July 2016 The-Triton.com
“Old San Juan Harbor has been underutilized for a long time. We’re catering to vessels 120-foot and up.” – John Spencer Port Caribe San Juan
See page 34
/tritonnews | www.The-Triton.com | July 2016
More signals clog AIS yacht navigation
DOROTHEA III ON A MISSION FOR FRESH WATER
By Dorie Cox It is 6:20 in the morning as Capt. Claude Strickland unties the 100-foot private yacht he runs to leave Port Everglades in Ft. Lauderdale. There is only one other vessel underway, a 160footer. The yacht’s GPS, radar and electronic navigation charts are on, but the captain cannot see a clear course on the screen. His charts include an AIS (Automatic Identification System) overlay and the display is clogged with symbols representing more than 20 vessels nearby. The international AIS system is becoming more congested and captains can expect this trend to continue in some heavily traveled areas. Increased requirements, more boaters using it and expansion of AIS uses are a few of the factors that contribute to such congestion. Capt. Strickland does a security check before leaving the dock to see ahead on his course. But on this morning, instead of waterways, his 15-inch monitor shows yachts and commercial vessels at nearby docks. Not one was underway. “I couldn’t zoom too far out,” he said. “The yacht name beside each icon blocked out the course, they
See AIS, page 44
Option for rest and repair
CAUSE FOR WATER: The M/Y Dorothea III crew is hoping to raise money to purchase and provide 100 clean water filtration systems or more to South Pacific island communities in need. According to Capt. John Crupi, second from right, filters are $50 and provide up to one million gallons of clean, filtered water. Pictured are the crew while anchored in Bora Bora, French Polynesia. Front row, Jamey Harrison, Catharine Nolan, Capt. John Crupi and Jenifer Mosley and back row, Josh Heather, Aaron Drake, Mike Torres, Dwayne Sinclair. They have received 23 donations so far, which have the potential to affect 10,000 people. To help make that PHOTO/COURTESY CAPT. JOHN CRUPI number grow, see detail at forwater.co.
Ending relationships on good note a worthy goal From yacht crew put off at the dock to heartbroken owners, yacht captains see their share of yachting relationships end. Here are some lessons learned from breaking up with crew, owners and businesses. Like a marriage ending in divorce, severing relationships can be complex. There are good breakups and bad ones. To share their true stories, the
History preserved at Derecktor Robinhood in Maine.
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Dorie Cox
individual comments from captains at this month’s The Triton ‘From the Bridge’ luncheon are not attributed to any particular person. The attending captains are identified in an
Check the rules to pass
Derecktor settles in
Port Caribe San Juan marina and shipyard to open in Puerto Rico.
From the Bridge
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accompanying photograph. The introduction points out two points on the spectrum of diversity. One captain worked two years with an owner, traveling 6,000 miles with their children, relatives and friends. The captain was sad to leave, but wanted to work on a charter yacht, so he made up his mind to give 30 days notice. But it See BRIDGE, page 40 Yes 4%
Triton Survey Does your yacht have a social media account?
Yachts ground in Intracoastal Waterway in Ft. Lauderdale.
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No 96%
Navigating TheCareer Triton
July 2016 The-Triton.com
What’s Inside Columnists Career 8 Owner’s View 9 Taking the Helm 11 On Course 23 Crew Coach
Operations And the Golden Anchor Award goes to Bob Roscioli. 22
News
12 Engineer’s Angle 13 Diesel Digest 10 Rules of the Road 21 Sea Science
Connecting at Taylor Yacht and Ship. 6
Events 4-5 Calendar 6-7 Networking photos 36, 37 Networking QA
1 From the Bridge 24 Triton Survey 26 Fuel prices 22,33,43,44,45 News 46 Boat Briefs
Advertisers Floral scented sweet garden pea sauce. 19
50 Business Cards 53 Advertisers Directory
Interior
Derecktor settling in at historic Maine marina. 35
Write to Be Heard 48 Publisher’s Point 49 Letters to the Editor
14 Culinary Waves 17 Stew Cues 19 Top Shelf 19 Crew’s Mess
Crew Health
15 Ship Shape 16 Take It In 18 The Yachtie Glow 20 Sea Sick Editor Suzette Cook, suzette@the-triton.com
Associate Editor Dorie Cox, dorie@the-triton.com Publisher Lucy Chabot Reed, lucy@the-triton.com Advertising Sales Catalina Bujor, cat@the-triton.com Production Manager Patty Weinert, patty@the-triton.com The Triton Directory Catalina Bujor, cat@the-triton.com
Contributors Carol Bareuther, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Peter Herm, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Brian Luke, Melissa McMahon, Scott McDowell, Rich Merhige, Keith Murray
Time stops in Cuba. 38
Where in the World 38 Cuba 48 Crew Eye Chief Stew Angela Orecchio, Capt. John Wampler, Capt. Jeff Werner
Vol. 13, No. 4
The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2016 Triton Publishing Group Inc. All rights reserved.
Contact us at: Mailing address: 757 S.E. 17th St., #1119 Ft. Lauderdale, FL 33316 Visit us at: 1043 S.E. 17th St., Suite 201 Ft. Lauderdale, FL 33316 (954) 525-0029; FAX (954) 525-9676 www.the-triton.com
Calendar
The-Triton.com July 2016
Upcoming Events EVENTS OF THE MONTH July 7-9 26th Superyacht Rendezvous Montenegro, Porto Montenegro Social events previously held in Monaco for sailing and motoryachts held in the UNESCO Bay of Kotor. The event focuses on social activities surrounding yachts of 24m and larger. superyachtrendezvous.com
July 6 Triton networking, Ft.
Lauderdale. Join us for casual networking (first Wednesday of every month from 6-8 p.m.) with MHG. www. the-triton.com
July 6-15 3rd biennial European
International Submarine Race (eISR), Gosport, England. Engineering challenge for university students who race their human-powered submarines. www.subrace.eu
July 7 The Triton Bridge luncheon,
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. For active yacht captains only, please RSVP to Associate Editor Dorie Cox at dorie@ the-triton.com or 954-525-0029. Space is limited.
July 9 IYRS Summer Gala, Newport, R.I.
Annual event at IYRS, an experiential school dedicated to composites technology, boatbuilding and restoration and marine systems. Iyrs.org
July 11 Pacific Cup. The “fun race to Hawaii,” runs from San Francisco to Hawaii. www.pacificcup.org
July 20 Triton networking, Ft.
Lauderdale. Join the third Wednesday of the month event with Kemplon Engineering. www.the-triton.com
July 20-24 13th annual Cape Panwa
Hotel Phuket raceweek. Yacht racing off Phuket’s east coast. www.phuketraceweek.com
July 21-24 Louis Vitton America’s Cup, Portsmith, UK. A premier racing circuit
that is part of the 35th America’s Cup sailing program. The series features the best sailors in the world competing on AC45F (45-foot foiling) catamarans. www.americascup.com
July 23-24 Aquapalooza, Lake
St. Clair, Michigan. On-the-water concert event with more than 7,000 boats in attendance. www. colonymarineaquapalooza.com
July 28 - Aug. 1 49th Sydney
International Boat Show, Glebe Island and Darling Harbour, Sydney, Australia. www.sydneyboatshow.com.au
Aug. 3 The Triton’s monthly networking event (first Wednesday of every month from 6-8 p.m.). Captains, crew and industry professionals are invited to meet at IGY in Ft. Lauderdale, no RSVP required. www.the-triton.com
Aug. 4 The Triton Bridge luncheon, Ft. Lauderdale. See July 7 for details.
Aug. 6-13 Cowes Week, Isle Of Wight,
UK. One of the UK’s longest running sporting events with up to 40 daily races. www.aamcowesweek.co.uk
Aug. 12 Newport Yacht Rendezvous. Event includes dinner, dancing and superyacht hop. www.newportyachtrendezvous.com
Aug.12-14 Ladies, Let’s Go Fishing!
Saltwater Seminar, St. Augustine, Fla. www.ladiesletsgofishing.com.
Aug. 17 Triton networking, Ft.
Lauderdale. Join us and United Yacht Transport for the third Wednesday of the month event from 6-8 p.m. www.the-triton.com
Aug. 19 12th annual Ida Lewis Distance Race, Newport, R.I. Features 104 and 177nm race courses. www.ildistancerace.org
Aug. 26-28 6th annual DEMA
Convention, Scottsdale, Arizona. The Domestic Estate Managers Association hosts workshops, speakers and panel discussionsn networking and more. www.demaconvention.com
Aug. 30 - Sept. 4 Hiswa In-Water Boat Show, NDSM-shipyard, Amsterdam. www.hiswatewater.nl
Calendar
July 2016 The-Triton.com
Upcoming Events MAKING PLANS Aug. 5-21 31st Summer Olympics Rio de Janeiro, Brazil
International event for summer sports. For details on events in Rio visit www.rio2016.com and for more on the Olympics visit www.olympic.org.
Sept. 2-4 MYBA Pop-Up Superyacht
Show, Montenegro. Show is open to Mediterranean Yacht Brokers Association-registered yachts over 20m, charter agents and brokers. www.mybapopupshow.com
Sept. 6-9 SMM, Hamburg, Germany. Shipbuilding, machinery and marine technology international trade fair. Smm-hamburg.de
Sept. 6-8 Seatrade Europe, Hamburg, Germany. www.seatrade-europe.com
Sept. 6-11 Cannes Yachting Festival
(Festival De La Plaisance), Cannes. Nearly 600 boats, 150 world premieres and 450 exhibitors are on display at Vieux Port and Port Pierre Canto. www. salonnautiquecannes.com
Sept. 7 The Triton’s monthly
networking, Ft. Lauderdale. Join us at Longbow Marine for our regular first Wednesday of every month event from 6-8 p.m. www.the-triton.com
Sept. 8 The Triton Bridge luncheon, Ft. Lauderdale. See July 7 for details.
Sept. 9-11 Wilmington Boat Show, North Carolina. www. wilmingtonboatshow.com
Sept. 9-11 Louis Vitton America’s
Cup, Toulon, France. Part of the 35th America’s Cup sailing program that features sailors competing on AC45F (45-foot foiling) catamarans. www. americascup.com
Sept. 9-11 Ladies, Let’s Go Fishing!
Saltwater Seminar, Bimini, Bahamas. www.ladiesletsgofishing.com.
Sept. 20-22 International Marine
International Boat Show and Newport Brokerage Show, Newport, R.I. Oldest and largest in-water boat shows in the U.S. www.newportboatshow.com
Electronics Conference & Expo, Naples, Florida. National Marine Electronics Association’s (NMEA) annual event include technical training and education sessions, on-water product demonstrations, networking and more. www.expo.nmea.org, www.NMEA.org
Sept. 16-25 Southampton Boat
Sept. 20-25 56th annual Salon Nautico,
Sept. 15-18 46th annual Newport
Show, Southampton, UK. Britain’s biggest boating festival. www. southamptonboatshow.com
Sept. 17 International Coastal Cleanup. Thousands of volunteers pick up ocean trash. www.oceanconservancy.org
Sept. 17-18 Bart’s Bash, worldwide.
In memory of Andrew “Bart” Simpson, an America’s Cup sailor killed while training in 2013. Now 700 sailing clubs from 60 countries host races. andrewsimpsonfoundation.co.uk
Sept. 17-25 Interboot Watersports
Exhibition, Friedrichshafen, Germany. www.interboot.de
Genoa, Italy. www.genoaboatshow.com
Sept. 21 Triton networking, Ft.
Lauderdale. Join us and Crew Unlimited for the third Wednesday of the month event. No RSVP required, all captains, crew and industry professionals are invited from 6-8 p.m. www.the-triton. com
Sept. 25-30 World Maritime Day.
International Maritime Organization (IMO) day dedicated to shipping safety, maritime security, the marine environment and the IMO’s work. Celebrated during the last week of September according to a variety of governmental bodies. www.imo.org
Triton Networking
The-Triton.com July 2016
T
Networking with Taylor Lane Yacht and Ship
he Triton’s monthly networking event brought together 150 captains, crew and marine industry friends on June 1 at Taylor PHOTOS/DORIE COX Lane Yacht and Ship in Dania Beach, Florida.
July 2016 The-Triton.com
Triton Networking
Career
The-Triton.com July 2016
Navigate fine line of owner/crew communication Owner’s View Peter Herm
I find myself harping on communication constantly among owners and crew. A great crew/owner relationship is built on constant communication, but sometimes it can be too much and done incorrectly. We recently welcomed a new engineer to our boat. After our first cruise with this new team member (Go to Ponza, Italy, not in the guide books!), we were relieved to find that he was near perfect in the communication department. His communication style was just right; not too much and not too little. As an engineering-interested owner, I enjoy understanding what is going on with the boat mechanically and usually have an ongoing dialog with the engineer. Our last engineer had been on the boat for over four years and knew every nut, bolt, circuit and quirk. The new one came from a larger boat and had many interesting stories to share. The key was that he is not a “babbler.” Some crew talk too much and some not enough, and it is a tough skill to coach. There is a fine line to walk for crew between too much information and not enough. We had a captain once who would not even say “good morning” as he passed by us sitting on the aft deck. We perceived this as rude. On the other hand, it is not acceptable to interrupt an owner’s vacation with a constant stream of
information and chit chat, unless requested. With our captain, I usually schedule a time at the beginning of a trip to discuss the trip plans for the coming week(s). We then schedule another time during the cruise to discuss the various outstanding issues, needs of the crew, the boat, etc. It is not that I do not want to talk to him, and I admit to asking him dozens of stupid questions every trip, but the planned discussion periods are when the lists come out so we can both focus. My stupid questions this trip yielded the answers to these pressing questions on marine terminology: How long is a shot? How long is a cable? and How deep is a league? Somehow, with our crew, we have worked out what I think is a great balance between enough communication and not enough. I hope they feel the same way. On the topic of communication, it is time for a rant. I am old. I remember when phones were used to make phone calls where people actually talked to each other, not surf the net and send texts. In my business, I am amazed at my team’s constant barrage of emails between them and suppliers and customers instead of phone calls. Recently we desperately needed a product from a supplier in New Zealand. The quote request was sent via email. No response. Another email; still no response. I understand there are time zone issues, but it was finally resolved when someone actually
picked up the phone about a week too late. This happened again this week. We urgently needed a freight quote to some far away land. When our newest and youngest employee got a reminder from me on the status of the issue, his response was: “I have emailed them three times with no response.” My retort was: “Have you CALLED them?” This resulted in a blank stare. The concept of calling someone had not even crossed his mind. In the crewed boat world, I understand that time zones and phone coverage can be challenging, and that email and text are very handy. But I really think that good old voice to voice conversations can resolve issues, provide crystal clear communication and accelerate resolutions. We equipped our boat with a Globalstar sat phone. This provides unlimited voice calls globally at a fixed monthly cost of about $150. The quality is not quite cell-like, but it is not bad. And did I mention unlimited usage and a fixed cost? Why text and email when you can actually call? I believe the inflections transmitted and heard from the human voice are sometimes far more powerful than letters in a text or email. Yes, emails and texts have their place, but let’s not forget good old voice. High tide and bow west only. Peter Herm is the pen name for a veteran yacht owner who is an entrepreneur based on the East Coast of the U.S. Contact him by emailing editorial@the-triton.com.
July 2016 The-Triton.com
Career
Effective leadership highlights genuine influence over power Taking the Helm Paul Ferdais
I’m going to guess that most of you reading this article are impacted in some way by the new STCW requirements mandating a leadership class either for yourself or someone you know. You may have even heard a few negative things about the classes from people who have taken one. And perhaps this has dissuaded you from taking a leadership course yourself or swayed your opinion about what you’ll encounter before stepping foot in a classroom. There’s not much I can do about preconceived notions regarding classes, but good leadership training can help you learn about yourself, your team and your organization. Leadership training is for everyone, not only for the top people in an organization. Effective leadership happens at all levels. Here are 10 benefits of taking a leadership training class: 1. They teach valuable life skills. Leadership training courses can teach you not only skills for work, but skills you can use in everyday life. 2. Classes encourage introspection. Your success as a leader depends on who you are as a person. You’ll have opportunities to think deeply to consider previous actions and behaviors. Greater self-awareness helps us understand our personal motivations and other qualities that drive our actions. 3. They surround you with other leaders. If nothing else, during the classes you’ll get the opportunity to network with other captains and crew. 4. Learn about leadership. This is kind of obvious, but leadership training programs fundamentally examine the elements of leadership and what makes it different from management. Take the information and apply it in your daily life. 5. They teach you how to influence people. Leadership training courses show the difference between the use of power, authority and genuine influence. This includes methods of motivation and personal engagement. They also help you discriminate between good and bad sources of power, and between
strong and weak methods of influence. 6. They help you focus your vision. Successful leaders see where they want to go and focus on how to get there. Leadership training gives you the chance to step back from your daily responsibilities and think about how the future may unfold. You’ll learn how to communicate your vision to your crew in a way that truly motivates and inspires. 7. They teach you how to build a team. You’ll gain insights on how to pick the best members to make a good team, how to build a team capable of delivering what the boss needs and how to be a leader without coming off as either too weak or too overbearing. 8. They teach you how to avoid mistakes. Training will give you an idea of the types of mistakes you can make as a leader. It will also help you map out a plan for avoiding trouble that can end or severely hinder your leadership career. 9. They help lead at a higher level. Most captains have never taken classes that teach them how to run an organization. Because of this, the information they’re exposed to helps focus new ideas on organizational areas in need of improvement. 10. Become inspired. Leadership training courses often use real life examples relevant to class participants. Those real life examples have the added benefit of encouraging and building enthusiasm in students, which leads to feeling re-energized for their work. If you let them, leadership training classes will enable you to become better at what you do. Classes are designed to challenge your thinking and help you become more conscious about your behavior. Take the time and put in the effort to create insight from the material you cover in your classes and you’ll find your effort to be worth it. The ability to lead effectively isn’t based solely on technical skills. Leadership is fundamentally based on non-technical skills, which anyone can develop. Consciously develop these competencies, no matter your position or rank and you’ll be seen as a leader. A former first officer, Paul Ferdais is founder and CEO of The Marine Leadership Group. Contact him through www.marineleadershipgroup.com.
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The-Triton.com July 2016
U.S. national documentation has many benefits over state Rules of the Road Capt. Jake DesVergers
Congratulations! After endless hours of research, meetings, and inspecting vessels, you have finally purchased that dreamboat. Now the broker is asking how you want to register her? There are numerous options available and they may depend upon multiple issues, including your nationality, tax position, and plans for use of the yacht. It may be beneficial to use an open registry or perhaps the national registry of your home country. In the United States, boat and yacht
owners have two choices. First, they can register a vessel with an individual state, such as Delaware or Florida. Second, they can document a vessel through the United States Coast Guard (USCG). Both allow the owner to fly a U.S. flag off the stern, but each provides much different benefits. What is vessel documentation? Vessel documentation is a national form of registration. It is one of the oldest functions of the U.S. government, dating back to the 11th Act of the First Congress. That was on September 1, 1789. Every nation in the world that has a vessel owned by one of its citizens has some type of vessel registration. Under U.S. law, any vessel of at least five net
tons and wholly owned by a citizen of is of American nationality. the United States is permitted to utilize While a state registration can also be federal documentation. If a corporation interpreted the same, it is not definitive owns the vessel, the proof of nationality or majority ownership ownership. While a state must be through a Another benefit of U.S. citizen. national documentation registration National is that it provides for can also be documentation versus unhindered commerce interpreted the state registration between the 50 U.S. same, it is not provides several states and Puerto Rico. definitive proof key benefits. It is It also admits vessels to conclusive evidence certain restricted trades, of nationality or of nationality such as coastwise trade ownership. for international and the fisheries. purposes. When Per the Merchant operating outside Marine Act of 1920, of U.S. waters, the Certificate of commonly referred to as the Jones Act, Documentation is proof that the vessel only certain vessels may participate in domestic trade between the states. Because trade between the states is under federal jurisdiction, documenting the vessel on the national registry clarifies that privilege, as applicable. For marine financing, the Ship Mortgage Act, also from 1920, enhanced the availability of preferred mortgages on documented vessels. This Act provides certain protections for lenders. As such, most lenders in the U.S. will require a yacht to be documented through the USCG in order to secure the mortgage. Federal documentation also provides for recording the title history of a vessel. This enables a buyer or seller to discover a listing of mortgages, liens, and other notes attached to the vessel. Most state registrations do not maintain records for title history. Lastly, being USCG documented also provides the owner with certain legal rights and protections that a state registered boat would not receive, especially when in foreign waters. Documented vessels are entitled to aid from a U.S. Consulate when outside of domestic waters, which is not the case with state-registered vessels. Capt. Jake DesVergers currently serves as Chief Surveyor for the International Yacht Bureau (IYB), a recognized organization that provides flag-state inspection services to private and commercial yachts on behalf of several flag-state administrations. A deck officer graduate of the US Merchant Marine Academy at Kings Point, he previously sailed as Master on merchant ships, acted as Designated Person for a shipping company, and served as regional manager for an international classification society. Contact him at 954-596-2728 or www.yachtbureau.org.
Career
July 2016 The-Triton.com
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Success means not settling for minimum course requirements On Course Capt. Brian Luke
Every year many young men and women like you arrive in Ft. Lauderdale with hopes of becoming a crewmember onboard a superyacht. The industry is very attractive to those on the outside looking in, and it’s pretty darn good to those of us on the inside looking out. But for those on the outside, the passage that allows them entry into a crew position can sometimes seem needlessly elusive. Routinely, I see many potential crewmembers get their Standards of Training, Certification and Watchkeeping (STCW) Basic Safety Training and then, without a plan, go off looking for a position as a crewmember. Like anything in life, planning is the key to finding success in the search for a position onboard a superyacht. What follows is a simple and proven plan to help new crewmembers land their first dream job. Get the right training for the position you are seeking – this is key. For all yacht crew this means first completing STCW Basic Safety Training including Proficiency in Designated Security Duties. As a yacht crewmember, it is imperative that you receive the Proficiency in Designated Security Duties certificate. Every crewmember will most likely have a designated duty onboard the vessel, so Security Awareness alone is not the correct certificate for those working on superyachts. Once you have completed STCW Basic Safety Training and Proficiency in Designated Security Duties, you now have the minimum qualifications required to work as an entry-level professional in the industry. Consider however, that starting with the minimum is not really a very effective plan for success. However, adding to these minimum required qualifications is mandatory if you wish to rise above your peers vying for the same positions. As an example, if you desire to become an engineer, then I would recommend taking both the Approved Engineering Course (AEC) and Powerboat Level II. This will give you an edge over others without these qualifications, making you more attractive as a crewmember to a prospective vessel. If you wish to work the interior as a stewardess, I would recommend adding
the PYA G.U.E.S.T. Level I program, and potentially Powerboat Level II as well. More stewardesses are getting the Powerboat Level II qualification because they are being utilized more often in roles needing these skills. As a deckhand, it is imperative that you add Powerboat Level II, and I also highly recommend some form of high quality Deck Week training. The Entry-Level Deckhand training should give you the basic skills needed to work on the deck of a superyacht. This course must include varnishing, fiberglass care, brightwork, line
handling, knot tying, basic winch operation, and similar skills necessary for you to be a proficient deckhand. Once you have completed this training, it is time to find a position onboard a yacht. Having the appropriate skills and certifications will give you confidence when interviewing. Before you head out however, you need to build a great CV with a high quality professional picture. Research other yachting CVs first. Use a format that closely resembles the high quality CVs that you find. Too many potential crew use their own CV
format that does not necessarily match what our industry is looking for. Find a high quality yacht CV that you can mimic. Never use a selfie photograph. And I recommend having a yacht in your portrait background. Continue to train, develop your skills and work the docks appropriately dressed with a quality CV. Capt. Brian Luke is chief operations officer for International Crew Training in Ft. Lauderdale. Contact him through www.yachtmaster.com and Brian.Luke@ yachtmaster.com
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The-Triton.com July 2016
Shaft coupling, keys or keyways could be root of vibration Engineer’s Angle Rich Merhige
When it comes to vibration, the devil’s in the details. While it’s pretty easy to pinpoint misalignment, propeller issues or a bent shaft, less conspicuous components like shaft couplings, keys and keyways can also cause issues. In mechanical engineering, keys connect rotating elements, in this discussion, couplings to shafts. The key sits in a keyway, and acts as a mediator to prevent relative rotation. While published standards only address key
and keyway dimensions, key material, as well as their shape and installation, are equally important. Keys can fail if they are overloaded. To avoid this, the correct material needs to be selected for the key. To properly transmit torque, and provide adequate support, the key material should be as strong and hard as the shaft material. Since part of the torque is transmitted via friction between the shaft and keyway, according to published key stress calculations, the key material needs to be as strong as the shaft. As mentioned earlier, key geometry and fit are important specs as well. With proper shape and fit, the hub is prevented from rotating on the shaft,
which could cause hammering on the key. This would eventually cause clearance to develop which would eventually lead to shearing of the key, or allow for corrosive water or gases to penetrate. A proper fit would have the following characteristics: l Tight in the shaft keyway, with a sliding fit, without clearance present. l A slight amount of clearance will be present between the top of the key, and the bottom of the hub keyway. l The key should extend inward from the shaft end and past the hub end. l Keys should have chamfered corners and not be squared. Sharp corners can cause stress on the shaft which could cause it to fail while
transmitting torque. SAE standards specify rounded forward edges. It could also be beneficial to hollow out the keyway’s forward end. If a key has a round end, it should extend beyond the hub by at least the round end. This will allow torque to be transmitted over the entire length of the hub. If not, small alternating motions of movement can impact the shaft, leading to fatigue failure. Having the incorrect key length can also cause imbalance, which would present itself as vibration at high speeds. When propellers are lapped onto shafts, a gritty paste is used on the two surfaces to get a good fit with at least 80 percent contact to prevent the propeller from being off balance. The only problem is, keyways can become compromised because material is removed during the lapping process. Keyways should always be rechecked to see if any machining is necessary to perfect the fit. In regards to propeller shaft couplings, there are several different kinds, both keyed and keyless including: tapered bore, split straight bore, and straight bore, among others. While the straight bore couplings are the easiest to machine, they can be the hardest to fit shafts to, and, very difficult to remove if not split. Tapered couplings actually guide the shaft into place during fitting, and, come apart very easily. Keyed, tapered bore couplings are most often recommended by industry experts for propeller shafting. Besides allowing for easy fitting and disassembly, the nuts on the shaft ends prevent the shafts from becoming displaced when the vessel is in reverse. Retaining pins, if used properly, provide this same function on straight bore couplings. With components as seemingly simple as keys and keyways, it’s crucial to recognize that every part of a mechanical system plays a very important and individualistic role that’s part of a larger working system. Even if something is slightly off, the system can be affected, and symptoms will manifest as vibration, premature wear of parts, and, in worse cases, failures. Staying on top of everything can seem overwhelming and daunting, so the best way to combat that is to learn about the system at hand so you can make educated decisions about maintenance. Rich Merhige is owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Ft. Lauderdale. Contact him through www. AMEsolutions.com.
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Diesel fuel algae might be sign that water has entered tank Diesel Digest Capt. Jeff Werner
One of the first things a tyro engineer learns when working aboard a yacht is to watch out for algae growing in the yacht’s diesel fuel. Diesel fuel algae is really a misnomer that’s been passed down from generation to generation of diesel mechanics. Algae are what grow in the yacht owner’s aquarium in the main salon, but not in his fuel tanks. Algae require sunlight to grow, and of course, that’s impossible within a fuel tank. Diesel fuel algae received its name because of its appearance, not because of what it truly is. Some engineers also call this algae “diesel bug.” And that label is incorrect as well, since it’s neither an insect nor a disease. Just what is it? It is actually a bloom of microbial growth within the fuel tank. This slimy bloom of organic contaminants can be composed of bacteria, mold, yeast or other types of fungi. There is one simple rule when it comes to microbial growth in a diesel fuel tank, it cannot exist without the presence of water. There are a number of ways water can enter a tank: Freshly refined fuel contains some water. As the fuel cools down after cracking, this water separates out. l During transport from the refinery via tankers and barges, ballast water can get mixed with the fuel. l Condensation from humid air in a partially filled tank. l Brittle, rotted seals at a tank’s inspection port or fuel intake port. l Rain, sea spray and water from washdowns can enter deck fuel fillers and tank vents. Aside from the damaging side effects water can have on an engine, its components, and the tank, free water found at the bottom of a tank is a breeding ground for microbial growth. The microbes live between the water and the fuel in an area called the fuel/water interface. The bacteria and fungi feed off the fuel while living in the heavier water that sits just below the fuel. As the bloom grows, it binds with other forms of fuel contamination to form sludge. To make matters worse, the bloom can have an acidic byproduct that promotes tank corrosion. Many yacht engineers never truly treat the cause of the problem, but only treat the symptoms of the problem. Biocides are the most common component in the large number of products on the
market that just treat those symptoms. Used alone, biocides just make the problem worse. Although biocides kill the bacteria, mold and yeast, these dead microorganisms then settle to the bottom of the fuel tank and are mixed into the brew of sludge that clogs the fuel filters. To treat the cause of the problem, the only method that guarantees prevention of microbial growth is to remove the water and stop the contamination in the first place. The key to preventing microbial growth requires establishing a maintenance program for the fuel stored in the yacht’s fuel tanks. This program includes: l Visually inspecting inside the fuel
tank for fuel color and odors. l Inspecting all fittings and orifices for dry rot and rust. l Using a water finding paste to check for the presence of water. l Sampling fuel in the tank and testing its quality against standard benchmarks. l Treating fuel with a fuel additive. l Regular fuel polishing. A yacht’s fuel preventive maintenance program should be followed monthly, or whenever new fuel is bunkered. Fuel polishing, which is the process of filtering out contamination, removing water, and conditioning the fuel to keep it in specification, is the most important method of removing
existing and new growth contaminants. Then, following up with a high quality fuel additive, will ensure the fuel can be stored for an extended period of time whether the yacht is at the dock or hauled out at a shipyard. As with all preventive maintenance programs, the small amount of time used up front during an engineer’s monthly routine will stop problems and costly repairs from developing in the future. Capt. Jeff Werner has been in the yachting industry for 25 years, and is the owner of Diesel Doctor (MyDieselDoctor. com). All Triton readers receive a 10% discount on online orders. Contact him at Jeff@MyDieselDoctor.com.
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Interior
The-Triton.com July 2016
Serve up more than salads for vegans guest and crew onboard Culinary Waves Chef Mary Beth Lawton Johnson
As the chef onboard, you might encounter a set of guests or even one person on a trip whose sole dietary needs center around vegetables. So you have to have some great ideas in place in case such a request comes in. I have had charters entirely made up of females who only wanted vegetarian options, and even with the crew, there
were a few strict hard-lined vegans. I am not just speaking of salads either. Sure a nice crisp salad would do wonders in refreshing you after a hot few hours in the sun, especially if you had cucumbers in it as they contain a lot of water, but I am rather speaking of other reasons you want to add more vegetables. They have nutrient dense benefits as well. The reason we need more vegetables is because they contain vitamins and phytochemicals. Also did you know that meat actually robs our bones of
calcium? One more reason to throw some more vegetables on the crew platters for dinner. A vegetarian diet can provide a diet low in saturated fats, lower in calories, and high in nutrients, vitamins and minerals but you also have to understand that lack of proper planning for a vegetarian or vegan guest or crew onboard can do more harm than good. Vegans especially, have more to lose than just weight. They already have a restricted diet that is low in saturated
fats, low in calories and low in protein intakes but high in carbohydrate intake. They may be lacking sufficient vitamins for daily needs. Okay, so you have a vegetarian or a vegan onboard and they don’t consume meat proteins but rather vegetable proteins. What would you serve them? How much protein do they actually need? There are many popular items in place of regular meat protein on the market such as soy protein, pea protein to name a few. Adults need 50 to 60 grams of protein a day. We consume more than twice that amount. Vegetarians using plant proteins actually consume far more proteins that one would think, so planning wisely for vegetarian protein needs onboard is easier than you think. Now to the good stuff, what do you serve? I like mixed vegetables, such as a farro salad with kale, cranberries, nuts, seeds, or it can be as easy as pureeing up boiled celery root and steaming some cauliflower to take the place of mashed potatoes. I have even done celery root chips and fries in place of the standard french fries. It’s not hard, actually quite simple to add more vegetables to a diet. Be sure to add more whole grains, too as they are packed with protein and are lower in saturated fat. I like to take vegetables and thicken them and use as a base for plating other vegetables that might move around on the plate as it is being served. A puree of spring pea, or a wilted kale and fried chili and black garlic side is a great addition. To up the ante onboard and show them what you have, try using herbs in pasta, such as spaetzle in a saffron broth or a lima bean mash, a sorrel sauce. I love to make a fondant rutabaga gratin if given the chance. For salads, try a black radish, apple and red endive salad. A red quinoa and watercress salad mixes nicely for a lovely salad for lunch. Try a three citrus salad with green chiles, ginger, and a crunchy pea salsa or as a side with hummus, try Jerusalem artichoke chips. It’s not hard to incorporate more vegetables and vegetable protein into a diet and enhance one already in place. Just be mindful of the needs of each person that comes onboard who say they are a vegetarian or vegan. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 25 years. Contact her through www.the-triton.com/author/
Crew Fitness
July 2016 The-Triton.com
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Take advantage of community workout spots while at port Ship Shape Melissa McMahon
Ft. Lauderdale… the place we have all been to. The yachting capital of the world, the town that is full of crew houses, crew agencies, marine stores, and a beautiful beach. In my past articles, I’ve written about workouts that you can do on the yacht. Ones for when you can’t make it to a local gym, but this time it is going to be about enjoying the busy town of Ft. Lauderdale. The long hours onboard our yachts can be quite harsh on our bodies and minds. It is important to take advantage of every opportunity to get off the yacht when you can. Release that stress, get some fresh air, and work out properly to get that heart rate up and running. I love to run outside, especially when there is an amazing view to look at and to adventure off into. Being docked right near SE 17th Street is a gift to yachties, even though
we probably all have been there and some may be bored of it. To have the bridge and the beach right near is great for us yachties to run. It is not too far and it is not too short if you want to do both. I was averaging four times over the bridge everyday when we did not have to work late, and a run to the beach every once in awhile, even declined Uber rides. Why not save money, and run there instead? At Ft. Lauderdale beach there are a series of workout stations that you can follow and try out right in the sand also known as calisthenics. There are pullup bars, stretching poles, abdominal workouts, balancing boards, and so much more! Don’t worry if you do not know how to use each station because there are directions and diagrams right next to each one explaining what to do and how to do it. Whether you are a beginner, or advanced in fitness it is for all to try. There are even local groups that get together to do workouts and teach others the proper way and how to
use all of your own body weight for exercise. Maybe you can hop into one of those get-togethers and learn a bunch of new things! Bring the whole crew, and have competitions. It will make you want to do more and push through the
workouts. Make bets on how many reps one can do. Now get out there, and get moving! Melissa McMahon of Long Island, New York is a stew onboard a 230-foot motor-yacht, who loves to workout as
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Crew Health
The-Triton.com July 2016
Food choices can minimize sunburn, reverse wrinkling Take It In Carol Bareuther
Good fats are heart-healthy. Calcium sustains strong bones. Fiber maintains a fit digestive system. Diet plays a key role in keeping the body’s major organs well. What many don’t realize is that there is a strong link between what we eat and the proper function of the body’s largest and fastest-growing organ – our skin. Skin protects all the other organs on the inside while serving as a barrier to keep bad things like germs out, so it’s a pretty important organ. On the other hand, skin is the organ most likely to suffer from long hours working in the sun onboard a yacht. Here are five foods to add to your diet for good skin health.
Tomatoes
less than those who didn’t consume the concoction. So, enjoy tomato-based pasta and pizza.
Grapes, turmeric, chili peppers
Melanoma is the deadliest type of skin cancer, responsible for over three-fourths of skin cancer deaths. According to the scientific article, “Phytochemicals for the Management of Melanoma” published by U.S. researchers in February, resveratrol, curcumin and capsaicin are among these antioxidant plant-based nutrients that have been found to help prevent and treat metastatic melanoma in test tube and in animal studies. Grapes (grape skins specifically) are a potent source of resveratrol. Turmeric is high in curcumin and chili peppers (the hotter the higher) contain loads of capsaicin. Snack on grapes, add fresh grated turmeric to a smoothie and spike homemade salsa with fresh hot chilies.
Researchers at the Baylor College of Medicine in Houston, Texas, published a report in 2014 that recommended Cocoa, green tea dermatologists tell their patients that Phytonutrients called flavonoids a diet rich in fruits and vegetables found in cocoa beans are responsible may provide skin cancer protection. for helping to protect against Tomatoes are an especially good choice. reddening from sun exposure and This fruit (legally termed a vegetable) prevent wrinkles, according to Italian is a rich source of researchers who the phytonutrient published their lycopene. Scientists research in 2014, from Portugal in the scientific reported earlier journal, Nutrients. this year that In the study, women lycopene is rapidly consumed cocoa depleted in the powder mixed skin after exposure with water as a hot to UV radiation. beverage and drank Tomatoes are a rich source of it daily. The darker Sunlight is the lycopene which can help lessen the chocolate, main source of UV the likelihood of sunburn. radiation and rays the greater the from this star are PHOTO/ Dean Barnes flavonoids. Another a major risk factor good brew for for most skin cancers. The good news skin is green tea. Chinese researchers is, that eating foods full of lycopene found that when they asked 44 adult can help decrease skin cancer risk by volunteers to drink 8 ounces of mineral protecting against sunburn. Tomatoes water mixed with green tea daily for and tomato products are lycopene-rich. six months, that skin wrinkles and What’s more, lycopene isn’t destroyed roughness was notably improved, during food processing, like making especially in the older subjects. tomatoes into tomato paste, and in fact, Tomatoes, grapes, turmeric, chili processing actually makes the lycopene peppers, cocoa and green tea are simple more absorbable. Additionally, olive everyday foods that can help to protect oil boosts the uptake of lycopene in your skin while out in the sun on the the body when combined with tomato high seas. products. UK researchers discovered Carol Bareuther is a registered dietitian this double whammy when they fed 21and freelance health and nutrition writer. to 47-year-old women a quarter cup of Contact her through editorial@the-triton. tomato paste in olive oil every day for three months and found they sunburned com.
Interior
July 2016 The-Triton.com
Line choice, proper turn down makes for comfy, luxurious beds Stew Cues Alene Keenan
People spend a third of their lives in bed. It is where we begin and end our day, so why not create an inviting atmosphere to ensure good quality sleep? And even though most yachties get by on substantially less sleep than normal people, that doesn’t mean their bed’s components are any less important.The daily ritual of the “turn down” sets the mood for sleep and a pleasant end to the day onboard. The bed is the center of attention in any cabin. The care and concern that go into choosing the mattress and cover, linens, blankets, pillows and bed covers cannot be underestimated. The choice of linens sets the foundation for restful sleep. When choosing bed linens, most owners want the finest quality that money can buy. Egyptian cotton, aka the “King of Cotton”, is often chosen. Only 4 percent of the cotton produced in the world is certified Egyptian cotton. It represents true luxury and has its own intrinsic value. Certified Egyptian cotton is grown exclusively in Egypt, and producers go to great lengths to ensure that it is grown from top-quality plants and processed using the highest production standards. One hundred percent Egyptian cotton sheets are top-of-the-line in every respect. Look for 100 percent combed cotton in a variety of weaves for a finer sheet. Single-ply sheets of between 400600 thread count are quite luxurious.
Regular care of linens
The frequency of laundering is a personal preference, but it is generally recommended to launder them at least weekly. Washing too frequently breaks down fabrics. l Use warm, not hot water, to avoid shrinking fabrics. Wash pillowcases inside out to protect color and delicate trim. l For stains and spots, use oxygen bleach if needed. Chlorine bleach is too harsh for fine linens. l Dry sheets according to label instructions. Remove before fully dry to minimize wrinkles and make ironing easier. l Be sure items are fully dry before storing them to avoid mildew growth.
l Avoid storing in plastic containers to allow fabrics to breathe and prevent mildew growth.
Pillows
Pillows are a very personal choice. Whether you are a side sleeper, stomach sleeper, or back sleeper, the right type and quality of pillows matter. Protectors should be used to cover them and prolong their life. Covers should be washed at least once per month and pillows should be washed several times per year. Most pillows are machinewashable, but always check the care labels. Use a mild detergent, no fabric softener, and rinse a second time to be sure all detergent is removed. Dry on the air fluff or low heat cycle. Use a dryer ball to fluff out the fill and prevent clumping.
Covers
The bed cover is important in creating the atmosphere of a room. You may use a blanket topped by a comforter with a duvet cover, or a bedspread, or you may have a separate “presentation” cover that is removed and stored daily. If you are using a duvet and cover, the duvet should be washed regularly. Check the care label and follow directions, or send out for professional cleaning. Be sure bed covers are fully dried and fluffed. Do not store in plastic.
Mattress cover
A mattress cover protects the mattress from dust and perspiration, which will cause deterioration. The cover should be washed at least once per month. (Yes, crew, this means yours, too) If mattresses are rotated, it cuts down on wear. A very high quality mattress should last decades. Most midrange or foam mattresses should be replaced more frequently, as they lose cushioning and accumulate dust and mites. Since we spend so much of our lives in bed (or wish we could) it is well worth it to make it luxurious, comfortable and inviting. Sweet dreams! Alene Keenan is lead instructor of yacht interior courses at Maritime Professional Training in Ft. Lauderdale. She shares her experience from more than 20 years as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht”, available at createspace. com/5377000 and on amazon.com. Contact her at info@yachtstewguru.com.
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The-Triton.com July 2016
Stew prefers experience of working on yachts vs. cruise ships The Yachtie Glow Angela Orecchio
My first job at sea was on The Pride of Aloha cruise ship in Hawaii working for Norwegian Cruise Line America. I was worked 12 hours a day or more as a waitress without a day off for six months. The ship was 850 feet long, we had more than 2,000 passengers per week and approximately 800 crew. We did a weekly cruise from Honolulu to the major islands in Hawaii such as The Big Island, Maui and Kauai where we ended in Honolulu again. The next day we started the route again. Passengers were from all over the world, all ages and income levels. Safety and health onboard was taken very seriously by officers onboard and we were punished with either a warning or being fired if any of the rules were breached. We were frequently breathalyzed coming onboard and, if anyone had alcohol on their breath, they were escorted to their cabin, where they would pack with an officer watching them and then taken ashore.
Funnily enough, however, we had a crew bar onboard and were allowed to drink onboard as long as we didn’t seem drunk or stand out in any way. Other crew amenities were a smallish gym, a computer room and a crew mess where we would be served a buffet three times per day. As a waitress, I shared a cabin with three other girls. We had four bunks in our room, one small locker each and a small head where the shower had no border between it and the rest of the head. Every Friday, we had cabin inspection and if we didn’t pass, we couldn’t get off the ship during our breaks. Inspections were very strict.
Daily Life
The ship was normally docked or anchored by around 6 a.m. My day consisted of working in the breakfast buffet in the morning, wiping tables, sweeping floors, stocking and restocking food and dishes. I would serve guests drinks or whatever they needed while they ate. Then I would clean their tables afterwards. If I worked lunch, I would work in the main dining hall, running
food and cleaning up tables. 29 people which became our “class.” After serving lunch I would often We did all of our studying together, we leave the boat…er…ship (I was told over couldn’t leave the facility at all, and and over it’s NOT a boat) to explore the they had the same rules as they had Hawaiian Islands. A few of us would rent onboard the ship to prepare us for life at a car, drive around, go swimming, eat sea. There was a zero alcohol tolerance, lunch and shop. sanitation and safety rules. We stayed in Around 6 p.m., all passengers and dorm rooms similar to the ship. crew were back onboard and we’d start Normal contracts onboard were for cruising again. For dinner, the ship had five months and then we would get five two main dining halls with a galley the weeks off. You would then return for size of a football field another contract. in between them. I’d Everyone advised us receive the food ticket to make it through Yes, life onboard from my head waiter first contract was strict, exhausting our for any amount of as then there was and a bit difficult tables and make my a better chance of at times. Still, I way to the galley where being promoted. I’d stack as many plates New recruits were made some of the with lids onto a large definitely picked best friends and, in oval tray. I did this with on and tested by hindsight, we still drinks as well. I’d drop management.They had a blast. them off at the station really wanted to weed only to find another out the crew who stack of tickets. I’d could not adjust to clean up old glasses and plates in living life in rank and being treated as a between.This was tiring and by 10 or 11 number. p.m., it was time to clean our stations It took a lot for any good work to be and get ready to leave. recognized by management. It took very We had a three bucket system for little to be given a PIN (Performance cleaning top to bottom, inside and Improvement Notice). I had chapstick out. One bucket had hot soapy water, in my station drawer in the restaurant, one had sanitizer and one had plain for example and was given a PIN for a hot water. We could not leave until our health and safety violation. manager got around to inspecting our If you collected three of these PINs station with a checklist. you would then meet with a variety In my time there, I also worked in the of managers and they would decide bar and in the fine dining restaurant as whether or not to fire you. well. They were a little more relaxed and Yes, life onboard was strict, had better service and food. exhausting and a bit difficult at times. I remember being so tired once, I Still, I made some of the best friends slept in my uniform and got up the next and, in hindsight, we still had a blast. morning only to brush my teeth, put My only regret is not enjoying it even on my breakfast uniform shirt and off I more. We often took things too seriously went for my next shift. because we got wrapped up in all of the The pay wasn’t great for the hours drama at sea. we were working. However, we only had Personally, I feel life is much better a few hours off per day, so saving was working onboard yachts. Depending quite easy. From what I remember, I was on the boat you work on, there is being paid around $2,500 to $2,800 per more freedom, better pay, a higher month which was more money than I quality lifestyle and you get to travel to had made in my life yet. As a 24-yeardifferent places more often. Still, there old with little debt I saved just what I is something about working on a cruise needed to travel to Europe. ship for the experience that I wouldn’t Because we were Americans, we were rule out entirely, especially if you only paid overtime and holiday pay as well. want to do it for a season. Rumor has it that Norwegian Cruise Find info on working on a cruise ship Line discontinued their American visit www.cruiselinesjobs.com. branch of ships because Americans were just too tough to work with. We Angela Orecchio is a chief stew and demanded a lot and had to be paid a lot. certified health coach.This column is The training facility where we did from her blog, Savvy Stewardess, The our “silver service” and STCW was in Smart Girl’s Guide to Yachting. Contact Maryland. We arrived with a group of her at www.savvystewardess.com.
Interior
July 2016 The-Triton.com
Floral Scented Sweet Garden Pea Sauce Top Shelf Chef Mark Godbeer
A boat is a floating five-star hotel that changes locations constantly. Most of the time, those location changes are to the benefit of the guests and many times they are far from convenient for the crew. As convenience exits the building, it takes along with it the availability of fresh produce and replaces it with the ingenuity of replicating freshly picked vegetables with frozen or dried ingredients. This doesn’t necessarily have to make our jobs difficult, but rather, we just need to adapt and get more creative and keep recipes such as this one at our disposal. Although this dish is made from predominantly frozen and dried ingredients, it will still yield a fresh “straight-from-the-farm” flavor that sometimes your menu really needs when land and provisions are far from sight. I served this as a thickened sauce with
butter roasted Chilean sea bass and a chickpea ragout. By doubling the stock quantity and still reducing it by half, you will thin the consistency and transform this sauce into a delectable soup Ingredients: 4 Tbsp olive oil 1 onion, finely diced 1 garlic clove, crushed 1 tsp dried thyme 1 tsp dried lavender 1 tsp onion flakes Pinch of chili flakes ½ cup of chopped green onion tops (optional) 8 cups chicken stock (or veg stock) 4 cups of thawed frozen peas Preparation: In a heavy-bottomed stock pot set at medium, sauté the onions and garlic in olive oil until lightly browned. Add the dried herbs and spices and sauté for a few minutes longer. Add the optional onion tops if desired. Add the chicken stock and slowly
simmer for ½ to 1 ½ hours, until it has reduced by half. Remember to stir occasionally. (If not needed immediately, remove from the stove until dinner service.) Add the peas and stir for one minute, then transfer the mixture to a Vitamix and blend for one minute. Serve immediately. Enjoy. Mark Godbeer has been a yacht chef for more than 10 years. Contact him through chefmarkgodbeer.com.
Ensalada de Jicama con Naranja y Sandia Crew’s Mess Capt. John Wampler
One of the terrific things about working out of South Florida is the cultural influences from around the world; paella from Spain, Cuban style picadillo, empanadas from Venezuela and the list goes on. This month, I offer a cool refreshing salad made from jicama (pronounced hee-kuh-maw). Jicama grows throughout Latin America as well as having been introduced in Asia and is a member of the legume family. The vines, roots and bean pods are poisonous, but the tuber, the shape of a turnip with the color of a rutabaga, being edible. Often julienned and eaten raw with a squeeze of lime and a dusting of chili powder, jicama has been described as having a slight taste of green apple or pear. Jicama can also be grated into a slaw. Jicama is loaded with Vitamin C and is a good source of dietary fiber. Ingredients: 1 pound jicama
1 medium lime 2 medium oranges ½ pound of watermelon sliced into ½ inch straws 1 medium red bell pepper, cored, seeded, and thinly sliced 2 Tbsp coarsely chopped fresh cilantro 1 medium jalapeño, stemmed and finely chopped Kosher salt Freshly ground black pepper Preparation: Peel the jicama and cut into sticks about 2 inches long and ¼-inch thick; place in a large bowl. Finely grate the zest of the lime and add to the bowl of jicama. Cut the lime in
half and squeeze one lime half over the jicama; set the second half aside. Finely zest one of the oranges (you should have about 1 tablespoon) and add to the bowl of jicama. Slice 1/4 inch off the top and bottom of the zested orange and set it flat on a cutting board. Using a sharp paring knife, follow the curve of the orange and slice off any remaining peel and white pith. Working over the bowl of jicama, slice between the membranes to release the segments or what’s called supremes. Discard the membrane and peels. Repeat with segmenting the second orange (you do not need to zest this orange). Add the watermelon, bell pepper and cilantro and stir to combine. Important: Add the jalapeño to taste last and season with salt, freshly ground black pepper, and more lime juice as needed. Serve chilled with a cold cerveza. Enjoy, J.W Capt. John Wampler has worked on yachts for more than 25 years. Contact him through www.yachtaide.com
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The-Triton.com July 2016
Think and drink water to stay hydrated and beat the heat Sea Sick Keith Murray
As I am writing this, I am enjoying the warm 89 degree weather that Florida summers offer. I personally love the heat. Having grown up in Pennsylvania and shoveled my fair share of snow, I vowed when moving to Florida that I would never complain about the heat. To me, warm weather makes being on the water more fun and makes an ice cold beer taste even better. But could the heat be dangerous? Excessive heat exposure caused 8,015 deaths in the United States from 1979 to 2003, according to the U.S. Department of Health and Human Services. More people have died in this time period from extreme heat than from hurricanes, lightning, tornadoes, floods and earthquakes combined. The first thing I want to stress is prevention of heat-related emergencies. You know the old saying, an ounce of prevention is better than a pound of
cure. With heat-related emergencies, I want you to think in terms of ounces – ounces of water, that is. Not alcohol, coffee, tea or soda – these dehydrate you. Think and drink water. When working or playing outdoors in the heat, you should drink a lot of cool water. Make certain you break often for more cool water. Notice I said cool not cold, because very cold drinks may cause stomach cramps. There are many things that can cause heat-related emergencies, for starters high temperatures and high humidity. Often high heat and humidity affect the body’s ability to cool itself during extremely hot weather. When the humidity is high, your sweat will not evaporate quickly. This sweat on the skin prevents the body from releasing heat quickly. Other factors that may increase your risk are age, obesity, fever, dehydration, heart disease, poor circulation, sunburn, and prescription drug and alcohol use can also affect our body’s ability to cool itself. And yes, a hard night of drinking alcohol the night before can increase your risk factor – you may wish to
switch to club soda if you know that your next day is going to be a long hot day in the sun. Here are common heat-related emergencies and warning signs:
Symptoms of heat exhaustion: Cold, moist skin, chills Dizziness or fainting l Fast, shallow breathing l Headaches l Heavy sweating l Muscle cramps l Nausea, vomiting or both l Weak or rapid pulse l l
Symptoms of heat stroke: Confusion and/or unconsciousness High body temp (above 103 F) l Nausea, vomiting or both l Strong and rapid pulse l Throbbing headaches l Warm, dry or moist skin l l
Warning signs for heat stroke vary but may also include red, hot, and dry skin (no sweating), rapid, strong pulse and dizziness. If you see any of these signs, you
may be dealing with a life-threatening emergency. Call for immediate medical assistance, get the victim out of the sun and cool the victim rapidly by placing the person in a cool shower or spraying the victim with cool water from a hose. Get medical attention as soon as possible. If emergency medical personnel are delayed, call or radio for further emergency medical instructions which may include giving the patient oxygen. Lastly, if there is vomiting, make sure the airway remains open by turning unconscious victims on their side in the recovery position. Here are tips to avoid heat relatedemergencies: Drink plenty of fluids, work smarter, not harder by working outdoors during cooler parts of the day, ease into summer by allowing your body to adapt to heat, wear lightcolored, loose-fitting clothing that allows the body to breathe, try to work with others for safety. Keith Murray is the owner of The CPR School, Keith@TheCPRSchool.com. Comments on this column are welcome at editorial@the-triton.com.
Operations
July 2016 The-Triton.com
How to spot a rip current and get past it Sea Science Scott McDowell
More than 100 drownings occur each year in the United States due to rip currents. In Florida, more people are killed annually by rip currents than hurricanes, tornadoes and sharks,combined. Lifeguards certainly know that 80 percent of water rescues on ocean beaches are associated with rip currents. Increased knowledge of rip current processes on highenergy Atlantic beaches can prevent drownings. Make it your responsibility to be informed, for your life and others. Rip currents are strong, narrow currents extending from shore to distances of hundreds of feet offshore, sometimes a quarter mile. They occur on beaches when moderate to large waves continually pile up water as the waves break on shore. The excess water returns to sea via the simple process of gravity but it occurs within narrow “squirts” that generally range from 20 to 100 feet wide and possess offshoreoriented currents of three to eight feet per second. Rips typically extend from the shoreline, through the surf zone and past the offshore line of breakers. They are not generated in the absence of breaking waves. Steep beach profiles are more likely to generate strong rip currents than near-horizontal beaches. In ripprone areas, these energetic features can occur frequently although their position may vary according to incident wave direction, alongshore currents and winds. Although rip currents are not caused by tides, water level at the beach can impact rip current generation and intensity, with rip current velocities often increasing as water level decreases. Undoubtedly, the strongest rip currents are generated by large waves that have long wavelengths (distance between crests). Under such conditions, all swimmers should beware before entering the water. Look for dips in the alongshore sand profile as rip currents often originate in these natural, offshore channels. They also may be ephemeral, forming quickly and lasting a few hours or sometimes days before dissipating. With practice, anyone can become skilled at spotting rip currents; the higher the vantage point the better. Look for a line of foam, weed or surface
debris moving outward from shore. It may be associated with a difference in water color and/or a choppy area situated between incoming, breaking waves. Rip currents cause horizontal flow only. They do not cause “undertow”. Conversely, when waves break on the beach, the offshore return flow occurs at the seafloor, sometimes causing a standing person to lose his/her footing – thus the perilous description of being towed under. If a swimmer is suddenly swept offshore by a rip current, all he/she needs to do is swim parallel to shore for 20 to 50 feet in either direction and the crisis will be averted. Note that even the strongest of Olympic swimmers are unable to swim against a rip current but an average beachgoer can easily swim perpendicular to, and out of the narrow, offshore current. When out of the rip, the swimmer should wave to people on the beach that he/she is safe, then swim to shore at a comfortable pace, unopposed by the offshore flow a short distance away. Drownings from rip currents occur when a swimmer is carried offshore, becomes fatigued and incapable of staying afloat. Swimmers are not pulled beneath the surface by rip currents, even far offshore. The combination of swimmer exhaustion and panic give rise to drowning, often within 200 feet of shore and in sight of terrified onlookers. If ocean swimmers are educated about rip currents, in-water panic can be eliminated. Understanding the need to swim perpendicular to the offshore current is a simple solution for swimmers of all skill levels. Educate people who are about to enter the surf when you visit the beach on rough days. You may save their life by doing so. The United States Lifesaving Association, in partnership with NOAA’s National Weather Service
and National Sea Grant Program, is raising awareness of the dangers of rip currents. Additionally, the Weather Service issues a Surf Zone Forecast in many beach areas for prediction of wave strength and a Rip Current Outlook to advise swimmers of risk on area beaches. Scott E. McDowell has a doctorate degree in ocean physics, is a licensed captain and author of Marinas: a Complete Guide available at www. scottemcdowell.com. Contact him at scott@scottemcdowell.com.
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The-Triton.com July 2016
Roscioli receives Golden Anchor Award for lifetime of achievements By Suzette Cook When the Marine Industries of South Florida (MIASF) narrows down its search for the recipient of the annual Golden Anchor Award, they end up choosing a person because of their lifetime of industry contribution and achievement. The 2016 Golden Anchor Award was presented to Bob Roscioli on June 4 at the MIASF Annual Dinner Meeting and Awards held at the Broward Center for Performing Arts in Ft. Lauderdale. “The award is displayed in our office lobby for everyone to see,” said Roscioli, who entered the marine industry in 1962. His first job was hauling ice at Bahia Mar marina, then he developed his skill for painting and built a reputation as being one of the best spray gun painters in the industry. He went on to become the successful entrepreneur and founder of Donzi by Roscioli International, Inc. and the Roscioli Yachting Center, Inc. Today, Bob and his family run Roscioli Yachting Center, a 14.5acre facility on State Road 84 in Ft. Lauderdale.The full-service yachting
facility employs more 125 men and women who make up the Roscioli Team. They are computer design specialists, carpenters, electricians, welders, captains, painters, mechanics, interior designers, furniture makers and propulsion specialists. “Throughout his lifetime in the industry, Bob has led by example through his engagement in finding solutions to workforce issues as well as continuing to invest in his facility,” according to the MIASF. Past winners of the award include Susan Engle, John Grady, Jr., Ft. Lauderdale Mayor Jim Naugle, John Weller, George Irvine, Hutch Hutchengs, Wes Dickman, Kristy Hebert, Frank Herhold, Elmer Strauss, Roy Merritt and the Morley family, who owns and operates Maritime Professional Training school. MIASF recognized that Roscioli continues to share his knowledge by offering use of his facility as a classroom for tours and that he nurtures the next generation as a proponent of workforce development. “Bob has taken a leading role in partnerships with Broward College and Greater Fort Lauderdale Alliance,”
Bob Roscioli is the 2016 recipient of the MIASF’s Golden Anchor Award. PHOTO /J. CHRISTOPHER
according to the MIASF. “Bob has made a life from the marine industry and along the way, he has left a legacy he can be proud of and the marine industry is grateful for.” According to Roscioli, “There have been many accomplishments in my 54 years in this industry. The one I am most proud of, and worked the
hardest to achieve, was building a solid reputation around the world, one of toughness but also fairness. I built this reputation on my ability to master brush painting and pioneer the art of spray painting with urethane.” Suzette Cook is editor of The Triton. Reach her at suzette@the-triton.com.
Career
July 2016 The-Triton.com
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Recognizing the mission first step in building successful team Crew Coach Capt. Rob Gannon
I’ve been on a lot of teams in my life. I started on sport teams at a very young age and that continued through high school. After my first go around of college, I got on work crews, a different type of team, but definitely a team. I then moved to captaining boats and leading different crews. I learned much from those early teams and all the coaches along the way, but perhaps nothing stands out more than the importance of teamwork for a successful group endeavor. Pretty much all the men shaping my childhood were coaches. Even my own father was a coach, so inside and outside of the home I was around coaches. Some were more effective than others and like teachers of all kinds, you remember the good ones. You remember things they said repeatedly to drive home a point. I remember teamwork really being emphasized. I can still hear “there is no I in team.” It was all about the group effort. Everyone succeeds if we all work together. No one person was bigger than the team. All these teams were a training ground for developing the ability to work well together with others and this ability will serve anyone well and is imperative in our work lives and our lives in general. So let’s look at the yacht crew. As I have lived it and watched it and studied it, one thing is clear; this is a team and the same rules apply as far as teamwork and success. If a crew can keep their eyes on the bigger picture, beyond themselves and their personal egos and drama, you have the makings of a solid team. If we get in the habit of thinking about what we do and how we can do it better and each team member adopts that thinking, a crew can create an extraordinary experience. A fully functioning cohesive unit is felt by all that are involved and it feels good. It is an unmistakable feeling. You know when it’s there and when it’s not. It’s also usually pretty clear why it’s not working. It’s usually an individual or individuals not in sync with the program. This brings up another coach quote from childhood; “Let’s go, work with the program boys.” Work with the program, I heard it over 40 years ago and it’s perfect. There’s not much to add to that. One gets the
message pretty clearly there. In other words, get onboard here with what we’re trying to do. Recognize the mission. That brings us to the communication skills of the leaders of the team. On a yacht, captains and department heads must clearly state what the program’s all about. How things are done and what is not tolerated. If what kind of program being run is clearly spelled out, many issues can be avoided from the start. Also, if someone doesn’t like the program, they can make a decision about their involvement. If it doesn’t work for you, find another program. It is always a detriment to a smooth running team if procedures and expectations are brought up after the fact. So for a new crew member, if things
are not clear, ask for clarity. You can’t work with the program if you’re not sure what the program is. Effective communication is critical for teamwork. Once again, the best coaches, the best captains and leaders know how to communicate. The running of a team doesn’t just happen on its own. A good communicator at the helm really helps to steer things in the right direction. I want to emphasize that the ability to work with others and achieve as a team, isn’t just for your present situation. This skill will be of value wherever you go. Whatever comes down the line, the experience of working well on a team comes with you and makes future experiences more successful. Motivational and personal growth
author and speaker Brian Tracy puts it like this: “Teamwork is so important that it is virtually impossible for you to reach the heights of your capabilities or make the money that you want without becoming very good at it.” Let me close with a quote from a famous football coach, “individual commitment to a group effort – that is what makes a team work, a company work, a society work, a civilization work.” – Vince Lombardi Enjoy the Voyage. Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach. Contact him through www.yachtcrewcoach.com at rob@ yachtcrewcoach.com.
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July 2016
Triton Survey
Social Media policy
Captains reveal wide range of onboard social media use and policy By Suzette Cook While not every crew member signs the same confidentiality or nondisclosure agreement when they are hired, The Triton wanted to find out if there is a norm in policies addressing social media posting for crew. So we went straight to the captains to find out what they have to say about the policies they enforce on the yachts they manage. Specifically, we wanted to find out what captains, crew and even guests on yachts are allowed to reveal about the yachts they travel on. We started this month’s survey by finding out how prevalent social media use by captains is. We wanted to know how active captains are in the social media realm and what platforms they use the most. We asked Do you post on social media? About 75 percent of the captains said yes, they use social media either for personal or professional reasons,
but 25 percent of captains said they never touch the stuff. We also looked at how often captains post on social media and discovered that there was a wide spectrum of levels of activity. About half, 48.6 percent said they post on a weekly basis, 30 percent report posting just once a month, 20 percent post up to three times a day and less than 3 percent said they post more than three times a day. And to narrow down what social media is most popular with captains, we asked Which social media do you use for making posts? Given the number of groups and forums out there we weren’t surprised that Facebook is what 92 percent of captains use to make posts. Instagram and YouTube tied for second with 21 percent and Twitter and “other” social media platforms came in third. Their social media platform of choice was revealed when we asked
Which social media do you post on the most?
Twitter 8% Instagram 5%
Facebook 87%
Which social media do you post on the most? Again, Facebook was the top choice at 87 percent, Twitter came in second at 7 percent and Instagram was the third choice at 5 percent. And finally, we wanted to know what type of posts captains made the most. So we asked What do you post the most on social media? Photos were at the top of the list at 61 percent. Close to 31 percent spent most of their posting time sharing other posts, 5.5 percent posted videos and 2.8 percent said they posted memes. Next we wanted to know if any of the yachts they managed actually had social media accounts. Perhaps yachts for charter used them to get the word out? We asked Does your yacht have a social media account? A whopping 96 percent said “no” leaving just 4 percent of the captains revealing that their vessel did have a social media presence. When asking about social media policy onboard, we wanted to know more than what the policy was for captains and crew, so we also asked if guests had rules to follow when posting. We started by addressing crew and social media by asking Is there a social media policy in place for crew addressing posts about yacht guests? This was almost an even split with 54 percent saying “yes,” they did have a policy about crew posts involving information about yacht guests. “None whatsoever,” said a captain of an 81-100-foot yacht with 15-19 years of experience. “The boss hates it,” he added. Another captain revealed the verbal agreement on his 161 to 180-foot yacht was “ No pictures of any guests.” “No Facebook, no Instagram no Twitter. No no no. This is a private yacht,” wrote a 20 to 24-year veteran captain of an 81 to 100-foot yacht. Another captain brought up the point that guests and owners sometimes want to be posted about. “Basic rules that abide by the various wishes of owners and guests. It’s more complicated now when sometimes the owners and guests want it to happen. General rule is posting selfies and crew
What do you post the most on social media? Shares of other posts 31%
Photos 61%
Memes 3% Videos 6%
shots is ok, posting shots with owner/ guests is by express permission only,” said this captain of a 101 to 120-foot yacht with 30-34 years of experience. One captain’s personal policy: “I do not post anything that has to do with my people. They will remain anonymous.” A lot of no’s came out in this question including: “No photos of guests or mentioning of their name.” “No posting. Period.” “We post nothing about the owner and guests.” “Crew are to never say anything about the boat or guests on social media.” “No photos, names, or stories. Nothing.”
How often do you post on social media?
Monthly 29%
One to three times a day 19% More than three times a day 3% Weekly 49%
July 2016
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The-Triton.com
Triton Survey “No current third party references or yacht business.” “Strictly no mention of guests.” “Discretion, not to name to boat or guests.” “No posting of guests pictures or talking about guests.” “Nothing about the boat ever.” “No location, no information at all about owners or guests.” Next, we asked about revealing the travel plans of the yacht. Is there a social media policy in place for crew addressing posts about yacht itinerary? Fifty-eight percent said there was no policy about posting the yacht’s itinerary while 42 percent said there was a policy in place. “Crew are to never say anything about the boat or guests on social media,” commented a captain of 25-29 years working on a 101 to 20-foot yacht. Others agreed with comments such as “No again. No you want to be fired? NO”and “Strictly no indication of itinerary.” But one 30 to 34-year veteran captain of a 101 to 120-foot yacht reminded us that it’s not just crew and guests who are aware of a vessel’s location. “For security reasons, advance notification of itinerary plans is not allowed,” the captain commented. “It’s actually a small point anymore, but often still exists. With AIS, and realtime satellite tracking availability in the extreme cases, the entire issue has become moot.” What about colleagues posting about each other? We asked Is there a social media policy in place for crew addressing posts about fellow crew? This question revealed that there are fewer restrictions for crew posting about crew. A majority, 66 percent, of captains said they had no policy in place, while 34 percent said they did. “They have to agree to it,” said one captain of a 101 to 120-foot yacht. “Personally, I haven’t seen it be an issue of contention.” Other comments reiterated the importance of confidentiality. “Keep all interactions private, no public postings.” “Post about operation is verboten.” “No no no social media.” What about the guest onboard? we
Is there a social media policy Is there a social media policy Is there a social media policy in place for crew posting about in place for crew posting yacht for crew posting about fellow yacht guests? itinerary? crew?
No 46%
Yes 54%
wondered. Can the captain and crew remain undocumented or can guest do whatever they want? Does your yacht owner or company have a social media policy for guests? We weren’t too surprised to see that 86 percent of captains said there are no restrictions on social media posts for guests onboard. Captains who answered yes to this question offered explanations. “Guests may share their experiences, but no photos of the crew or captain,” commented one captain. Another captain of a 161 to 180foot yacht explained what happens if a guest doesn’t follow policy. “The owner is extremely private and does not wish to have anything onboard posted,” he commented. “ If a guest violates his wishes, they are never allowed back.” Another commented, “Don’t post anything about the yacht.” Can the captain and crew fraternize in the social media realm with guests? We asked Are you or your crew allowed to connect on social media through “follows” “likes” or “friends” with guests? A majority of 60 percent said “it’s fine.” “At guest’s request,” commented a captain of a 101 to 129-foot yacht with 25-29 years of experience. Another made a similar comment, “If specifically invited by regular guest as with long-term crew.” “It is allowed, but I always advise to be cautious,” stated another captain.
No 58%
Yes 42%
A captain of an 81-100-foot yacht brought up that it works both ways. It’s not always about protecting the guest’s privacy. “I always encourage the crew to keep a professional distance and not become FB buddies,” he commented. “We, as a crew, don’t need the owners and guests seeing how much or little shenanigans we get into.” Other captains stated that while the policy is not written, they advise against social media connections between crew and guests. “Does not happen, but no rule,” commented one captain. Sometimes, the crew isn’t interested in connecting with a guest when asked. “We have not addressed this specific issue,” commented a captain of a 121 to 140-foot yacht. “But an owner requested my chief stew for a friend on FB. She ignored her online and sidestepped the question the next time they came aboard. Too much involvement.” Another captain said it was not for him to decide. “That’s an agreement between two people I will not interfere with.” What happens when a post is made that violates policy? We asked Have you ever asked a crew member to remove a post or comment they made on social media having to do with the yachting industry? While a majority of the captains said they hadn’t (68 percent) 32 percent said they did have to request the removal of a post having to do with yacht business.
Yes 34% No 66%
“They posted a picture of the boat,” said a captain of an 81 to 100-foot yacht. “He mentioned a guest’s name and showed that guest in a less than flattering photo,” commented a captain of a 161 to 180-foot yacht. Another captain of a 161 to 180-foot yacht with 20 -24 years of experience explained how he made his request for a crewmember to remove a post. “Some junior crew don’t realize the implications of inappropriate posting. I only suggest that they reconsider their post,” he said. One captain reminded us of how serious the policy is enforced, “The crew member better have not posted anything or he/she is gone,” he commented. How strict is social media policy when it comes to listing the name of your yacht in your online profile, we wondered. We asked Are you and your crew allowed to list the yacht you work for in social media profiles? Yes, it’s fine, responded more than 60 percent of the captains. “As long as it’s just a photo that might show vessel name. No more,” commented one captain. Another captain commented, “Never came up, but it just wouldn’t be welcome.” “No current policy is in place as it has not been an issue as of yet,” commented a captain of a 121 to 140-
See SURVEY, page 26
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The-Triton.com July 2016
Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of June 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of June 15, 2015
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 459/493 Savannah, Ga. 483/NA Newport, R.I. 658/NA Caribbean St. Thomas, USVI 704/NA St. Maarten 584/NA Antigua 505/NA Valparaiso 520/NA North Atlantic Bermuda (Ireland Island) 552/NA Cape Verde 437/NA Azores 493/1,093 Canary Islands 674/729 Mediterranean Gibraltar 489/NA Barcelona, Spain 452/1063 Palma de Mallorca, Spain NA/1,099 Antibes, France 455/1,285 San Remo, Italy 594/1,558 Naples, Italy 549/1,514 Venice, Italy 553/1,778 Corfu, Greece 569/1,265 Piraeus, Greece 525/1,214 Istanbul, Turkey 602/NA Malta 670/1,500 Tunis, Tunisia 452/NA Bizerte, Tunisia 456/NA Oceania Auckland, New Zealand 449/NA Sydney, Australia 488/NA Fiji 532/595
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 583/625 Savannah, Ga. 572/NA Newport, R.I. 576/NA Caribbean St. Thomas, USVI 834/NA St. Maarten 820/NA Antigua 750/NA Valparaiso 686/NA North Atlantic Bermuda (Ireland Island) 802/NA Cape Verde 573/NA Azores 647/1,404 Canary Islands 742/1109 Mediterranean Gibraltar 565/NA Barcelona, Spain 692/1,532 Palma de Mallorca, Spain NA/897 Antibes, France 602/1,398 San Remo, Italy 694/1,725 Naples, Italy 689/1,725 Venice, Italy 720/1,687 Corfu, Greece 564/1,193 Piraeus, Greece 548/1,176 Istanbul, Turkey 599/NA Malta 636/1,095 Tunis, Tunisia 735/NA Bizerte, Tunisia 735/NA Oceania Auckland, New Zealand 636/NA Sydney, Australia 624/NA Fiji 639/NA
*When available according to local customs.
Do you use social media to build a crew team? No, policy prohibits this 16%
Have you ever asked a crewmember to remove a post?
Yes 6% Yes, and I join too 8% Yes 32%
They can do what they want to 70%
Do you look up applicants on social media before hiring them?
No 68%
Have you declined to hire a crew member because of their social media posts?
No 38% Yes 62%
SURVEY, from page 25 foot yacht. “Case by case,” another captain commented. Social media can be used to build a team or create a group with a common cause. We asked captains if they encourage this with their crew. Do you use Social media to build a team or connect with your crew? Most captains (69 percent) said they didn’t prevent or encourage crew from connecting via social media and that they didn’t monitor that activity. More than 16 percent said this activity was against yacht policy. And 8 percent of the captains surveyed said they preferred the crew connect with each other and that they joined the connection also. And finally, we wanted to know how much of a tool social media is for captains to research potential crew with. We asked Do you look up potential crew on social media to see what their online presence is?
Yes 38% No 62%
Sixty-two percent said yes, they did look up candidates. “Every Time!” commented a captain of a 101 to 120-foot yacht. “Too many pictures with beer bottles or cocktails, and there’s no interview,” commented another captain. And one captain regrets not looking at one crew member’s social media presence. “We recently hired a chef who turned out to be a nut. Looking at his facebook profile would have avoided this mistake,” he commented. To that note we asked Have you declined to hire a crew member based on what you have seen on their social media accounts? Yes said 38 of the captains surveyed. “I filter out obvious party animals,” said one captain. “Said non-smoker, light drinker and guess what the first photo was? A cigarette in one hand and a beer in the other,” commented a captain of a 141 to 160-foot yacht.
See SURVEY, page 31
Triton Survey
July 2016 The-Triton.com
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Captains urge crew to be responsible making posts on social media from vendors via social media.
SURVEY, from page 26
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Comments: What are trends you are noticing with social media posts and use in the yachting industry? People are more concerned about their phone, what’s going on social media than actually doing their job. You get one warning, and then you’re asked to leave the boat. l
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Millennials, along with being Young people have no idea how generally useless, are not able to often they are passed up for positions function without constant social because of the photos they post. I media= contact. I have been forced advise crew quite often to remove to order some crew members to not excessively harsh party photos. have their devices l l l available during The most Facebook seems to work hours. This common theme is not the general that I see, about be used as a platform policy, only for the crew relaxing. to find out who is in those who abuse l l l your immediate area. device usage. The Lots of crew idiotic posts people positions, pics of “Just got into Harbour will submit have ports, fishing , and Island, who’s around?” caused me and marine info. many of my cohorts l l l to not hire them. I Social media is cannot urge social media users enough the new social disease. Call it syphilis to be aware of their online presence. and I abstain. Use your brain...or we will find someone l l l else who does. That people post things they l l l shouldn’t and wouldn’t anywhere else. Too much reliance on their phones They fail to learn from the news and and the need to be instantly connected how people get in trouble or lose their except when I need to get ahold of jobs due to posts. Facebook is the them and magically their phone is downfall of society. non-existent or they “didn’t get my l l l
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Facebook seems to be used as a platform to find out who is in your immediate area. “Just got into Harbour Island, who’s around?” Suzette Cook is editor of The Triton. Comments on this survey are welcome at suzette@the-triton.com.
News
July 2016 The-Triton.com
Obituaries
Capt. Robert Ferneding dies Ft. Lauderdale-based Capt. Robert He eventually returned to yachting. D. Ferneding passed away unexpectedly “He was very cordial, easy-going on May 20 at his home in Coral Gables. friend that was a professional,” Reardon Ferneding, who was born on Oct. 19, said. “He was a great charter captain 1962, was a well-known and respected and a really nice guy to be around.” captain in the yachting industry Burgess Yachts Charter Broker Capt. worldwide. He obtained his 3000-ton John Cichanowicz said he is finding Master’s license and lived an active life. the loss of his friend hard to accept. He was an avid cyclist who Cichanowicz and Ferneding was dedicated to his training had known each other since for the Ironman. Ferneding’s 1993. former co-worker Michael “The things that I Reardon of Hill Robinson remember are that he was Yacht Management said the really an amazing captain loss comes as a shock. that had a way with his crew. “He had a passion,” They all loved him, which was Reardon said. “He became remarkable. an Ironman trainer. It’s a “He had a heart as good as Ferneding bit ironic. He was a healthy gold. He would be there for guy riding bicycles and you and help out no matter swimming.” According to Reardon, what you needed. Ferneding had just returned from a “He had a happy, fun laugh when he bicycle ride on the afternoon of May 20 laughed at his own jokes. He was an allbefore he died. The exact cause of death around great guy.” has not been determined yet but it is Ferneding is survived by his expected to be from natural causes. daughter, Nicole Moore (Joe) and Reardon said he misses his friend. grandson, Jacob; father Dave Ferneding; “Back in that day, he was on mother, Sara Cunningham and stepM/Y Inevitable with his wife Cynthia,” father, Lou; brothers, William Baxla Reardon said. “They met through (Sherry) and Jonathan Cunningham yachting, fell in love, got married and (Heather); sister, Sara-Anne Rob left yachting so she could pursue a Cunningham; uncle, Charles Starbuck career,” he said. “But she was diagnosed (Diane); aunt, Sylvia Starbuck and with multiple sclerosis and died quickly. several nieces and nephews and his Ferneding came back to Florida from girlfriend Alicia. California and worked at Hill Robinson. A funeral was held on May 28.
Triton loses one of our own Family, friends and colleagues about 10 years and had expertise in gathered on June 14 to say goodbye to repair, product manuals and employee Gil Oosthuizen. training during his 15 years in the He was killed by an aviation industry. unknown gunman outside of He was born in Ft. Lauderdale’s Veterans of Amsterdam, moved to Foreign Wars Post 1966 on Suriname as a child and later June 10. The Fort Lauderdale to Miami. He also worked in Police Department continues the real estate industry. to investigate the incident. Mr. Oosthuizen worked Fort Lauderdale Police with The Triton’s monthly and detectives are encouraging bimonthly networking events anyone who has more primarily for attendee checkinformation on this homicide Oosthuizen in. “He was with us from setto please contact Det. Jim up through breakdown and Jaggers at +1 954-828-5970. was the tech guy at our events,” longMr. Oosthuizen worked as a manager time friend and Triton employee, Beth of the heat exchanger/oil cooler Black said. department at Airmark Components, “He remembered people’s names an aviation accessory repair station in when they checked-in,” Black said. Ft. Lauderdale. “Always smiling and reassuring us that He worked with the company for everything would go well.”
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Megayacht marina and shipyard to open this year in Puerto Rico By Dorie Cox Port Caribe San Juan, a megayacht marina and shipyard is scheduled to open in the Port of San Juan, Puerto Rico by November according to John Spencer, COO and general manager. Edgewater Resources, a marina and waterfront development firm based in Michigan, is proceeding with plans approved by the Puerto Rican government and backed by a private investment of $73 million. “It’s two projects wrapped up in one package,” Spencer said by phone on June 14 from the island. “Old San Juan Harbor has been underutilized for a long time, there is significant shoreline and dockage that has been commercial. Our desire is to turn it into megayacht center,” he said. The separate marina and shipyard properties will unfold under a threephase plan. “We will be able to take any kind of vessel almost immediately and we hope to have the first phase operational by November 1 for the next season.” Spencer said. “We’ll clean the property,
Port Caribe San Juan, a megayacht marina and shipyard is scheduled to PHOTO/GOOGLE EARTH open in the Port of San Juan, Puerto Rico this year. revitalize the area, add fences and security. We want it nice by then.” The megayacht marina property will be located in downtown San Juan north of the airport near Bahía Urbana, between piers 6 and 9. “We’re directly abutting the area where the cruise ships are,” Spencer said. “There is a little buffer, then us. We’re catering to vessels 120-foot and up.”
Phase two, the shipyard component of the project, is south of the airport located on Pier 15 in the Isla Grande sector of San Juan. The dry dock maintenance, repair and overhaul facility includes an existing graving dock and will be available for about 20-40 vessels on the hard and between 125-175 boats in water. “We’ll undergo renovations in three to six months, we were granted rights
to use the old Navy facility with the graving dock,” Spencer said. “We’ll put in new pumps, new gates and do maintenance. When it’s operational it will haul vessels up to 640 by 100 feet with a controlling draft of 28 feet.” “By the time we get to phase three, we will have a crew clubhouse, a restaurant, hotel and condos with medmooring,” he said. Spencer brings decades of experience in the industry from work with companies including Rybovich/Spencer, Palmer Johnson Fort Lauderdale, Hinckley, Merrill-Stevens and Spencer Boat Company in Miami. “Captains and crew will love Old San Juan, I know from a captain’s perspective that crew will love it,” Spencer said. “There are 8 to 10 flights daily, no customs, no duties, it’s just easy as can be.” “I’m enjoying it here,” he said. “On my last trip to Florida, it took longer for me to drive home than it took to fly.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
News
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Derecktor Maine in full season at newly acquired historic marina By Suzette Cook Derecktor Robinhood General Manager Neil Collins says the historic former Robinhood Marine Center in Georgetown, Maine is in good hands. “We’re lucky to have a crew here that’s been through the seasons with a lot of these boats,” said Collins who was brought in by Derecktor to oversee operations of the marina and shipyard. The property boasts 17,000 square feet of storage area, 110 slips, 77 moorings, a general store, an on-site library and museum and the Osprey restaurant. Derecktor made the announcement of the purchase on March 23 and subsequently renamed the property Derecktor Robinhood. Adding Derecktor to the name was one of the few immediate changes owners Paul Derecktor and his longtime friend and associate John Koenig, a marina owner/operator from Sandy Hook, New Jersey said. “We respect the historic nature of the site and seek to preserve it. Changes will be incremental and will be dictated by the market – for
example, a bigger lift is possible, but only if it can be integrated without harming the ambience of the place” said Paul Derecktor. “It has all of the characteristics of an old boat building yard,” said Collins, a veteran boatyard operator from Portland, Maine. “It looks like a little seaside village.” Collins said the previous owner had concentrated on building a houseboat rental program but he has a different plan. “I want to concentrate on service and repair,” he said. According to Collins, Koenig has been doing a lot of the marketing, selling moorings and slips ranging from 10 feet in depth near shore going out to 40-foot depth or more at moorings. “The average is about 35 feet,” Collins said. Since March, Collins said his crew of 12 techs, 5 office staff, and 11 seasonal dock/waterfront workers have been getting the waterfront ready for summer services and are “finishing up work and finding more.” “In May we started launching boats and trying to keep up with customer
Derecktor Robinhood is a full-service yacht yard and marina with winter storage, new and used yacht sales, a general store, museum and the wellknown Osprey Restaurant. PHOTO/COURTESY DERECKTOR demands,” Collins said. “The crew have been energized by the change in ownership.” Collins was impressed by the loyalty of the customers. “They talk about the love they have for the place, the location, and how
they like the feel of the yard and always got along with the crew.” And while the shipyard crew are utilizing the latest techniques in varnishing services and electronic
See ROBINHOOD, page 43
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Triton Networking
The-Triton.com July 2016
Industry invited to mingle with MHG Insurance at July 6 event The Triton networks next with MHG Insurance Brokers, which sells life and health insurance for yacht crew and the cruise line industry as well as travel and business insurance. Many in the industry will recognize MHG as hosts of the annual Office Hop just before the Fort Lauderdale International Boat Show, complete with costumes. But many in the company are also active in industry associations, including the U.S. Superyacht Association, the Marine Industry Cares Foundation, the Florida Yacht Brokers Association and Young Professionals in Yachting. Make plans to join us on July 6, the first Wednesday in July, from 6-8 p.m. at 1600 S.E. 17th Street, Suite 410 (33316) to get to know MHG and its team a bit better. And Swart get those insurance questions answered. Until then, learn more about MHG from Clayton Swart, a former yacht crew member and now MHG’s manager of business development. So tell us about MHG. What does the company do? We provide insurance guidance and programs to cruise lines, yacht management companies, owners, captains, crew and contractors around the world. We’re proud to say that we provide insurance for 20 percent of the world’s largest yachts. In addition to our marine business, MHG also provides employer-sponsored health insurance plans to the local business community. Is it better for a yacht to provide insurance or for a crew member to get their own individual policy? That depends on whom you ask. Certainly, the yacht owner is better protected by having a group policy in place, because then everyone has the same coverage onboard and the owner has better control of his/her potential liabilities. However, individual crew are often best served by having their own policy, because they can carry it with them from yacht to yacht without the risk of being uninsured between jobs. Has Obamacare changed how you offer services? The Affordable Care Act – also known as Obamacare – has basically made it more complicated for U.S. crew, because now they may need to have two different policies in order to satisfy
their health care needs along with their duty to comply with the regulation as a U.S. taxpayer. The good news is that we have both U.S. and international plans available. You have recently begun offering travel insurance. Tell us more about that. We have travel policies for anyone traveling outside their home country. Plans can be purchased for trips as short as five days or up to 364 days. They are also available the same or next day, and can be applied for via our website or, of course, by contacting our office. And you have expat insurance, too, right? Yes, we have policies for land-based individuals or groups that are working/ residing outside of their home country. For U.S. individuals and companies, it is important to be sure their health insurance plan includes coverage outside of the U.S., because most U.S plans do not. Your 25th anniversary is coming up. Any special plans? MHG is celebrating all year our longevity as an insurance broker, dedicated to the highest level of service to our clients in the marine industry and beyond. Additionally, we are keen to continue to advance our U.S. insurance divisions, which include life and health insurance offerings as well as property and casualty (business insurance). Where’s the best place to learn more about crew insurance? MHG has recently launched an updated website (mhginsurance.com), which is easy to navigate and allows users the ability to purchase certain types of insurance on their own time and without the need for consultation with us. Of course, we are always available to help and guide anyone looking for the various types of insurance that we offer if desired. You used to work on yachts, didn’t you? For seven years, I worked onboard motoryachts in various positions and later helped run a fleet of private fishing boats. All Triton readers are welcome to join us as we network with MHG Insurance Brokers on July 6. No RSVP required. Just bring a smile and business cards. (It is networking, after all. You never know who you’ll bump into.)
Triton Networking
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Carve out a night to network with Kemplon Engineering in July The Triton mid-month networking (S.R. 84/SW 24th St.) in Ft. Lauderdale event this month will be held behind Lester’s Diner. We were at Kemplon Engineering in Ft. founded by former yacht Chief Eng. Lauderdale. Captains, crew and Jeff Kemp and former Stew Colette industry professionals are invited to O’Hanlon and we specialize in refit and join us on Wed., July 20, from 6-8 p.m. repair work (see kemplon.com for a full at 223 S.W. 28th St. in Ft. Lauderdale list of trades). (33315). No RSVP required, just bring Technicians are dispatched all business cards to meet over the Unites States and industry connections. the Caribbean. We have a Kemplon Engineering is 10,000 sq. ft. fabrication often involved with Triton shop which is host to some events and we are very much heavy industrial grade looking forward to getting manufacturing equipment together with industry such as press brake, sheer, professionals and neighbors CNC laser cutter and a during the month of July. machine shop. We have Cobden Hitchon is our newly- Hitchon been in business for 11 hired shop supervisor. years and have just under 50 We are hosting this employees. summer Triton event so everyone can When did you join the Kemplon meet him and the rest of the gang. We team and describe your prior are very proud to have such a talented experience? and creative person on our team. Don’t I came onboard with Kemplon miss the summer-themed event as it the beginning of April 2016. My will be fun and different. background is 31 years of custom Tell us about your company? fabrication and manufacturing. I We are a marine engineering started my career as a welder, then company located just off Marina Mile growing through shops, until 16 years
ago when I moved into production and manufacturing management. What I bring to Kemplon is experience and knowledge in all phases of production. Tell us about all the capabilities that your shop has to offer? Kemplon is a full-service fabrication and machine shop with capabilities in turning, milling, plate bending, shearing, pipe bending, laser cutting, as well as class certified welders on all processes and material. We know you have a CNC laser, tell us about that machine, what types of products can you make for yachts? Our laser is a Mazak Super TurboX 612 2000 watt laser cutter. With this machine, Kemplon can cut 3/16inch thick aluminium, 1/4-inch thick stainless steel and 1/2-inch thick mild steel with a tolerance of + or -.003inch. This gives Kemplon the ability to hold tight tolerances in a wide range of material and thicknesses. With the laser and Kemplon’s CAD and CAM services, we can make almost any parts needed for yachting or other marine
industries. What types of yacht projects have been completed at the Kemplon fabrication shop? All sorts of things. Aluminium and steel hull and superstructure components. Thru-hull penetrations, flanges, pipe spools, pump and engine foundations, tender chocks, jet ski chocks, davit foundations, deck and hull inserts, exhaust pipe renewals, watertight doors and frames, tank lids and inserts, swim ladders, anchor pockets and polished stainless steel handrails, to name a few. How is Kemplon different from other fabrication shops in the area? Our CNC laser certainly sets us apart, but also our “can do” attitude and 24/7 customer support. We love a challenge and always, always keep safety as our number one priority. Find Kemplon Engineering at 220 S.W. 27th St., Ft. Lauderdale (33315). For more information call +1 954-522-6526 or cell +1 305-330-6021 and visit www. kemplon.com.
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Where in the World
The-Triton.com July 2016
A working class hero is bagging potatoes under an intense sun. Most everything in Cuba, from this to loading luggage onto a plane, is done by hand.
A woman captured in a photo trying on something pretty to wear.
stopping time in
CUBA
Dominoes is the national game. It requires serious concentration and they paid no attention to me.
The City Centre of the Old City was the direction of the expansion in the early 19th Century.
CUBA: On my time
I arrived in Cuba on March 23 for a 10-day visit. I was able to see The Rolling Stones, the famous Tropicana show, Havana, and the tobacco and sugar plantation areas in west and central Cuba, including its oldest city Trinida— all on their time. Wherever traveling, I want to get in with the people. It’s nice to stay clean and be safe, but I Photographer have no interest in five-star experiences James Schot or tourist tours. I am somewhat like Cuba, never on time. My movements are random; my eyes set the schedule. It doesn’t matter that I’m unable to speak the language. I am
July 2016 The-Triton.com
Where in the World
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My last day walking along Paseo de Marti, I ran into these young ballerinas. I’m not sure what they were up to.
Local marina on the Rio Jaimanitas is located on the other side of Marina Hemingway.
Che is an icon and at the center of this and many stores in Cuba.
Photography by James Schot People walk along a street in the Old City, above. The Tropicana Club offers a cabaret with beautiful ladies, right, dressed in amazing costumes. a visual communicator and the stories told through my photography are helped along by the innate talent I’ve been given and my 40 years of experience. I travel light, even as best I can in terms of equipment. The right equipment is important, but what I can do with it is the key to getting the results I’m looking for. I had people tell me at the many events I have photographed that they never knew I was there, and this is my approach; be unobtrusive, avoid attracting attention, and keep moving. This gives me the best opportunity to capture people by having their activities and expressions unfold in a natural way. It also helps avoid problems when photographing in risky areas. It’s completely different from my studio work and artwork. The most important possession I have are the photographs taken. It’s what I do on my time.
www.jamesschotgallerystudio.com see Schot’s exhibit at Red Dot Exhibition in Miami November 30-December 4, 2016
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July 2016
From the Bridge
Breaking up
‘From heartbreak to lawyers’: ending yachting relationships BRIDGE from page 1 wasn’t easy to tell the owners. “We kept trying to tell them, but when is the time right? We would say, ‘Not tonight,’ and then, ‘ This isn’t a good night either,’ “ he said. “It took a week. It was tear jerking, the kids were crying, it was heartbreaking. It hurt.” On the other end of the spectrum, another captain told of a crew member who wasn’t doing his job. “We pulled along side, had him on the aft deck, set his bags off and had the Z-drives pinned against the dock ready to leave,” he said. “I put him off on the dock and told him we were going offshore,” he said. “Then I tied the boat at a different dock.” The captain had called management and told them about it and needed to wait onshore for replacement crew. “I wasn’t going to have him on the boat any longer,” the captain said. “That’s a worst case.” But breakups usually upset someone. “They either want to cry or fight,” a captain said. “There’s the good, the bad and the ugly,” another replied. But there are many reasons people risk such endings. “A lot of my breakups have been for personal growth or changing direction,” a captain said. And each captain in the group had an example of firing a crew that just wasn’t working out. A captain illustrated one way to go about it. “In a best case scenario I say, ‘You don’t seem to understand my expectations. Today I’m going to work with you, I going to teach you,’ “ he said. He then repeats the training the next day and the next. “Now we have paperwork,” he said. “Always CYA.” “That’s ‘cover your administration’,” another captain said. When it gets down to dismissal, he said to document events well, send copies to everyone, and consider recording it on your phone. “Have witnesses, so it can’t be
misconstrued,” another captain said. “It’s important, especially if you work with your significant other, to bring in a third party.” All the captains agreed that because they are responsible for the other crew and the owner’s assets, immediate removal is sometimes required. “Don’t tell them anything and let them off the boat, you have to for
safety,” a captain said. “Now you have a security issue.” “They have already infected other crew, it’s for further damage control,” another captain said. “Escort them at all times and be sure you have already contacted management.” Another captain clarified that each crew dismissal is different based on
that crew’s history and what they’ve done to be let go. “If they’re a good person, you have no reason to suspect anything,” he said. “If they are negligent and drunk, don’t say anything and have them escorted until they leave the boat,” he said. “Don’t give them a chance to get in trouble, because they will.” “It depends on the behavior of the
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From the Bridge crew as to whether we do a personal search,” he said. “Here’s one thing I’ve learned,” said a captain as he got up from his seat at the table and turned his chair around. “I stand like this, with a chair between us, to prevent a physical altercation in the worst-case scenario. You never know.” He said he watches for signs of agitation, sweating or reddening of the face. If the situation becomes tense, the captain will say, “I can call marine police or you can walk off.” It usually goes without incident, but he said it’s important to stay aware of the level of tension. “I had a crew that was so upset I had two crew go through her stuff,” he said. She had food from the yacht stored in her bags. “That example shows that she just didn’t get the job,” another captain said.
Do it right
The group agreed that a good breakup comes with a few key elements. This conversation started with how captains leave a position. “Always do it in person,” the first captain said. “Look them in the eye, tell them what you’re doing, ‘I’m shopping around, send me someone to train’.” “I had a talk with the boss, let him know what my intentions were and he understood,” another captain said. All agreed that ending a relationship on a good note is important. “If they need, I may stay an extra week. Even then I still get calls, ‘How do I do this, where is this?’ ” Whether breaking up with an owner, vendor or crew management, a captain said be clear about your plan. “Lay out a check list: This is what I’m going to do because I’m leaving the boat. “This is what I’m in charge of, and this is what you’re in charge of,” he said. “Make sure there’s a road map of what you will do for them, otherwise they don’t know what the expectations are.” Breaking up with business like a shipyard usually includes a lot of paperwork. “It’s all done at the pre-yard meeting, it’s all written down,” according to one captain. “Lay out the conditions to meet and performance to be expected.
Attendees of The Triton’s July From the Bridge luncheon were, from left, George Llop, Ric Overstreet, Chris Lyon of M/Y First Home and Herb Magney of M/Y Island Heiress. PHOTOS/SUZETTE COOK Each meeting ends with a summary document which reviews, ‘In our meeting, you said, I said.’ “ This captain broke a long-term relationship with a yard when his expectations were not met and the yard staff did not communicate about a problem. The captain had another example of a breakup with a subcontractor. “I said ‘stop’. I could see he was not doing it right,” the captain said. He cautioned the other captains at the table to get a supervisor before you talk to an employee. “You don’t look like a captain,” the vendor said to him. “You’re off the job. Do I look like a captain now?,” he said. Another said he inherited four vendors with a job and he ran them all off in one afternoon. “I rang the general alarm, got everybody on deck,” the captain said. “I got them [vendors] on the dock and said, ‘You’re fired.’ Get your stuff and my crew are going to watch you load out,’ ” he said. Be sure to get security and a witness first, and make sure they have nothing that is not theirs, he said. On a similar note, when a crew turns in their notice they need to be off the boat immediately, several captains agreed. “That day you tell me you’re leaving, that’s it, you need to leave,” a captain said. “They need to go away that day. Their mind is not caring for the boat family or caring for the vessel.” “Set them free to go find happiness in another place; they have a lack of focus,” another captain said.
Breaking up is hard to do
Everyone had a story of a bad breakup. A captain recalled when he was a deckhand and left on bad terms. “The yacht was supposed to charter, but the captain kept turning down trips and was Mr. No,” he said. “I was going home for Valentine’s day and had my stuff on the aft deck when the captain asked, “Are you coming back?” “Nope,” this captain replied. Sometimes captains have served as mediators in other crew’s breakups. One of the captains occasionally gets a call when someone needs to be removed from a boat. “The U.S. Coast Guard, the police and the fire department had called the owner to remove this captain,” he said. “I was called to go get him off. To do an eviction. “I got the papers to confirm it,” he said. “Then it was, ‘You’re off the boat; take the company car and credit card and go to a motel.’ ” That same captain was himself once escorted off a yacht. “I was accused and they claimed mismanagement. Lawyers told me to stand my ground until I was fired,” he said. “I told them, ‘I am fired when my name is off the insurance and management papers. Until that day when my name is off the policy, I’m responsible for this vessel.’ “ The captain explained that the owner is not the person designated as responsible for the boat, the captain is. This brought up the steps captains take when leaving a yacht. “Many times the master leaves the boat and his name is still on the [insurance] policy,” a captain said. “The
next guy runs it into the rocks and it goes on his [the original captain’s] loss history record.” “Yes, that’s why I contact the insurance company myself,” another captain said. “If you change captains, you have a security risk onboard,” a third captain said. “You need to change the VSO [vessel security officer].” The topic of reputations and referrals followed. “I think you can find out anything about someone in this industry with three calls,” a captain said. “But it’s not necessarily accurate; you can’t qualify the source,” a second captain said. “We run into it all the time.” He illustrated how limited the information from a referral can be. By example, he said he called the references listed on the CV of a crew and everyone said he was a nice guy. “But the guy couldn’t tie a cleat, he couldn’t coil a line,” the captain said. “And all his references checked out.” The captain said in the next call he made to the crew agency for new crew he asked if the crew could tie a cleat. “They said, “Of course, why?” I said the last one couldn’t,” the captain said. “First thing I do is check out the list of references for captains I know and call them,” another captain said. “I got one crew’s attention because I called vendors. If crew really did these types of jobs then they know these vendors. And I asked his landlord for a character reference.” “Legally you can’t say any information, you can only say that they did work for you and for how long,” the first captain said. “You tell the truth to your friends, but it’s all on the down low,” he said. “Be careful of defamation of character, there can be serious legal implications.” “You don’t want crew to say, ‘I’ll never get a job becauses of him’,” he said. “It happens; lawyers have been retained exactly because that has happened,” another captain said. “That’s why the Would you rehire? box,” a captain said referring to crew information gathered by placement agencies and a check box labeled, “Is this crew member eligible for rehire?” “That’s why the question,” another
See BRIDGE, page 42
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From the Bridge
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Firing procedures depend on who’s doing the employing BRIDGE from page 41 captain said. “If the box is not checked, you’re not saying anything bad, but you’re telling the whole story. “The information is unspoken,” he said. “They may ask, ‘Do you have a written letter of reference other than sea time?’ If there is no letter, then they did something wrong and there is no letter of reference. If they haven’t got that letter, beware.” “I rarely issue a letter; I have them call me,” another captain said. “The little black list is retained behind closed doors,” a third captain said. “I pay new hires cash for three days. It gives us a chance to get to know each other, during the “dating period” to see if they are a good fit, if the crew is cohesive.” “A lot of times they may not work for you, but they will work for another captain,” a captain said. “Most of the time it’s not someone doing something evil. It’s just not working,” another captain said. “Reputation is important. But if you’re worried about your rep, you wouldn’t fire anyone.” Several of the captains had tales to tell about references crew use on their CVs. “Some have put my name on as a reference when they didn’t work with me,” a captain said. “They should ask first.” “I would call to check and say I’m putting you on my list, what is your correct phone number or email?,” another captain said. “Most of the time we’re not told we’re on the list.” a third captain said. The captains said breaking up in yachting can be different than in other fields. “It is a small community and this industry is less structured, there are no real rules,” a captain said. “I mean how many yachts are there? Last count was like 65 or 75,000 working yacht crew on yachts 25m and above,” another captain said. “It’s fairly small, even if it’s 100,000 or quarter million,” he said. “Some universities are that big.” Another captain pointed out that there are some rules governing crew dismissal. “Flag states cover the topic, but it
depends on who’s doing the employing, who they are regulated by and where they are paid from,” he said. “The officer’s handbook and ship business modules explain some rules, like that you can sell what they have for their ticket home,” he said. “There are rules on dismissal governed by international law.”
Professionalism is key
Throughout the conversation, the topic of professionalism was often mentioned. “Always be professional until the end,” several captains said. “But the problem is a lack of professionalism, that’s why we’re breaking up,” a captain said. “That isn’t going to change.” “I have found it’s usually a broad spectrum loss of hearing and that’s why they’re in that position,” another captain said. “Whether it’s a teamwork issue, lifestyle, following command, communication or protecting the asset, it always boils down to work ethic and professionalism,” the first captain said. “We make it clear when we hire that you are under no pressure to say you know something you don’t know,” he said. “If we hire you it’s based on what we think you know and work ethic. “We will help, train and try to help you improve,” he said. “If you lie, it’s back again to professionalism. It’s always the same reason.” “Always leave with professionalism,” another captain said. “That has made me professional and allowed me to have success in my career,” another captain said. “Don’t burn bridges.” “Still shake hands and smile.” “Give ample notice and always leave on good terms,” a third captain said. “I worked under a captain who was a deckhand that I trained. “You never know where people will end up or who you will work with.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. Captains who make their living running someone else’s yacht are welcome to join in the conversation. E-mail us for an invitation to our monthly From the Bridge luncheon.
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Vessels out of the dredge loop getting stuck in the ICW By Suzette Cook Diamonds are a girl’s best friend is the phrase vessels need to remember as they travel the Intracoastal Waterway (ICW) in Ft. Lauderdale for the next year as Cashman Dredging and Marine Contracting Co. continues its effort to deepen the channel to 15 feet. As of June 16, at least 8 vessels have gone aground trying to navigate around dredge equipment incorrectly. The dredge Captain A.J. Fournier will be working on the Intracoastal Waterway Deepening Project between the SE 17th Street Bridge and the Las Olas Bridge weekdays and on select weekends from 6 a.m. to 6 p.m. On Friday June 3 while Capt. Herbert Magney was passing the dredge operation on the west side in water measuring 11 feet deep, an 85-foot Benetti chose to navigate to the east side and went aground at low tide. By 3 p.m. the yacht, which was arriving from another country and hadn’t cleared U.S. Customs yet, was waiting for the tide to roll in.
Capt. Dean Chambers who is in charge of the Captain A.J. Fournier dredge said this is the 7th vessel that has gone aground trying to pass the dredge on the wrong side. Chambers said that while a lot of captains have been contacting him on channel 13,16 or 67, not every vessel coming from another country or out of town has reached out to him and might be unaware of the deepening project. “He’s still flying a customs flag so I’m assuming he’s coming from another country and he was unaware,” Chambers said about the latest vessel to misjudge the passage. “It looks like he was just coming in from Bimini.” “I get several calls from captains every day,” Chambers said. “They have plenty of room to pass.You go on the diamond side, on the green side.” Chambers advice for clear passage: “Slow down and pay attention to the chart and the channel marker and they’ll be alright.” Suzette Cook is editor at The Triton. Reach her at suzette@the-triton.com
New Derecktor property serves seasonal, recreational boaters ROBINHOOD from page 35 installations, Collins said he noticed a few practices that he wants to update. “It’s interesting how little procedures have changed,” he said. “They still cover boats with tarps, like an old Maine boatyard.” On May 24, the Osprey restaurant opened back up after Collins had his crew rebuilt the porch and painted it. Derecktor is new to owning a restaurant, museum and a general store and is looking forward to seeing them continue to serve visitors and boaters. James Brewer, director of sales and marketing for Derecktor Shipyards agrees that major changes won’t happen in the near future. “It’s a pretty new acquisition,” Brewer said from his office at Derecktor Florida in Ft. Lauderdale. “So we really haven’t changed anything. The challenge is to keep the operation running as it is and see what,
after a season or so, we can add to it in terms of our value. “It’s historically done well and we have no real plans to preemptively change any of that. We want to work within the community and not disrupt the historic nature of place.” Brewer said the Maine location complements the other Derecktor shipyards. “We acknowledge that Florida obviously serves the superyacht market, New York is a boat builder with a service clientele both yacht and commercial, and Maine is sort of unique and we’re not going to make it something it’s not. “It’s a seasonal, recreational, cruising destination and it makes sense as an investment.” Derecktor’s website banner now reads “Derecktor, New York+Florida+Maine since 1947.” Suzette Cook is editor at The Triton. Reach her at suzette@the-triton.com
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Regulations require transmission, receiving AIS for more vessels AIS, from page 1 overlapped. All of those lit areas had no boat moving.” AIS is a navigation safety communication system designed to provide automatic vessel information for ships about other ships and for coastal authorities. The device is fundamentally a VHFFM transceiver with a companion GPS antenna input according to Mark Theissen, vice president at Telemar
Yachting in Ft. Lauderdale. The primary types are Class A and B; A receives and transmits while B only transmits. Both relay a combination of data input by the user as well as vessel information, and the classes vary in power and frequency of transmissions. Data input by the yacht includes the ship’s MMSI (an official nine-digit Maritime Mobile Service Identity) and can include type, position, course, speed, navigational status and other safety-related information.
Class A is basically required on larger vessels. It broadcasts more information more frequently, every 2 to 10 seconds while underway and every 3 minutes while at anchor. Class B broadcasts every 30 seconds if traveling in excess of 2 knots and every 3 minutes if slower. AIS was developed in the 1990s and in 2002 the International Maritime Organization (IMO) required it for vessels over 300 tons. But those are not the only boats using it, according to Jim Douglas, sales and service at Voyager Maritime Alliance in Ft. Lauderdale. “More people are utilizing AIS,” Douglas said. “Even small vessels are buying Class B. It is becoming very popular.” And more AIS users means more transmissions. “The signals can be easily overwhelmed,” Douglas said. “That results in message collisions,” Navigators can tailor their display by scaling up or down to see more or less coverage. They can filter the types of signals to specify commercial, passenger, navigational aids and more. And larger display screens are an option to help to distinguish signals and data. “Screens are becoming more congested,” Douglas said. “Commercial vessels, cruise ships have big displays. The bigger displays provide much less clutter as they display much more than just AIS targets.” But that leaves most users to struggle with a lot of signals on standard screen sizes. Capt. Strickland navigates waters from the Atlantic to the Pacific and does not rely on his AIS alone. He knows how to look out the window for vessel traffic, but he is a fan. “It’s a wonderful tool and gives me more information than radar,” Capt. Strickland said. “It’s so easy to put a cursor on nearby vessels so you don’t have to call every boat.” He gave an example of how he uses AIS to enter Port Everglades from offshore. He starts with a 22-mile scale which shows 11 miles each side of his yacht’s location. As he gets closer to port, he scales down. “But once into port, and cleared in, when we make the turn north, that’s when I want to be able to see a mile or two to see the trip to Bahia Mar,” Capt. Strickland said. “But you can’t because AIS is on all the boats at the dock.” “I have to scale down to 700 yards to keep from being blocked out,”
Active AIS vessel icons blot out areas near Port Everglades, Ft. Lauderdale on an overlay of electronic nautical charts. SCREENSHOT/CAPT. CLAUDE STRICKLAND Strickland said. “Being able to see and understand the speeds and courses of other traffic on the high seas is very important,” he said. “And just as important is the ability to see this information from other vessels while I’m in channels, ports and other confined waterways. “Ft. Lauderdale is a simple port, but when it’s a new area, it’s more of an issue,” he said. Capts. Brian and Sue Mitchell monitor their AIS especially from Asia to Italy recently. But they run into the same issue in some areas at certain times. “It’s gotten so you have to turn the AIS off to navigate, to clearly see in a high-traffic area such as Monaco, St. Tropez, Antibes, Ft. Lauderdale, West Palm Beach and other places of high traffic where you get real congregations,” Capt. Brian Mitchell said. “Although a month ago it was looking way worse, as there were more yachts in the Ft. Lauderdale area in April and May.” Requirements are laid out in SOLAS (International Convention for the Safety of Life at Sea) according to vessel type. Specific details for IMO carriage requirement for AIS include all ships of 300 gross tons on international voyages and vessel of 150 gt or more, when carrying more than 12 passengers on an international voyage, to comply by the rules that went into effect in 2004. And the AIS is to remain active as the regulations state, “AIS should
July 2016 The-Triton.com
British Admiralty chart annotator Francisco Sheuat hand-corrects a chart to add an AIS symbol onto an PHOTO/DORIE COX aid to navigation. always be in operation when ships are underway or at anchor. If the master believes that the continual operation of AIS might compromise the safety or security of his/her ship or where security incidents are imminent, the AIS may be switched off.” The U.S. Coast Guard agreed and expanded carriage requirements as of Jan. 30, 2015 which went into effect on April 7 of this year. This implemented the AIS requirements of SOLAS and the U.S. Maritime Transportation Security Act and includes most commercial vessels operating on U.S. navigable waters defined as 65 feet or more in length, towing vessels of 26 feet or more and vessels certified to carry more than 150 passengers. Some fishing vessels use Class B. When to use AIS in the United States is described in Code of Federal Regulations (CFR 33) as, “...the continual operation of AIS and its associated devices (e.g., positioning system, gyro, converters, displays) at all times while the vessel is underway or at anchor, and, if moored, at least 15 minutes prior to getting underway; except when its operation would compromise the safety or security of the vessel or a security incident is imminent. The AIS should be returned to continuous operation as soon as the compromise has been mitigated or the security incident has passed. The time and reason for the silent period should be recorded in the ship’s official log and reported to the nearest Captain of the Port or Vessel Traffic Center (VTC).” Aside from use onboard, AIS has expanded from the primary use on vessels to include a variety of terrestrial uses.
News
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The USCG and U.S. Department of Homeland Security have implemented the Nationwide Automatic Identification System (NAIS). According to their website NAIS facilities have been installed in more than 60 major ports and coastal areas. The first phase of the system receives AIS messages but the second has transceiver capabilities to transmit data out to 24 nautical miles and receive data from out to 50 nautical miles. As of last year, the system received more than 92 million AIS messages per day from more than 12,700 unique vessels. There are AIS on navigational aids that do not physically exist. Called virtual buoys, electronic aids to navigation (eATON) are being transmitted to vessels through the NAIS. And there are even AIS signals on navigational aids. British Admiralty (BA) chart annotator Francisco Sheuat occasionally adds the symbol to the BA nautical charts he hand-corrects at Bluewater Books and Charts in Ft. Lauderdale. “Sometimes AIS is added to radar beacons, described as RACON on the charts, on the fixed navigation marks,” Sheuat said. Requirements for AIS come from the top down. The IMO is the big one and flag states require yachts to follow international law first. Flag states also require yachts to follow regulations in the local waters of navigation. Sometimes these may be above or beyond international rules, but wherever a yacht is, each country could have its own requirements. Yacht insurers similarly follow international and flag state regulations, said Nancy Poppe, North American yacht practice leader with Willis Marine Superyachts. “Our experience with AIS is with vessels over 300 gross tons. If the boat is required by IMO or flag state to have one, the insurers expect them to,” Poppe said. The AIS was designed for safety and that is what Capt. Strickland wants to use it for. “It’s important to see what is maneuvering, what size, where’s it going; that’s what you’re looking to see,” Capt. Strickland said. “Most ships need a mile to clear and that’s what I don’t want blotted out,” he said. “Because no matter the rules, at sea, the law of tonnage still wins.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
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Boats / Brokers
The-Triton.com July 2016
Boat Briefs
Yachts sold
M/Y Princess Too
M/Y Princess Too, 156 feet, built in 1999 by Feadship represented by Camper & Nicholsons International. M/Y Black Gold, 34-meter built by Westport was sold by Moran Yacht & Ship with the help of Westport Yachts broker John Varga. S/Y Cartouche, the 95-foot sailing catamaran built by Blue Coast Yachts was sold by Jean-Marie Cabri of Denison Yacht Sales and Catherine Relandeau of Cath Yachts. M/Y Mangusta Oceano 42 was launched and welcomed by her owner at the shipyard in Pisa, Italy. M/Y Positive Carry, the 204-foot (62m) Feadship built was sold by Moran Yacht & Ship with the help of Cecil Wright & Partners. M/Y Mamay, the 104-foot (31.7m) Sanlorenzo was delivered after a sale by Camper & Nicholson Broker Steen Christensen.
M/Y Lady Petra
New to the sales fleet
M/Y Lady Petra, the 153-foot (46.7m) built by Heesen in 2012 is offered for sale by Thom Conboy at Ocena Independence. She is listed at 22.5 million euros. M/Y Home James, 100-foot, Broward Raised Pilothouse is offered at $1,349,000 by Denison Yacht Sales Broker Carlos Dominguez. M/Y Miss Michelle, the 90-foot (27m) Ocean Alexander is offered at $5,599,000 by Merlewood & Associates Broker Kevin Greene. M/Y Swan, the 196-foot (60 million) Benetti built in 2011 is offered at $35 million by Denison Yacht Sales Broker Alex Clarke.
M/Y Namoh, the 125-foot Cheoy Lee tri-deck built in 2003 is offered at $6.69 million by Denison Yacht Sales Broker Glynn Smith. M/Y Petrus II, the 131-foot (40.2m) Benetti built in 2012 is available for charter and is offered by Camper & Nicholsons International. M/Y Blush, the 115-foot (47m) yacht built by Sunseeker in 2014 is offered by Camper & Nicholsons. M/Y Scorpion 2, the 50.8-meter Sanlorenzo delivered in 2011 is offered for sale by Camper & Nicholsons. M/Y Benetti Veloce 140 built in 2014 is offerd by Broker Glynn Smith of Denison Yacht Sales along with Worth Avenue.
M/Y Alpina
S/Y Alpina, the 25-meter designed by German Frers and built by Nautors Swan is offered at 1.59 million euros by Bernard Gallay Yacht Brokerage. M/Y Four Wishes the 144-foot (43.9m) Palmer Johnson is offered at $14.9 million by Ocean Independence. M/Y Nameless the 135-foot MondoMarine 2013 is offered at $14,031,250 by Alex Clarke of Denison Yacht Sales. M/Y Match Point, the 160-foot (49.1m) built in 2009 if offered by Mark Elliott at International Yacht Collection for $22.9 million. M/Y Lady Bee the 142-foot (43.3m) built in 1995 is offered by Northrop & Johnson Broker Cromwell Littlejohn at a listing price of $8.9 million.
New in the charter fleet
M/Y Manifiq, the 40.5-meter Mondo Marine built in 2010 is offered for charter by Imperial Yachts. M/Y Wendy 1 has arrived in New England and is ready for charter. The 112-foot Wesport is represented by
M/Y Joy
Luxury Day Charters. M/Y Cloudbreak, the 72.5-meter explorer launched this year is offered for charter by SuperYachtsMonaco. M/Y Idol, the 58.8-meter yacht built by Austal Yachts in 2007 is a vailable for charter through Hill Robinson.
Recently delivered
Azimut’s Magellano 76 was delivered at the MarineMax Pompano Yacht Center. It cruises at 11 to 17 knots with a top speed of 22 knots. This is the first of its kind to be delivered in U.S. waters. Named M/Y Giaola-Lu by her owner, the Bilgin 155-foot 46.8-meter motor yacht is nearing her delivery day after undergoing the final phases of interior outfitting. She was designed by H2 Yacht Design and built by Bilgin Yachts. M/Y Joy, the 70-meter Feadship was delivered to her owners at the Kaag yard.
Yacht for spies gets makeover
M/Y La Sultana was built as a ferry but then used as a Soviet spy ship. M/Y La Sultana, (65.4m) was built in 1962 and re-launched in July 2015 after a seven-year total reconversion and a metamorphosis requiring more than 1.2 million hours of labor. In 2007, La Sultana Group, attracted by her elegant silhouette, design, strength and exceptional history, acquired the yacht La Sultana, thus renamed, and started a new project: to rebuild her into a ship that embodies the ideal of travel in an exceptional dĂŠcor. This ambitious restoration was led by a team of naval construction and navigation professionals under the leadership of the French naval architecture company Orion Naval Engineering and the supervision of the RINA classification office and the flag authorities. La Sultana belongs to the category of modern yachts, thanks to her brand new main engine and the refit of modern navigational equipment. A new diesel Mitsubishi engine was installed to keep the same rotation speed of the shaft line and preserve the original propeller. Cruise speed is 11 knots, with a maximum of about 13 knots.
Boats / Brokers
July 2016 The-Triton.com
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Boat Briefs
M/Y Malahne
M/Y Malahne wins “Best Rebuild” at 2016 World Superyacht Awards
Pendennis Shipyard announced that the classic 1937 Camper & Nicholsons M/Y Malahne has been awarded ‘Best Rebuild’ project at the World Superyacht Awards 2016. The project, which was completed in June 2015 after a 30-month refit program, was overseen by Nicholas Edmiston who saw the yacht’s potential and drove the project forward with an all-British team. The owner’s brief was to “recreate the vessel as she was in the 1930s, and as if she had always been that way.” Exterior designers G.L.Watson meticulously outlined the proportions and integrity of the original design while ensuring the vessel was compatible with current Lloyds and MCA requirements. Oliver Laws Design were recruited to create a stylish and sumptuous Art Deco interior, with exquisite attention to detail in every aspect from hardware to lighting, original furniture and builtin cabinets, even sourcing original Bakelite telephones. The Pendennis team employed exemplary finishing skills to maintain consistent attention to the yacht’s traditional detailing, supported by modern technology and systems to ensure performance and fuel efficiency. “Malahne is the most extensive superyacht restoration program ever undertaken.” said Mike Carr, managing director of Pendennis. “We are extremely proud of the result and to be rewarded with a World Superyacht Award is a reflection of the dedication and passion of everyone involved in this project.”
Two Christensen yachts launched and ready to debut at FLIBS
Two new 164-foot yachts from Christensen Shipyards are set to launch at the end of June. The Vancouver, Wash., yard said the yachts are scheduled to debut
in November at the Fort Lauderdale International Boat Show. Hull 40, which will be christened Chausseur, is a 50-meter, Maritime and Coastguard Agency-compliant yacht with bleached sycamore interior woodwork with rosewood. Hull 36, Silver Lining, is a large volume non-MCA yacht with a traditional interior of high-gloss black walnut. Slightly longer than Chausseur, she features a full-beam sky lounge. Both launches will take place with
M/Y Chausseur the shipyard’s new launching system, which uses self-propelled steerable dollies and large drydock-like stern
M/Y Silver Lining launch structures, according to the company’s recently launched newsletter.
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Write to Be Heard
The-Triton.com July 2016
Cruising in U.S. not as hard as it seems; check perceptions Publisher’s Point Lucy Chabot Reed
I reached out last month to yacht captains for some tips on where to cruise in the Northeastern U.S. (Find their top picks in the special section on pages 27-30 of this month’s issue.) Most of the captains who replied are American, their yachts foreign. Normally, that wouldn’t even register for me since we strive to cover all crew in yachting, but after writing last month about chartering in the U.S., I was a little surprised so many captains had favorite places to cruise in the U.S. Maybe more yachts visit the U.S. than I thought. Until I heard back from one American captain who gave me a laundry list of reasons he doesn’t cruise in the U.S. The list was daunting, and seemed to give merit to the argument that yachts aren’t welcome in the U.S. He included hurdles such as the nontank vessel response plan requirement and certificates of financial responsibility. In our defense, the U.S. NTVRP is similar to the rule for oil response found in the international Ship Oil Pollution Emergency Plan regulations (and only applicable to yachts over 400 gt), and COFRs cost about $500 for a large yacht to obtain. Neither are really truly hurdles.
What was more troubling, though, was the fact that cruising permits, having to report in to the U.S. Coast Guard and state pilotage laws were on this captain’s list. These are things that every country in the world requires at some level for yachts visiting their waters. Why did he see those things as unwelcoming? (Nevermind that cruising permits were designed to make movement inside the U.S. easier, reporting into the USCG with each new port is similar to reporting required all over Europe, and state pilotage laws have changed in the past five years to make it easier for smaller yachts.) Reality aside, this captain believes his list of hurdles means the U.S. really doesn’t want him here. He signed off his email with this comment: “We spend hundreds of thousands of dollars every month running our programs, and with all the headaches to try to operate in U.S. waters, we would rather spend our monies in countries where they are happy to accommodate our owner and program.” This captain’s reply, and his list, made me realize that some captains’ aversion to cruising in the U.S. is more a matter of perception than it is reality. But it doesn’t matter; perception is reality if it drives behavior. Unfortunately, this captain’s perception isn’t rare. Deb Radtke, a former yachtie who has started American Yacht Agents to help yachts
cruise in the United States, said she runs into that perception all the time, and most frequently from American captains. “It’s really not that difficult to cruise in a foreign-flagged yacht here,” she said. “American captains think it is because they feel, because they are Americans, they should be able to move about freely.” Captains accept myriad procedures in the Med, perhaps because they are used to it. (Personally, I think it has more to do with the fact that they use an agent in the Med so someone else handles the phone calls and paperwork for them.) Interestingly, Radtke said the foreign captains she works with in the U.S. “are not at all bothered by the fact that they have to call in everywhere they go.” She concedes that cruising in the U.S. can be confusing. Paperwork must be in order, advanced notice must have been given, and once under a cruising license, the yacht must report its movement into every “port or place”. “And it’s not always easy to find those phone numbers,” she said. But it’s no more challenging than it is anywhere else in the world. Obviously, the U.S. large yacht industry has a lot of work to do if we’re to convince captains and owners that cruising or even chartering in the U.S. isn’t as daunting or uncomfortable as they may believe.
And the benefits are huge. Let’s skip for a minute the benefits to the broader industry, the dockage at marinas, the provisions delivered, the flowers ordered and the linens dry cleaned. Owners, guests and crew will love exploring the U.S. It’s diverse with lively cities such as Miami and New York, charming towns all along the northeast coast, wildlife that is unmatched up into Maine and throughout the Pacific Northwest. There are diving spots and tropical waters. There are fjords and glaciers. There are world-class museums, theater and music festivals. And our nation’s most historic sites are accessible by water, as are an assortment of national parks. Yes, a captain could create a list of reasons not to come here, and they are real and daunting reasons. Except that they really aren’t. Every place in the world has rules about entering and moving about. But there are even more reasons to come. And it’s really not that daunting, especially if captains will accept the help of the professionals whose job it is to make their visit easy. I guess my point is: Don’t write off a whole quadrant of the globe because of something you’ve heard or even experienced years ago. Lucy Chabot Reed is publisher of The Triton. Comments on this essay are welcome at lucy@the-triton.com.
CREW EYE
P
aul Haber of United Yacht Transport shared this photo of a load that left Port Everglades in Ft. Lauderdale early June. “It was 24 boats on the massive M/V AAL Dalian going from Port Everglades to Victoria,” he said. “The feature boats were the 112foot custom, 93-foot Moonan, 80-foot Techomar, 80-foot Ocean Alexander and 76-foot Lazzara.” Crew are invited to share a view of life onboard in yachting. Send photos to editorial@the-triton.com.
Write to BeCareer Heard
July 2016 The-Triton.com
Letters to the Editor
Avoid delays with these recent tips for Cuba-bound yachts The travel to Cuba and business in Cuba scenes continue to develop rapidly. U.S. Homeland Security has been fantastic. We had 16 permits issued this week and not once has Homeland Security failed to issue a permit in a timely fashion. l But, you still need to file your application for a permit 21 days in advance of your trip if possible. l Here are some things that came up this week so make a note: l No firearms, drugs, pornography or pets. l In reference to cash in U.S. dollars, the current interpretation seems to be no more than $5,000 per person onboard. l Keep receipts of items you and your guests purchase in Cuba.
l The Marina Hemingway (Hemingway International Yacht Club of Cuba) dockmaster monitors VHF Channel 16. l Ask for permission to enter when 12 miles out. l Do not use your SAT phones; wrap them up and tape them so it is clear you do not intend to use. The Hemingway Billfish Tournament on June 13 was sold out with over 100 boats going over. We are now assisting clients on fishing tournaments planned for later in July. Clients have reported that the El Aljibe restaurant has amazing chicken dishes! Michael Moore Maritime lawyer, Moore and Company and chairman at International Seakeepers Society
Distances between ports charter issue; expand tow laws to charter? Demise contracts have been an industry standard option for the three decades I’ve been in the business [“Questioning the rules and reasons on chartering in the U.S.,” June issue]. It’s always been how big boats that couldn’t get a Inspected Passenger Vessel Certificate got more than six passengers onboard. As long as you run under Uninspected Passenger Vessel rules, all you need to do is pay the duty once. As you pointed out, it’s not exactly free in Europe either. They even brought the passenger limit up to 12 for vessels >100GRT. The big reason that I see for low charter market is that those same Americans who charter a big boat in the Med that serves as a mobile villa, have their own smaller boat at their coastal villa at home. The U.S. East Coast just isn’t as amenable to the same type of charter market due to the distances between the ports. On Cotê Azure you can do three countries and dozens of ports in as many days and only run the boat a few hours a day/ night repositioning to the next port of interest. Gotta face it, there are only a handful of interesting ports on the East Coast. Henning Heinemann via Facebook
About 30-plus years ago, all rescues and towing of rescued vessels ashore (if you were lucky they didn’t sink it), were strictly U.S. Coast Guard. So, with budget problems, the USCG went to Washington, D.C. to invent Sea Tow and TowboatUS [“Questioning the rules and reasons on chartering in the U.S.”]. My friend Capt. Chris Wells, who owns Cape Fear Marine Service in Wilmington/Southport North Carolina, was actually called to Washington, D.C. to be part of a panel of 13 experts in the towing and salvage industry. They invented the laws for Sea Tow and Towboat US to exist. If yachts are cargo vessels, how can they be towed by our great fleet of towing vessels, when cargo vessels can not be? Expand these laws to include charter? It may be a place to start. Capt. Joei Randazzo Nice article [“Here there be dragons: A cruise through Komodo National Park”]. Our NGO YachtAid Global built a fence around the Komodo Island school back in 2009. They had a problem where dragons would stalk and attack school kids. The fence fixed the problem. Capt. Mark Drewelow Founder, YachtAid Global
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Triton CareerSpotters
The-Triton.com July 2016
Triton Spotters
Capt. Mac McDonald of the 205-foot Oceanco M/Y Lady Lola takes his Triton to see the lovely Mt. Ranier off Seattle during a summer cruise exploring the Pacific Northwest and U.S. West Coast. Hope you have many more cloudless days, Mac. Jamie Lynn Miller shot this photo, right, of Capt. Jason Bell and Tracy at Port City Marina in Wilmington, North Carolina. The marina is downtown on the Cape Fear River. Miller shared this story about the couple: Capt. Jason Bell and First Mate Tracy Bell are married. The photo was taken on Tracy’s birthday, March 1, at Le Catalan, a French bistro and wine bar along Wilmington’s Riverwalk. Their boat is Gypsie, a ketch-rigged 52-foot Irwin. Tracy and Jason met in Grenada while Jason (a Scottish sea captain) was captaining Southern Winds, and Tracy and her father were sailing aboard Gypsie. They spent just 24 hours together before their respective ships sailed separate ways. They kept in touch via email, and two weeks later, Jason’s vacation time arrived. He asked Tracy to come home with him to Scotland – this woman he’d known for 24 hours – and somehow, she convinced her dad it was a good idea. They fell in love quickly, but after a blissful time abroad, it was time to head back to their designated courses; Jason returned to his post, Tracy rejoined her father, and neither knew what the future would bring. They tried to keep in touch, but they didn’t know how, when, or if they could be together again. Two months later, in the Sir Francis
Capt. Jason Bell and First Mate Tracy Bell read The Triton at Port City Marina in North Carolina. Drake Channel near the British Virgin Islands, their ships literally passed in the night. Tracy grabbed the radio and called, “Southern Winds?” Jason responded immediately: “Gypsie?”. Their ships slowed and Tracy and Jason moved their dingies toward one another, pledging their love in the middle of the ocean. Now married with three children, the Bells have made their way back to Tracy’s native North Carolina, and they’ve since inherited Gypsie from Tracy’s dad.
How do you read The Triton? Show us by sending your best Triton Spotter to editorial@the-triton.com.