboatshow.com

Events 43

44 Write to Be Heard

Are you ready if your partner dies suddenly?

I have had so many conversations recently with crew, marine craftsmen and business owners who have lost someone, often unexpectedly.

I was at a marine event one Saturday when I received a text from a friend telling me her husband had passed away in the early hours of the morning. He was 50 years old. He had worked as a project manager alongside my husband for years. We had plans to meet Friday for dinner. Gone, in the blink of an eye.

Another bizarre Saturday, I got a call from a friend who was a chief stew whom we had just had lunch with the week before. She and her husband, the captain, had just retired and were working on a beautiful property away from South Florida. She somehow had the strength to tell us that her husband, our friend, had been killed in a freak accident at the new house. Gone, too soon.

Things change in an instant. After Hurricane Irma last year, we all scrambled around, looking for insurance papers to be sure we were protected from damage. We always follow procedures on vessels and in our businesses. But what about with our loved ones? Are we prepared if death impacted us?

The new year is the perfect time to take a minute to think about estate plans. An estate plan focuses on a person, his/her family and their future. If something should happen to the family breadwinner, an estate plan contains instructions for the family’s financial security, health care and distributing assets. Most importantly, it protects the people you care about most.

But too often, a plan gets made, filed and forgotten. An estate plan is a set of living documents, and it needs to adjust and change as we grow older, our children grow up, our work life changes.

September is Life Insurance Awareness month. Make it a New Year’s resolution that come September, your family will be protected.

Lisa Samuels is a financial adviser with T. Spencer Samuels Insurance & Financial Services in South Florida. Comment at editor@the-triton.com.

Securities through International Assets Advisory, LLC Member FINRA/SIPC. Investment Advisory Services offered through International Assets Investment Management, LLC. International Assets Advisory, LLC and International Assets Investment Management, LLC are affiliated companies.

from our readers Crew Eye

The crew of M/Y Albula, a 210-foot (64m) Royal Denship (ex-Turmoil), know that holiday time doesn’t mean time off. Chef Rory Clark, below, preps some lunch with help from stews Natalie Henderson and Tasha Knight, while 2nd Engr. Aaron Quadrio (left) works on the lathe.

The-Triton.com January 2019 After lunch, the crew gather for tabletop drills (bottom), saving hands-on drills for when vacationing crewmates return. Photos by Capt. Grant Maughan Please share photos of your crew in action to editor@the-triton.com.

St. Barts is back; Fort Pierce made right choice St. Barts back after Hurricane Irma

I wanted to let everyone know that the beautiful island of St. Barts in the French West Indies is officially open for business and ready for a fun winter season. [“Charters, guests set to return to Caribbean”, November issue, cover] It has been a busy year rebuilding and I am happy to say the island looks exceptionally luscious and green. The majority of works on hotels and villas have been completed, bar the Le Guanahani hotel and Eden Rock, which are doing major works and will open essentially brand new hotels come November 2019.

All your favorite restaurants are ready to welcome you back with wonderful new chefs joining some, and with others staying in place. There are beach clubs waiting at the likes of Christopher Hotel, Eden Rock’s beach club and the

new Hotel Le Toiny beach club with a pool right on the beach. Mango Mango Yacht & Villa services is excited to see old friends and new friends alike this season.

Kevin Lawrie Mango Mango Yacht & Villa Services St. Barths

Kudos to Derecktor and Fort Pierce

Congrats to Derecktor and the city of Fort Pierce. [“Derecktor wins bid to develop Fort Pierce large yacht facility.” Nov. 14]. Derecktor has been the choice of major yachts and knows what they are doing with regard to big jobs and heavy schedules. This will bring in hundreds of support vendors, and local business will be unprecedented.

B. Mountain via www.the-triton.com

Jones Act called into action after incident

I’m surprised that no mention was made of the Jones Act that covers U.S. crew injured aboard documented vessels [“From the Bridge: Captains want insurance to protect owner, crew,” Dec. 4].

If you’re injured, you’re supposed to get “maintenance and cure” until you’re well. I suffered a very serious injury aboard and was fired by the owner as he thought I might sue.

I sure did, and recovered my medical costs and wages, and the owner had to pay for my lawyer as well. I was not greedy and just wanted my costs covered.

Most of us are independent contractors and should carry our own insurance.

Steve Green via www.the-triton.com

Puzzles Career 45

January 2019 The-Triton.com

Across 1 Printer’s unit 5 Applies lightly 9 Suspension bridge part 14 Matinee hero 15 Buffalo’s lake 16 Out of this world 17 Ocean zephyr 19 Royal pains 20 One for the road 21 Ornamental vase 22 Abound 23 Sci-fi figures 24 Echinoderm 27 Dr.’s org.

30 Oozes 32 ___ de Triomphe 33 Sheepskin holder 34 Airport of Athens inits.

36 Plum part 37 Have a hankering 38 Like a raft 42 Foul weather gear 44 “Dies ___” (hymn) 45 ___ Jima 47 Upper limit 48 Have the nerve 49 Prefix with night or day 50 Autocrats of old 54 Pipe joint 55 Shoal, e.g.

58 Luau fare 59 Klutz’s cry 61 Black cuckoo 62 Literary piece 63 Simoleons 65 Ship groupies 68 Out of kilter 69 Aquatic plant 70 Scheme 71 Mexican bread 72 Golf ball props 73 Spanish flower

Down 1 Sign after Aquarius 2 Conceive 3 Grainy 4 Vatican vestment 5 Caterpillar rival 6 Amphitheater 7 Show ___ 8 Bishop’s jurisdiction 9 Escapade 10 Nautical direction 11 German battleship 12 Court decision 13 Some dashes 18 Cherepovets locale 22 Maneuver 25 Forest runner

26 Donald Duck’s nephews, e.g.

28 When doubled, a fish 29 Former British protectorate 31 Check endorser 33 Short pants 35 Carl Jung’s inner self 38 Dwell 39 Orsk’s river 40 Tholepins 41 Identical 43 Worship given to God alone 46 Peculiar 51 Greek god of light 52 Cowboy shows 53 Sonora snooze 55 Gushes 56 Scow 57 Actresses Magnani and Parillaud 60 Creme-filled cookie 63 Once around the track 64 Finish, with “up” 65 Cave dweller 66 Draft choice 67 E.M.T.’s skill

For puzzle answers, e-mail us at editor@ the-triton.com.

46 Business cards

Search hundreds of companies in the Triton Directory.

The-Triton.com January 2019

January 2019 The-Triton.com

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

Business cards 47

48 Business cards

Search hundreds of companies in the Triton Directory.

The-Triton.com January 2019

January 2019 The-Triton.com

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

Business cards 49

50 Business cards

Search hundreds of companies in the Triton Directory.

The-Triton.com January 2019

To advertise in

call 954-525-0029 Display Advertisers Company Page Company Page Company Page Admiral Yacht Canvas & Upholstery 21 Alexseal Yacht Coatings 9 Amerijet 30 Antibes Yachtwear 31 ARW Maritime 29 Beers Group 42 Bellingham Marine (Stock Island Marina Village Key West) 40 Bellissima Fine Art Services 38 Boksa Marine Design 36 BOW Boat Owners Warehouse 7 Bradford Marine 23 Broward Shipyard 15 Brownie’s Yacht Diver 29 Business card advertisers 46-50 C&N Yacht Refinishing 39 Cable Marine 2 Commercial Rare Coins 34 Crown Wine and Spirits 6 Culinary Convenience 38 Diesel Services of America 24 Estela Shipping 19 Freedom Pontoon Rental 33 GeoBlue Healthcare 20 Gran Peninsula Yacht Center 18

HMC Handcraft Mattress Company Interior Technology Services ISS GMT Global Marine Travel Lauderdale Propeller Lifeline Inflatables/Zodiac of Fort Lauderdale Longbow Marine Maptech Marina Mile Yachting Center Maritime Marine Matthew’s Marine A/C MPT Maritime Professional Training National Marine Suppliers Neptune Group Ocean Wine and Spirits Palladium Technologies Parker Yacht Perry & Neblett Peters and May Marine Professional Tank Cleaning River Supply River Services Ronnie’s Custom Carpet Cleaning Rossmare International Bunkering Royale Palm Yacht Basin Sailorman

24 37 25 37 17 42 17 42 37 34 52 10 30 3 28 32 8 18 11,42 35 15 45 43 19

Savannah Yacht Refinishing Seafarer Marine Sea Salt Market Sea School 17th Street Yacht Basin Sirocco Marine / Brig Inflatables Smart Move Accomodations Staniel Cay Yacht Club Watermakers, Inc. Makers Air Trac Ecological Green Products Tradewinds Radio Universal Marine Center Bosch Marine HTEC Group Moe’s Fiberglass & Refinish Seaway Marine Services TQY LLC Westrec Marinas Yacht Entertainment Systems Yacht Equipment and Parts Zeno Mattress

35 14 43 33 4 5 32 51 51 51 21 45 26-27 27 27 26 27 26 16 45 41 43