Triton June 2015 Vol.12 No.3

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June 2015 Join The Triton and Advanced Mechanical for networking on June 3.

B11 Med yacht for Yank owner Fresh boat, crew and flag part of this season’s fun.

A3

Crew remember captain Betts in yachting since 1970s on M/Y Cygnus, Netanya II. A5

Stew battles for her life Tick bite infection changes career and health for Lewis.

A6

Readers share thoughts Captains and industry use their “Write” to be heard.

A14-15

TRITON SURVEY

CREW IN THEIR ELEMENT GLOBAL GOOD WILL: The sevenmember crew of M/Y Dorothea, left, returned from a two-year tour of the Pacific just as the 11-member crew of M/Y Qing departed for their own threeyear circumnavigation in April.

They both have humanitarian missions in mind, as well as adventure sailing.

Read more about Dorothea‘s remarkable voyage and crew on page B1, and Qing’s plans on page A8.

PHOTO AT LEFT PROVIDED, PHOTO BELOW/ LUCY REED

Has any form of selfexpression ever interfered with your ability to get a job?

Yes Sort 5% of 5% Not really 15% No 75%

– Story, C1

Brokers to remain after IYC merger with Cape4

By Dorie Cox

Give-and-take of yachting a tad unbalanced Every summer, some newspaper from some little town around the Great Lakes or up the U.S. East Coast will publish a story about a large, lovely yacht docking at the local marina. It’s big news in some places, and the mayor comes out to say hello or the fire boat will set off its From the Bridge water hose as a wish Lucy Chabot Reed of welcome.

I read those stories and wonder why Ft. Lauderdale never does that. We never actually do anything, as a community, to welcome yachts to town. And if anyone should be grateful to see them, it’s us.

So I asked a group of captains gathered for our monthly From the

Bridge roundtable discussion about it. We worked up to that scene slowly by first discussing what they bring to a community, and what a community gives them in return. I eventually found out what makes them feel welcome when they come to town, any town, and it has nothing to do with fire hoses.

“The biggest thing we bring in is money,” one captain said.

“And jobs,” another said.

“Not always,” said a third.

“Sometimes, we come to a nice island, drop anchor, spend the night, drop off our garbage and leave. That’s the other side, but usually we bring a lot.”

As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph

on page A10.

“In a small town, a boat with six, seven, eight crew will dock and spend $1,000 a week at the supermarket,” one captain said. “Then the crew go out to eat and drink, we buy fuel. I prefer to pay a few pennies more [per liter of fuel] and give the local guy business.”

Just how much yachts give to a community depends on the nature of the visit, they agreed. In a place like Ft. Lauderdale, when the owner and guests are usually not aboard, there won’t be as much shopping or periphery items such as flowers.

Dockage can range from a few thousand dollars a month at “a cheap dock up the river” or tens of thousands a month at a signature marina such as Bahia Mar. See BRIDGE, page A10

Ft. Lauderdale-based yacht brokerage firm International Yacht Collection has merged with Greecebased Cape4 Yachting.

In mid-May, IYC brokers and agents sent a letter to clients describing the deal and anticipated changes.

According to the letter, existing charter, sales and management contracts would “remain in full force and terms unaffected” and that “your core team will remain unchanged.” The letter also said that Cape4 services currently available in Europe, including shore support (yacht agency services), insurance, claims management and travel agency services, will soon be available in the United States.

IYC and Cape4 brands will run independently during the summer season, and will be integrated as of September under a “new visual corporate identity,” according to the letter.

According to several employees, the See MERGER, page A8

A June 2015

WHAT’S INSIDE

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Leap of faith

Flying captains? See who is making a splash on A15.

PHOTO FROM CAPT. CHRIS HARRIS

Advertiser directory C15 Boats / Brokers B5-6 Business Cards C13-15 Calendar B14 Captain’s Lunch A1 Columns: Career Coach A12 Crew Eye A15 From the Engine Room B2 Health C11 In the Galley: Crew Mess C6 Culinary Waves C5 Top Shelf C7 Interior C1 Leadership A13 Motoring B3 Nutrition C4

Onboard Emergencies B5 Owner’s View A3 Rules of the Road B1 Training B4 Crew News A6 Cruising Grounds B1 Fuel prices B5 Marinas / Shipyards B13 Networking QA A9 Networking photos C2-3 News A1,4 Obituary A5 Photos: Spinathon B11 Technology B15 Triton Spotter B15 Triton Survey C1 Write to Be Heard A14-15

The Triton

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OWNER’S VIEW: A new boat

June 2015 A

New yacht, crew, flag kick off the next adventure in the Med The new boat has been bought. It’s about the same size as the last boat that I shared with two partners who overworked the captain and his team because we were having so much fun.

The new boat will unfortunately have less use with just one owner, but the crew will be less frazzled, a good thing, I think.

Owner’s View This boat Peter Herm may be higher maintenance as it is metal/European vs. fiberglass/North American. It has been in the Med most of its life, and the Med is new cruising territory for this damn Yank and his family. Given the euro-dollar exchange rate, this seems to be the time try it.

We will keep the existing crew of three. They have been together more than three years and seem to be the perfect fit for my export of the “West Coast Family” style of boating. (See last month’s column for more about that.)

We shall see, of course. There will be no one to hand us towels upon our disembarkation from the hot tub, but that’s OK. And at least for this summer, we are importing our own bartender from Ireland so there will be someone on hand to handle the drinks.

I already know the boat needs a grill and a bigger icemaker. I can’t imagine a boat without a grill and lots of ice.

My last boat was U.S. flagged; this one has red on the flag from a country where they have a stiff accent. And its Lloyd’s classification is a first for me.

We shall see on this front, as well.

The British captain started his “yachting” career by spending 10 years sailing around the world on a plywood sailboat about the size of our tender.

His stories will be worth the price of admission alone. Pirates in the Indian Ocean, cyclones in the South Pacific and becalmed off the Galapagos for 30 days. It’s going to be a fun summer.

But my captain is not excited about the idea of towing a big tender. We will see how he feels when we cross the pond in the fall. I think the big keel, far below the prop tips, will give him a little comfort when we get to the Bahamas. He was aghast when I described the depths we cruise in over here. I pointed out that the Abacos charts are in meters, not fathoms.

There are no fathoms in the Abacos.

Our 440 feet of anchor chain should be enough.

The stew/chef (she calls herself a cook, not a chef) is the captain’s significant other from Poland. I am in love, and I don’t even speak Polish.

This love comes from the immaculate condition of my new boat, not my old age crisis. That and the fact that she seems to say yes a lot more than no. I

like that. I guess we will find out if she can cook – I had never eaten deep-fried minnows until my visit to Spain last week – but she does not appear to be crazy, which is my one criteria for a chef.

The engineer/mate has grease under his fingernails and it shows in the engine room. He went through a two-year refit on this boat and seems to know just about every square inch of it.

This will be my first boat with a full set of drawings aboard, a fuel centrifuge and compliant sewage system. And I am very pleased to report that the only exterior varnish is on deck furniture.

The surveyors gave the engineer a gold seal of approval on their very short list of recommendations, but the sea trial was interesting. Alas, that’s a tale for another time.

There will be some fun challenges ahead. The shore power conversion issue should be interesting … Asea or Atlas?

Getting the boat across the Atlantic should also be a fun math/wearand-tear/brain damage exercise. The boat probably has a 4000-mile range going slow, but riding on the back of something bigger might be less stressful for all involved. All new to me, so more learning experiences to come.

The critical issue now is where to send the boat for the summer. She is in Spain and the crew is restless to move after a winter at the dock. I hear the Balearics are nice. And by September it has to play hotel room for our team at the Monaco show. So what do we do in between?

I am sure the captain has some

ideas, but I will appeal to the community of kindness at The Triton to tell me where to go for the summer.

I would prefer to avoid the crowds and the embarrassment of hanging out with the 100m boats that seem to be everywhere. (Or should I say ships?)

It will be an interesting summer of gawking at the neighbors, if nothing else.

High tide only and bow west!

Peter Herm is the pen name for a real yacht owner who is an entrepreneur based on the East Coast of the U.S. It comes from Pieter Harmensz, original owner of the oldest known stock certificate in 1606, issued for a Dutch company with the largest shipping fleet in the world. Comments are welcome at editorial@the-triton.com.

A June 2015

NEWS BRIEFS

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Crew in coma after fall while cleaning; procedures inspected Crew member in coma after fall

A British crew member remains in a coma after falling from the yacht as he was cleaning it, according to news reports.

Jacob Nicol, 22, was rescued unconscious from the waters near Palma after falling from a harness over the side of M/Y Kibo, a 265-foot (81m) Abeking & Rasmussen yacht.

According to one report, the harness and seat may have hit his head during his fall. He has been transported to a hospital in the UK.

“The accident is a result of a tragic line up of circumstances that each played a part,” Capt. Chris Andreason said by e-mail. “The Cayman investigation has been conducted and the report will follow in due course.”

He could not comment on the accident itself, but did say that “each and every one of [the crew] involved in the rescue performed admirably, and not one of them froze in spite of the pressure and nature of the emergency.

I cannot commend them enough for their teamwork and professionalism.

“They were, and continue to be, a truly remarkable group of young people who I have been proud to have as my crew,” Capt. Andreason said. “They are pulling together and giving each other support; and all of us keep hope that Nicol will recover.”

– Lucy Chabot Reed

Inspections focus crew procedures The Professional Yachting Association has alerted its members that port states party to the Paris Memorandum of Understanding

(MOU) will focus on crew familiarization procedures as part of its Concentrated Inspection Campaign in 2015.

“If a Port State Control [inspection] occurs, the inspectors will want to see evidence that the yacht’s induction procedure complies with the Safety Management System in place onboard,” the Antibes-based PYA said. It expects the CIC to take place in October and November.

The Tokyo MOU is also conducting this CIC on crew familiarization as well as enclosed space entry. The Tokyo and Paris MOUs agreed in principle for a joint CIC on MLC in 2016.

– Lucy Chabot Reed

Pilots needed in France

According to the European Committee for Professional Yachting (ECPY), French officials will enforce the piloting zone beginning May 1.

Yachts 80m and larger must be piloted from east of Cap Ferrat until the limit of the historic zone of piloting of Nice (007 ° 24’E E).

For more details and a chart of the zone, visit ecpy.org.

USCG halts nav aids in NC

Coast Guard Sector North Carolina has temporarily discontinued 14 navigation aids in the vicinity of Hatteras Inlet due to shoaling.

Recent hydrographic surveys indicate shoaling in Hatteras Inlet between Buoy 9 and Buoy 13. The 14 navigational aids in this section of the waterway do not accurately mark navigable water due to limited channel depth and reduced channel width, the Coast Guard said in a statement.

The affected navigation aids can be found on Hatteras Inlet Channel chart 11555. For questions or concerns, contact Sector North Carolina at +1 910-343-3880.

Captain rescued after fall

The captain of the 95-foot M/Y Contessa was rescued by a Coast Guard aircrew after he reportedly fell overboard from his vessel 10 miles northeast of Nassau, Bahamas, April 29.

The crew of an MH-60 Jayhawk helicopter located the captain, hoisted him to safety, treated him for minor

See NEWS BRIEFS, page A7

CORRECTION

Kaleva Yachting Services, also known as KYS, was inadvertently named as KVS on page B1 of the May edition of The Triton.

Also, Viking Developers is Viking Yacht’s real estate division. It was described differently in a story page A1 in May.

The Triton

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OBITUARY

June 2015 A

Capt. Dick Betts dies; work includes M/Y Cygnus, Netanya II Capt. Richard J. S. “Dick” Betts died on April 23 in Ft. Lauderdale of a heart attack. He was 79.

Capt. Betts started in yachting in the late 1970s on M/Y Cygnus, a 110-foot Abeking and Rasmussen. He worked on yachts including Ductmate, Gitana, Entrepreneur, Sun Dream and Netanya II. Born in Britain, Capt. Betts grew up around boats and was a sea scout at age 11. He served three years in the British Army as a mechanical engineer, two years in the Royal Navy as a fixed wing pilot, and taught engineering and nautical studies.

Longtime friend and colleague Capt.

Brian Fulford worked on S/Y Peregrina when he met Capt. Betts in Bequia.

It was about 1976 when Capt. Betts worked on M/Y Cygnus.

“They were struggling to anchor, I went over to give a hand,” Fulford said.

“He was a big Englishman, six-footsomething with a good sense of humor, makes me chuckle. He was just a really nice guy.”

The two worked together several times, including on yacht deliveries.

“He was a proper gent that had that ‘my dear chap’ way of talking,” Fulford said. “Some of the stuff Dick did was amazing. In July 1973, he set out on a round-the-world sail. I’m not sure if he

The original crew circa 1984 from M/Y Netanya II, from left, are Eng. David Taylor, Stew Joanna (Boo) Flannery, Chef Stephanie Walters, Capt. Dick Betts, PHOTO FROM NANCY JOHNSON and First Mate Kat Banco. finished.”

Capt. Betts used his military training throughout his career, said his sister, Suzanne Rae. “He was a knowledgeable captain and well-liked,” she said. “With his engineering skills he was always able to put things right with a yacht. He was calm and collected.”

Capt. Betts was not married, but came pretty close to walking up the aisle, his sister said.

“His first love was the sea, and with his character he was very independent;

he liked to be able to pack up and go,” she said. “He was brilliant with kids, very patient, kind and tolerant.”

Nancy (Wechsler) Johnson worked with Capt. Betts starting in 1984 when he was captain on M/Y Netanya II. The yacht was at Derecktor Shipyards and he was in charge of coordinating a major refit, she said.

“He was such a wonderful man and so much fun to be with,” Johnson said.

“I became part of the crew whenever he needed an extra hand.”

Johnson recalled the yacht being

boarded by the Coast Guard in the middle of the night, near Puerto Rico, “during the days of Zero Tolerance and smuggling Haitians”.

“We were all separated in twos, guarded by armed Coast Guards as they searched the yacht, of course finding nothing, but a good boarding exercise,” Johnson said. “But it did end up with the guys loosening up for pictures as they debarked.”

Both friends recounted a humorous story of when two rabbis flew into St. Thomas to prepare the yacht for kosher use.

“The rabbis caught the wires of the range on fire as they blessed the counters and stove tops with an acetylene torch,” Johnson said. “There were laughs with Dick no matter where we were.”

The original crew of the Netanya II were Eng. David Taylor, Stew Joanna Flannery (Boo), Chef Stephanie Walters, Capt. Dick Betts, and First Mate Kat Banco, Johnson said.

“I was the official day worker,” Johnson said. “Dick will be missed, but fondly remembered with love and smiles.”

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

A June 2015

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CREW NEWS

The Triton

Stew bites back after ‘mysterious’ ailment

By Dorie Cox Former Stew Chantelle Lewis casually monitors the intravenous fluid dripping into a port in her arm.

Her days are filled with medications, doctors and hospitals.

Her life wasn’t always like this. Three years ago she was second stew on M/Y Dona Amelia, a 70m yacht. Now her job is managing Lyme disease and the subsequent illnesses she believes she contracted from a tick bite during her yachting career.

“You know, you really don’t think anything bad will happen to you,” Lewis, 30, said by Skype from a hotel room in California during a recent visit from her home in the UK. She comes to the U.S. for treatments.

“I had my shots and was aware of similar things through STCW,” Lewis said as she picked up a tray of pill bottles to count out her next dose. “We learned about malaria and inoculations.”

But she never heard of Lyme disease.

Lyme is spread by a tick bite and most cases can be treated successfully with a few weeks of antibiotics, according to the U.S. Centers for Disease Control and Prevention (CDC).

Initial symptoms usually include a red, bulls-eye shaped rash, fatigue, chills, fever, headache, muscle and joint aches, and swollen lymph nodes.

Lewis doesn’t know when or where she was bitten but believes it was in the Caribbean in 2012. She logged many miles onboard, including trips to Antigua, Barbuda, St. Martin, Anguilla, Portugal, Valencia, the Balearic Islands, as well as three Atlantic crossings.

“When I got sick I thought it must be hormones or in my head,” Lewis said. “I fell ill just as I was leaving to do the crossing to Portugal. I had a week in bed with what felt like a bad case of the flu.”

She continued to exhibit symptoms for more than a year while her doctors in the UK searched for a cause. The untreated infection can spread to joints, heart and nervous system.

Animated for the Skype interview, Lewis couldn’t hide that she is tired.

Former Chief Stew Emma Wilson said it’s the opposite of how Lewis was on the yacht.

“She had amazing energy onboard,” Wilson said. “We used to call her, “Eveready battery”.”

Wilson, who retired from the yacht to have a baby, said Lewis was a natural.

“Chantelle told me, with this big energetic smile, that she loved cleaning so much she got excited when she heard dirt being sucked up a vacuum cleaner,” Wilson said. “I hired her instantly. She flew up the ranks until she was my second stew and it would not have been long until she would have been chief stew.”

Lewis offhandedly checked her

Former Stew Chantelle Lewis before becoming sick with Lyme disease.

PHOTO PROVIDED fluids as she also recalled those days.

“I would get told to stop working,” Lewis said. She now directs what little energy she has toward healing.

“This is like a mini pharmacy and it feels like a full-time administration job,” she said as she held up a spreadsheet. “But I’m very organized, like these charts to see how many IVs for each day. People say, ‘you must watch Netflix all the time,’ but I can’t.

I’m ordering, updating the doctor, filling in my charts, keeping a log …

Some days, I pass out and have to go to the emergency room.”

When Lewis’ illness began, timing for a few events made the situation worse, Wilson said.

“Chantelle left the boat as she was starting to become unwell and since the owner was selling the boat, she thought it was a good time to sort out these strange medical problems she was having,” Wilson said.

“A lot of us didn’t know how sick she was, until she was told they were not sure she was going to survive longer than six months and she had finally been diagnosed with Lyme.”

This has made insurance coverage complex.

“As for medical, she was covered by the boat until she left,” Wilson said.

“Then she joined Bupa Insurance herself when she was in the UK. It then became the chicken and the egg. Bupa said it was a pre-existing condition, and Pantaenius, our boat insurance, said that the minute she signed off the boat, the cover was stopped.”

And to make matters worse, the NHS [National Health Service of England] doesn’t recognize Lyme disease, Wilson said.

Despite symptoms that progressively worsened during her initial 14 months, Lewis said she did not receive treatment in the UK. She researched to find her own treatment options and found a facility in California. She sees specialists in London.

Maria Karlsson, president of

Superyacht Insurance Group, said crew medical insurance usually covers crew while working and during time off.

Karlsson is not involved in Lewis’ case.

A yacht’s protection and indemnity insurance covers work-related accidents and illnesses, Karlsson said.

But whether the yacht is liable is not clear in Lewis’ case.

There are a number of variables that affect the medical coverage of yacht crew, including citizenship, yacht flag and the crew’s contract, Karlsson said.

“How was she bitten, did this happen during time off?” Karlsson said.

“It’s highly unlikely that she got bit by a tick onboard the yacht.”

No one knows, even the captain can only speculate.

“With regards to the disease, I’m not sure where she got it,” Capt. Daan de Witt said. Crew are known to take advantage of the locations that yachts visit, he said.

“You can’t tell crew not to go on adventures,” de Witt said. “Crew are adventurous-type people. It’s difficult to put them in cage and say, ‘be careful’.”

Lyme disease is a learning experience for everyone involved. Capt. de Witt said he did not know crew could contract such a disease.

“In 17 years in yachting, this is the first time I’ve seen this. I didn’t know much about it but now have done some research,” de Witt said. “The problem for her in England was that they didn’t know much about it and by the time they realized, it was too late.”

Now Lewis is navigating roadblocks to transfer her medical treatment back to England. Technically, she needs a nurse to go home with the lines, fluids, flushes and needles, she said.

“Companies won’t ship supplies and medicines to UK, so I need to get a P.O. box,” she said. “Even if I go home with this line, they can’t prescribe sterile water for flushing. Customs is getting tighter with the list of medications that you can’t send.”

Even though it has been years of health issues, Lewis was wistful while sharing her story.

“It feels crazy looking at these photos and realizing how life has changed,” she said. “I used to be able to work hard and play hard. Now I feel exhausted walking upstairs.”

Overall, Lewis’ positive attitude keeps her hopeful about her health and her mission to educate others with her blog (www.biteback4chantelle.co.uk).

Lewis also has a fundraising page to help cover her bills.

“There will be life beyond Lyme Disease and I will be sure to discover it,” she wrote. “I have a lot of hope and won’t give up fighting.”

Dorie Cox is associate editor of The Triton. Comments are welcome at dorie@the-triton.com.

The Triton

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NEWS BRIEFS

Captain pulled from Atlantic; NOAA updates weather sheets NEWS BRIEFS, from page A4

said in a statement.

injuries, and transported him to Lynden Pindling International Airport in Nassau.

Woman jailed in Google exec death

NOAA updates weather sheets

The U.S. National Oceanic and Atmospheric Administration has updated its Extreme Weather Information Sheets (NEWIS), which provide phone numbers and web sites for contacting government officials and monitoring information resources before, during, and after potentially life-threatening weather situations.

Sheets are available free of charge for coastal areas. Find them at www.ncddc. noaa.gov and search for NEWIS.

Safety zone doubles around reef

Australia plans to more than double an area near the Great Barrier Reef that restricts shipping to protect the environmentally sensitive region, according Reuters news service.

A decision to include large areas of the adjacent Coral Sea in the area will expand it by 140 percent, or 565,000 square km (218,000 square miles), Infrastructure Minister Warren Truss

The woman charged in the death of a Google executive aboard a yacht in November 2013 has pleaded guilty in a California court and was sentenced to six years in jail in mid May. Alix Tichelman was charged with prostitution and manslaughter in the death of Google executive Forrest Timothy Hayes after he died of a heroin overdose. She pleaded guilty to two felony charges of involuntary manslaughter and administering drugs.

Mr. Hayes died aboard his 45-foot boat M/Y Escape in the Santa Cruz harbor.

Japan joins America’s Cup

SoftBank Team Japan will compete for the 35th America’s Cup after its challenge through the Kansai Yacht Club was accepted by the Golden Gate Yacht Club, represented by the defending champion, Oracle Team USA. “We are very pleased to welcome a Japanese challenge back to the America’s Cup after a 15 year absence,” said Norbert Bajurin, commodore of the Golden Gate Yacht Club.

June 2015 A

Yacht burns; damage to another; no one injured The 68-foot Fairline M/Y Journey was destroyed in a fire at Bahia Mar in Ft. Lauderdale on late April. The yacht beside it, the 138-foot Kingship M/Y Star, was damaged by radiant heat.

Crew from neighboring G dock made emergency calls when they noticed the fire on H dock at about 10 p.m., according to Timothy Heiser, deputy chief of Fort Lauderdale Fire Rescue. No one was onboard the Fairline. The Ft. Lauderdale Fireboat 49 picked up two crew from the aft deck of M/Y Star. They were not able to exit by passerelle due to excessive heat and smoke from the burning Fairline, Heiser said.

Smoke and flames could be seen up to 50 feet in the air, but the fire was extinguished in about 20 minutes, he said. The burned Fairline remained afloat and was towed to a marina the following day.

“The hull [of the Fairline] was not compromised, no fuel was lost and

the officers monitored the amount of water used to keep it afloat,” Heiser said.

Marina and boat fires present several challenges for firefighters, Heiser said. It can be difficult to find people onboard and fires are often hidden in secondary spaces that are difficult to locate.

“We did a primary and a secondary search for persons onboard Star,” Heiser said. “It was dark and it was hard to see with the dense smoke. The docks are 8-10 feet wide and we had a 3-inch hose running down the dock. This creates a challenge to keep the firefighters from falling in the water.”

According to a Ft. Lauderdale Fire and Rescue report, the Fairline, valued at $3 million, is a total loss.

The Kingship, valued at $14.5 million, sustained $300,000 worth of damage.

No cause has been determined.

– Dorie Cox

A June 2015

NEWS

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The Triton

Brokers, charter fleet remain; marketing outsourced MERGER, from page A1 brokers, including Frank Grzeszczak and Mark Elliott, will remain with the company. IYC President Bob Saxon would not comment on his plans until Cape4 makes an official announcement. Several brokers said they were looking forward to the changes.

“It was stagnant before, but this is a huge leap forward,” Elliott said.

“This is fresh blood. Cape4 is very enthusiastic and we plan to be No. 1.

I’m definitely on the wagon with this.

And we’ll be looking to hire with this expansion. We’ll need charter brokers, management and sales.”

One thing it likely won’t need is marketing staff. The department was cut as Cape4 expects to subcontract that work, according to an employee who asked not to be named.

“I would think that downsizing is always part of the plan, in a case like this,” said Catalina Bujor, who worked in the marketing department until her final day with IYC on May 15.

Bujor said it made sense for Cape4 to buy IYC instead of starting its own

company in the U.S. “They have bought a business with some of the most successful yacht brokers,” Bujor said.

“They are a smart company and have been doing their due diligence since the Miami show. Overall, my opinion is that the IYC brand will thrive under its new ownership. It will get a long-awaited facelift with a fresh approach in the U.S. market.”

Cape4 Yachting partner Stefanos Macrymichalos would not comment before the announcement detailing the merger expected in late May.

Founded in 1997, IYC has offices in Ft. Lauderdale, Palm Beach, Newport, Nassau, St. Maarten and Monaco. IYC offers sales, charter, management and crew placement. Trinity Yachts bought it from Steve Hudson in June 2007.

Founded in 2005, Cape4 has offices in the Mediterranean including Croatia, Montenegro, Malta and Greece. It also offers agency services and yacht insurance, according to its Web site.

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

M/Y Qing to take three-year tour with YAG

By Lucy Chabot Reed Capt. Gui Garcia and his 10 crew on the 151-foot Cheoy Lee M/Y Qing set off from Ft. Lauderdale on April 30 on what is planned to be a three-year circumnavigation. First stop: Cayman Islands to await the weather window for Panama.

“We’re still planning it all,” Capt.

Garcia said. “We’re taking it one leg at a time.”

Roughly, they expect to work their way around the South Pacific to Singapore, then across to Africa, over to Brazil and back to the United States. Along the way, they will do some spearfishing and diving in places “as remote as possible,” he said.

“Our goal is to go to places you can’t fly into.”

A key part of the trip will be delivering supplies and water to various communities around the globe as a part of YachtAid Global, the yachtbased charity started nearly a decade ago by a former yacht captain.

After passing through the Panama Canal, Qing plans to visit Colombia, Costa Rica and the Sea of Cortez, where YAG supplies will make their way to Mexico’s Cabo San Lucas, still recovering from a hurricane last fall.

The yacht also is carrying 50 water filters that the owner purchased through YAG partner Waves for Water that will help locals clean as much as 1 million gallons of water each.

A highlight of the upcoming trip for Capt. Garcia, who traveled extensively with M/Y Tuscan Sun, is to revisit areas around Micronesia, especially seeing reefs and dive sites that he first photographed 25 years ago to see how they have changed.

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

The Triton

www.the-triton.com TRITON NETWORKING: Advanced Mechanical Enterprises

It is good vibrations with AME, Triton networking this month Yacht captains, crew and industry professionals are invited to join Triton networking with Advanced Mechanical Enterprises/AME and Advanced Maintenance Engineering/AME for our regular first Wednesday of the month event in Ft. Lauderdale on June 3. (There will be no regular networking on the Battles-Merhige third Wednesday in June or July.)

Until then, learn a little more about AME from company administrator Christine Battles-Merhige.

Q. What is the difference between the AMEs? Advanced Mechanical Enterprises is the name that’s known in the marine industry, but is actually only one of our companies. We diagnose issues on all vessels and fix them to ensure their propulsion systems are functioning at their best. Our sister company, Advanced Maintenance Engineering, does diagnostics and repairs on rotating machinery.

The difference? Advanced Mechanical works on everything on the water, Advanced Maintenance, everything on land, hence the blue and green logos. To establish a cohesive identity, we recently trademarked a co-branding of both companies with AMEsolutions.com.

Q. Your business has many parts.

What came first?

Rich’s (Merhige, president of AME) experience with diagnostics goes back more than 30 years to when he was a test engineer on naval ships.

He founded Advanced Maintenance Engineering in 1992, where his focus was primarily on diagnostics. He saw the value in vibration analysis, which was just gaining in popularity.

Ten years later, he started Advanced Mechanical Enterprises where he was then able to provide field and shop services to address the issues being diagnosed in his vibration surveys.

Q. What is your background?

My background is events and marketing; I had my own company for many years. When I met Rich, I began assisting his companies with marketing and fell in love with the marine industry. As Rich and I dated,and later married, I became more involved and I now oversee operations and marketing.

Q. Predictive and preventative maintenance are top concepts. Why? Predictive and preventative maintenance are extremely important in terms of saving money and preventing serious mechanical issues.

Unfortunately, many people don’t plan for problems, so when problems come,

we have to take reactive measures to fix them. Because of this, we recommend annual vibration surveys, even if no obvious issues are present, to catch anything before it becomes major.

Q. What can happen when a yacht is not maintained?

The most obvious issue with vibration is cosmetic, it being an annoyance. However, there is a push to ensure vibration is addressed to maintain crew comfort levels and safety. Most importantly, vibration left untreated can cause major issues with machinery, such as premature wear on bearings, seals or engine mounts, which can cause damage to the shafts.

Q. What needs to be balanced?

On yachts, propellers, impellers and fans are usually balanced. The majority of our balancing is done for our landbased clients. Our team is expertly trained to balance fans, blowers, chillers and machinery for warehouses, factories, high-rises, residential complexes, you name it.

Q. Do yachts have regular checkups or only call for problems?

Smart captains and chief engineers are proactive with their maintenance and come to us for regularly scheduled vibration surveys.

Q. How does your team stay current on technical advances?

We have an extensive in-house library of technical publications, our service team researches the newest technologies and methods and we attend as many trade shows and seminars as possible. Coupled with our service needs we’re able to create our annual education plan, which is designed to build our service team to ensure we have adequate coverage for our most demanded services while addressing the need to take on new capabilities and offerings.

Q. There is so much to know on a yacht. How should captains and engineers prioritize?

Scheduling and planning are the most important thing when it comes to maintenance. Vibration analysis is the most cost effective and timeefficient way to stay ahead. The reports provide a detailed picture of the condition of machinery, and provides recommendations of where a plan should be focused. Annual and, even better, bi-annual surveys can point out exactly what needs to be fixed, or monitored, so captains and engineers can plan and budget.

Triton networking will be June 3 at Advanced Mechanical Enterprises and Advanced Maintenance Engineering at 217 S.W. 28th St., Ft. Lauderdale (33315). For more information contact +1 954-764-2678, 866-377-0770; or visit www.amesolutions.com.

June 2015 A

A10 June 2015 FROM THE BRIDGE: Give and take

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Attendees of The Triton’s June Bridge luncheon were, from left, Greg Russell of M/Y Bella Vita, James Fiske of a 57m Feadship, Dave Ober of M/Y Next Chapter, and Randy Steegstra of M/Y Tsalta.

PHOTO/LUCY REED

Needs of yachts create niche for new businesses, careers BRIDGE, from page A1 “It depends on what level you want,” a captain said.

“I spent $1,100 a night in St. Thomas, every night,” said another.

One captain on that “cheap dock” saved the owner 70 percent in dockage during a recent stay in Ft. Lauderdale but then convinced the owner to “put some of that money back into the boat” on some needed repairs. It worked.

“Owners don’t come to Ft. Lauderdale unless they’re looking at a boat or meeting with designers,” one captain said. “The money they’re spending is through us.”

And it’s significant.

“Every time I go to Costco, I see a boat go through there, shutting down a whole lane,” one captain said.

“Whole Foods just started a delivery service for yachts,” said another.

“If my stews come back with a $1,200 bill from Publix, it’s no surprise,” continued the first.

“We’re in the shipyard now and we’ll spent $3,000 a week on food for the crew,” said a third, who feeds more than a dozen crew from the grocery store and local sub shop.

After a few minutes enumerating those expenses, it hit one captain.

“I hate to say it, but the only thing we bring to the table is money, but that’s the main thing,” he said.

“And jobs, too,” said another.

“That’s right,” the first captain said.

“Because of yachts, Whole Foods has to hire a couple extra people, where the one [north of Ft. Lauderdale] doesn’t.”

Their presence in a town like Ft. Lauderdale has created businesses that can cater to yachting, offering a niche business and custom service.

“And it’s not just here,” a captain said. “In the Bahamas or Caribbean, it’s a necessity. We are their tourism.”

“Look at St. Maarten; it’s exploded over the years, even though yachting is only there four months of the year,”

another said.

One captain who cruises in the Bahamas stays at the same marina in the Abacos every year.

“When we show up, that whole place comes alive,” he said. He uses local kids to help with the fish, and brings them things they need.

“And I buy fuel – tons of fuel; it really makes a difference,” he said. “And we’re not a big boat. I joke with the missus that she’s her own economic stimulus package. She makes a point of going into the local shops and buying something everywhere we go.”

“We’ve got a responsibility to do that, to buy local rather than arriving and having everything flown in,” another captain said.

“When I can, I spend locally, but I’m never going to compromise the boss’s experience,” said a third.

“Aside from the monetary [part of what yachts give], I try to give everybody [onboard] a little talk,” one captain said. “ ‘We’re here in their country. We can’t have what we want all the time. Let’s have a good time and relax.’ That attitude will come back to you in spades.”

And what do communities give to yachts and yacht crew in return?

“In the Caribbean, it give us an experience the boss enjoys,” one captain began.

“The facilities to help you make the owner’s experience that much better,” said another.

But that’s the location part of it; it’s not anything the community actually does. What do communities give you?

“Friendships,” said a captain. “I have dockmasters I’ve been seeing at the same marinas every year who have become friends.”

“That gives us an ease of operation with those relationships,” said another.

“I will stop to see Louis at Coinjock, buy fuel and have a steak,” the first

See BRIDGE, page A11

The Triton

www.the-triton.com FROM THE BRIDGE: Give and take

Marina, ‘kid on the dock’ are first taste of town BRIDGE, from page A10 captain said. “I might not need it, but I’ll get it from him because we go way back.”

These captains talked about the friendships they’ve made, often with the same dockmasters throughout the U.S. and the world, and the help they and their staffs have given them in making memories for the owners and guests.

“With guests aboard, that type of thing can make or break an experience,” one captain said.

“It makes my life much easier when I need to rent cars, get the owners around and get what I need,” another said. “We foster relationships over the years.”

At this point, one captain thought of all the friends he’s developed over the years running yachts and must have felt blessed, because he said: “I don’t think yachting does enough.”

He offered praise for charitable groups like YachtAid Global and events like the Marine Industry Cares Foundation’s annual Spin-A-Thon that benefit children, but said not enough crew participate in them. And he joked that yacht crew do go to the National Marine Suppliers party each year to raise money for breast cancer.

“When we refit the yacht, we donated bags and bags of stuff to the homeless shelter,” one captain said.

And another captain who ran a yacht with a lot of corporate events donated lots of food to a halfway house.

I stopped them and pointed out that we were again talking about what yachts give a community. I was trying to find out what a community gives yachting. Somehow, that got one captain to remember a negative experience of a fellow captain whose yacht dropped anchor in the Turks & Caicos and damaged a reef.

The captain, he said, dropped the anchor exactly where officials had told him to.

“They don’t want yachts there,” this captain said. “They threw the book at them. They make it very clear they don’t want yachts.”

The other captains acknowledged that sometimes yachts are the target of opportunity, and each had a story about some government official with his hand out as the big shiny yacht pulled into a marina.

“But those times are few and far between,” a captain said.

So what makes you feel welcome?

Do you like the big fuss, with the story in the newspaper and the fire boat spraying a fountain of welcome?

“It depends on the owner,” said one captain, who told a story about an owner who, after his boat was featured on the front page, removed all his name boats and replaced them with subtle names, turned off his not-required AIS and cruised a bit more incognito.

What about from the captain’s perspective? What makes you feel welcome when you arrive with a yacht?

“Not getting stiffed,” one captain began.

“Yeah, when I see people with their hand out, I say ‘You know what? We’re here for one night. We’ll go somewhere else’,” another said.

So that kid on the dock will cause you to take your thousands of dollars in dockage and leave?

“It might just be a kid on the dock, but that’s our first impression of that community,” one captain said.

“If he’s doing that, he’s learned it from someone else,” another said. “It started somewhere, and it’s hard to break the cycle. Everyone learned from someone else.”

They then talked about the marinas on the U.S. East Coast where this behavior is the worst, the habit that makes captains feel most unwelcome. I still wanted to know what makes them feel welcome, so I asked again.

There was a pause.

“The community inviting you to do stuff, hosting a crew movie, crew golf, crew olympics,” one captain said. “IGY is really good at that.”

What makes them feel welcome, they said, was a friendly face, not a grouchy face, standing on the dock with their hands behind their back, looking very professional.

“That’s our first taste,” one captain said. “Our impressions of a community comes from the marina.”

They also felt welcome when the nearest bar or restaurant includes things like free wi-fi and sells phone cards so visiting crew don’t have to run all over town to get what they need.

One captain told a story about a visit to Croatia in the early 1990s soon after conflict there ended. People would come to the dock and welcome them.

“Everywhere we went, people would walk by and say thank you for being here,” he said. “They were so happy to see people coming back to their country. The local agent brought us to his house for dinner.”

That’s what he remembers, 25 years later.

The captains smiled and laughed about various welcomes for a bit, before realizing that those, too, were few and far between.

“Too many places are starting to take yachting for granted,” one said.

“They’re expecting you to spend, to give,” said another. “They figure, he can afford it, I’m going to charge him more.”

“Something that cost $5 yesterday is $10 today because it’s for the yacht,” said a third.

And they had some good stories, too.

“The customs guys in La Ciotat were really polite,” one captain said. “They apologized for not taking their shoes off. And it was a fair process. Other places, you are treated like a criminal

from the get-go.”

Their interactions with government officials in the U.S. and around the world varies, with plenty being terrible.

One captain told of a visit to the Dominican Republic years ago when all the officials were standing on the dock with their receipt books.

“I said no to each one, and when the last one got off the boat, he went like this,” this captain said, dragging a finger across his throat. “I will never go back there.”

“The best thing that’s happened in Ft. Lauderdale for yachts is the economic impact study they did years ago,” one captain said. “It really opened people’s eyes as to how much yachts bring to the community.

“Ft. Lauderdale has come to appreciate what we bring, but the county, not so much,” this captain said. “Years ago, they wouldn’t share a small piece of the port to help haul the largest yachts, so where did they go?

They went to Jacksonville, Miami and the Bahamas.”

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. If you make your living working as a yacht captain, e-mail us for an invitation to our monthly Bridge luncheon.

June 2015 A11

A12 June 2015

YACHT CAREERS: Crew Coach

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“The most beautiful fate, the most wonderful good fortune that can happen to any human being, is to be paid for doing that which he passionately loves to do.”

— Abraham H. Maslow

Are you in yachting profession for love of it, money or both?

Most of us have heard a variation of Maslow’s quote. Doing what you love is the ultimate work experience. I wanted to lead off with his quote because of how beautifully he states it, but also to set what I hope can be a takeaway from this column. “The most beautiful fate, the most wonderful good fortune” sounds pretty good. Sounds like Crew Coach experiences in life Rob Gannon we’d all sign on for.

I find the yachting industry an interesting mix of people; a global variation that have entered the industry from different places and experiences. Some have grown up around boats and the water and were naturally drawn to this life.

They have the salt water in their veins.

Some come from other service industries, and some come with no experience at all. There are also those who come from some far-off port cities with little economic opportunities and jump at the chance for life at sea.

Whatever your story, if you have been in this yachting game for a while, you probably know why you’re here and how you feel about it.

Now, if you’re in yachting for the money and can flat out admit that, OK, no problem. The honest selfassessment is good. The conflict set-up in that case, however, can be an issue.

The conflict is: Can your attitude and performance hold up if money is the No. 1 motivator? If you don’t love or at least like what you do, how well will you be able to continue to perform?

Will you become a complainer or malcontent who is just counting the days till your time is up? Will you start affecting other crew members’ attitudes? Maybe, but maybe not.

I’m sure there are many out there who can balance attitude and money motivation. Doesn’t making good money help with keeping a good attitude? It does, until it doesn’t.

I have heard captains and crew say they didn’t care how much they were getting paid, they just wanted off a particular yacht. Stress, frustration and discomfort will move most of us, eventually.

There may be some regret about leaving that money behind but that is usually more than balanced out by a

strong sense of relief.

On the other side are those who are in yachting because they are, as Maslow states, “doing what they passionately love to do”. There are professionals in all types of work who really can’t see themselves doing anything else. They love what they do and feel they are right where they belong.

That doesn’t mean every day is a ball of fun, but with the challenges and ups and downs, they roll on, comfortable in their skin and fairly content. If the money wasn’t that good, they would probably still be there. Hopefully, in the middle of it all, they have moments of awareness and appreciation. With these folks, attitude is usually not an issue. You love what you do.

Sure, some day-to-day stuff can still briefly upset or annoy, but it doesn’t linger, you know it’s just a small part of the big picture and you like the big picture.

What about those who fall into the “both” category; they love what they do and they are motivated by the money?

Well, good for you. You’re in a pretty good place. In fact, you are probably the type to move up in the business. You know you love it and you also would welcome more responsibility and more money. You could be the ambitious type that many employers look for. Carry on.

So if you’re pretty much in this for the money and know it, do some soul searching and then some planning.

You probably are not going to be in this profession very long. Think about what is your passion. Think about what you would really like to do. Save as much as you can and go do it.

Again, there is nothing wrong with jumping into this profession to make and save some money, then getting out, as long as your attitude and performance don’t suffer.

If you are in that “both” category, sail on. You will probably do well in this or any industry that you feel the same way about.

And if you are in this because you passionately love what you do, well done. Enjoy and thrive.

No matter which, enjoy the voyage.

Rob Gannon is a 25-year licensed captain and certified life and wellness coach. He offers free sample coaching sessions and can be reached at +1 772486-5136 or rob@yachtcrewcoach.com.

Comments are welcome at editorial@ the-triton.com.

The Triton

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LEADERSHIP: Taking the Helm

Authentic leaders earn trust with integrity, respect, listening Sometimes leaders rely on their title or position to get people to do what needs to be done. But a title alone does not create a leader. How, then, do you develop influence to create a team?

The answer is that it hinges on the quality of the relationships a leader has with his or her co-workers.

Taking the Helm Relationships are the foundation Paul Ferdais of leadership.

Without them, it’s impossible to influence others.

Leaders who develop relationships demonstrate they care about their co-workers. In a relationship, people learn to trust one another, listen to one another, and connect over time.

The stronger the relationship, the stronger the trust and the deeper influence a leader will have.

Positional leaders – those who lead from their title – are commonly heard saying something like, “Do this because I told you to.” Unfortunately for those leaders, they only get the bare minimum of effort from their coworkers. Coercion in this circumstance only works because the leader happens to have leverage over someone else in the form of holding the power to fire someone. In other words, “do as I say, or I will fire you.”

On the other hand, while authentic leaders may have a title and authority, they rarely need to rely on it. Instead, they use influence to encourage coworkers to accomplish their tasks.

The following six steps will help onboard managers develop influence and become superior leaders.

1. Develop relationships.

Because leadership rests on relationships, it’s crucial that those who want to become effective leaders take the time and make the effort to develop relationships with their people. Develop relationships connect a leader to his/ her team mates and demonstrates that you value them.

The best way to start is to behave with courtesy. Simply saying “please” and “thank you,” “good morning” and “good night” demonstrates that you do not take anyone for granted or, more importantly, that your title doesn’t put you above simple decency. Common courtesies build influence with people.

2. Demonstrate integrity.

Honesty, trust and dignity combine to create integrity. If integrity is weak, leadership will be limited due to diminished trust, a crucial component to relationships.

Ethical principles, the foundation of integrity, are not flexible. In any big or small issues that may come up, behave

the same way. Behaving the same way in all situations develops integrity.

3. Treat people with respect.

When you respect someone, you demonstrate a sense of the worth you hold for that person. You must also earn people’s respect; you cannot simply expect it. Respect helps motivate others because they feel cared for and considered. Be respectful of everyone around you and watch your influence grow.

4. Listen to others.

Listening is the one skill everyone uses every day. How well you listen is entirely up to you. In grade school we’re taught how to do math, read, and spell.

Unfortunately, we aren’t specifically taught how to listen to those around us. Make the effort to improve your skill of listening.

Listening does two things at once: it shows respect for others and helps build relationships. Listening demonstrates that we are not focused on ourselves but instead on the people around us. Influence grows when we listen to what other people have to say.

5. Build up the people around you.

Great leaders think of their team before thinking about themselves. Add value to others so they can perform at a higher level and achieve your expectations. As a leader, it’s essential to create other leaders who can take over moving forward. Grow your people so they can succeed and achieve their highest potential.

When leaders develop their people, influence with them builds because the leader demonstrates that they care about their success.

6. Share common experiences.

Sharing common experiences builds bridges with team mates. When a leader leads from the front and participates in what the rest of the team is doing, these shared experiences build strong connections. When all members of the team experience things together, they develop bonds that strengthen relationships. For leaders, that means deepening influence.

Use these steps to help develop influence to become a more successful leader, regardless of your title.

Paul Ferdais is founder and CEO of The Marine Leadership Group (www. marineleadershipgroup.com) delivering leadership training workshops and coaching. He holds a master’s degree in leadership and spent years working his way up from deckhand, to first officer on yachts. Comments are welcome at editorial@the-triton.com.

The Marine Leadership Group will host a free seminar at the ICT campus in Ft. Lauderdale on Tuesday, June 9, from 7-8:30 p.m.

June 2015 A13

A14 June 2015

WRITE TO BE HEARD

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Owner’s candid monthly column worth a read

By Capt. Mac McDonald Allow me to say that it has been a pleasure reading the thoughts of an owner. [The Owner’s View column by Peter Herm launched in December and appears every month on page A3.] Crew often do not get such candid thoughts from our bosses, and particularly not from owners other than our own.

His most recent column [“Yachting runs full speed into turnaround, guests, crew schedule,” April issue] struck a chord.

I started as mate/engineer on a 92footer more than 20 years ago. Eight months later, I took over that vessel as captain. I ran it for the next three years, then another 100-footer for four years, and on up in size to my present vessel (205 feet).

My first two boats were owned by businessmen who liked to drive, known in the industry as uh-ohs (owner/ operators or O.O.s). The second vessel chartered but the first was private. I’ve had fun owners, insane owners, family owners and father-like owners.

Mr. Herm succinctly states that every boat is different; true. There are a lot of similarities but each program has its idiosyncrasies from traveling “from Maine to Alaska and back with seven crew and the generators ran non-stop for 18 months” to a dockside queen that only leaves the dock to go to the shipyard once a year.

As he has no doubt read before, a captain/owner relationship often simulates a marriage. There often is (and should be) give-and-take and most definitely communication between the two. This promotes a positive end result of owner happiness and crew longevity. It sounds like he is on the right track to wedded bliss.

Kudos to his [previous] captain; personally, I would run screaming from a three-owner program. However, if the partners and captain have a satisfactory arrangement, then that’s fantastic. The fact that this owner asks questions is encouraging. It is wonderful that he doesn’t assume that when he is gone, the crew is merely enjoying whatever port where they are berthed, laying by the pool and eating bon-bons.

Sometimes the work is more intense when the owners are not there. This is the time for: l short distance repositioning of the vessel l repairs that couldn’t be accomplished with guests on board l reprovisioning and ordering/ receiving of large food orders l deep cleaning, inside and out l various service contractors that need to come in for compass swinging, carpet cleaning, interior varnish touchups, air conditioning tune-up, repairing the Jetskis from guest damage, marble

polishing, electronics tweaking and myriad other services l flag state and other inspections l exterior paintwork from repairs to full new coats l exterior varnish l office work such as new hires, inventories and payroll/accounting l interior shopping including office supplies, uniforms, guest amenities, crew toiletries, etc. l oh, and maybe a day off for the crew (if it isn’t taken up with a medical or dental visit) Needless to say, they are rushing around to get ready for the next round of guests and not just lounging about.

Most crew will agree that while working 12 weeks straight is hard, it is achievable if there is light at the end of the tunnel.

“What is acceptable guest time on board over a normal year?” Boy, that’s a minefield of a question. So many boats … so many different ways to run them. Personally, I think two weeks a month is a satisfactory compromise.

Most of my boats have been slightly less than that, on average. Other factors to consider in this monthly number are longer-term time off for crew (proper vacation), repositioning (particularly, if you are going to Europe) and major yard periods.

Most crew will agree that while working 12 weeks straight is hard, it is achievable if there is light at the end of the tunnel.

And by the way, bless this owner for adhering to the 48- to 72-hour turnaround. A lot of owners are standing on the dock as the charter guests depart. While a lot of work is needed to prepare the vessel for an owner’s arrival, believe it or not, it is actually a bit of a break for the crew from having guests on board. That permanent smile can be absent, the “fourth wall” façade can be let down for a bit, a beer or two can be had, and loud music can be played while scrubbing toilets. Ahhh, it’s the little things.

Mr. Herm’s last question is a doozy: Where do you find a great chef who is not crazy? I have the great fortune to have married an amazing chef, so she goes where I go. Or rather, she gets hired and I come along to drive the bus.

More owners need to realize how much effort goes into providing basic sustenance.

Add to that a desire to do it well, keep it up-to-date and in vogue, and adjust it for various diets.

Then, add the crew. He mentions seven crew; I’m assuming 10 guests (possibly 12). If the chef makes breakfast for the crew (which generally is an unexpected pleasure), that’s 17

people s/he feeds three times a day.

Solo. Can you imagine how much work that is?

I honestly didn’t understand the galley my first few years on a yacht.

On our second boat, there was a down period for the vessel where the chef went to the owner’s vacation home for a week to cook for him. Being the Intrepid Husband (and Chief Bottlewasher), I went along to assist.

Holy cow. I had no idea how fast things had to happen and in a certain order and on a specific schedule. Food to be purchased, veggies to peel, odd crunchy things to boil and soften, sauce to be made, meat to be seared, etc.

In remote locations, provisions are often difficult to obtain, which takes even more time. Even if we use an agent, it can be trying. I mean, how can anyone translate “one case of broccoli” into “four straggly bunches of green onions?” Yet it happens constantly.

And the piece de resistance … do all this while holding on for dear life as the boat pitches up and down in 12-foot head seas.

To me that sounds a) remarkably like torture, which the Geneva Convention expressly prohibits, and b) like an incredibly difficult job. Mr. Herm must bear this in mind as he searches for a good chef; they are a rare breed and sometimes difficult to capture.

One last thought. He mentions the possibility of purchasing an additional vessel to create a fleet for the partners.

Not a bad idea. But another solution would be to look at crew rotations. If the partners use the boat so much, one way around crew burnout is to give them more time off. There are good and bad sides to rotation but if a second vessel comes into play, a fleet requires it.

And he must please remember that if the current captain assumes responsibility for the fleet, he should be compensated as such, not just as the captain of one yacht.

Speaking of which, might I suggest some recognition? I don’t know how Mr. Herm treats his crew nor how they are compensated (both with salary and other benefits). Thanking them orally is easy. Showing that he appreciates their efforts is beneficial. Telling the captain to take the crew out for dinner after they depart from a long trip is a nice way owners can show their crew that they care. They get to enjoy a night out and know that their boss thinks they are worth it.

I don’t think I need to end this with a wish that Mr. Herm has a great cruise. It sounds like he is completely competent to achieve that.

Capt. Mac McDonald is skipper of the 205-foot Oceanco M/Y Lady Lola.

Comments are welcome at editorial@ the-triton.com.

The Triton

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Follow ISM for safety’s sake alone Interesting comments in this month’s survey, “Safety procedures in place; not all internationally compliant” [page C1, May issue].

The industry still has some maturing to do when most captains are involved in safety management systems because of external pressures such as management companies or regulators.

Ideally, captains would want to be involved in safety management because it makes their operation safer. The burden of paperwork, especially for smaller boat operators, seems to be an issue, however there are programs out there that can assist, such as the Ocean Time Marine SMS software.

Regulators, flag state officials and maybe class societies really should assist in reducing the burden of paperwork. They could start by abolishing the ISPS code, which really could be expanded on in section 13 of the ISM code.

The fact that this discussion and survey has taken place really tells me that the industry is taking itself more seriously and is on the road to a safe future.

Gerard Stevens via the-triton.com

WRITE TO BE HEARD

June 2015 A15

CREW EYE

C

apt. Chris Harris of M/Y Banjo was anchored at Man Island close to Harbour Island, Bahamas in late March and couldn’t help himself when everything was secure.

“Not perfect form, but at 59 years old, still got it,” he said.

C

apt. Charlie Kiss left yachting a few years ago to work in the oil and gas industry so nowadays the only time he sees yachts is when the big sportfish kind come calling.

Crew see yachting like no one else can. Send us images of yachting as you see it, in all its beauty and luxury, or all its toughness and tedium.

Consider thjis page your canvas to share your views of yachting. Send photos to editorial@thetriton.com. Be sure to include where it was taken, when, and what kind of equipment you used.

Capt. Price represented yachting well, with integrity Mark was a good friend for many years, a man with high standards and solid integrity. [“Capt. Price dies at 59”, page A5, May issue.] He was always kind and had an ear for those in need.

He represented our industry in classic style and undeniable dignity. I will miss him on the docks.

Capt. Chris Harris M/Y Banjo

Capt. Price ‘amazing teacher’

Mark gave me my first job on a yacht. I had graduated from Chapman’s school in 2002 and started right away on Sovereign. He was an amazing man, teacher and friend. He taught me so much about not only yachting, but life.

I had lost contact with him a few years ago and wish I had tracked him down.

Mark was a great man and will be missed by many.

Eric Simon via the-triton.com

Stew’s service appreciated

I found the recent Stew Cues column [“Focus on job and service got stew through dark hours, hardship” by Chief Stew Alene Keenan, April issue, page C1] to be just lovely.

Thank you, Alene, for all your divine service to the world and to yachting.

Stew Denise Dobbs

Train sucks life off river

Let’s add another train to a rail line that loses millions of dollars now every year. [“USCG runs test on FEC bridge

Editor Lucy Chabot Reed, lucy@the-triton.com Associate Editor Dorie Cox, dorie@the-triton.com Publisher David Reed, david@the-triton.com Advertising Sales Mike Price, mike@the-triton.com

Production Manager Patty Weinert, patty@the-triton.com The Triton Directory Mike Price, mike@the-triton.com

over New River,” breaking news at www. the-triton.com.] Yeah, that makes sense.

Tri-Rail and the other company report losses in the millions every year, meanwhile the marinas on the river make a profit. However, this train will suck up their profits. Boats go on the river to get work, boats go down the river on their own bottom to go home, dinner and cruising, for work, etc. They also get towed.

I’m a tower and a homeowner on the New River. This will affect me tremendously. I’m even considering putting my life goal of being a homeowner on the water up for sale because of these trains. What’s the point of living on the water if I can’t get out?

Contributors Carol Bareuther, Richard Boggs, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Sue Hacking, Capt.

Chris Harris, Peter Herm, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Capt. Charlie Kiss, Brian Luke, Capt. Alan McKellar-Basset, Rich Merhige, Keith Murray, Chief Stew Angela Orecchio, First Mate Jenifer Rosser, Rossmare Intl., Capt. John Wampler, Capt. Jeff Werner

The trains haven’t even started and I notice more closures. Today, I waited twice in tow, before sunrise at 0400 at Riverfront and at 1100 at I-95. Early this morning, I waited 29 minutes for a train to pass.

Not that it would be any better, but they shouldn’t be allowed to close the river four hours a day or even more.

Waiting an hour while trying to hold a vessel in tow with other traffic is an accident waiting to happen. It also affects response times to vessel fires, sinkings, and more.

The negative impact from this will be enormous.

Capt. Ryan Sewell Owner, Downrite Marine Towing Ft. Lauderdale via the-triton.com Vol. 12, No. 3

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June 2015

B Section

Straighten up Laser alignment can prevent wear, failure in machinery. B2

Magnets do the job Busted up particles in diesel make for a better burn.

B3

Awareness key to security All are part of safety equation, some now need training.

B4

All in to spin Marine industry shows their mettle for the kids.

B11

CRUISING GROUNDS: Circumnavigating an ocean

Tremendous Pacific tour takes time Yachts in Med

can expect to encounter migrants at sea

By Lucy Chabot Reed Capt. John Crupi and the crew of M/Y Dorothea III returned to Ft. Lauderdale in April after two years and four months making a circumnavigation of the Pacific Ocean.

Upon hearing that news, many yachties might think to themselves, “lucky ducks.” But Crupi insists luck had nothing to do with it.

A trip like that – which took the 147-foot Cheoy Lee and its seven crew away from yacht support for months at a time – took ferocious planning, constant tweaking, and a small army of shore-based support troops.

Not to mention an owner with patience and a sense of humor.

“You can’t do this alone, as a captain,” Capt. Crupi said. “We’re lucky to have a boat owner who is a true yachtsman. … That’s our job, to plan the trip.”

Much of 2012 was spent shaking down the old Marco Polo, which was bought in July 2011 with worldwide cruising in mind, through the Caribbean, to the Galapagos and across to the Med. In late 2012, they returned to Ft. Lauderdale to provision for a trip that would take them through the Panama Canal, back to the Galapagos, and off on a loop that started in the Marquesas and South Pacific, and took them over to Brisbane in late 2013 in time for the tradewinds.

They left Australia in early 2014 to cruise Southeast Asia, the Solomon Islands, Papua New Guinea, Indonesia, Singapore, Vietnam, Hong Kong and Japan, stopping for fishing excursions all along the way.

They saw Russia’s Kuril Islands en route to the Bering Sea, but they didn’t stop; the weather and seas were too calm not to take advantage of smooth sailing.

“Flat calm was the motto of the trip,” Capt. Crupi said. “In 65,000 miles, about 1,000 miles were in seas over 6 feet. The rest of the time, it was calm.”

“The thing that’s significant,” Capt. Crupi pointed out, “is that we towed a 32-foot Cabo sportfishing boat the whole way.”

That’s why the yacht held fast to its weather advisories and why it followed the downwind, down seas plan the whole way.

“You can’t do it in less time, otherwise you are skipping seasons and find yourself in unfavorable conditions,” he said. “You can’t

The first quarter of the calendar year is usually packed full with shipyard refits, new crew assignments, and owners deciding on their summer plans. Unfortunately, the beginning of this year saw some unfortunate actions in the Mediterranean Sea. Large numbers of migrants continue their trek northward in the hopes of new lives. It is becoming an all-toofamiliar story and it is one Rules of the Road to be one the lookout for Jake DesVergers this upcoming European charter season.

In 2013, the Italian government began a program known as Operation Mare Nostrum. This is the old Roman name for the Mediterranean Sea. This program was a naval and air operation intended to stop the largescale immigration of people from North Africa to Europe. The operation officially ended in October.

Operation Triton followed. This new program is overseen by the EU’s agency for border security known as Frontex. It operates with a much smaller search and rescue capability.

Unlike Mare Nostrum, Operation Triton focuses on border protection rather than search and rescue. Where Mare Nostrum focused its operations near Libya and the African coast, Triton operates closer to the Italian coast.

Unfortunately, the success of the Operation Mare Nostrum created an unintended “pull factor,” inadvertently encouraging more migrants to attempt the dangerous crossing.

With the increased number of search-andrescue vessels, people were sure to be rescued.

This amplified volume of people thereby led to more tragic and unnecessary deaths.

On a positive note, it is estimated that more than 100,000 lives were saved in the Mediterranean last year.

The early part of 2015 demonstrates an even larger concern for renewed immigration. The number of people who attempted to cross the

See DOROTHEA, page B8

See RULES, page B12

BACK ON DRY LAND: M/Y Dorothea III and her well-traveled crew – from front, left: Stew Jessica Thomson, Mate Thomas Price, Stew Jamey Harrison, and back row: Eng. Aaron Drake, First Mate Jenifer Rosser and Capt. John Crupi – will spend the summer at Derecktor in Dania PHOTO FROM JENIFER ROSSER Beach, Fla. Don’t tell him luck had anything to do with that, either.

“It was planned that way,” he said. “There’s no luck in how successful we were. The amount of planning that goes into the logistics of a trip like this is what relates to what people call luck.

“Were the seas calmer than forecast? Yes,” he said. “But were we ready to bail out if the bad weather did come off? Yes. We were ready for it, but it didn’t form, so we kept sailing.

B June 2015

FROM THE ENGINE ROOM: Engineer’s Angle

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Periodic laser alignment can keep system efficient, safe A significant portion of a vessel’s mechanical issues can be traced to misalignment. Chances are a vessel’s machinery has or will be out of alignment at one point during the course of its life.

When misalignment is present, components can become worn, performance is Engineer’s Angle minimized and, if left untreated, Rich Merhige mechanical failures become much more likely.

When one thinks of misalignment on a yacht, shaft alignment is usually what comes to mind. Shaft alignment is defined as the positioning of two or more machines so that at the point of power transfer from one shaft to another, the axes of rotation of both shafts should be collinear when the machine is running under normal conditions (DB Pruftechnik, “An Engineer’s Guide to Shaft Alignment, Vibration Analysis & Dynamic Balancing”, courtesy of Ludeca).

Misalignment is usually obvious, manifesting as vibration and an increase of heat output from prime movers. Both cause a noticeable increase in fuel consumption and costs, which also increases carbon emissions.

Coupling damage as well as repetitive shaft seal and bearing failure are also imminent.

One of the most common causes of misalignment is the engine mounts.

They have rubber elements that degrade over time. This doesn’t allow for proper absorption of the forces transmitted by the engine, and the mounts also become dimensionally unstable, creating misalignment. The lack of proper support of the engine will cause it to shift, and may even eventually bend the shafts.

Hitting bottom or tangling rope in a propeller can move the strut, causing another common form of misalignment. Other causes include the changing of the hull shape, which is why pre- and post-hull deflection targets are crucial to achieve and maintain optimum alignment.

It is always good practice to perform a final laser check after repairs are complete, and once the vessel has been waterborne for 24 hours. In some instances, proper alignment is never even achieved during the build.

Regardless of its origin, misalignment can cause rapid wear on bearings and damage. Extreme vibration can increase damage to engine mounts and the transmissions, sometimes even causing failure. Sealing systems can also become compromised,

and then need to be replaced.

When machinery is correctly aligned, a 1-3 percent increase in energy efficiency can be experienced.

Since misalignment is a major source of vibration, the most accurate, efficient and economic way to diagnose it is to conduct a vibration analysis.

This can identify what mechanical issues a vessel has and can determine exactly where misalignment is present.

Conducting periodic alignment checks can help pinpoint issues before they become major. The rule of thumb is to check alignment three-to-six months after a new installation, when experiencing a shaft seal or bearing failure, or when a bearing is replaced.

Once the data from a vibration analysis or laser check is analyzed, a proper course of action can be implemented, which includes an alignment procedure based on the mechanical arrangement of the components involved in the misalignment, as well as the specific issue at hand.

The first laser alignment systems surfaced in the early 1960s. Lasers were applied later to alignment applications to maintain a line of sight. Prior to the use of lasers, piano wire was often used for alignment. Wire posed problems, such as sagging, and even environmental factors can cause it to move, causing great inaccuracies.

Since light travels in a straight line, lasers were an easy choice as a replacement for precision alignments.

Modern laser systems can measure hundreds of positions and allows for one-step machine corrections in vertical and horizontal directions.

Generally speaking, misalignments are corrected with either laser and/or optical alignments. Optical alignments are performed using optical borescopes and must be done out of the water when the running gear have been removed. Laser alignment is the process of measuring misalignment between mechanical components, usually one or more shafts. It is a precise way to align machinery while minimizing human error.

Regardless the cause of a misalignment or how it is corrected, yacht captains and engineers will always see a bigger return on investment with proper maintenance.

Rich Merhige is the owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Ft. Lauderdale, which specializes in rotating and reciprocating machinery.

This column is co-written by Teresa Drugatz, marketing manager at AME. Contact them through info@ AMEsolutions.com or +1 954-764-2678.

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

The Triton

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MOTORING: Diesel Digest

June 2015 B

Science, physics say magnets positively affect fuel combustion OK, I admit it. I was skeptical at first. During one of my first jobs as a yacht captain back in the early ’90s, I flew to Mallorca where a yacht owner was waiting for me at the airport.

We would depart Palma for Gibraltar about three hours later, just enough time to toss my seabag in my cabin and get oriented to the engine room Diesel Digest and bridge.

Capt. Jeff Werner As I checked out the main engines and both generators, I noticed a small and mysterious aluminum device fitted to the fuel lines between the tanks and the Racor filters of each.

The owner, a retired mechanical engineer, told me nonchalantly they were “inline fuel conditioners” with magnets inside the aluminum housing, and they helped keep the diesel fuel clean.

I managed to keep a straight face, as time was of the essence and we had to cast off shortly. But during our passage, he gave me a scientific discourse on the theory of inline fuel conditioners and the permanent magnets contained within.

Once we arrived in Gib, I had some

free time and researched the subject, and I have been installing inline fuel conditioners on the yachts I have operated ever since.

Studies done on inline fuel conditioners show an increase in fuel economy due to better fuel combustion and cleaner fuel due to a dramatic decrease in the size and number of particles suspended in the fuel.

But how do these magnetic treatment devices work? First, let’s look at what diesel fuel is made up of by taking a trip back to your high school chemistry class and your brief foray into organic chemistry.

When petroleum is refined, it produces a variety of fluids that are composed of simple chains of carbon atoms bonded to hydrogen atoms.

The number of carbon atoms in these hydrocarbon molecules determines whether the fluid is a gas, or a thin or thick liquid. The greater the number of carbon atoms, the more the fluid approaches a solid form.

For example, methane is a gas and is made up of only one carbon (C1) atom, while gasoline, a runny liquid, generally has six to 10 carbon (C6-C10) atoms per molecule. Asphaltenes or tars are viscous liquids that approach solids and may have as many as 30 carbon (C30) atoms.

Diesel fuel, which is thicker than

gasoline but thinner than tars, has an average of 16 carbon (C16) atoms. This molecule of 16 carbon atoms is called cetane.

Cetane ignites easily under compression, and compression is the basis of diesel engine operation.

Therefore, in the ideal world, all diesel fuel would be composed solely of cetane molecules.

But in the real world, diesel is an imperfect liquid whose characteristics vary depending on the chemistry of the oil in the well and the techniques used to refine that oil.

Add to it the fact that diesel fuel is inherently unstable and that as it ages it accumulates an array of waxes, tars and different-weight oils, it is easy to understand that there are thousands of organic particles of varying sizes in a teaspoon of diesel, not all of which combust efficiently in the cylinder of a diesel engine.

If these larger organic molecular chains could be broken down to smaller organic molecules that approach the combustibility of cetane, then a diesel engine would operate more efficiently.

That is just what an inline magnetic fuel conditioner does.

As the diesel fuel flows through the inline fuel conditioner, it passes through a magnetic field created by the permanent magnets built into

the aluminum housing. Research into chemical bonding has shown that the larger organic molecules in diesel fuel carry a slight electrical charge. And when a charged particle passes through the flux lines of a magnetic field, the magnetism exerts a force on that particle.

This force, named the Lorentz force after the 19th century Dutch physicist who discovered it, is a basic tenet of electromagnetism.

This Lorentz force created in the fuel conditioner breaks the weak molecular bond of the larger asphaltene and heavier oil molecules and separates them into molecules with a smaller number of carbon atoms so they can burn more easily.

Using basic chemistry and physics, an inline magnetic fuel conditioner is an important part of a yacht’s fuel preventive maintenance program. And the best part is it has no moving parts and it has no filters to change. Just install it and forget it.

Capt. Jeff Werner has been in yachting for more than 20 years on private and charter yachts, both sail and power. He is an instructor for RYA, MCA, USCG and US Sailing courses and owns Diesel Doctor (MyDieselDoctor.com).

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

B June 2015

TRAINING: On Course

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Increase in security awareness means training for some crew Despite our efforts, the world is seemingly less safe, less secure.

Hence, our land- and sea-based careers all mandate ever-increasing security training and awareness.

This affects the maritime industry in general and specifically the superyacht community.

With the advent of the new On Course STCW Manila Brian Luke amendments, crew are now required to have security training and certification onboard any vessel subject to the ISPS (International Ship and Port Security) code. This code applies to all yachts over 500gt that charter or are used for commercial purposes. If you are on a private vessel that does not charter then most likely this will not apply to your yacht.

There are the few usual exceptions to this generalization. These regulations were to be enforced and subjected to Port State Control inspections starting Jan. 1, 2014.

However, the IMO recognized delays in the setting up of “approved” training, so it issued circular STCW.7/Circ.21 basically recommending to Port State Control authorities to hold off until July 1, 2015. This, in theory, gave all vessels and crew 18 more months to get the training and certification completed.

Commencing July 1, however, all vessels subject to the ISPS code are required to have appropriate security training and certificates for all crew.

In general, most yacht crew will need one of three security certificates: Proficiency in Security Awareness (PSA), Proficiency in Designated Security Duties (PDSD) or Ship Security Officer (SSO). I will not cover SSO, as this requirement has been around since January 2008 and is usually a duty reserved for the chief mate or higher ranking officer. Those operating on U.S. flagged vessels will hear terms similar to these: Security Awareness (SA), Vessel Personnel with Designated Security Duties (VPDSD) and Vessel Security Officer (VSO). The U.S. designations mean the same thing, so do not be confused by the subtle changes in terminology or acronyms.

PSA, in the simplest terms, is for crew that do not have designated security duties onboard the vessel.

These crew are simply aware that a ship security plan is in place. Every crew without security-related duties, at a minimum, must have this certification.

PSA is informational and helps educate crew about security functions in the following areas: l Recognizing security threats,

l Understanding the need and methods for maintaining security awareness and vigilance, and l Contributing to the enhancement of maritime security through heightened awareness.

PDSD is for any crew member who has designated security duties under the ship security plan. A course in PDSD will help educate a seafarer in: l How to maintain the conditions set out in the ship security plan, l How to recognize security risks and threats, l How to undertake regular security inspections, and l Proper use of security equipment and systems.

Many superyacht crew don’t understand what training they really need. As an example, PSA is intended for entertainers on cruise ships or those who work in cruise ship stores.

These are crew who have no designated security function, according to the ship security plan.

Yacht crew will almost always have a designated security function or duty according to the ship security plan.

It doesn’t matter if you are a stew or deckhand, you will most likely be assigned some sort of security duty onboard. A few examples would be standing watch or conducting searches of the vessel.

During the recent Palm Beach boat show, a captain asked “Why are so many new and seasoned crew coming to me with only PSA certification?

Crew are of no use to us without PDSD certification.” My response was that certain segments of our industry are advising crew they only need to have the minimum certification, PSA. PSA was never intended for superyacht crews. Cruise ships have the luxury of a large number of employees and only need to have a certain percentage certified at the PDSD level.

In contrast, almost all superyacht crew will have designated security duties due to the relatively low number of crew on board, and therefore all need PDSD. The boat show captain understood this and corroborated that he will not hire crew with only PSA. Since crew need PDSD and not PSA, why do the training twice and pay for both courses? Sure, the PDSD training is more expensive, but it is the proper training crew need, saving them both money and time.

Capt. Brian Luke is chief operations officer for International Crew Training in Ft. Lauderdale. He is an airline captain and holds a USCG 1600/3000ton master’s ticket. ICT trains crew for entry-level through masters, engineering and interior operations. Comments on this column at editorial@the-triton.com.

The Triton

www.the-triton.com ONBOARD EMERGENCIES: Sea Sick

June 2015 B

Hydrate, adapt schedule, ease into heat of season As I write this, I am enjoying the warm, 84 degree weather that Florida summers offer. I 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 Sea Sick beer taste even Keith Murray 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 worth a pound of cure.

With heat-related emergencies, think in terms of ounces. Ounces of water, that is, not alcohol, coffee, tea or soda, which dehydrate you. Think and drink water.

When working or playing outdoors in the heat, drink a lot of cool water.

Make certain you break often for more cool water. Notice I said cool not cold, because cold drinks may cause stomach cramps.

There are many things that can cause a heat-related emergency, especially high temperatures and high humidity.

Often high heat and humidity affect the body’s ability to cool itself. 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, and 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 can increase your risk factor. You may consider switching to club soda if you know you will have a long hot day in the sun the next day.

Here are the top five ways to avoid heat-related emergencies: 1. Hydrate, hydrate, hydrate. Drink plenty of fluids (preferably water) before, during and after physical activity. Avoid alcoholic and caffeinated beverages.

2. Work smarter, not harder. When possible, schedule outdoor work during the cooler parts of the day, early in the morning or early in the evening.

3. Ease into summer. Allow your body to adapt partially to heat through repeated gradual daily exposures. It may take your body up to two weeks to get acclimated to the heat.

4. Dress appropriately. Wear lightcolored, loose-fitting clothing that allows the body to breath. Look for lightweight, light-colored clothing in breathable fabrics that allow sweat to evaporate.

5. Work with a buddy. Try to work with others for safety. You can keep an eye on each other and remind each other to take frequent water breaks.

When working with children in the heat, consider ways to make drinking water fun. Think of creative ways to encourage them to take water breaks, making certain they drink enough water throughout the day.

If you overdo it and begin to feel a bit off, take a break and have water.

And watch for the warning signs

of these two common heat-related emergencies: Heat exhaustion. Symptoms include cold, moist skin and chills; dizziness or fainting; fast, shallow breathing; headache; muscle cramps; nausea, vomiting or both; and weak or rapid pulse.

Heat stroke. Symptoms include confusion and/or unconsciousness; high body temperature (above 103 degrees F); nausea, vomiting or both; strong and rapid pulse; throbbing headache; and warm, dry or moist skin.

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 with cool water from a hose.

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.

Remember, it is much easier to prevent these heat related emergencies than it is to treat them. Drink plenty of water and look for the early warning signs.

Keith Murray, a former firefighter EMT, owns The CPR School, a first-aid training company. He provides onboard training for yacht captains and crew and sells and services AEDs. Contact him at 877-6-AED-CPR, 877-623-3277 or www.TheCPRSchool.com. Comments on this column are welcome at editorial@ the-triton.com.

Yachts Obsession, Step One, Sea Axe among sold Merle Wood & Associates has sold the 180-foot (55m) Oceanfast M/Y Obsession, the 160-foot (49m) Christensen M/Y Odessa listed at $27.9 million, the 121-foot Benetti M/Y Domani, and the 84-foot (25.6m) Hatteras M/Y Perfect Lady.

New to its central agency listings for sale is the 86-foot Canados M/Y White Queen.

Moran Yacht & Ship has sold the 180-foot (55m) Amels M/Y Step One. Launched in 2012, the yacht was styled

by Tim Heywood and has an interior

by Laura Sessa. It was on display in the Palm Beach show in late March. The firm also sold the 75-foot (23m) Riva M/Y Nika of London.

New to its central agency listings for sale is the 140-foot (43m) Westship M/

Y Mona Liza for $9.8 million, and the 79-foot (24m) long-range cruiser M/Y Fantom for 2.95 million euros.

New to its charter fleet is Mona Liza.

Ocean Independence has sold the 170-foot (52m) vessel Sea Axe built by Damen.

New to its central agency listings for sale is the 164-foot (50m) Westport M/Y Harmony listed for just under $30 million Heesen Yachts has sold YN 17650 Project Akoya, a 50m semidisplacement aluminium motoryacht.

With a superstructure designed

by Omega Architects, Project Akoya has continuous sheets of laminated triple-glazing thermo-bonded to the superstructure on the main deck to

create a wall of windows. She can reach a top speed of 23 knots and has a range of 3,100nm at 11 knots. Interiors are

by Italian designer Cristiano Gatto and the owner’s decorator.

Project Akoya will be delivered to her owners next summer.

The shipyard also recently launched YN 17255, a 55m yacht that the builder is calling the world’s first fast displacement steel-hulled yacht over 50 meters.

Christened M/Y Azamanta, the hull form was developed by Van Oossanen Naval Architects and Heesen inhouse naval architects. It will have a maximum speed of 16.5 knots with a range of 4,500 nm at a cruising speed of 13 knots.

The exterior lines are by Omega

See BOATS, page B6

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

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 628/670 Savannah, Ga. 610/NA Newport, R.I. 616/NA Caribbean St. Thomas, USVI 839/NA St. Maarten 814/NA Antigua 729/NA Valparaiso 680/NA North Atlantic

Bermuda (Ireland Island) 794/NA Cape Verde 565/NA Azores 647/1,417 Canary Islands 750/1120 Mediterranean Gibraltar 563/NA Barcelona, Spain 693/1,548 Palma de Mallorca, Spain NA/907 Antibes, France 619/1,428 San Remo, Italy 707/1,756 Naples, Italy 707/1,767 Venice, Italy 704/1,759 Corfu, Greece 542/1,143 Piraeus, Greece 546/1,159 Istanbul, Turkey 643/NA Malta 647/1,114 Tunis, Tunisia 729/NA Bizerte, Tunisia 729/NA Oceania Auckland, New Zealand 675/NA Sydney, Australia 616/NA Fiji 676/NA

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

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 865/900 Savannah, Ga. 875/NA Newport, R.I. 867/NA Caribbean St. Thomas, USVI 1,095/NA St. Maarten 1,106/NA Antigua 979/NA Valparaiso 704/NA North Atlantic

Bermuda (Ireland Island) 971/NA Cape Verde 598/NA Azores 917/1,678 Canary Islands 849/1,236 Mediterranean Gibraltar 899/NA Barcelona, Spain 849/1,678 Palma de Mallorca, Spain NA/874 Antibes, France 857/1,794 San Remo, Italy 1,009/2,322 Naples, Italy 1,009/2,273 Venice, Italy 1,112/2,380 Corfu, Greece 1,043/2,079 Piraeus, Greece 1,029/1,844 Istanbul, Turkey 948/NA Malta 974/1,775 Tunis, Tunisia 873/NA Bizerte, Tunisia 875/NA Oceania Auckland, New Zealand 919/NA Sydney, Australia 908/NA Fiji 921/NA *When available according to local customs.

B June 2015

BOATS / BROKERS

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New Mulder launches; Kadey-Krogen opens office BOATS, from page B5 Architects. It is expected to be delivered in July.

Heesen also presented Project Nova, a 50m fast displacement yacht with a plumb bow coming in at less than 500 tons. The aluminum hull and relatively small engines (two MTU 600kW) give it a range of 3,750nm at a cruising speed of 12 knots. Fuel consumption at cruising speed is a 125 liters an hour; at 10 knots, 85 liters an hour.

Project Nova’s keel was laid in the presence of the ABS surveyor in February and construction is scheduled to be completed by spring 2017.

Camper & Nicholsons has sold the 102-foot (31m) M/Y Nika, the 101-foot (31m) M/Y Stella Maris, and a 96-foot (29m) Ferretti.

New to its central agency listings for sale is the 130-foot (40m) Westport M/Y Redemption, the 121-foot (37m) Heesen M/Y Sun Ark, the 121-foot (37m) Sunseeker M/Y The Snapper, the 100-foot (30m) Moonen M/Y Alaska, the 100-foot (29m) S/Y Constance, the 95-foot (29m) M/Y Celandine, and the 79-foot (24m) Benetti M/Y Back Soon.

New to its charter fleet is the 111foot (34m) M/Y Black & White available in the Western Med this summer.

Luke Brown Yachts has sold the 93-foot Burger M/Y Seafari and the 73foot Outer Reef M/Y Firefly by broker Pam Barlow, the 82-foot Hatteras Sportfish M/Y Tamara K and the 65foot Pacific Mariner M/Y Off Island by broker Michael Hartman, the 65foot Marquis M/Y Mulligan’s by Bruce Johnson Fraser Yachts has sold M/Y Voyager.

New to its central agency listings for

sale the 66m M/Y Okto for 69 million euros, the 44.7m M/Y Beluga, M/Y BVB44M, M/Y Sarita Si, the 36m Benetti Classic M/Y African Queen, the 27m S/Y Mararafare V, and S/Y Pure.

Bernard Gallay Yacht Brokerage (BGYB) has sold the 80-foot (24m) power cat M/V Pelicano and the 68foot (20m) Oyster 655 S/Y Svetlana.

New to its central agency listings for sale is the 70-foot (22m) S/Y Ichtus built by Futuna Yachts for 1.5 million euros.

Mulder Shipyard has sold the 73foot M/Y Float listed at 1.75 million euros.

The yard has also launched a Mulder 94, M/Y Voyager. The 29m yacht has an aluminium hull and superstructure.

Designed by Frank Laupman of Omega Architects and with naval architecture

by Vripack, this semi-displacement yacht is expected to be delivered this summer.

Northrop and Johnson has added to its central agency listings for sale the 125-foot (38m) Palumbo M/Y Columbus Liberty listed for 14.5 million euros with broker David Seal, the 103-foot S/Y Silverlining designed by Sparkman & Stephens listed for $3.9 million, and the 100-foot Sunseeker M/Y Carnivore for $2.5 million listed with Paul Daubner.

New to its charter fleet is the 128foot Hakvoort M/Y Revelry and the 116-foot Crescent M/Y Unbridled.

Carine Zanotti has joined the brokerage house as a senior charter manager in the firm’s Antibes office.

Before joining yachting, she worked in film and television production.

She worked eight years in the charter division of Camper & Nicholsons.

Samuel Le Gall also has joined the

firm’s Antibes office as a charter broker.

A former first mate on yachts, Le Gall previously worked at Fraser and cofounded Neo Yachting.

Florida-based Kadey-Krogen Yachts, a builder of trawler-style vessels 44-70 feet – has opened an office in Portsmouth, R.I., led by company partner and vice president of sales Tucker West. The builder also has offices in Annapolis, Maryland and Seattle. Kadey-Krogen plans to hire at least one broker for the new office.

Denison Yacht Sales has added to its central agency listings for sale a 1996 74-foot Hatteras for $799,000.

The Ft. Lauderdale-based brokerage has opened its newest office at the 300slip Harborage Yacht Club and Marina in Stuart, Fla. The location will feature new boat brands including Beneteau Swift Trawlers, Beneteau GTs, Monte Carlo Yachts and Fountaine Pajot Power Catamarans.

Formerly the office of Island Trader Yacht Sales, Denison’s new office is staffed by four licensed and bonded yacht brokers: Garret Almeida, Mickey Belden, Bruce Edwards and Jorge Saavedra.

The Harborage Yacht Club and Marina is part of the Loggerhead Marina Group.

Horizon Yachts has launched a new 78-foot, open bridge motoryacht for the U.S. market with a hydraulic flybridge hard top that lowers the overall height of the boat from 28 feet 11 inches to 20 feet 5 inches. The design also allows the radar arch to fold down separate of the hard top.

The E78 was scheduled to be delivered from Taiwan to the United States in mid-May.

Grace, WinWin awarded; Laidlaw honored Winners of the 10th edition of the World Superyacht Awards were announced during a gala on May 9 in Amsterdam.

Motor Yacht of the Year: the 73m M/Y Grace E. Built by Picchiotti and Perini Navi Group, it has an interior

by Remi Tessier and an exterior by Philippe Briand and Vitruvius.

Sailing Yacht of the Year: the 33m S/Y WinWin. Built by Finland’s Baltic Yachts from pre-preg carbon fiber, it has exterior design from Javier Jaudenes and interior from Design Unlimited.

The Voyager’s Award, which credits superyacht owners who have undertaken a passage of an unusual or exploratory nature, was awarded to the converted tug, Arctic P, which cruised the inhospitable Ross Sea and reached the most southerly location ever reached by any vessel.

The Legacy Award, which honors a lifetime in yachting, was awarded to Lord Irvine Laidlaw who has raced sailing yachts and building ever-larger motoryachts over the past 40 years.

Other winners: Displacement Motoryacht 1,3002,999 tons, 75m and above: the 95m Lurssen M/Y Kismet Displacement Motoryacht 1,3002,999 tons, below 75m: M/Y Grace E Displacement Motoryacht 500-1,299 tons: the 51m Heesen M/Y MySky Displacement Motoryacht below 500 tons, 44m and above: the 46.7m Heesen M/Y Elena Displacement Motoryacht below 500 tons, 30-44m: the 40.5m Delta M/Y Onika Semi-displacement or Planing TwoDeck Motoryacht, 38m and above: the 46m Feadship M/Y Como Semi-displacement or Planing Two-

Deck Motoryacht, 30-38m: the 37m M/Y NoNo built by Admiral Semi-displacement or Planing Three-Deck Motoryacht, 40m and above: the 49m M/Y Polaris built by Rossinavi Semi-displacement or Planing Three-Deck Motoryacht, 30-40m: the 38m M/Y So’Mar built by Tansu Sailing Yacht, 45m and above: the 47m Royal Huisman S/Y Wisp Sailing Yacht, 30-45m: the 33m S/Y WinWin built by Baltic Yachts Refitted Yacht: Tied between the 52m Abeking & Rasmussen M/Y Amore Mio 2 refit by CPN and the 38m Heesen M/Y Alumercia refit by Borancili Marine Rebuilt Yacht: the 46m Feadship M/Y Ancallia, launched in 1984 as Bridlewood, rebuilt at Atlas Shipyards Quality & Value: the 32m sloop S/Y Farfalla built by Southern Wind.

The Triton

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TECHNOLOGY BRIEFS

June 2015 B

DC-powered gyro available; dual-range pulse compression radar out Seakeeper launches battery model

Seakeeper has developed its first DCpowered gyro for marine stabilization, the Seakeeper 3DC. The gyro is engineered for boats between 30-40feet in length and reduces resonant roll by up to 95 percent in a range of sea conditions.

The gyro allows a stable and comfortable platform without the need for a generator.

The Seakeeper 3DC weighs 790 lbs and has an electrical draw of 500-1,000 watts, depending on sea state.

Retail price starts at $29,900.

Seakeeper will begin shipments in June.

For details, visit www.seakeeper.com.

Navico releases radar

Auckland-based Navico has develop Simrad’s Halo Radar, which delivers accurate, high-definition surface mapping for navigation, weather forecasting and bird spotting, which helps fishermen find fish. It detects objects using pulse compression technology, offers precise target definition, and has low clutter.

It is the world’s first dual-range pulse compression radar, meaning it

can function as two radar systems in one – monitoring two distance ranges simultaneously with independent displays without compromising resolution, said Navico Chief Operating Officer John Scott.

“It’s the closest we’ve had to a paradigm shift in the industry in a long time,” he said.

The Halo gave off a lower amount of radio frequency emissions compared to other radars. It sells for $10,000 and Scott expects to sell up to 3,000 over the next three years.

Digital Yacht offers nav option

UK-based Digital Yacht has introduced SmarterTrack Express, a marine navigation package that works on personal computers. The system uses a full function electronic charting system and includes a high performance DualNav positioning sensor powered by USB port.

DualNav uses both GPS and the Russian GLONASS system for accuracy and 10Hz updates. Users benefit from position redundancy from two independent satellite systems.

It supports weather, AIS target overlays and AIS alarms. The user interface may be used with touch screen operation or mouse/trackpad control for Windows XP to Windows 8.1 and 10.

SmarterTrack can use Navionics charts copied from SD format onto the PC hard drive as well as compatible chart plotters including Raymarine, Lowrance, B&G, Humminbird and Simrad to allow for a combination package of plotter and PC. SmarterTrack Express retails for $440. For more details, visit www. digitalyachtamerica.com.

Nobeltec updates TimeZero app

A new version of the Nobeltec TimeZero app for iPad is available for download in the iTunes Store.

Version 2.0.0 includes new features for navigation in coastal waters.

Changes include: l Furuno radar compatibility for integration with Furuno’s First Watch Radar. Retail price of radar module is $44.99. l AIS compatibility that can be unlocked with in-app purchase to wirelessly connect to a NMEA 0183 AIS receiver. Retail price of AIS Module is $8.99. l External instrument connections

can be used through an NMEA 0183 wireless multiplexer through the wireless network. l Free chart updates for rasters. l Share feature available through a Beta service that lets users share their position and see their connection’s positions.

For details visit app.nobeltec.com.

MTN delivers high speeds in Med

South Florida-based MTN Communications has launched MTN UltraBurst for this year’s Mediterranean season. The UltraBurst service delivers on-demand, consumption-based, highthroughput Ku-band connections.

The satellite bandwidth “burst ability” enables yacht captains and electronic technical officers (ETOs) to select the highest-speeds available when needed through a touchscreen via the MTN Maestro mobile app – MTN Conductor.

For details visit www.mtnsat.com.

Steelhead introduces a yacht crane

Steelhead Marine, a North American manufacturer of cranes, has launched the new E Series 1000 crane available in a 1,000-pound model with a 1,500pound model available on special order.

For more visit www.steelheadmarine. net. and www.advantecglobal.com.

B June 2015

CRUISING GROUNDS: PACIFIC OCEAN

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M/Y Dorothea’s crew visited 51 countries on their cruise and often took PHOTO FROM JENIFER ROSSER advantage of local transportation.

Crew in sparse company often; at anchor 451 days DOROTHEA, from page B1 have a schedule and travel in seas that exceed the safe limits of towing.”

Although there was no hard-and-fast schedule, the crew created a window of time for the owner to visit in each place. He and his family were onboard two weeks every couple of months.

“The key is having enough time for travel and preparation to get from point A to B to allow for choosing a safe weather window,” First Mate Jenifer Rosser said. “In 14 years, we have never canceled an owner’s trip.”

As alluring as it sounds, it’s not a trip for everyone.

“We spent 451 days at anchor,” Capt.

Crupi said. “And you’re on your own for everything.”

He remembers pulling into

Australia about a year after leaving Ft. Lauderdale, feeling a sense of relief that they would soon be around other large yachts and the camaraderie and support that typically follows. But there were only about 10 yachts around.

The yachting brotherhood was even more sparse up to Southeast Asia.

From Singapore to Seattle, a section of the trip that took three months, they saw no other yachts.

Not even in Alaska?

“In Alaska, the agent in Dutch Harbor said he’d seen two boats in five years,” Capt. Crupi said.

By then, of course, the crew of the Dorothea were used to being on their own. Exhilarated even. Out at sea on a calm, sunny day, they each swam across

See DOROTHEA, page B9

Dorothea III World Cruise By the Numbers M/Y Dorothea III departed Ft. Lauderdale on Nov, 15, 2011 and returned April 18, 2015 after two global trips. Here’s a breakdown of how some of that time was spent.

Duration: 1,250 days or 3 years, 5 months, 3 days Miles: 64,669nm Countries visited: 51 Oceans crossed: North Atlantic, South Pacific, North Pacific Longest passage: 3,866nm or 15 days Days under way: 519 Days at anchor: 635 Panama Canal transits: 4 Total generator hours: 42,289 Total engine hours: 6,932 Total oil changes: 202 Total fuel burned: 481,096 gallons or $1,924,384 at an average of $4 a gallon Total watermaker hours: 6.932 or 1,122,984 gallons Total loads of laundry: 7,746 Total amount of coffee consumed: 565 pounds Total wash downs: 748

The Triton

www.the-triton.com CRUISING GROUNDS: PACIFIC OCEAN

M/Y Dorothea III carried school supplies to villages along the way. Capt.

Crupi visits with some of the local children in the Solomon Islands.

PHOTOS FROM JENIFER ROSSER

Honest conversations allow for extraordinary adventures DOROTHEA, from page B8 the equator.

“The rawness of it is what’s interesting,” he said. “It is full on.”

Network of ground support

Planning for this trip started with a collaboration with the meteorologists at Weather Routing.

“We did a climatological survey,” Capt. Crupi said. “The idea was to get west, and we had the requirement of the tow boat. You’re in a search for the following seas and the downhill run.

We were looking for fishing grounds

Towing this 32-footer guided many navigation decisions, but the boat was well used for fishing.

and adventure, then fill in the blanks as you go.”

The help they got from Weather Routing was just the beginning of what Crupi calls the network behind the trip, the technicians and support staff that helped them make this trip successful, companies such as Al T. Marine, which handles all their audiovisual electronics; Elite Marine for air conditioning and watermakers; DH Marine Engineering for power management; and Griffin’s Yacht Services for plumbing and sewage.

That’s not to say things didn’t need replacing. But they didn’t break, and that’s significant.

“It’s one thing to buy a boat, it’s another thing to use a boat,” Capt.

Crupi began. “And it’s another thing again to really use a boat. We just wear everything out.”

On a visit to Derecktor Shipyard in early May, he was overseeing the removal of one of the yacht’s three generators. Another was to be removed the following day.

“Equipment that’s expected to last 10 years on a normal boat lasted with us two,” he said.

When the radar was removed, there was little left but a pile of metal bits.

The guys at Al T. Marine joked that they would be posted on the company’s Wall of Shame.

Key among Dorothea’s support is Derecktor’s itself.

“They did excruciatingly high quality fabrication and mechanical work before we left, which led to nearly zero mechanical failures,” Capt. Crupi said.

“It’s not cheap, but they’re organized

See DOROTHEA, page B10

June 2015 B

B10 June 2015

CRUISING GROUNDS: PACIFIC OCEAN

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The Triton

Daywork, multiple interviews, seatrial confirm solid crew DOROTHEA, from page B9 and, more importantly, they’re honest and transparent. The same holds true for all the companies we worked with.”

Right crew for the job

M/Y Dorothea towed a sportfish as tender during the entire trip. But it was well used as seen by an afternoon’s catch above. PHOTOS FROM JENIFER ROSSER

Capt. Crupi joined yachting in 2000 as the mate/engineer on the original Dorothea under the command of Capt.

Mark Drewelow, which was then in the midst of global travels. Although the boats have changed – that original 107foot wooden yacht was destroyed in a fire in 2007 – he’s still with the owner, and can’t see himself working for anyone else.

Four crew were aboard for the entire trip, but that wasn’t luck either.

“I don’t hire anybody without seatrialing them,” Crupi said, enumerating the series of interviews, daywork, and crew integration all new hires go through. The more time and effort you put into finding the right people, the more luck you have.”

Crupi waxed philosophical a bit when asked why he thought more yachts don’t travel far and wide as Dorothea always has. He put the onus on captains to urge owners and yacht managers to take the time to care for the boat first.

“If everybody would just stop and make decisions based on what the boat needs, owners would enjoy them more,” he said, likening the sometimes constant use of some boats to a hamster wheel. “Owners and managers don’t allow the time to do it properly.

You have to take out that demand that lies within the industry, that owner demand.”

By that, he meant the all-toocommon push from an owner to get to a destination by a certain date, regardless of weather and maintenance.

“Has anybody sat down with the guy

who says that and say if that’s what you want, these are the repercussions? Are you ready for that?” he said.

Those conversations – and the insight that they bring – must occur before yachts and the professional crew who run them can set off on extraordinary adventures.

“These are the jobs, the cornerstone of the industry,” he said. “It’s what everybody epitomizes with exploration yachting.”

For Dorothea, it starts with an owner who once told Crupi, “I’d rather do it than read about it.”

Professional crew and owners have to meet in the middle and shake hands on an understanding that both have the same goal: the best experience for the owner.

“The owner is a smart and intuitive man, combined with the fact that he recognizes he’s got good managers taking care of his boats,” Capt. Crupi said. “The potential for people to do this sort of stuff is out there.”

Capt. Crupi and Rosser aren’t the only crew who started their yachting careers on Dorothea. Stew Jess Thomson joined yachting and the yacht in Australia. She recalls the “long interview process”, including two weeks of daywork during which she was interviewed every day. But it paid off. Her favorite part of the trip, Alaska, was also the hardest.

“We were down one crew member and it was a long trip down,” she said, smiling as she remembered all the wildlife and scenery.

Second Mate Thomas Price grew up in Florida, but Dorothea was his first job, too. After more than three years at sea, he’s earned enough sea time and experience to move up and hopes to run his own boat one day.

“I know I won’t find anything like this,” he admitted.

His favorite part: visiting 51 countries and seeing remote Indian tribes that most will never see.

“Experiencing all the cultures and people changed everyone onboard,” he said, remembering bringing school supplies and soccer balls to kids in villages around the Pacific. “We went to so many amazing places.”

The hardest part: Being away from friends and family so long.

The entire crew worked hard during the trip, Capt. Crupi said, but it was more a labor of love.

“The key to it is I have a great crew,” he said. “It’s not a job for them. This isn’t a vehicle to get them to what they really want. It’s a team getting the boat to where it needs to go. Everyone participates in it. That dedication is why we’re successful, or why we’ve been so ‘lucky’.”

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

The Triton

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7th annual spin-a-thon

he Marine Industry Cares Foundation raised more than $100,000 at its 7th annual Spin-A-Thon in Ft. Lauderdale the last weekend in April. Members of the marine industry pedalled for six hours to benefit neglected and at-risk children, youth healthcare and family services.

Top fundraisers include IYC’s Frank Grzeszczak, MPT’s Lisa Morley and MHG’s Mark Bononi as well as teams organized by the PHOTOS/DORIE COX, LUCY REED same companies.

June 2015 B11

B12 June 2015

FROM THE TECH FRONT: Rules of the Road

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Rescue guide helps captains in requirement to render aid RULES, from page B1 sea from North Africa to Italy was only fractionally smaller than the number who crossed in the same period last year. In January and February, when stormy seas usually act as a deterrent to all but the bravest, there were even higher numbers than in 2014. Only a quiet March brought the overall figure down.

Increased action in April reversed that trend and returned the overall numbers to record highs. In April alone, two major migrant shipwreck disasters killed more than 1,000 people within the span of a week.

Perhaps more significantly, the number of people drowning in the Mediterranean during the first quarter of 2015 increased by a multiple of 10.

In fact, if the 2015 death toll continues at the current rate, it will easily surpass last year’s record of more than 3,400. A logical conclusion is that the decision to end Mare Nostrum has so far neither acted as a deterrent, nor prevented more deaths.

Regretfully, a large portion of this migration is being done for monetary gain. There is a legal framework in place to make this a crime. The Protocol against the Smuggling of Migrants by Land, Sea and Air is an annex to the UN Convention against Transnational Organized Crime. The organized, international crime in the Mediterranean needs to be addressed, with collective action by all concerned to detain, arrest and prosecute people smugglers.

The International Maritime Organization (IMO) can play its part, but the ultimate solution lies in the collaboration among several other bodies and UN agencies. These include the United Nations Office on Drugs and Crime, the United Nations Refugee Agency, the International Organization for Migration, INTERPOL, the African Union, the European Union and European Commission, and the Economic Commissions for Africa and for Europe.​ In order for merchant ships to properly respond to the discovery of migrant vessels, the High-Level Meeting to Address Unsafe Mixed Migration by Sea was held at the headquarters of the IMO in London.

The meeting was held to facilitate a dialogue and promote enhanced cooperation and harmonization between United Nations agencies, international organizations, nongovernmental organizations, governments, and the shipping industry.

To help ships and yachts prepare for potential discoveries while at sea, a publication jointly authored by the

IMO, the International Chamber of Shipping (ICS), and the Office of the United Nations High Commissioner for Refugees (UNHCR) was issued. It is titled, “Rescue at Sea: A guide to principles and practice as applied to refugees and migrants.” The publication​ is intended for masters, owners, government authorities, insurance companies, and other interested parties involved in rescue-at-sea situations.

It provides guidance on relevant legal provisions, on practical procedures to ensure the prompt disembarkation of rescued persons, and on measures to meet their specific needs, particularly in the case of refugees and asylumseekers. The 12-page publication can be downloaded for free at: www.unhcr. org/450037d34.html.

As the captain of a vessel of any size, the UN Convention on the Law of the Sea dictates that, “Every state shall require the master of a ship flying its flag, insofar as he can do so without serious danger to the ship, the crew or the passengers: (a) to render assistance to any person found at sea in danger of being lost; (b) to proceed with all possible speed to the rescue of persons in distress, if informed of their need of assistance, insofar as such action may reasonably be expected of him.”

The rescue of potential migrants at sea raises multiple issues for a yacht including economic, legal, and moral questions. For example, if a migrant is denied asylum, is the yacht responsible for repatriation? If a yacht transports rescued migrants to an unaccepting country, is the owner liable for immigration violations? What if a rescued migrant poses a security risk?

The list of questions only starts there.

This situation is a tragic one. These migrants are not only seeking a better life for themselves, but also attempting to escape a situation that has left them with no other choice but to flee. That can be from famine, war, or crime. While many questions remain unanswered for the plight of these individuals, it is imperative that yachts prepare their crews for the potential of a rescue at sea.

Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB), an organization that provides flag-state inspection services to yachts on behalf of several administrations. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1 954-596-2728 or www.yachtbureau.org.

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

The Triton

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MARINAS / SHIPYARDS

June 2015 B13

IGY Marinas to manage North Cove; BSE opens third yard IGY takes over North Cove

Ft. Lauderdale-based IGY Marinas has been contracted to manage North Cove Marina in New York City. IGY expects to open North Cove to new vessels and customers and plans to enhance stays with special events and community involvement, according to a press release.

The deal “allows us to offer our current customers access to a truly unique New York City experience,” said Tom Mukamal, President of Island Global Yachting. “North Cove Marina is located in one of the greatest cities in the world and at the epicenter of [owners] Brookfield Property Partners’ iconic redevelopment in Lower Manhattan.”

North Cove Marina has 18-foot depths and the capacity to host a diversity of vessels.

“While the marina was formerly a country club for a small number of sailors, we plan to operate a worldclass marina, a broadly inclusive sailing program, and a communitybased marina with seasonal and daily rentals,” said David Cheikin, senior vice president of Brookfield’s U.S. division.

IGY said it will renovate North Cove, including upgrading the marina aesthetically, structurally and mechanically. It was scheduled to open May 21 with a limited slip layout.

Simon Bryan, IGY’s regional director of operations, is taking reservations at sbryan@igymarinas.com or 954-5522837.

For more information, visit www. igymarinas.com.

BSE adds third facility

Australian ship repair company BSE Maritime Solutions has opened its third dockyard facility on the country’s east coast, this one in The Yard Brisbane marine precinct. The new facility will be known as BSE Brisbane Shiplifts, joining BSE Brisbane Slipways and BSE Cairns Slipways under the BSE Maritime Solutions brand.

The facility has a 300-ton and 600ton Marine Travelift, a 1,400-squaremeter workshop, and refit sheds up to 90m long.

“My intention with establishing a third BSE facility is to provide customers with additional docking options and to free up space on our larger 2,500-ton Brisbane slipway,” BSE Managing Director Justin Parer said.

Rivergate named marina of year

Brisbane, Australia’s Rivergate Marina was named 2015 Commercial Marina of the Year in the category for marinas with up to 140 boats. Marinas were judged across 10 categories, including vision and goals, customer service and satisfaction, environmental responsibility, and contributions to the community.

Rivergate were also honored as a finalist for the Best Marina Shipyard (20-plus boats).

With 105 berths, Rivergate can accommodate vessels up to 80m. Each berth has access to fresh water, and shore power of up to 200 amps.

Hudson museum adds dockage

The Hudson River Maritime Museum, about 90 miles north New York City in Kingston, has increased its dockage for large yachts (right) cruising the Hudson Valley. It can now handle yachts up to 200 feet and has 14-18 feet of draft at mean low water.

It offers 30- and 50-amp service as well as water hookup and free admission to the museum.

The docks are flanked by a courtyard filled with gardens, an 1898 steam tug

named Mathilda, a gazebo, steamboat playground area for children, and the Kingston Home Port and Education Center, which features lectures and events. Restaurants and other amenities are within walking distance.

The museum will host Hudson River Day on June 27 and the Hudson River Valley Chapter of Antique and Classic Boat Society Show August 15-16. The

2015 exhibit is Lighthouses of the Hudson.

Find the marina and museum 1nm west of the Rondout Lighthouse on Rondout Creek.

In related news, the U.S. Environmental Protection Agency has begun the sixth and final season of dredging PCB-contaminated sediments from the bottom of the Hudson River.

The cleanup called for the removal of an estimated 2.65 million cubic yards of sediment from a 40-mile stretch of the upper Hudson River between Fort Edward and Troy.

The dredging is being conducted by General Electric Company (GE) under the terms of a 2006 legal agreement.

According to GE, the company has invested more than $1 billion on the cleanup project to date.

B14 June 2015

CALENDAR OF EVENTS

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The Triton

Start with regattas, visit shows, attend exhibitions around globe EVENT OF MONTH June 22-25 Newport Charter Yacht Show, Newport, RI.

Dedicated to yacht charter professionals, owners, brokers and captains for yachts up to 225 feet.

Crew competitions include chef event, tablescape contest, beverage and canapés competition, and a “bullseye” drone challenge. www. newportchartershow.com

June 2-6 Loro Piana Superyacht

Regatta. Races for modern, classic, performance and cruising vessels in Sardinia. www. loropianasuperyachtregatta.com

June 2-7 International Cruising Boat Expo. Brewer Essex Island Marina, Essex, Conn. www.passagemaker.com

June 3 Triton networking (the first

Wednesday of every month) with Advanced Mechanical Enterprises in Ft. Lauderdale from 6-8 p.m. See page A8 for more details.

June 3-7 20th Les Voiles d’Antibes -

Trophée Panerai. www.voilesdantibes. com

June 4 The Triton’s From the Bridge

luncheon, noon, Ft. Lauderdale. A roundtable discussion with yacht captains about their jobs, careers and industry. Request an invite from Editor Lucy Chabot Reed at lucy@the-triton. com or 954-525-0029; space is limited.

June 6 14th annual Women’s Sailing

Conference, Corinthian Yacht Club, Marblehead, Mass. Organized by the National Women’s Sailing Association to include workshops, seminars and on-the-water experiences. www. womensailing.org

June 8 World Ocean Day. Hundreds

of communities around the globe will celebrate to learn about the world ocean, our connection to it and to raise awareness about the role of the ocean in our lives and the ways people can protect it. worldoceansday.org

June 10-14 22nd annual Solar Splash

competition, Dayton, Ohio. Student competition includes 300m sprint, two-hour endurance and slalom events. solarsplash.com

June 12-14 161st New York Yacht Club Annual Regatta, the longest-running regatta in America. nyyc.org

June 12-15 55th annual Melbourne Boat Shows, Melbourne, Victoria, Australia. Melbourne Convention & Exhibition Centre. biavic.com.au/ melbourneboatshow

June 15-21 The U.S. Open

Championship, Chambers Bay, University Place, Wash. One of golf ’s majors tournaments. www.usopen.com

June 17 No Triton networking for the

third Wednesday during June. Stay tuned to www.the-triton.com for future events.

June 17 49th Newport Bermuda Race.

635-mile ocean from Newport, RI to Bermuda. bermudarace.com

international partners that includes professional and personal development, networking and action steps for the superyacht industry worldwide. www. ussuperyacht.com

June 18-21 12th annual San Diego

Yacht and Boat Show. San Diego’s largest in-water and outdoor boat show. This year includes an expanded selection of superyachts more than 80 feet, in partnership with the U.S. and San Diego superyacht associations. www.sandiegoyachtandboatshow.com

June 20 2nd annual Marine Industry

Day. A showcase for Broward County and Ft. Lauderdale of Florida’s marine industry. Hosted by Marine Industries Association of South Florida (MIASF) to promote the industry. Exhibits and activities for families and all marine industry workers. www.miasf.org

June 20-22 Seven Seas Cruising

Association Gam, Essex, Conn. This organization for cruisers holds regular informative and social gatherings around the world. See schedule at www. ssca.org.

June 23-24 Engine as a Weapon

(EAAW VI), University of Bath, London. This year’s theme is Total Ship Integration. Organized by Institute of Marine Engineering, Science and Technology (IMarEST). www.imarest. org/eaaw

June 23-25 Electric & Hybrid

Marine World Expo, Amsterdam. For people deciding which propulsion system to invest in or which components to procure. www. electricandhybridmarineworldexpo. com

June 24 The Marshall Islands Registry-

IRI monthly crew networking, Ft. Lauderdale. Held the last Wednesday of every month at Waxy O’Connor’s pub in Ft. Lauderdale. The event is open to the yachting industry. www.register-iri.com

June 29-July 12 Wimbledon, London.

Start of one of the four grand slam tennis tournaments. www.wimbledon. org

June 17-20 Superyacht Cup, Palma de Mallorca, Spain. The longest running superyacht regatta in Europe. Yachts range from 24 to more than 50m. www. thesuperyachtcup.com.

June 17-21 The annual Treasure

Cay Billfish Championship, Abaco, Bahamas. www.treasurecay.com

June 17-18 USSA Superyacht Summit and Electronics Expo, San Diego. A gathering of regional, national and

MAKING PLANS Sept. 23-26 25th edition of the Monaco Yacht Show, Monaco

This year’s show to add extra berths and reorganized exhibition area for 115 yachts from 25-100m (including 40 new launches, 500 exhibits and 34,000 visitors. www. monacoyachtshow.com

The Triton

www.the-triton.com SPOTTED: South Africa, France, Indonesia

Triton Spotters

Freddy Quintero from DeAngelo Marine Exhaust (top left), Richard Boggs of EnerYacht (top right) and Chief Eng. Gordon Lockhart of S/Y Panthalassa (above), catch up with their Tritons at La Ciotat shipyard near Marseilles, France.

World cruiser Sue Hacking of M/V Ocelot visited Triton Bay in Indonesia recently and shared a Triton spotter the best she could, with a web site print out. Sue has written a full cruising piece about Triton Bay. Watch for that in next month’s issue.

Capt. Alan McKellar-Basset and his 5-month-old son, Ian, take a little break from the Wine and Olive Festival in Riebeek Kasteel in South Africa to catch up on yachting news.

Where have you taken your Triton lately?

Whether reading on your laptop, tablet, smart phone or in print, show us how you get your crew news.

Send photos to editorial@the-triton.com.

June 2015 B15

C Section

The macros of micros Get a big beneficial boost from baby greens onboard.

June 2015

C4

Truffles no trifle Root around in your travels to secure the treasured treats. C5

Glorious galley greats Start with a Cuban dish and end with tangy key lime. C6-7

History repeats with hierarchy, protocol and service of crew

TRITON SURVEY: Forms of self-expression

“I wear a beard to keep the sun and wind off my face,” said a third veteran captain.

One captain made a change in this form of self-expression to keep up with yachting.

“I used to have a beard, for about 20 years, mainly to protect my face from the sun,” said a captain in yachting more than 25 years. “As I got older, and the yacht industry is a young man’s game, I shaved to look more youthful.”

And one captain faced a cultural challenge with the hair on his face.

“I had a beard when joining a yacht in Saudi, but I had to keep it as to shave would have shown disrespect to the local religion,” said a captain in his late 70s.

The next spate of questions were pretty boring, actually.

Do you have any piercings? (other than traditional, small earring holes in the lower lobe)?

Ninety-nine percent do not.

“Used to have an earring,” said a captain in yachting more than 20 years. “Got rid of it after my first boat so as to appear more professional.”

Naturally, when we asked the next

Working on yachts can be an exciting, fun and incredible lifestyle, but it is also a serious job that requires a high level of commitment and professionalism.

Much of the work we do as yacht stews could actually be considered domestic service, and there is not always a positive spin on this term.

Stew Cues What some Alene Keenan seem to forget is that domestic service has a long and respectable tradition throughout history, and it is a profession that will not go away anytime soon.

The historical aspect of service captivates many people. Understanding how things were done two or three generations ago is fascinating, and many people like to relate to how society worked in earlier times.

The popular BBC television series “Downton Abbey” depicts many aspects of historical service that relate closely to service on yachts. The most obvious similarity relates to the wealth factor, and to the protocols and rituals that separate the working staff from the principals: the Lord and Lady of the household.

A hierarchy or chain of command comparable to that of yachting is in place. Ranking beneath the Lord of the manor came the butler, the under butlers, the footmen, the grooms, the chauffeurs, and the gardeners. Under the Lady of the house were the head housekeeper, the cook, the ladies’ maids and the assorted housemaids, kitchen maids, and scullery maids.

We could roughly correlate these positions with the various departments onboard: deck, engineering, and interior.

Another similarity that the series

See SURVEY, page C8

See STEW, page C12

A SHAVE AND A HAIRCUT: While most captains this month said they prefer crew to have no facial hair, tatttoos or PHOTO/DORIE COX piercings, yachties still find a way to express themselves, as seen at a recent Triton Expo.

Captains trend toward conservative looks Pouring over photos from our recent Triton Expo, we couldn’t help but notice how many male crew had facial hair. That got us wondering.

With yachting generally more conservative when it comes to the contemporary fads of tattoos and piercings, we wondered if it also Triton Survey Lucy Chabot Reed puts restrictions on facial hair and other expressions of individuality.

Granted, a lot of those furry faces we photographed are older, so perhaps they have earned the right to let their hair down. Or was it something else? How many personal rules must captains and crew abide by when working on yachts?

Not a lot of younger (and presumably more contemporary) crew took our survey this month.

The average age is 45-60, and our respondent is more likely to be a male captain in yachting more than 20 years.

They also run private boats instead of charter, which we thought might

have made the rules a bit more relaxed. It didn’t.

We began by trying to get a sense for who has what, including facial hair, tattoos and piercings, features we later lumped together into one category called modes of self-expression.

Do you have facial hair? (We should note that only three women were among our more than 90 respondents, and we encouraged them to say no to this question as well as the next one.)

Slightly more than a quarter of our respondents have facial hair.

Have you ever had facial hair while employed on a yacht?

The answer to this question was our most balanced, with 56 percent indicating that they had once had facial hair while in yachting. Many of those who offered their details about this form of self-expression said they have always had their facial hair.

“Always had a moustache, since Vietnam,” said a captain in yachting more than 30 years.

“My beard is not a trend thing like most,” said another captain in yachting more than 30 years. “I have had it since I was 28; I’m now 47 and my wife will not let me cut it off.”

Work with the chef Walk the fine line to fulfill your health requests onboard. C11

C June 2015 TRITON NETWORKING: V-Kool

T

he Triton welcomed spring during monthly networking on the first Wednesday in May. V-Kool of Florida hosted with cold beverages and hot crayfish for several hundred captains, crew and industry PHOTOS/DORIE COX pros.

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A

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bout 200 captains, crew and industry professional gathered with The Triton and host ISSGMT for a springtime barbecue in mid-May. Hot dogs and hamburgers on the grill with cold beverages made for a great night with friends and colleagues in Ft. Lauderdale. PHOTOS/DORIE COX

TRITON NETWORKING: ISS GMT Global Marine Travel

June 2015 C

C June 2015 NUTRITION: Take It In

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Try macro benefits to micro version of young vegetables Tiny microgreens are a huge trend. microgreens contained from five to In fact, almost half (48 percent) of 40 times higher levels of vitamins and the nearly 1,300 American Culinary carotenoids than their grown-up plant Federation chefs questioned by counterparts. the National The USDA testing also revealed Restaurant that different microgreens provided Association for its widely varying amounts of vitamins annual “What’s and carotenoids. Specifically, red Hot in 2015” survey cabbage, cilantro, garnet amaranth and named microgreen daikon radish rated the highest vegetables/microin concentrations of vitamin C, A, K greens “hot” and 14 and E as well as other phytonutrient percent more called carotenoids. these vibrantly Individually, red cabbage Take It In colored, crispmicrogreens had the richest Carol Bareuther textured, intensely concentrations of vitamin C, green flavored veggies a daikon radish microgreens provided “perennial favorite”. the most vitamin E, and cilantro Microgreens are much more than a microgreens were highest in lutein palate pleaser and eye candy to a plate. and beta-carotene. This shows that They also contain eating a variety of mucho nutrients. microgreens is best.

Microgreens are Microgreens were the edible seedlings once only available to grown from a variety chefs. Today, they’re of vegetables and for sale at farmer’s herbs. These include markets and upscale beet greens, radish supermarkets. When greens, kale, chard, choosing microgreens bok choy and arugula for their nutrition, as well as parsley, look for the ones that chervil, cilantro, Koppert Cress USA microgreens are the deepest in chives and basil. color. Research has at the New York Produce Show shown that storing They are harvested at in December. PHOTO/DEAN BARNES delicate microgreens the tender age of 10 days to two weeks or in a dark part of the right after the first leaves sprout. refrigerator in a damp paper towel These greens are usually 1 to 3 tucked into a resealable plastic bag or inches long when harvested and they covered container assures the best shelf come in a crayon box of colors. A life. Wash just before eating rather than key point on the nutritional front is before storing to maintain the best that since microgreens are harvested quality for up to five days. so young, they still contain all the The best ways to use microgreens nutrients needed to grow an adult is as a color and flavor burst to a dish. plant. Plus, at this stage, they offer a Like herbs and spices, the pungent flavor akin to the parent vegetable or flavor of microgreens means a small herb only in a more concentrated form. amount can add a huge burst of flavor Microgreens are smaller than baby to a dish. greens and they are harvested later The flavor of these greens are akin than sprouts. Different from sprouts, to the parent plant, only stronger. too, microgreens are grown in nutrient- For example, radish microgreens are rich soil while sprouts grow using only really peppery in taste. This is why water. some chefs will use a mixture of many There have been many claims across varieties of microgreens in a salad in the Internet that call microgreens a order to get the perfectly balanced powerhouse of nutrients. Researchers taste. at the U.S. Department of Agriculture Chefs also use microgreens as put this premise to the test back in garnishes on soups, sandwiches and 2012 and came up with the same salads – ranging from green salads and conclusion. Specifically, these food classic tomato-and-mozzarella salads scientists tested the concentration to the more traditional egg, macaroni of four nutrients: ascorbic acid and potato salads. They taste great, too, (vitamin C), carotenoids (vitamin sprinkled on a warm pizza straight out A), phylloquinone (vitamin K) of the oven, as a topping for risotto, in and tocopherols (vitamin E) in 25 savory omelets, and as an ingredient commercially available varieties of and decoration atop smoothies. microgreens. These nutrients are especially important in promoting Carol Bareuther is a registered dietitian the health of eyes and skin as well as and a regular contributor to The Triton. serving as a cancer preventative.

Comments on this column are welcome In general, results showed that the at editorial@the-triton.com.

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IN THE GALLEY: Culinary Waves

June 2015 C

Sniff out summer truffles to create and relive memories I met a dear friend in New York recently and out of his coat pocket he handed me a package of aluminum foil.

He hid it going through customs, which is not something I like to admit to, but this package was so worth it.

I opened up the foil packet and inside were black summer truffles, freshly picked from his farm in Italy.

Culinary Waves When he wasn’t Mary Beth looking, I put one Lawton Johnson in my mouth and ate the entire thing.

Had he known I would have done that, he likely never would have brought them to me. Truffles are meant to be savored. They are shaved thinly and added to dishes to bring out flavors or to add to flavors. Still, I couldn’t help myself. And I will never forget that gift. I can still taste the mustiness, the almost chocolate flavor to those black truffles.

A fresh black truffle; it doesn’t get any better. Later that night, he prepared for us pasta with a little cream and some shaved black truffle. That memory lasts as well.

You can’t go wrong having truffles

onboard, fresh if you can find them. considered the best in the world and If you can’t, then pick up some good Istria is now the hub of truffle hunting.) quality truffle oil or preserved truffles Don’t get me wrong. I do not suggest in a specialty market. But don’t let the taking $3,000 of the boat’s money, put season pass without having it onboard. the purser on the spot, and fork over A truffle is referred to by Wikipedia that large sum of money for one truffle. as the fruiting body of a fungus found Instead, find out where you can buy throughout Europe. them at a local It will add flavor, market. (If you are Black and white visual impact and lucky enough to be truffles are found from on a farm, a pig or a freshness to any meal you might dog can sniff them May until September prepare onboard, out for you for free.) and both are lighter from salads, Black and white in flavor than their soups, pastas truffles are found and appetizers to from May until winter cousins. main entrees. Just September and a paper-thin slice both are lighter in or shaving using a flavor and aroma truffle shaver is the best way to savor than their winter cousins. Black the world’s most expensive tuber. summer truffles are light brown on the The common one we know is the outside and have a grey yellow interior. tuber aestivum, or Burgundy truffle.

As the seasons change, the interior It is harvested from September until turns into a dark brown shade. The January in Italy, France and Spain. flavor is woodsy and earthy, even musty, But summer truffles are coming into with hints of chocolate, and actually season. So which type will you need to is better when lightly fried if you use have onboard? I say both the black and them in prepared foods. white types.

White summer truffles have a For those chefs in France and lighter scent and taste but offer a more Italy, buy them fresh. (Actually, those aromatic flavor than the black summer heading to Croatia will have it even truffle. (The flavor of a truffle is directly better as Istria now has an incredible related to its aroma, achieved by the reputation for truffles. Their truffles are spores maturing.) This type of truffle

you want to add to already-cooked dishes as a garnishment. There are two types, the tuber magnatum pico and tuber borchii.

The truffle pico is found in the central and northern areas of Italy.

The truffle borchii is found in Lazio, Marche and Tuscany areas.

White truffles are rare and the market demand far outweighs production so expect to pay handsomely for fresh ones.

Storage of fresh truffles is important in preserving them for consumption.

Feel them. If the tubers are soft on the outside, then they are ripe and should be eaten that day. If they don’t feel soft, they can last three to five days more.

If you aren’t eating them right away, wash fresh truffles with a little water and dry off. Then wrap them in a cotton cloth or paper towel and store in the refrigerator. You have to change the cloth every day to keep it fresh.

Most truffles bought already prepared or preserved should be refrigerated once opened.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 25 years. Comments on this column are welcome at editorial@thetriton.com.

C June 2015 IN THE GALLEY: Crew Mess

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Masitas de Puerco Cubano With all of the recent talk of the United States normalizing relations with Cuba, my memory takes me back to several deliveries where I stopped in Cuba en route to Latin America.

I have always found the officials and people of Cuba warm and inviting, but what I remember most is the food.

Luckily, living in South Florida affords me the opportunity to revisit this style of cooking.

Here is one of my favorite dishes.

It is important to cook this with lard, which is rendered from pork and thus enhances the flavor of the masitas.

Enjoy, JW. Ingredients: 2 pounds pork shoulder 2 cups Cuban marinade 2 cups water 1/4 cup lard 1 Tbsp salt 1/2 onion, chopped coarsely Cut pork into 2-inch chunks. Place chunks into a bowl and add 2 cups Cuban mojo marinade. (Store bought is fine or use my recipe below.)

Cover bowl and refrigerate overnight.

In a skillet, add water, lard, salt and pork chunks.

Over medium-high heat, bring to boil.

Reduce to mediumlow and cook, uncovered, about 40 minutes.

The water will evaporate leaving only the lard and pork chunks.

Once the water has evaporated, bring the heat up to medium-high and sautĂŠ onions until translucent, about 2 minutes.

Serve as a main dish with rice, black beans and fried plantains.

Cuban mojo marinade Ingredients: 20 garlic cloves (yes, 20), pealed 2 tsp salt 1 tsp black peppercorns 1 1/2 cups sour orange juice (substitute 1 cup OJ and 1/2 cup lime

juice) 1 cup chopped onion 2 tsp oregano With a mortar and pestle, work the garlic, salt and peppercorns into a paste. Add juice to the paste followed by the onion.

Mix well and let stand at room temperature for at least an hour before using it as a marinade for pork, chicken or fish.

Capt. John Wampler has worked on yachts for more than 25 years.

He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break.

Contact him through www.yachtaide. com. Comments on this column are welcome at editorial@the-triton.com.

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IN THE GALLEY: Top Shelf

Key Lime and White Chocolate Pie Classics will always exist, gelatin and continue to cook as will the longing for them. on medium until gelatin has Pot roasts, cobblers, burgers or completely dissolved. pies, everyone will associate Strain the mixture into certain feelings with classic the lime mixture, whisking dishes. When guests arrive continuously as you pour onboard with their positive and until incorporated. and happy energy, making In a food processor, place their own fantastic memories, the pecans, 1/2 cup melted I choose to deliver what they butter, graham crackers, salt have requested, with a twist and milk chocolate morsels. in the hope that my twist will Pulse for 30 seconds. create a wonderful association Press down at least 2 Tbsp to their dream vacation, to their of the pecan mixture into 10 dreamed-of classic.

3-inch greased ring moulds.

The addition of gelatin and (Alternatively, press mixture white chocolate assist with into a cake tin or pie dish.) the free form presentation of Distribute any remaining this dish, averting it from the pecan mixture between the traditional pie presentation. The ring moulds and press down subtle use of the vanilla bean again. and chocolate cut the lime just Pour the pie mixture enough to transcend this pie, gently amongst the but not enough to mask its ring moulds. Cover and familiar and sought-after flavor.

On our past four charters, I served my pie, upper right, with a white chocolate refrigerate at least four Key lime pie had been hours. and fresh fruit mouse tartlet and salted caramel. requested. Having gotten Once the pies are firm positive feedback, I know this and set, run a pairing knife along the In a glass bowl, add half a cup dish can stand up to the glory of its inside edge of the bottom of each predecessor. Give it a go. Makes 10-12 melted butter, egg yolks, lime juice mould and carefully push from the and sugar and whip until blended portions, depending on size. Enjoy. base up until the mould is free. and smooth.

Plate and serve immediately.

Ingredients: Pour mixture into a heavy 1 cup melted butter (split into 2 bottomed saucepan and put on half cups) medium heat. Whisk slowly as 4 large egg yolks Mark Godbeer, a sauce begins top thicken, about 10 1/2 cup fresh lime juice culinary-trained minutes.

1/2 cup sugar chef from South Once sauce resembles a thick 2 cups whipping cream Africa, has been gravy, remove from the heat and 1/2 cup white chocolate, chopped professionally strain into a large mixing bowl.

1 vanilla pod, split cooking for more In another saucepan set at 1 sachet gelatin (bloomed in a bowl than 11 years, 9 medium heat, add the cream, white of which have with 4 Tbsp cold water) chocolate and split vanilla pod been on yachts 1/2 cup pecans, toasted and slowly melt chocolate, about 5 (chefmarkgodbeer.com). Comments on 2 cups graham crackers, crushed minutes. this recipe are welcome at editorial@the1 tsp sea salt triton.com.

Once chocolate is melted, add 1/4 cup milk chocolate morsels

June 2015 C

C June 2015 TRITON SURVEY: Forms of self-expression

Do you have facial hair?

Yes 27%

Have you ever had facial hair while employed on a yacht?

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Do you have any piercings?

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Do any of your piercings show in a regular crew uniform?

Yes 1%

Yes 1%

No 99%

No 99%

Yes 56%

No 73%

No 44%

Most crew have worked on yachts with policies on appearance sURVEY, from page C1 question, the results were the same.

Do any of your piercings show in the course of your duties while wearing in a regular crew uniform of shorts and a polo?

Again, 99 percent said no.

“I have asked a stew if she would object to popping out a nose ring,” said a captain in yachting more than 20 years. “She did not mind. In fact, she recognized that crew on surrounding yachts did not wear them and left hers out for as long as I knew her.”

We got a little more traction with this next question, but not much.

Do you have any tattoos?

Less than a fifth of respondents said they do. And if they do, they came long before yachting and are not visible.

“I got mine in the 70’s when tattoos meant something, not like today where people cover their bodies for no real reason,” said a captain in his early 60s.

“Lots of tattoos, before, during and will be getting them still after yachting,” said a chef in his early 30s in yachting more than 10 years and currently works on a predominantly charter yacht.

Do any of your tattoos show in the course of your duties while wearing in a regular crew uniform of shorts and a polo?

A third of the captains and crew with tattoos said they are visible in a normal crew uniform, about 6 percent of our respondents.

“I have a tattoo of a fish on my left calf after a fish bit me,” said a captain in his early 50s in yachting more than 30 years. “Not obscene, very tasteful. This was about 15 years ago.”

So for the most part, we are dealing with an already-conservative crowd.

“My self-expression is a clean-cut, successful individual compatible with the same type of people” who own yachts, said a captain in yachting more than 25 years.

“Other than some very expensive dentistry, I’m ‘as built’,” said a captain in his late 60s. “OK, a little thinner in the hair department and a tad fuller

around the gut.”

Still, our next series of questions shed a little more light on the industry when it comes to modes of selfexpression. We were curious, mostly, if they made a difference when it came to getting and doing a job.

Have any of these forms of selfexpression ever interfered with your ability to get a job?

Most, of course, said this didn’t apply since they do not have any of these that are visible in normal work conditions.

Even if we remove those answers from our pool, we still find that the majority (75 percent) said no. And the next largest group (15 percent more) said they weren’t mentioned as a problem but it was clear they needed to be minimized.

Five percent more said they made adjustments in their modes of selfexpression to get the job.

Just 5 percent of our respondents who express themselves visually indicated that their choice caused them not to get a job they feel they likely would have gotten.

“Not one time has an owner ever commented on crew with tattoos,” said a captain in yachting more than 30 years. “It is also possible that the content and context of the tattoo is more important than the mere fact that a tattoo is seen. A butterfly or interesting blue marlin tattoo compared to a skull with a bullet hole, dripping blood, for example. As captain, I don’t care. Let’s get the job done and try our best to have some fun doing it.”

We were curious if these personal choices likely made before yachting somehow impacted their work on yachts. For example, a scuba mask might not fit as snuggly with facial hair, or a charter guest was offended by a neck tattoo and asked that someone else drive the tender. So we asked Have any of these forms of selfexpression ever interfered with your ability to perform your job?

We again received a strong

conservative result. Ninety-eight percent said no.

“I always kept my facial hair short and neat,” said a captain in yachting more than 30 years. “On occasion, my dive mask used to leak.”

“When I had a beard and had to do a bunch of diving, I shaved my upper lip in that Captain Ahab style,” said a captain in yachting more than 25 years.

“For a while, I worked as a commercial salvage diver and just kept my mask sealing line shaved. My boss at the time never mentioned it and it was just a matter of my choice to be able to better do my job and, of course, breath.”

While it didn’t impact this next captain directly, he did note that “I have had to work with those who had necklaces, rings, facial hair, long hair, and it usually did not go well. In emergency situations, where a mask needs a seal, it won’t work. Jewelry results in damaged fingers, ears and more.”

We wondered if there are rules about this stuff, so we asked Have you ever worked on a yacht that had a policy about any of these self-expressions?

Our responses here were pretty evenly split between yes, no and sort of, but taken together, two-thirds of our respondents have worked under some sort of policy, whether official and written down or informal. When we asked for more on this, several captains offered their own position on hiring crew with visible forms of selfexpression.

“I won’t hire with visible tattoos,” said the captain of a predominantly private yacht 200-220 feet in yachting more than 20 years. “Piercings are fine but most go away and cannot be visible while guests are on board. My present vessel has a no-facial-hair (with guests on) policy. I get away with it due to a facial scar that the goatee covers.”

“On the Standard Operating Procedure, I have a section that calls for beards to be trimmed and of neat appearance,” said the captain of a yacht 200-220 feet in yachting more than 15 years. “If no beard, crew must shave

daily on working days.”

“Tattoos are discouraged, as are piercings,” said the captain of a private yacht 100-120 feet in yachting more than 20 years. “Having one or more of these elements of ‘self-expression’ would most likely affect the hiring of the individual. Facial hair is allowed only if the person has facial hair on the date of hire. Otherwise, all male crew members need to be clean shaven.”

Several captains also followed that practice of accepting facial hair from the outset but not permitting it once hired.

“I was on a yacht that said if you start with facial hair you can keep it, but you can’t start growing a beard once on board,” said another captain on a yacht 100-120 feet with a mix of charter and owner use. “This was to prevent a week’s worth of guests seeing crew needing a shave while claiming to be growing a beard. We also required men to have short hair and woman’s hair be well kept.

“At the time, I thought it was pretty tough, but now as captain I want my crew looking sharp,” said this captain, who has been in yachting more than 25 years. “We average more than 25 percent tips on all our charters. This rate is about as high as the industry goes, and this high tip rate is part of the payoff for keeping strict rules for all crew. If we go lax on our crew, it will affect my tips and that really makes it personal.”

“Tattoos were OK as long as they were hidden while in uniform; the same with piercings,” said the captain of a private yacht 80-100 feet in yachting more than 20 years. “Beards were never a problem so long as they were kept neat and tidy. I agree with this policy.”

Considering how the majority of our respondents are veteran captains, the results to this next question didn’t really surprise us. Has yachting caused you to change your mode of self-expression (perhaps a boss asked you to shave your beard

See sURVEY, page C9

The Triton

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TRITON SURVEY: Forms of self-expression

Do you have any tattoos?

Do any of your tattoos show in Have these interfered with your ability to do your job? a regular crew uniform?

Yes 6%

Yes 18%

June 2015 C

Have you ever worked on a yacht with a policy about this?

Yes 2% Informal policy 31%

No 82%

No 94%

No 98%

Yes 35%

No 34%

Yachting is conservative and that’s OK with most captains sURVEY, from page C9 or take out your piercings, for example)?

The vast majority – 87 percent – said no.

We also wanted to know if these things were worth mentioning, so we asked Is this on your resume?

Eliminating the majority (81 percent) who said no because it doesn’t apply to them, most (again 81 percent) said they do note on their CV that either they have no visible tattoos or piercings (75 percent) or that they have them (6 percent). The rest do not mention it.

Considering that yachting guidelines and social conventions conflict here, we asked Do you find yachting to be conservative?

Three-quarters of our respondents said they thought yachting was conservative, but that was OK with them.

“As service professionals performing at what is supposed to be the highest levels of the service industry, it has

traditionally been incumbent on personnel aboard luxury yachts to avoid any offensive behavior,” said the captain of a private yacht 140-160 feet. “This includes how we speak, using good manners, our attitudes, body language, and how we present ourselves visually to the owners and guests. Crew agents understand this and sales organizations understand this. It’s about being approachable and putting guests (or customers) at ease.

It’s the whole package.

“How we choose to present ourselves visually is just as important as how we speak and behave generally,” said this captain, in yachting more than 15 years.

“It demonstrates the level of respect we have for our yacht, our owner, the captain and our associates in the crew, and is reflective of the appreciation we have for ourselves and our positions on board (or not). This takes the form of maintaining a neat and clean appearance and includes combing your hair, brushing your teeth, taking daily showers, wearing your uniform as intended, and not sporting potentially

shocking tattoos and piercings.

“Remember, the experience on board is supposed to be about them, not us,” he said. “This really isn’t rocket science, and the mere need to have a discussion over what should be common sense in a high-level service environment such as luxury yachting demonstrates just how far the bar has been lowered.”

“Going in a certain direction based on lifestyle eliminates the ability to hold many jobs, and should,” said a captain in yachting more than 30 years. “Ours is a business that wears uniforms. There is a reason for this, and one that would make certain self-expression lifestyle choices unacceptable. Uniform is the name of the day.”

The next largest group – 12 percent – said “not really”, that the jobs they have had have been more relaxed.

“Appearance is the key,” said the captain of a private yacht less than 80 feet in yachting more than 30 years. “A nicely groomed beard on an excellent employee will do far more than a mediocre employee with

no beard. However, there is a level of professionalism that should be encouraged and grooming is critical.”

Seven percent more didn’t find yachting conservative at all.

And just 5 percent thought yacht owners and charter guests were too conservative in this regard.

“Considering the fact that I arrived in yachting in 1976, it has become progressively more restricted and rule bound, with less and less personal expression allowed,” said a captain in his late 60s who runs a predominantly charter yacht 160-180 feet. “It’s almost as though individuality scares people.”

Do you think yachting has changed over the years in what is acceptable in terms of selfexpression?

Two-thirds of our respondents who answered this question said yes, and not always in a good way.

“Yes, yachting has changed,” said a captain in yachting more than 30 years. “Over 30 some years ago, the

See sURVEY, page C10

C10 June 2015 TRITON SURVEY: Forms of self-expression

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Captain: Yachting should continue to uphold highest standards sURVEY, from page C9 British set impeccable standards in the yachting and service industries that the rest of the world tried to uphold. I am an American and have always tried to meet the high standards the British set many years ago. The strange thing is it seems to be the red-flag boats that have allowed tattoos, piercings and facial hair into the yachting industry as the new acceptable standard.

“Sorry if it offends people but I feel we have an obligation to uphold the original standards set by the British years ago: no facial hair, no visible tattoos, and no piercings,” said this captain, who runs a private yacht 140-160 feet. “We are here to uphold standards, not make up new ones to suit today’s flash-in-the-pan new trends.

“Look at any other high-end wealthy industry,” he said. “These things are not and will not be accepted. As a side note: Go visit a nursing home and look at some 70-year-old tattoos and piercings. It’s not a pretty sight. Think beyond today.”

“Yacht owners are getting more progressive, especially under 50m, in letting go of tradition a little bit,” said the captain of a charter yacht 120-140

Has yachting caused you to change your self-expression?

Is this information on your resume?

No Too 7% conservative 5%

Yes 6%

Yes 13%

No 19% Yes, but nothing visible 75%

No 87%

feet. “Now we see so many stars and athletes with facial hair, even shaving less often. This is now the norm. As well, piercings and tattoos are so mainstream in the world. We hope owners can have some flexibility, and face the world as it is.”

“Yachting may have relaxed a bit with regard to modes of self-expression but my thoughts on the matter have not,” said the captain of a private yacht 100-120 feet in yachting more than 20 years. “That said, all captains have an image they would like to project for

Do you find yachting conservative?

the yacht. Crew members with tattoos, piercings and facial hair do not fit that image on my vessel.”

“I don’t think [this issue] is a matter of conservative, per say, but more about trust,” said the captain of a yacht 100-120 feet that has a mix of charter and owner use and in the industry more than 25 years. We have minutes to produce trust in our agents and guests. Would you want to put your children on a plane with a pilot who can’t manage to wear a clean uniform, pressed shirt and clean shoes? Many

Not really 12% OK conservative 76%

people worry about their safety on the water, and since we work the top tier of the marine industry in yachts we should look the part.”

Lucy Chabot Reed is editor of The Triton. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online.

All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, e-mail lucy@the-triton. com to be added.

Captains comments tend toward professionalism and boat-first view Captains offered these thoughts when it came to self expression and yachting, and often how they don’t match.

Think before you tattoo and pierce. l

l

l

I believe yacht crew should look and act professional at all times. As a captain, I would not hire anyone with their body covered with tattoos, even if that crew member is known for being

the hardest working crew member in the industry. l

l

l

Bosses should be able to hire whomever they like. If piercing and tattoos are an issue for them, then you don’t get the job. l

l

l

I see tats and piercings as a form of self abuse. What about cutting? Is cutting OK? I don’t hire crew with tats

or piercings. If they have no respect for themselves, how are they going to have respect for me? l

l

l

We are in a service industry. In this case, if you do not like it, don’t get into the industry. On the same note, too much perfume is a problem for the interior staff. l

l

l

A neat, clean appearance is part

of yachting. Would you want your dentist or doctor treating you to have numerous visible body piercings or lots of tattoos? Crew typically mirror the look found in the owner’s company(s). I have never seen any Fortune 500 CEOs or their upper level management or guests come on board my boss’s boats with noticeable tattoos or excessive piercings. Crew need to look the part if they want to be a part (of yachting). l

l

l

As a captain, I will only hire cleancut crew, no tattoos or piercings, and the guys must be clean shaven. l

l

l

Piercing and tattoos are offensive to some. And God tells us not to defile ourselves as we are already beautiful.

If you have a clue and want to be professional, try not to do it. I always try not to hire anyone with offensive stuff on themselves. l

l

l

Sailors often had/have more freedom of self-expression, and it’s generally more acceptable on that side of the industry. l

l

l

There is a certain degree of decorum required when representing the boat and its owners. Not hiring a good person for the job because they have a rather innocuous tattoo of some sort makes no sense to me. At the end of the day, though, their boat, their rules.

Comes with the job.

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HEALTH: The Yachtie Glow

Maintain healthy habits while keeping the peace with the chef Despite what many yacht crew may think, you can work on a yacht and maintain healthy eating habits without making the chef or anyone else hate you.

It does take a bit of planning, patience and consistency but you can achieve your goals with these action steps.

1. During the The Yachtie Glow hiring process, be Angela Orecchio up front with the chief who hires you and/or the captain about your diet.

If you’re not new on board, then ask to schedule a time with the captain or chef, depending on what you think the right course of action should be.

If you’re speaking to the captain, ask permission to speak to the chef directly.

If that is possible, read on to No. 2; if not, skip to No. 5. Keep a strong resolve and be patient.

2. Approach the chef with respect and understanding for the amount of work he/she does to feed and keep everyone happy on board.

Everybody has an important job to do on the boat, and everyone deserves respect.

Approach the situation as if he/ she will go above on and beyond for you, and make sure to show your appreciation for it in an authentic way.

3. Explain your reasons. Be open with the chef about your reasons for eating healthy. Almost everyone desires to be healthy or has had some health issues. If you are honest and connect with the chef about your reasoning, he/ she is more likely to want to take care of you.

4. Be ready ahead of time for the question, “Well, what do you eat then?”

If you are vague and your answer is “healthy foods”, you will most likely be in for a surprise come meal time.

Everyone has a different idea about what healthy eating entails.

Be specific without being overly picky and make sure you include foods that will fill you up. This could be potatoes, rice, beans, lentils, etc.

If you’re not specific, you could find yourself at the crew mess table hungry with your only option being salad and bread. If this happens enough, the chances of ruining your healthy habits are high.

If you want to stay healthy, you must eat enough whole foods that are filling to keep your cravings from taking over your mind.

5. Have a back-up plan. Buy some of your own foods and put them in a Tupperware in your cabin closet or drawer. This will save you during times

when the chef is busy and doesn’t prepare something that is filling enough for you or anytime you’re in a pinch.

Foods such as low sodium pasta sauce, pre-cooked lentils, cans of beans, soups and other pre-cooked foods will get you through the toughest times. When the Chef asks why you’re eating your own food, be honest and diplomatic about it.

6. Be consistent. I can’t say it enough. If the chef sees your unwavering consistent efforts to eat a certain way, you will have better results.

If you pig out on junk food or announce that you’re having a cheat day, the Chef will think you’re not serious and not put in the extra – and it is extra – effort to make healthy food for you.

7. Be a good example. Show your enthusiasm and positivity toward eating healthy and be someone who others are inspired by.

If you do not scare anyone away with a militant view of health, more than likely you will see some changes from other crew as well.

Stay strong and be sweetly persistent in your efforts.

Angela Orecchio is a chief stew and certified health coach. This column was edited from entries in her blog, The Yachtie Glow (www.angelaorecchio. com), which offers tips for crew on how to be healthy, fit and happy on board.

Comments are welcome at editorial@ the-triton.com.

Green papaya salad Ingredients: 1 whole clove garlic 2 fresh chillies 1 string bean cut to 2cm 50 grams green papaya, peeled, shredded 30 grams carrots, peeled, shredded 1 tsp palm sugar 1 1/2 Tbsp soybean sauce 1 Tbsp lime juice 1 tomato cut into 6 pieces 1 tsp toasted peanuts Crush garlic and chilies in a mortar. Add string bean, crush roughly.

Add papaya and carrot, mix thoroughly.

Add palm sugar, soybean sauce, lime juice and tomato. Mix thoroughly.

Serve on a plate, garnish with peanuts.

June 2015 C11

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Today’s service sophisticated, protected, full of opportunity through major world events such as the industrial revolution, the sinking of incorporates is a “lifestyles of the rich the Titanic, World War I and the Irishand famous” perspective, which is a British conflicts. These are all portrayed commonly held perception of yachting. in the BBC series and introduced (As a former yacht stew, I jokingly within a personal context. As such, used to refer to our job descriptions as the show offers more sophisticated “lifestyles of the people who work for entertainment than many people are the rich and famous.”) used to these days.

People are fascinated with the It also offers a glimpse into the daily routines of the upper class and existence of people who seem larger captivated with celebrity images. than life. In today’s world, great wealth They cannot seem to get enough of is quite often a symbol of personal the intricate and intimate details of accomplishment and success rather society’s elite. As yacht crew, we know than exclusively of social eminence and the ins and outs of daily life and realize status. that people are just people when it In the past, the decision to serve comes down to basics. We also know in a private environment was usually that the weight of celebrity status and the result of an economic or physical public image can be a heavy load to necessity. Some were forced into service carry sometimes. When you are placed while for others it was the only career on a lofty pedestal, it is a long fall from option available. At different times the top.This is a recurring theme in the the historical aspect of “service” has spotlight of today’s had a more positive news as well as on perception than “Downton Abbey.” other times.

Whereas domestic Social protocols Service today help of bygone days have changed greatly is a sophisticated were sometimes at from the World combination of War I era depicted the mercy of ruthless technical and in the series. The practical skills along and unscrupulous “old school” rules of with a high level bosses, today’s yacht relationships and of education and workers are under social convention training. Whereas are fascinating and domestic help of the protection of somewhat inspiring. bygone days were strict international In today’s volatile sometimes at the maritime laws and and rapidly changing mercy of ruthless world, many people and unscrupulous conventions. long for a return to bosses, today’s yacht more predictable and workers are under formal social behavior. the protection of strict international As a culture, we do not get much maritime laws and conventions. guidance or direction from popular While domestic servants in the television or media. “Downton Abbey” distant past had little possibility of is a welcome antidote to the indignity advancement past a certain point, of relationships seen on “reality TV.” today’s professional yacht workers You have to admit, while there are often work closely alongside modern mixed reviews, many love to hate the titans of commerce and industry with Bravo series “Below Deck”. Some who admirable character. They have no limit have chosen a professional career in of opportunity and influence which, yachting feel that it demeans the hard if used properly, can lead to resources work and standards of professional and an existence that others can only service on yachts. The image given off dream of. by the reality show downplays the skill, This new paradigm of service is just competence and character traits that as captivating, just as fascinating as set highly trained professional yacht bygone eras, and will shed a new light crew apart. on service for generations to come.

In contrast, the characters on “Downton Abbey” don’t always follow Alene Keenan has been a yacht stew for the predictable and formal rules of more than 20 years. She teaches at MPT behavior, but their indiscretions are a and offers customized onboard interior little bit more discreet and their moral training and consulting through her transgressions are a little less immoral company, Yacht Stew Solutions (www. than what we see on reality television yachtstewsolutions.com). Order her today. self-published book “The Yacht Guru’s “Downton Abbey” has a nostalgic Bible: The Service Manual for Every appeal for many viewers. We often Yacht” from Amazon.com or directly relate to stories told by friends and from Create Space at www.createspace. relatives about the fortitude and com/5377000. Comments are welcome resolve of previous generations living at editorial@the-triton.com.

STEW, from page C1

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