/tritonnews | www.The-Triton.com | June 2018
7 Rules of the Road Expect to be boarded in Europe Ship Risk Factor helps determine when a yacht is targeted for Port State Control inspection.
20
THE CIRCUS IS IN TOWN The show must go on for the crew of M/Y Joy during the 30th annual MYBA Charter Show in Barcelona in late April. See more starting on Page 10.
Write to Be Heard Slip off those ‘golden handcuffs’ Think you will never again make this much money if you leave yachting? Then you won’t. 39
Where in the World
Working toward Down with salaries, experience; smooth sailing up with regulations, connection with crew visas From the Bridge By Dorie Cox Yachts and their crew spend tens of millions of dollars on refits, maintenance and repairs, as well as provisions, accommodations and services in the United States. And those dollars are finally getting federal officials to listen when government procedures hinder a yacht’s ability to enter the United States. When yacht crew are denied B-1/B-2 visas or denied entry at the border, industry professionals – from managers and agents to the crew themselves – get frustrated, said Debora Radtke, owner of
See VISA, Page 37
Dorie Cox
The yacht industry has changed. And it continues to transform. To spot some of the trends, we gathered a diverse group of yacht captains at this month’s Triton From the Bridge discussion, including a captain with 20 years of working with the same yacht owner, a captain preparing for a new command and several freelance captains considering their next positions. “The biggest trend that I’ve seen is a massive change in education, certification and licensing,” one
captain said. “Before, it was, ‘You’re a captain? Come on down, we’re going to the Bahamas, jump on.’” “It’s not just retrieve the tender, jump on, and off they go,” another captain said. “Now, it’s an actual operation and a procedure. It has become more of a commercial type of industry.” This sometimes seems to value regulations over experience,ww a captain said. “There are so many overqualified candidates, they have every certification and spend so much time in school,” a captain said. “But they do not actually have time on the job.”
See BRIDGE, Page 35
Steady crowds kept yacht crew hopping at the Palma show. 13
Obituaries Industry remembers crew Friends and colleagues remember several crew in yachting – two captains, an engineer and a chef.
6
Events Yachting calendar
38
Triton networking
7, 8
Contents
June 2018 The-Triton.com
NEWS
Where in the World 10 13 41
22 4 6 9 22 28 29
Industry Updates Obituaries Crew News Business Boats / Brokers Technology
Events 7,8 38
MYBA Charter Show Palma Superyacht Show Triton Spotter
Triton Networking Calendar
41
10 COLUMNISTS Career 16 17 18
Taking the Helm Crew Coach Compass
Operations
8 Write to Be Heard 39 40 40
19 20 21 30
Sea Science Rules of the Road Secure @ Sea Engineer’s Angle
Guest writer Letters to the Editor Crew Eye
Advertisers 42 46
33 Contributors
Production Manager Patty Weinert, patty@the-triton.com Editor Dorie Cox, dorie@the-triton.com Associate Editor Susan Jobe, susan@the-triton.com
Interior 14 15 31 32
Crew’s Mess Top Shelf Culinary Waves Stew Cues
Crew Health
Business Cards Advertisers Directory
Publisher / Advertising Sales Lucy Chabot Reed, lucy@the-triton.com
15
Carol Bareuther, Dean Barnes, Capt. Jake DesVergers, Jessica Dunn, Paul Ferdais, Capt. Rob Gannon, Mary Beth Lawton Johnson, Alene Keenan, Lauren Loudon, Capt. Herb Magney, Chef Tim McDonald, Rich Merhige, Keith Murray, Conor Salmon, Jordanna Sheermohamed, Corey D. Ranslem, Tom Serio, Capt. John Wampler
33 34
Take It In Sea Sick
Contact us at: Mailing address: 757 S.E. 17th St., #1119 Fort Lauderdale, FL 33316 Visit us at: 1043 S.E. 17th St., Suite 201 Fort Lauderdale, FL 33316 Call us at: (954) 525-0029 FAX (954) 525-9676 Online at: www.the-triton.com Vol. 15, No. 3
The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2018 Triton Publishing Group Inc. All rights reserved.
3
4 News
The-Triton.com June 2018
Industry Updates No new trial in $70 million rape case
A South Florida judge has denied a yacht owner’s request for a new trial after a jury awarded more than $70 million to a crew member who was raped onboard in February 2015. Attorneys for Island Girl Ltd., which owns the 150-foot Feadship M/Y Endless Summer, had appealed the Jan. 29 verdict and its award, saying that the woman’s attorney tainted the jury in his “highly improper and inflammatory” closing argument, prompting them to return the “truly staggering” $70.56 million award, an amount “wildly out of line” with comparable Florida verdicts. The Broward County judge disagreed on May 8. There are still legal proceedings pending regarding the yacht owner’s appeal of the dollar amount of the award. –Triton staff
Judge orders Equanimity to US
Malayasian financier Low Taek Jho, also known as Jho Low, was ordered on May 15 to turn over his $250 million yacht, M/Y Equanimity, to U.S. officials, who claim he bought it with money siphoned from the 1Malaysia Development Bhd sovereign wealth fund, according to Bloomberg News. U.S. District Judge Dale Fischer ruled in April that the yacht could be sailed to the U.S. from Bali, but a court in Jakarta later found that the police hadn’t followed procedures and ordered the yacht returned. A lawyer for the trusts that own the yacht for Low’s benefit will comply with a final and binding court order to turn over the yacht, Bloomberg has reported. The U.S. and Low’s lawyers are negotiating a sale of Equanimity, a 300-foot (91.5m) Oceanco launched in 2014, while the forfeiture lawsuit is unresolved.
Yacht catches fire in Lauderdale
The M/Y Tivoli, a 95-foot (29m) Turquoise expedition yacht launched in 2001, caught fire April 24 while docked
for renovations at Marina Mile Yachting Center in Fort Lauderdale. The fire is believed to have started in the lower forward stateroom area. The actual cause was still under investigation at press time. “I was very impressed with the fire department,” said David Hole, manager at the shipyard. “They were calm and collected, and if they didn’t react as quickly as they did, we would have had a chain reaction.” Instead, crew aboard suppressed the fire until city firefighters arrived. Steel Marine Towing arrived to tow a neighboring yacht away, Hole said. Forty firefighters responded to the two-alarm fire, according to news reports. M/Y Tivoli, previously 90.6 feet and often seen at the Antigua Charter Yacht Show, was sold last year. It has spent the past year in refit, including a complete paint job from its tell-tale pale yellow and new interior, Hole said. Damage from the fire was limited, he said, thanks to quick and organized reaction from crew onsite and firefighters. The owner is likely to repair and rebuild her, he said. – Lucy Reed
Iconic Willy T told to relocate
The owner of the iconic Willy T, a floating restaurant and bar in the British Virgin Islands that was destroyed by Hurricane Irma in 2017 and replaced with a new vessel, has been told that he needs to find another place to anchor the popular attraction, according to Virgin Islands News Online. Ewan Anderson, owner of the Willy T, told the local news site that on May 10 he met with government officials, who told him he has to find a new location for the vessel because a large development on the island does not want Willy T in the bay. The bar has been a fixture southwest of The Bight at Norman Island for decades.
Manager freed of Cheeki Rafiki deaths Douglas Innes, the 43-year-old director of British yacht management company Stormforce Coaching Ltd., was acquitted April 25 of manslaughter charges related to the May 2014 capsizing of the S/Y Cheeki Rafiki in a retrial of the case in Winchester Crown Court, The Guardian has reported. Innes had faced four counts of manslaughter by gross negligence in the deaths of the yachts’ four crew members. The 40-foot boat had been on its way back to the U.K. from Antigua when it capsized more than 700 miles
June 2018 The-Triton.com
off the coast of Nova Scotia. An earlier jury had convicted Innes and Stormforce Coaching Ltd. of failing to operate the yacht in a safe manner contrary to the Merchant Shipping Act, but was unable to return a verdict on the manslaughter charges, and a retrial was ordered. After finding Innes not guilty on the manslaughter charges, jurors in the retrial handed a note to the judge that read: “We are deeply concerned by the evidence we have heard about the regulations involved in this case. Pleasure and commercial regulations need to be clarified.”
Survey looks at yacht wi-fi needs
In a survey produced by Inmarsat and The Superyacht Group, megayacht captains and crew reported increasing demand for satellite-delivered bandwidth and identified three operations as the most important functions of satellite communications on board: vessel management, navigation and usage of Internet of Things (IoT) applications. Initial findings of the 2018 Inmarsat Superyacht Connectivity Report also revealed that the level of cyber security deployed by the global megayacht fleet is minimal, with nearly 64 percent of
Industry Updates yachts relying on a simple onboard firewall or crew managed system. According to an Inmarsat news release, survey respondents represented more than 160 megayachts from 30m to more than 80m. To enhance details of the report, the company also holds meetings with captains and engineers during events such as the MBYA Charter Show in Barcelona, the Palma Superyacht Show and the Newport Volvo Ocean Race stopover event in the U.S. Inmarsat is a U.K.-based provider of global mobile satellite communications services for land, sea and air. “The survey has provided us with really valuable insight into exactly how the owners’ representatives, captains and engineers use satellite communications,” stated Rob Myers, Inmarsat’s senior director of maritime market development. “It also underlines their needs for the future and how we can help to ensure our global services match these requirements.” For more info, visit inmarsat.com.
MPT offers evening captain’s course Maritime Professional Training in Fort Lauderdale, Florida, is offering a two-week evening course to earn a captain's license. Course 104N is U.S.
Coast Guard-approved for candidates seeking their "Six Pack," or Operator of Uninspected Passenger Vessel (OUPV) license, also known as the charter boat captain's license. This license is for operation of uninspected vessels only. The course is being offered from Aug. 6-18, and Nov. 26-Dec. 8. Classes meet 5-9 p.m. Monday through Friday and 8 a.m.-3 p.m. Saturdays. Testing is Aug. 18 for the first course, and Dec. 8 for the second. Course cost is $799. For more, visit mptusa.com.
Cash in on lionfish catch
Divers and anglers are invited to sign up for the 2018 Lionfish Challenge for a chance to win up to $5,000 while helping rid Florida’s waters of the invasive lionfish. The competition started May 19. The Florida Fish and Wildlife Conservation Commission urges divers and anglers to register at MyFWC.com/Lionfish. Reg-
Interior Career News
5
istered participants will have through Labor Day, Sept. 3, to enter catches via photo or by submitting tails to checkpoints at select dive shops and FWC offices. Those who harvest FWC-tagged lionfish will receive a customized Lionfish Control Team long-sleeve performance fishing gear shirt. The first tagged lionfish that is removed from each of the 50 reefs will be eligible for monetary or product-based rewards. Native to the Indo-Pacific and believed to have entered Florida waters from an aquarium release, lionfish are now established along the southeast coast of the U.S., Caribbean and across the Gulf of Mexico. Because of its venomous spines, the species has few predators and can negatively impact native fish and reef habitats. In addition to the BoatUS Foundation for Boating Safety and Clean Water, which donated $5,000 toward the effort, sponsors include the American Sportfishing Association, Yamaha, National Marine Manufacturers Association, Coastal Conservation Association of Florida, the Marine Industries Association of Palm Beach County, Dive Rite, Narked Scuba and Lionator Pole Spears. For more, visit myfwc.com/lionfish.
6 News
OBITUARIES
The-Triton.com June 2018
Friends remember dedicated yacht chef Kawana Kingi By Dorie Cox Chef Kawana Kingi of the 197-foot CRN M/Y Constance was found dead on board the yacht on April 24 in Bimini in the Bahamas, according to a Royal Bahamian Defense Force spokesperson. His death is being investigated by police in the Bahamas. He was 56. A resident of New Zealand, Mr. Kingi was a certified culinary-trained chef from London City and Guilds with a bachelor’s degree in interior design. He began working as a chef on yachts about 2004 and worked on many, including motoryachts Lumiere, Lady Joy, Tats, Scott Free/Lady Janet, Lyana, Balaju, and White Rose of Drach. Mr. Kingi leaves a wife, Kendra Grey Kingi, founder and co-owner at KGCH Yacht Recruitment in Fort Lauderdale. The couple were married on Feb. 13, 2011. A traditional Maori ceremony was held in New Zealand and he was laid to rest next to his father on May 8. He was accomplished and hard-working, according to Capt. Greg Dunn, who worked with him on M/Y Xanadu from 2008 to 2010. “Kawana was a great guy and a great chef,” Capt. Dunn wrote in an email. “He had very high standards of quality and presentation, and worked tirelessly to provide the best for his guests and crew alike.” Capt. Dunn shared a memory of Mr. Kingi, also known as “K”. “We went for a quiet beer after a 142-day-straight season,” Capt. Dunn
wrote. “I told him how impressed I was with how he composed himself for such a long period of stress. He ran his galley with military-like precision, his assistants required to work to exact standards. I heard a story that one sous chef was asked to do push-ups with K prior to service.” Mr. Kingi worked as relief chef on M/Y Evviva last year with Capt. Ken Bracewell. Kingi “He was wellliked by all the crew, and did a fine job for us,” Capt. Bracewell wrote. Capt. Rafe Palladino also worked with Mr. Kingi and send a note to The Triton by email. “He was a good person and could always be counted on to bring happiness and joy to those around him,” Capt. Palladino wrote. “He will be greatly missed.” Aaron and Limor Michaels of Culinary Convenience knew Mr. Kingi as a client and last worked with him on M/Y Daybreak. “As a chef, he knew what he was doing, he knew quality,” Aaron Michaels said by phone. “I had just wished him a happy birthday on April 10 on Facebook.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.
Capt./Eng. Alex Buckingham dies in motorcycle accident By Dorie Cox Capt./Eng. Alex Buckingham of M/Y Club M, a 96-foot Ferretti, died in a motorcycle accident on May 11 in South Florida. He was 32. He worked as mate/relief captain and later as engineer on M/Y Casual Water, a 110-foot Feadship, and as first mate on M/Y Four Jacks, a 150-foot Palmer Johnson, ac- Buckingham
cording to his CV. His previous experience included work as lead crew skipper for Sailing Holidays Ltd. in the Ionian Sea, mate on S/Y Licorne, a 92-foot Dubbel & Jesse Ketch, senior deck officer on M/Y Blind Date, a 160-foot Trinity, and as mate on S/Y YNOT, an 80-foot Bruce Farr and M/Y Carrara, an 85-foot Amer Yacht. Friends and family held a Celebration of Life for Capt. Buckingham on May 17 in Fort Lauderdale. Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.
Triton Networking
June 2018 The-Triton.com
A
V-KOOL
traditional Louisiana crayfish party drew a crowd of more than 200 captains, crew and industry people for Triton Networking with V-Kool on the first Wednesday in May. The annual event with the window treatment company in Fort Lauderdale has been a hit for the past several years. Visit www.the-triton. com for future networking events. Photos by Dorie Cox
7
8 Triton CareerNetworking
M
ore than 200 captains, crew and industry people challenged the weather to attend Triton Networking on the third Wednesday of May with ISS GMT. Nary a raindrop fell on the Fort Lauderdale event as guests enjoyed a pig roast and adult beverages to live music. More than 20 prizes were offered in a raffle that raised more than $1,500 for an injured yacht professional, Dayle Louwrens. Chef/Stew/Deckhand Mercedes Kornfield, pictured bottom right, won the grand prize of a five-day trip to Costa Rica. Photos by Tom Serio
iss gmt
The-Triton.com June 2018
June 2018 The-Triton.com
OBITUARIES
Michael Vitiaci, longtime yacht engineer, dies at 46 By Dorie Cox
Yacht Eng. Michael Allen Vitiaci died on April 6 in South Florida. An autopsy report has not been issued. He was 46. Mr. Vitiaci was born in San Juan, Puerto Rico, and moved with his family to Florida when he was 2 years old. He was introduced to boating through his father Michael Vitiaci’s fellow Elks’ Club member as a teenager and he spent his life work- Vitiaci ing in the industry. He traveled extensively on M/Y Highlander, as well as several other yachts, according to his mother, Betty Vitiaci. Chief Stew Theresa Bonds met Mr. Vitiaci while working on M/Y Matrix Rose, a 147-foot Sterling. They were part of the crew until January when the yacht was for sale. He then attended classes at Maritime Professional Training in Fort Lauderdale. Bonds later worked with Capt. Brett Eagans on M/Y Livy Lou, an 85-foot Pacific Mariner, where she suggested Mr. Vitiaci be hired as engineer. Mr. Vitiaci had been working with the yacht, but was on a day off when he
was found dead at his friend’s house, Bonds said. Both Capt. Eagan and Bonds said Mr. Vitiaci was a good engineer, equally hands-on and “book smart.” “He read through his books and aced his tests,” Bonds said. “I don’t think he truly realized his potential, but he said, ‘I’m content with my life and money.’ ” She said he enjoyed jokes. Bonds told of a day when she was cleaning while Mr. Vitiaci was in the engine room. “When I walk out, I see his big, old handprint on the wall and he busted out laughing,” Bonds said. “He was always cutting up, but he would always help. “He also went to get a towel to help for under my knees while I was cleaning on the floor. He would do anything for you, but he was like a big kid,” she said. “I have good friends, but he’s the one that would always be there.” Mr. Vitiaci is survived by his parents, Michael and Betty; son Nicholas Michael; daughter Coral Jane; sisters Mayra and Michelle; and brother Javier. A memorial was held on April 8 in Plantation, Florida, and Capt. Eagans offered the yacht for the family to spread ashes on April 20 in waters off South Florida. Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com
Capt. Greg Mitchell of yachts Bravo Zulu, Independence dies By Dorie Cox Capt. Greg Mitchell, originally from Milwaukee, Wisconsin, died at his home in The Villages, Florida, on Dec. 25 following an extended illness. He was 72. He and his wife, Jan, worked together on several yachts including M/Y Independence, a 92-foot Broward, M/Y Bravo Zulu, a 92-foot Westship, and Sylvia’s Surprise, a 95-foot Buccaneer. He especially enjoyed managing the build and commissioning M/Y Bravo Zulu, his wife said. His final yacht job was on M/Y Aurelia Ann, a 94-foot Broward. He had worked onboard through two owners. Both he and his wife became captains as a mid-life career change; he had previously worked as a aeronautical engineer and served in Australia as a consultant to the Royal Australian Navy. “Greg was serious, but had a great
sense of humor,’” Jan Mitchell said. “He was, ‘work hard, play hard.’ He used to say, ‘You can hoot with the owls, but you better be able to fly with the eagles tomorrow.’ ” She said he enjoyed mentoring crew and felt that it was important to help young people work into the industry. “If someone showed interest, he was a good teacher,” Mitchell she said. “He could see if they had what takes to be a professional. But if it was the opposite, they would be quick to go.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.
Interior Career News
9
10 Where in the World
F
rom themed yacht hops to new crew competitions, yacht crew were very busy during the 30th annual MYBA Charter Show this year in Barcelona. The show ran from April 23-26 and featured 53 yachts. See more coverage on Pages 12-13. Photos by Dorie Cox
MYBA Charter Show
The-Triton.com June 2018
June 2018 The-Triton.com
MYBA Charter Show
Where in the World 11
12 Where in the World
MYBA Charter Show
The-Triton.com June 2018
M/Y Lazy Z
M/Y Maraya
M/Y Legend
M/Y Atlantic Goose
M/Y Joy
M/Y Titania
M/Y AWOL
M/Y Maraya crew wins first deck competition Deck crew, with help from the interior and the rest of the team on M/Y Maraya, took the top honor during the first All Hands on Deck competition at the MYBA Charter Show in April in Barcelona. With a pirate’s introduction, lions on the loose and a pink flamingo water target, they donned costumes to give a 10-minute presentation of a guest itinerary designed to engage charterers from young to older. They met the competition’s guidelines to engage visitors with a show of diverse talents while overcoming technical, time and weather
constraints. Yachts Lazy Z, Atlantic Goose, AWOL, Titania, Joy and Legend also delighted the five judges from the brokerage and charter industry with a firsthand look into a side of yachting seldom seen outside of charter trips. From fishing on the aft deck to sunbathing on the bow, the entire crew of M/Y Lazy Z showed their options for board games and watersports for every age guest. The Goose Pirate Olympics covered activities ranging from highspeed to quiet indoor competitions and crafts from the crew of M/Y Atlantic
Goose. Freediving lessons and salsa dancing were just a few of the talents available from the crew on M/Y AWOL. A dramatic video from the busy crew on M/Y Titania presented an itinerary that included laser tag and unicycle riding for visitors. A band of crew members in pirate costumes acted out highlights for a charter day of skills, competitions and adventures onboard M/Y Joy and finally, a detailed treasure hunt incorporated a diverse educational and fun adventure for guests onboard M/Y Legend. Stories and photos by Dorie Cox
MYBA Charter Show
June 2018 The-Triton.com
Where in the World 13
Yachts Seahawk, Victory, AWOL, Joy, Jaguar win top honors Yacht crew competitions continue to gain popularity during boat shows. This year, two new categories were added to recognize the work crew do during guest charters at the 30th MYBA Charter Show that ran April 23-26 in Barcelona. Added to this year’s line-up was a new Meet and Greet
competition as well as All Hands on Deck. For the winners of the deck contest, see previous page. Judges said competition was tight with this year’s annual events, including the Superyacht Chefs’ Competition and Tablescaping Competition. The winners are listed below.
Meet and Greet Competition Yachts 56m and over 1st Capt. Dean Pilatti and crew on M/Y Jaguar Yachts from 43-55m 1st Capts. Simon Ladbrooke and Sean Read and crew on M/Y Elixir Yachts up to 42m 1st Capt. Tristan Mortlock and crew on M/Y Awol A special mention to Capt. James Carlyle and crew on M/Y Manifiq Superyacht Chefs' Competition This year’s theme: finger food.
Yachts 56m and over
1st Lauren Everet of S/Y Seahawk 2nd Toine Smulders of M/Y Sherakhan 3rd David Keates of M/Y Jaguar
Yachts from 43-55m 1st Andrea Compidonico of M/Y Victory 2nd Phil Wallis of M/Y Maraya 3rd Place - Karlo Kaleb of M/Y Aiaxaia Yachts up to 42m 1st James Wright of M/Y AWOL 2nd Simon Whitelaw of M/Y Manifiq 3rd Benjamino Quinton of M/Y Heavenly Daze A special mention to Neil Walker of M/Y Elixir
Acrew hosted seminars each day at the Palma Superyacht Show. Topics included CPR, floral designs, carpet cleaning, wine, ropes, coatings, taxes, connectivity, plastics onboard and more. Several interior staff attended Optimise Your Laundry Service with Hazel Anderson and Anton Jooste. The presenters (above) explained how to read laundry labels for proper handling and offered tips on how to keep crew and guest laundry sorted for return to the correct person by using small color-coded safety pins. Interested interior staff took notes and a few photos.
Palma Superyacht Show
Y
acht crew were busy with consistent crowds during the 35th Palma International Boat Show in Palma de Mallorca in Spain. The show ran April 27-May 1 and included a superyacht section with nearly 70 sail and motoryachts ranging from 20 to 54m. About 80 vendors were on hand.
Stories and photos by Dorie Cox
14 Interior
The-Triton.com June 2018
Hearty meal for heavy seas Crew’s Mess Capt. John Wampler
The great thing about crock pot cooking is that, no matter how “sporty” the weather is out at sea, you can still cook a hearty meal in the sink.
I have a delivery coming up to the Galapagos and this will be one of the goto meals I will prepare for the crew. Capt. John Wampler (yachtaide.com) has worked on yachts for more than 30 years. His recipes are casual enough for anyone to prepare. Comment at editor@the-triton.com.
PHOTO/JOHN WAMPLER
SIMPLE SALISBURY STEAK Ingredients
2 pounds lean ground beef 1 envelope dry onion soup mix 1/2 cup Italian seasoned bread crumbs 1/4 cup milk 1/4 cup all-purpose flour 2 tablespoons vegetable oil Two 10.75-ounce cans condensed cream of chicken soup 1 packet dry au jus mix 3/4 cup water
Preparation In a large bowl, mix together the ground beef, onion soup mix, bread crumbs and milk using your hands.
A stand mixer makes this simple. Shape meat mixture into 8 patties. Heat the oil in a large (cast iron) skillet over medium-high heat. Dredge the patties through the flour just to coat and quickly brown on both sides in the hot skillet. Place browned patties into the slow cooker stacking alternately like a fan. For the gravy, in a medium bowl, mix together the cream of chicken soup, au jus mix and water. Pour over the meat. Cook on the low setting for 4 hours, ladling the gravy over the meat occasionally until patties are well done. Serve over rice or noodles. Enjoy.
June 2018 The-Triton.com
Kermit’s àpres sorbet show Top Shelf Chef Tim MacDonald
Often overlooked by charter chefs is the “easy money” period post main course. More often than not, overstuffed punters regretting that second helping of carbonara leave the table immediately after the plates are cleared. But I have found there are always a few die-hards who stay for dessert. Many years ago I was completely blown away by my experience at Louis 15th in Monaco, and what impressed me was the after-main session. Trolleys of cheese, sweets, palate refreshers, chocolates – and then the dessert. I vividly remember the comfiture trolley with apothecary glasses rolling up to reveal a long, slithering marshmallow python that’s head was snipped off à la Edward Scissorhands, and the twitching head served tableside. Last season in Montenegro, I managed to source a gaggle of interesting sorbet combinations that traveled within the ‘bagels with everything box,’ so that when the timing, weather and situation were optimum, a quick sorbet course could be chucked in at the last moment. No better course than cucumber sorbet with the added ‘pop’ of a Koppert Cress apple blossom. Understated, re-
freshing and often a surprise to the last few standing after lunch, it’s easy money on charter. The full-monty attack would consist of: a sorbet course, a select cheese on ubiquitous individual wooden block, a dessert, and then an apothecary “Sweets” course selection, followed by handmade chocolates. People pay top dollar for their 10 days, and I feel personally obligated to supply the Ferrari with every possible option in the catalog. But the most important thing to remember is timing – and to read your guests ‘energy.’ Sometimes a quick slice of lemon tart is all that’s needed, and sometimes, when the Cubans are lit, the full monty is the go. It really is the Foo Fighters at Wembley attack to impress the charter guests. Reading, feeling and understanding your guests is always paramount. This course can also be elevated into an event. Try working with your chief stew. Jessica “Sweets” Dunn combined an ice bowl with champers for a postmeal overdrive experience. Or try combining that “nobody loves me,” back-of-the-fridge leftover assortment of Koppert Cress en vogue herbs into an unexpected post-meal explosion. Simply pop the sorbet near the edible bouquet and Bob’s your uncle, with no real effort. Tim MacDonald (timothymacdonald.weebly. com) has more than 20 years experience as a chef. He was named Concours de Chefs winner for Yachts over 160 feet at the 2011 Antigua Charter Yacht Show. His recipes are designed for the owner and guests. Comments are welcome at editor@the-triton.com.
PHOTO/JESSICA DUNN
KERMIT’S FUR BALL WITH APPLE BLOSSOM AND MINT Ingredients
Method
1.5 pounds green English cucumbers (peeled and seeded) 3 tablespoons lime juice 1 cup coconut sugar 10 apple mint leaves A few drops of green food dye Apple blossom (Koppert Cress) Bee pollen
Purèe and strain cucumber, lime juice and coconut sugar. Add the finely chopped mint and adjust the color to suit your mood. Chill and churn. Upon serving, I have simply purèed whole cucumber for a landing pat to Kermit’s fur ball. Garnish with apple blossom and bee pollen to amaze and refresh.
Interior 15
16 Career
The-Triton.com June 2018
Leaders who admit to mistakes build a culture of accountability can do, no matter the title. It shows you walk the talk. Taking the Helm Further, encourage every leader Paul Ferdais in the organization to demonstrate accountability. This begins with the Leaders sometimes have the mindset behavior of the captain, who sets the that to admit a mistake somehow tone for everyone to follow within the weakens us in the eyes of our crew. organization. The reality is the opposite. Set clear expectations right away When we hold ourselves accountable when someone joins the team. During for our actions, we build credibility, trust the hiring phase, accountability and and respect with our crew. responsibility must be discussed and A captain I’m working with did this clearly articulated with a candidate. recently with his team. The captain acA background check should include cidently got a line caught in the shaft. questions to determine if a candidate has Instead of letting the engineer do the demonstrated accountability in other work to clear the line, the captain went organizations. down and had the engineer show him No one goes to work to do a bad everything involved in removing it, then job. To encourage and support good rolled up his sleeves, grabbed the knife work, empower team members with and got to work cutting. the training, tools and time (yes, we all The crew was surprised by the capknow there’s never enough time) that tain’s action. They’d never had a captain they need to succeed. care about getting a line caught, much Once crew members are skilled less get into the access compartment to enough to take on a project, let them remove it. do so with all necessary This simple act of takresponsibility delegated The best way to ing responsibility and for success. Let them build a culture owning the result of a have full control over decision is a step toward of accountability what they need to do. building credibility with This simple action will is to actually team members. And it enable and encourage hold people helps define the culture of responsibility and accountable. the vessel. accountability. Everyone makes misNow that expectations takes. No one is perfect. have been clearly laid out Holding ourselves accountable is someand responsibilities delegated, follow up. times considered a negative, though, be- At monthly or semi-annual evaluations, cause as leaders, we often feel we’re the discuss how accountable the person has ones who have all the answers or enough been. This is in addition to any feedback skill to not make simple mistakes. given immediately after an event where The reality is that when leaders hold they either did or didn’t demonstrate themselves accountable for the results accountability. of their actions, it reinforces that the The best possible way to build a culleader is human and fallible. Being ture of accountability is to actually hold humble enough to say out loud that a people accountable. This is often where mistake was made and willing to accept leaders fall down on the job. By avoiding the consequences sends a different type conflict or tough conversations, poor of message than that of the leader who performance is tolerated. The message blames others for failures or tries to bury this sends is that people can slack off. mistakes. Accountability is not something that Successful leadership means being can be expected to appear because it’s accountable consistently, not just every commanded from on high. It’s up to so often. Consistency is crucial to leaders to lead from the front, and this developing credibility and creating an means setting the example for others to accountability culture for the team. follow. Here’s how to build a culture of accountability onboard: A former first officer, Paul Ferdais is First and foremost, hold yourself owner of The Marine Leadership Group accountable for whatever you’re (marineleadershipgroup.com), and now responsible for. This is something an officer in the Canadian Coast Guard. anyone at any level of the organization Comment at editor@the-triton.com.
June 2018 The-Triton.com
Master the art of de-escalation for angry client confrontations
her encounter with the woman working behind the ticket counter. In a pretty Crew Coach over-the-top, agitated rant, she railed Capt. Rob Gannon about why she couldn’t get on the boat when we had no other customers for that trip. I started to explain the comSometimes when working with or pany policy about a two-adult minimum just dealing with other people, we encounter the annoyed, disappointed, pos- and that she was 10 minutes late for sibly going-off-the-rails client or charter the trip, when she cut me off and told me she went through all this with the guest. How we react to these challenges can result in either smooth sailing ahead woman inside. Then, what really set her off came or a shipwreck where major damage out. She claimed the woman at the ticket may have been done and repairs could counter cursed at her and be costly. told her to get out of the If you’ve been in the In a loud and store. Sensing she had a service business for a while, annoyed tone, calm empathetic ear, she it’s bound to happen. then started going into Someone is unhappy with she asked me how stressed she was in the service or product, and if I was the her life at the time and their anger and frustration guy running how this was just what she is starting to boil over. This the boat. didn’t need that day. I let can come out, unfortuWhen I replied her vent, then took the nately, in a manner that is opportunity to change the disrespectful and rude to I was, she intensity and flow of the the one on the receiving launched into conversation. end of the vitriol. It can be a tirade. I agreed she should not tough in this moment to be cursed at and said I unremain centered and calm derstood her frustrations. I introduced and not be personally offended, but we myself and asked what her name was. must. Returning the fire is not going to I literally could feel the shift happenwork out well. ing. Sara and I had first names for each We must de-escalate, which is reother. We started talking to each other ally kind of an art form and, as with like two respectful humans trying to most skills, it can take some practice to become comfortable and effective with it relate. She was grateful to be heard and understood. At the end of our encounin real time. I know I have gotten much ter, she thanked me for my listening and better with these situations over time. my kindness, and then she hugged me. I But I was also interested in getting betcan feel the emotion of it even as I write ter at it, and that’s important. I believe this. It felt good to us both. if we are truly aware of where we are I tell this story not to pat myself on with a skill and really have an interest in improving, we can. A willingness and the back – over the years, I’ve certainly true desire to work on a particular piece had encounters that did not go nearly as well – but to give an example of how, if of ourselves is a powerful force. we work at this, we can get better at it. I recently had an encounter that I know sometimes people can get was the impetus for this column. These mean and personal in their agitated days I’m pretty much retired from the state, but we can’t be taken there along term charter end of yachting, but I still with them. As professionals dealing captain day charters and excursions, with the public – and sometimes the and also work as a personal coach. high-end demanding public – we have Sometimes the coach training and to remain centered and present when experience can cross paths with the dealing with an agitated client or charter captain life. In my role as captain for an eco-tour vessel, usually things are pretty guest. Try to de-escalate and show a desire to make things better, and things easygoing and undramatic. This recent will usually be just fine. encounter spiced things up a bit. Enjoy the voyage. I was walking up the dock from my vessel when I was approached by an obCapt. Rob Gannon is a 30-year licensed viously agitated woman. In a loud and captain and certified life and wellness annoyed tone, she asked me if I was the coach (yachtcrewcoach.com). Comment guy running the boat. When I replied at editor@the-triton.com. I was, she launched into a tirade about
Career 17
18 Career
The-Triton.com June 2018
Don’t let the demands of yachting keep you from your dreams Crew Compass Lauren Loudon
One thing that I’ve found difficult on boats over the years is making time for myself and doing things for me. How on earth do we squeeze our favorite pastimes into this nonstop lifestyle? Not just time to sit and breathe – I am talking about quality time to carry out personal projects, reach our own milestones and fulfill dreams. It’s easy to fall into the rut of doing what everybody else wants to do, following the crowd and generally going with the flow. But at a certain point, you’re going to want your freedom and to stop sacrificing everything for everybody else. Sure, there’s compromise, but that also means taking time to do your own thing. Let alone wanting this, you’re going to need it, whether you realize it or not. It is so important to focus on yourself when constantly surrounded by other people because, let’s face it, if you’re not happy with yourself, you’re not going to
be the best company. For me, writing allows me to escape into my own little universe and take a step away from the boat, the crew and the moments that so often consume us. This year, I found a new determination not to let my work be my excuse for putting off dreams, and there I had it: a brainwave. Why not use my adventurous, nonstop, exciting lifestyle to share my story and perhaps inspire somebody else to do the same – to make a journey of living the life we dream of. I had already written the content for what I hoped would one day be my first book. When I landed this column, the necessary monthly escape deep into my mind somehow pushed me to edit that book and complete it. Finding time was not easy. It required many late and almost sleepless nights as I read, reread, edited and then formatted about 200 pages of the words I had written. I designed the book cover, too. Then I took on my greatest challenge yet: self-publishing. I exchanged “Sunday fundays” with friends for hidden hours in remote and quiet coffee shops with my laptop and
an endless flow of almond-milk lattes. My morning yoga ritual succumbed to the thoughts I had had while lying sleeplessly in bed, pondering the pages that flashed before my eyes. My marriage suffered moments of strain as my mind raced in only one direction. The realization hit me like a brick: I could make sacrifices for an eternity as I continued to perfect the pages before me. The important part was reaching my goal while not allowing the rest of my world to slip. So I set a deadline, and there it was. I did it. I’ve chosen to write about this here to emphasize the importance of doing things for yourself and not letting the unknowns that come with this industry to completely override your entire life. It’s easy to slip into the routine of work and play, but it’s perfectly acceptable to also disappear into your own world to do your own thing at your leisure. It doesn’t matter whether it’s to write, to make your own jewels, to knit, to run, to bake a cake or to practice learning a new language. Whatever you want to do, make time for it. People keep asking me, “But how did
you have time to do that amongst all of your other ventures?” I made time.
Lauren Loudon has worked as a yacht chef and stew for more than four years. Her book, From There to Here, is now available at Amazon.com. Comment at editor@the-triton.com.
June 2018 The-Triton.com
Crucial storm supplies don’t have to be costly Sea Science Jordanna Sheermohamed
With the 2018 Atlantic hurricane season upon us, many are still reeling and rebuilding from the impactful effects of the 2017 hurricane season. Last season began early, with the first system occurring in April, nearly a month and a half before the official start of the season. The season also churned out six major hurricanes, defined as a Category 3 or higher (minimum winds of 111 mph), with several of these rolling through the Caribbean like a pair of roughly thrown dice. While these systems slammed into some islands and spared others, there is no denying that every nation located along these trajectories were on high alert to hope for the best but prepare for the worst. While many will use last year’s memories to keep them on their toes, others will confuse luck as an excuse to turn a blind eye to nature’s potential. All must remain vigilant when it comes to staying aware and preparing early. Unfortunately, as with any major news story, by the time it reaches the mainstream media, it’s already too late. Tight finances often exclude many from early preparation, but there are several affordably prudent investments that can make a major difference if found on the undesirable end of a near hit or direct landfall. First, consider the “3-3-3 rule”: One can survive three minutes without oxygen to the brain, 3 days without water
and 3 weeks without food, all pending on having shelter from the elements or a harsh environment. So, with focus on the latter two of the rule, ensuring you have access to water for drinking and cooking is key. But don’t forget hygiene and sanitation needs, because toilets don’t flush with wishes. This commodity isn’t something that will go bad and while it requires an upfront investment, it will get used at some point down the line. The same goes for food: Investing in granola bars that contain higher amounts of protein and fiber can help to fulfill daily caloric and nutritional needs. When it comes to post-storm impacts on shelter, having strong tarps and weather-resistant ropes to reinforce a makeshift roof can be the difference between surviving comfortably and suffering.
Another heavily recommended tool to add to the arsenal is a solar battery charger. Keep in mind, the larger the surface area of the solar panel, the faster the battery pack will charge, so smaller is most definitely not better when looking for solar chargers. Consider purchasing a battery that has a minimal charge capacity of 15,000 mAh (milliamp hours), which will provide roughly four to six cellphone charges. In areas that are hurricane prone, there is no limit to the amount of sunlight during tropical season, and solar chargers can offer a little bit of comfort when electricity isn’t an option. Jordanna Sheermohamed is president and lead meteorologist of Weather Forecast Solutions, a weather-forecasting firm (WeatherForecastSolutions.com). Comment at editor@the-triton.com.
Operations Career 19
Career 20 Operations
The-Triton.com June 2018
Prepare to be boarded in Europe this summer Rules of the Road Capt. Jake DesVergers
Sovereign and other self-governing nations have the right to control any activities within their own borders, including those of visiting yachts. Authority and control over foreignflagged ships in a country’s ports, used for verifying compliance with the requirements of the applicable maritime conventions, is called Port State Control (PSC). PSC comes into the scene when shipowners, ship managers, classification societies and flag state administrations fail to comply with the requirements of international and national maritime conventions. It is well-understood that the ultimate responsibility for enforcing conventions is left to the flag state, also known as the administration. Port states are entitled to control foreign ships visiting their own ports to ensure that any deficiencies found, including those concerning living conditions and safety of shipboard personnel, are rectified before they are allowed to sail. In the inspection regime, Port State Control is regarded as complementary to the inspections performed by the flag state; each of them working together toward a common goal and purpose. The Paris Memorandum of Understanding (MOU) is an administrative agreement between 27 maritime authorities. In 1978, the ‘Hague Memorandum’ between a number of maritime authorities in Western Europe was developed. It dealt
mainly with enforcement of shipboard living and working conditions. However, just as the memorandum was about to come into effect in March 1978, a massive oil spill occurred off the coast of Brittany, France, as a result of the grounding of the tanker Amoco Cadiz. This incident caused a strong political and public outcry in Europe for far more stringent regulations with regard to the safety of shipping. This pressure resulted in a more comprehensive memorandum that covered safety of life at sea, prevention of pollution by ships, and living and working conditions on board ships. Its current membership includes Belgium, Bulgaria, Canada, Croatia, Cyprus, Denmark, Estonia, Finland, France, Germany, Greece, Iceland, Ireland, Italy, Latvia, Lithuania, Malta, Netherlands, Norway, Poland, Portugal, Romania, Russian Federation, Slovenia, Spain, Sweden, and the United Kingdom. In 2011, the member states of the Paris MOU implemented a New Inspection Regime (NIR). Vessels will be chosen for inspection based upon a combination of different targeting factors. These factors include the type of vessel, age, flag, class society, owner and/ or manager, and inspection history. The targeting factor for ships and yachts will be determined by the Ship Risk Profile. The Ship Risk Profile classifies vessels into one of three categories: Low Risk Ships (LRS), Standard Risk Ships (SRS), and High Risk Ships (HRS). Each of these categories will have a different interval for a safety inspection. Ships and yachts identified as LRS will be visited once every two years. SRS will be every year.
HRS will undergo an inspection every six months. A yacht can determine its Ship Risk Profile by using the online calculator at the Paris MOU’s website: www.parismou.org The selection scheme is divided into two priorities. Priority I ships must be inspected because either the time window has closed or there is an overriding factor. Priority II ships may be inspected because they are within the time window or because the port state considers an unexpected factor warrants an inspection. For example, if a yacht is relocating from the U.S. and has never visited European waters, it will be considered a Priority I, and the yacht and crew should be prepared for a visit. Unfortunately, even though yachts usually have a jampacked schedule for the short summer season, it is not normally possible to request an inspection in advance. An initial inspection will consist of a visit on board the yacht in order to check the ship certificates and applicable documents, plus the overall condition and general hygiene. This may include a review of the navigation bridge, accommodations, galley, decks and engine room. If the yacht is found in a satisfactory condition, a report is issued and the results entered in the THETIS database. The yacht is then cleared to operate in European waters until the next scheduled inspection, which is usually a 12-month period. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (yachtbureau. org). Comment at editor@the-triton.com.
June 2018 The-Triton.com
Cyberattacks targeting yachts are on the rise at alarming rate Secure@Sea Corey D. Ranslem
When I heard about it, I was amazed but not surprised. The high-roller database at a major casino recently had been completely compromised. The attack vector: the IoT (Internet of Things) temperature control system on the fish tank in the lobby. The attackers were able to download more than 10 gigabytes of critical client information. How in the heck do you stop, or even contain, this ever-growing problem? Five years ago, you couldn’t get five people to a cyber security seminar; today, it’s standing room only. Companies are popping up all over the world, offering a plethora of cyber-related services for the maritime industry. This is reminiscent of the many maritime security companies that came into being during the high days of piracy nine years ago. Many of those companies now have moved on or are out of business. Cyberattacks of various types are taking place at alarming rates within the maritime industry. Both state and nonstate actors are perpetrating attacks for control of systems, theft of critical data and financial gain. Several criminal organizations are specifically targeting this industry because they perceive there is little or no system protection. Their assumptions aren’t far off. Although owners of large yachts go to great lengths to protect the various aspects of their lives, yacht IT systems usually get little focus. This month, I will illustrate some of the more common cyberthreats. Remember, there is no single “magic bullet” strategy to completely mitigate cyber-related issues. Anyone looking for that single piece of software or technology to completely mitigate cyber issues, know that it doesn’t exist. The most popular attack within the large yacht industry has been a “man in the middle” attack. The attackers secretly insert themselves into the communication between two parties. They eventually take over the identity of one of the parties within the communication. They will then typically alter details of a transaction so that payments between the parties are made into the attackers’ bank accounts. The transaction is almost untraceable, and the jurisdictional issues make this an easy crime.
Another popular attack is the compromise of sensitive data through an APT, or advanced persistent threat. Yacht owners typically will conduct business transactions while on board. Computer viruses can easily be introduced into an onboard network by crew members, guests or the owners themselves by opening emails with unknown files that launch the attack. Once the virus is within the network, it is easy for hackers to take control and gain whatever information they want, or to connect with and use any device within the network. One of the most concerning types of attacks on board a large yacht would be the hack and compromise of the vessel’s control and navigation systems. This type of attack concerns the maritime industry, the aviation industry and selfdriving cars (as that technology develops). The hack has been demonstrated in laboratory-type settings under almost perfect conditions. While possible, this type of attack isn’t as high on the scale as a man-in-the-middle attack or an attack to compromise data and shut down systems. Specific attacks on a vessel’s control and navigation system would typically be directed against specific vessels or individuals. The final hack I mention this month – and probably one of the most concerning for just about everyone – is the hack of the worldwide Global Positioning System (GPS) satellites. Millions of GPS devices exist and assist in our day-to-day lives. Most smartphones have some type of GPS and mapping software. Navigation systems onboard aircraft and vessels rely on GPS for safe movement. This type of hack attack, which can be done locally or through the satellites, is happening in different parts of the world. The U.S. Coast Guard and other organizations have received several reports of GPS system anomalies, specifically in the Eastern Mediterranean. Next month, I will look at hacking a vessel’s VSAT, crypto-jacking and some of the ways yacht crew can protect their vessel and IT systems on board from these potential types of attacks. Corey Ranslem is CEO at International Maritime Security Associates (www.imsa.global). He has more than 24 years of combined Coast Guard and maritime industry experience. Comment at editor@the-triton.com.
Operations Career 21
22 News
business briefs from the shipyard. Front Street Shipyard’s 485-ton hoist is the largest in northern New England, and Building 6 will be tall enough to allow the hoist to drive boats inside, according to the shipyard. The facility is expected to be ready this fall.
GCS partners with Servowatch Maine shipyard to expand facility
Front Street Shipyard in Belfast, Maine (above), has begun construction of a new 22,500-square-foot building adjacent to its existing yard to accommodate large yacht refits and commercial vessel construction projects. The new building will be known as Building 6, according to a statement
Governor Control Systems has partnered with U.K.-based Servowatch Systems Limited to sell, service and support SSL vessel automation and alarm monitoring systems from GCS facilities in Fort Lauderdale, Norfolk, Seattle and New Orleans. This includes 24/7 service and support of existing systems, as well as design and installation of new and upgraded systems at ports and shipyards in North, Central and South America and
the Caribbean, according to a company statement. GCS, founded in 1998 and based in Fort Lauderdale, is a privately held company specializing in the design, installation, service and repair of rotating and reciprocating equipment control solutions to the marine and land-based power generation industries. For more info, visit govconsys.com.
Navtor, Weathernews partner
Norwegian e-navigation company Navtor has partnered with Weathernews Inc. (WNI), a private weather service company based in Japan, to upgrade Navtor’s weather information offering within its route planning software NavStation, according to a company statement. Initially, the agreement calls for WNI to provide enhanced resolution
The-Triton.com June 2018
of weather data for Navtor, as well as weather information covering areas such as tropical cyclones and weather fronts. This is to be followed by the integration of WNI’s Shipping Weather Service Fleet Management platform into NavStation. The two firms also are working to develop an artificial intelligence (AI) routing service that, according to Navtor, essentially involves the creation of a new software tool that will transform data into decision-making tools with real-time capabilities. Official release of the WNI integrated NavStation is scheduled for this month. Details of the ongoing AI development will be released later.
Mexico marina holds larger yachts
Paradise Village Marina in Puerto Vallarta, Mexico, has recently reconfigured the marina to hold more and larger yachts (above). The marina now has 23 slips for vessels over 100 feet, with most available for vessels above 150 feet. Most have been full since December, according to dockmaster Richard Markie. The marina purchased last year a “very large” dredge and now maintains the entrance and megayacht slips at 15 feet depth, Markie said.
Grand Banks buys Stuart Yard
Singapore-based Grand Banks Yachts has recently bought Stuart Yard, in Stuart, Florida. The 12,000-square-foot facility, to be named Stuart Yacht Basin, includes covered storage, a service division, a 50-ton Travelift and dock space. It will serve as the company's U.S. headquarters and be managed by Grand Banks America COO Hank Compton, who has managed factory operations at the company for 14 years. He also has managed sales and sales development in Australia and the Asia Pacific region. Stuart Yard, operated by Gregg and Nancy Burdick since 1974, at one time included a boatbuilding operation. Grand Banks Yachts said it will continue an association with the Burdicks and the yard’s current staff.
Parker Yacht grows into new facility
Fort Lauderdale-based Parker Yacht Management, a tender repair company,
See BUSINESS, Page 27
June 2018
The-Triton.com
23
Triton Survey Warm water, calm seas make summer in Bahamas a hit with captains, crew Survey by Lucy Chabot Reed Photos by Capt. Herb Magney When summer rolls around, yacht owners and guests often choose places they would rather not visit in winter – places like New England, the Med, Alaska. That migration away from traditional winter cruising grounds can be a bonus for those who run against the tide. Take the Bahamas, for example. While the regular yachting crowd visits in winter, with its strong easterlies and cold fronts, summer weather makes the island chain ideal for water sports, exploring remote out islands and simply relaxing. Sixty-five yacht captains and crew took our revived Triton Survey this month and most say they prefer being in the Bahamas in summer.
What do you think of the Bahamas in summer? Love it. The breeze is lovely out in the islands, and the ocean is warmer for great diving. The atmosphere is relaxed and friendly. – Captain on a yacht less than 80 feet Great. Warm clear water, calm winds from the east (ideally), not too many boats, and easy back and forth to Florida without Gulf Stream issues due to cold fronts. – Captain on a yacht 80-100 feet One of the best places for a yachting holiday in the world, and for water-based activities. – Captain on a yacht 140-160 feet Love it. No crowded anchorages and winds are generally lighter, but it can be a bit hot. – Captain on a yacht 120-140 feet Best place ever. I wish I could spend every summer based in the Bahamas, for the rest of my boating years. – Captain on a yacht 140-160 feet Way too hot. Heat adds a difficulty to the guests’ experience and I found they tired a lot faster than during the more temperate winter seasons. – Chief Stew on a yacht 140-160 feet Beautiful in June, up till about July 15. August can be too warm to eat out on deck. – Captain on a yacht 120-140 feet Best time to be there. Warm, calm and not so crowded. – Captain on a yacht 100-120 feet
I was based in Albany and cruised the Exumas three times; it was very good. Provisions were readily available, cruising ground was excellent, guests were very happy. Only negative was the cost of taxis in Nassau. – Captain on a yacht 140-160 feet
Hot and less social than winter. You do have a lot more interaction with and make lasting bonds with the locals. It is expensive to go anywhere due to high taxi/ person pricing coupled with it being too hot to go too far on foot or bicycle. – Chef on a yacht 140-160 feet based there Love it, and so does the family we work for. Just finished three years in the Caribbean and will spend the the next three years in the Bahamas while Caribbean rebuilds. A winwin for us. We don’t come back and forth like most yachts; we spend the years there unless we need an emergency repair. – Captain on a yacht 100-120 feet
Calm seas, hot breeze. – Captain on a yacht 80-100 feet Owners and guests seem to be impressed. Lots of fishing, and a variety of things to do near the marinas. The food isn’t so great, but there are a few hidden gems. – Chef on a yacht 120-140 feet Can’t get enough of it – warm calm waters, not too crowded, fishing is great, just the best. – Captain on a yacht larger than 160 feet
Keep it a secret! Best place and time to cruise. Steady light SE trades keep the temperatures and humidity down, calm seas, no crowds, paradise. – Captain on a yacht 120-140 feet It is great as long as you want to be in the water. Sometimes it rains more than you would like. I found it more comfortable at night if there is a breeze than in South Florida. June and July seem to have better weather. Maybe depart for New England late in July? – Captain on a yacht larger than 160 feet
See BAHAMAS, Page 24
24
June 2018
The-Triton.com
Triton Survey What do you think of the Bahamas in summer? (continued) BAHAMAS, from Page 23 Fantastic, beautiful area. It has everything the Caribbean has to offer but … much care needed. – Captain on a yacht 140-160 feet Well, it certainly is hot and the horse flies are big as seagulls. That said, the fishing is quite good along with skin-diving. Pleasantly warm waters and it’s a great time to explore sand spits that can be walked on at low tide. The shelling can be quite exceptional, especially around Exuma Sound. I can’t speak to the night life as we were always in more remote areas. – Captain on a yacht 120-140 feet It’s terrible; tell everybody else to stay away. :-) Honestly, it's great. Winds are light, seas are calm, water is warm and clear. In late summer, the afternoon storms move through, but I love the Bahamas in summer. – Captain on a yacht 120-140 feet Loved it. Calm waters, uncrowded anchorages. Can anchor off the Exuma Sound side for a change. – Captain on a yacht 120-140 feet Warmer water for water sports, no cold fronts, steady easterly winds. Light winds north of middle Exuma Cays, 15 knots average around Great Exuma latitude, 15 to 20 average south of Long Island. No real storm risk until August, but August and September are the calmest months; just keep a weather eye open. Have a protected marina space reserved for the
How many times have you been to the Bahamas in summer?
fall months if a storm should develop. You get at least a week notice and can even head back to Florida for shelter. Love the summer, long daylight days. Tuna are around in early June and the billfish out by San Sal are good in summer. Offshore passages can be quite calm in the summer. – Captain on a yacht less than 80 feet The sailboats are gone, but it’s crowded nonetheless. Watch out for vibrio vulnificus, a flesh eating bacteria. I caught a case in July on Shroud Cay, Exumas. No visible cuts or wounds but my left foot suffered badly. Had the emergency doctors back in the States worried until they looked it up. – Captain on a yacht 80-100 feet Absolutely beautiful. Calm glassy waters, no outrageous cold fronts and the tropical rains are actually welcome at times. Heed hurricane warnings. – Captain on a yacht 100-120 feet
Do you like the Bahamas better in summer than in the winter?
May, June, first half of July (usually) are the best months. Light winds, warm clear water. Too many bugs ashore, but offshore is fantastic. – Captain on a yacht 80-100 feet Awesome. Flat calm 90 percent of the time. The water is incredibly clear. Best time to be there. – Captain on a yacht larger than 160 feet Definitely the best time of year to be out there, but don’t tell anybody. – Captain on a yacht 80-100 feet Third-world ghetto surrounded by beautiful islands and water. The country is riddled with corruption and crime. There are a handful of good people there to make a trip easier. If it wasn’t for those relationships, the Bahamas wouldn't be worth visiting. I hope their government makes serious changes soon. – Captain on a yacht 100-120 feet
Do the owner/guests enjoy the area more in summer than in winter?
No 3%
I’m based here 5%
No 6%
Just once 15% I’ve lost count 40%
2-4 times 9% Half a dozen times 15% 7-12 times 15%
Not really 48%
Absolutely 36%
Absolutely 49% Not really 58%
June 2018
25
The-Triton.com
Triton Survey What is the best part of the Bahamas in summer? Guests are usually pretty impressed with having entire pristine beaches to themselves and their families. – Chief Stew on a yacht 140-160 feet Easy access from remote islands for better cruising and still the Bahamian people, which we consider great friends. – Captain on a yacht 100-120 feet Ocean is warm, dive with no wetsuit, water calmer, anchoring calmer. – Captain on a yacht 120-140 feet Calmer seas make the trips more comfortable so they stay longer and/or travel more often. – Captain on a yacht less than 80 feet We liked that we didn’t have to wash the boat as much from the clean air. – Chief Stew on a yacht 80-100 feet In my experience, the winds have gradually increased over the years so that it is very comfortable in the islands
Dockage available 3%
Other 2%
Better diving and fishing 8% Less crowded 19%
Better weather 44%
Calmer seas 24%
in summer, with steady breezes. – Captain on a yacht less than 80 feet The Bahamas are about the water so it’s just really nice to be in it. – Captain on a yacht 120-140 feet Lobster season!!!!!!!! – Captain on a yacht less than 80 feet
What’s the worst part? It is hot, so spend more time in the water and in the shade. It’s real easy to do both. – Captain on a yacht 140-160 feet Worst I’ve experienced was a charter in mid-August. A little too hot on deck, even for evening meals. But May, June and October are great. – Captain on a yacht 120-140 feet Cost of taxis in New Providence. – Captain on a yacht 140-160 feet Cost of everything. – Chief Stew on a yacht 80-100 feet Mosquitos and sand fleas at sunset. Shore visits are best early morning and after 3 p.m. (the sun is too intense midday). Midday is best for diving. – Captain on a yacht less than 80 feet Most owners don’t like the 90 degree heat and the 100 percent humidity. – Captain on a yacht less than 80 feet
Not everything is open 12%
Other 9%
It’s pretty hot 48% Few places to hide in a hurricane 31%
Prices, corruption, and dockage, at times. – Captain on a yacht 100-120 feet Lobster season closes Aug. 1. It is warm/hot everywhere in the summer, even in the Carolinas, Chesapeake and New York. At least there is a breeze in the islands. – Captain on a yacht 80-100 feet
What can you do in the Bahamas in summer that you can’t do in winter? Spend hours in the water without a wetsuit and find a quiet place, even in a popular area. – Captain on a yacht 80-100 feet
Spend much more time in the water since it is nice and warm and the days are much longer. – Captain on a yacht 120-140 feet
Count on calmer weather for small boat activities. Enjoy the popular activities with no crowds. – Captain on a yacht 120-140 feet
The weather conditions for diving, snorkeling, fishing inshore and offshore are much better. You can also enjoy the islands without a ton of vessels of all sizes. – Captain on a yacht 140-160 feet
Access the windward sides of many islands. More access to reefs and secluded beaches. More access to great dive sites. Calmer transits for guests between places. – Captain on a yacht 140-160 feet
Swim every day. Get a slip at Atlantis. – Captain on a yacht 140-160 feet Depart on just about any day as the weather and seas cooperate. – Captain on a yacht less than 80 feet
Not jostle with other boats for the best anchorages. – Chief Stew on a yacht 140-160 feet Anchor on the Exuma Sound side. – Captain on a yacht 120-140 feet
What can’t you do?
More activities as there is less wind. – Captain on a yacht 100-120 feet
Get stuck in a harbor while a cold front moves through. – Captain on a yacht 80-100 feet
lice. They are there for a short period of time, dreadful little things. – Captain on a yacht 140-160 feet
Get away from people. – Captain on a yacht 120-140 feet
Enjoy it. In the winter, the water’s cold and it’s rough due to the winter winds. – Captain on a yacht 120-140 feet
Beach setups (you can, but it cooks everybody). Lyford Cay grocery store (ex. Captain’s Corner) is closed. – Chief Stew on a yacht 140-160 feet
Watch all the mom-and-pop sailboaters act like idiots. – Captain on a yacht 80-100 feet
Scuba naked and cruise in calm seas. – Captain on a yacht 100-120 feet
Make last minute reservations. – Captain on a yacht 120-140 feet
Relax about hurricanes. – Captain on a yacht 120-140 feet Find a lot of single people with free time to hang out with. – Chef on a yacht 140-160 feet You cannot get away from the sea
Eat at closed restaurants. – Captain on a yacht larger than 160 Keep everyone from complaining about the heat. – Captain on a yacht less than 80 feet Nothing you can’t do in summer. – Captain on a yacht 120-140 feet
26
The-Triton.com
June 2018
Triton Survey What do you do when a hurricane is predicted to hit the Bahamas? I always keep those options open and am aware of where I am going and where I can get into if a storm arrives. There are several good spots to go in the Abacos, where I usually am. – Captain on a yacht less than 80 feet The best place to be in a hurricane is someplace else. That said, I watch the path and make a decision based on available forecasts while I still have time to depart if needed. – Captain on a yacht 140-160 feet I have been in the Bahamas for Category 1 hurricanes and left town for some larger ones. But I have been through many nearhurricanes at the docks and out anchored on the banks. – Captain on a yacht 140-160 feet
Final thoughts about the Bahamas in summer: I prefer the Bahamas in the summer for most of the common reasons listed in this survey. But my owner typically heads for the milder climate of his Wyoming ranch for the summer so he rarely, if ever, sees the benefits of the summer weather and smaller crowds. – Captain on a yacht 120-140 feet
I will ride it out 2% Depends how bad it is 27% I will leave 71%
If I could choose, I would be all year around in the Bahamas. I especially like the summer and early fall for the weeks on end of flat calm days. It is the best ever. I wish I was there right now instead of Italy. – Captain on a yacht 140-160 feet Get out to the isolated islands that are usually getting pounded by the trades in the winter. – Captain on a yacht larger than 160 feet
Our insurance requires tying up in Atlantis, or back in Fort Lauderdale at a concrete dock. – Captain on a yacht 120-140 feet Use your weather forecasting service and always have enough fuel to run to a safe place. I did Hurricane Andrew in Spanish Wells with over 200 mph wind gusts. Happy I was on a Burger. – Captain on a yacht less than 80 feet Had a charter, sent the guests home and rode out Hurricane Andrew in Spanish Wells. That was enough for me. The Bahamas has been a bullseye for the last few years – Captain on a yacht 140-160 feet Normally, I go back to Florida, but I take each one for what it is and make a decision to stay or go when I still have time to get to Fort Lauderdale and get up the New River. – Captain on a yacht 120-140 feet Plan your hide strategy. Have at least 30 heaven lines for docking and more for an inwater dingy. – Captain on a yacht less than 80 feet It really depends on the marina. Floating docks are helpful when dealing with storm surge. I’ll normally stay with the vessel, depending on hurricane category – Captain on a yacht less than 80 feet Typically dictated by insurance company. – Captain on a yacht 120-140 feet Head south. – Captain on a yacht larger than 160 feet
Summer is for diving and watersports. Winter is for socializing. – Captain on a yacht less than 80 feet Summertime is hard for the locals. Crime is up; watch your guns. – Chef on a yacht 120-140 feet It’s too hot, especially when on a small boat that doesn’t have much power. The A/C zaps it all. – Chef on a yacht larger than 160 feet Late August is probably the best kept secret. Everyone goes home, back to work and school. – Captain on a yacht 100-120 feet Summer is the best time in the Bahamas. The water is beautifully warm, the seas are calm and the days are long. – Captain on a yacht 120-140 feet If the crew has use of the tender/tow-behind, it is significantly better. – Chef on a yacht 140-160 feet Many guests go to the Bahamas to get away from the winter season up north or from other cold parts of the world, and they have never seen the Bahamas in the summer. I am on my way right now for a three-month cruise on my own boat. Anytime after August (which I consider late summer), you should work your way out of the Bahamas. – Captain on a yacht 140-160 feet I personally like the majority of calm days. And anchoring at night, not having to worry about dragging anchor. – Captain on a yacht 100-120 feet In my opinion, the great thing about the Bahamas is the waters. The land is pretty sad, limestone and brush. In summer, you can take advantage of the waters. – Captain on a yacht less than 80 feet Keep it a secret!
– Captain on a yacht 120-140 feet
June 2018 The-Triton.com
BUSINESS, from Page 22 hosted a grand opening celebration May 8 for its new 10,000-square-foot facilities. PYM repairs and refits all makes and brands of tenders, including all their electrical, electronic, re-power, bottom work, paint, gelcoat, fiberglass, fabrication, and soft goods needs. The company has certified technicians on-site and access to a full inventory of spares. Parker Yacht is part of MSHS Group. Parker, a former captain, created Parker Yacht in 2001, and it has developed into a large custom yacht tender, center console, and boat repair facility. The new facilities are behind Lester’s Diner at 240 S.W. 32nd Court (33315). For more information, visit www.parker yacht.com. – Lucy Chabot Reed
MarineMax has new general manager
Christian Gonzalez has been named general manager of MarineMax’s Miami locations, including the one at 700 N.E. 79th St. and the new one at Miami Beach Marina. He began working in the MarineMax service department in 2001, was promoted to assistant service manager, then beGonzalez came a sales associate, according to a company statement. In 2012, he left MarineMax to become sales manager at Intrepid Powerboats, where he was then promoted to vice president of sales. MarineMax, a recreational boat and yacht retailer, is headquartered in Clearwater, Florida. For more information, visit marinemax.com.
CNI hires Asia director
business briefs Kurt Fraser joins West Nautical
Kurt Fraser has left a three-year position as director of marketing and executive committee member at Camper & Nicholsons International to join West Nautical as commercial director. West Nautical is a yacht services, management and sales company founded in France in 1994. According to the Fraser company, which has several yachts up to 236 feet (72m) under operational and charter management, Fraser’s first tasks will be to finesse the brand, support superyacht owners, and expand the company’s sales brokerage and retail charter services. He will be based in London.
N&J hires brand manager
Darko Supuk, editor in chief of the magazine Yachts Croatia, has joined Northrop & Johnson as brand manager. He will work in the Monaco office, according to a company statement. Supuk has years of experience in the yachting industry in a variety of realms. He was a professional sailor and Supuk captain of luxury sailing yachts in Croatia before moving ashore to work in the boat building industry. In 2006, he became editor of Yachts Croatia. In 2013, he established Suncana Putovanja, a Croatia-based charter agency, and works with the Croatian Tourist Board to present yachting in Croatia to the global industry.
At the recent Singapore Yacht Show, Camper & Nicholsons International announced its plans to pursue strategic development in the emerging Asian markets through Camper & Nicholsons Asia, the result of a joint venture with existing shareholder Lai Sun Development Company Limited. Bart Kimman, far left, has been appointed commercial director and will work with Managing Director Carmen Lau, fourth from left, the company announced.
Interior Career News 27
28 News Yachts sold
M/Y Helios, a 194-foot (59m) Oceanco launched in 2001, sold by Edmiston & Company, who brought the buyer. Asking price was just under $30 million. Columbus S50, a 164-foot (50m) aluminum motor yacht to be built by Palumbo Superyachts at its Ancona facilities in Italy, sold to the current owner of a Palumbo Yacht, with delivery scheduled for summer 2020. M/Y Mosaique, a 164-foot (50m) aluminum and steel yacht built by Turquoise in 2002 and refitted in 2015, sold by Bluewater broker Peter Bennett and Webster & Associates broker Jim Webster, who brought the buyer. Asking price was just just under 10 million euros. M/Y Carpe Diem II, a 150-foot (45.7m) Trinity delivered in 2002 and refitted in 2015, sold by listing agent Burgess and Ocean Independence broker Thom Conboy, who brought the buyer. Asking price was $12.9 million. M/Y Apola, a 125-foot (38m) Rodriquez built in 2007 and refitted in 2015, sold by IYC Russia broker Marat Urusov and Worth Avenue Yachts broker James Greenwood, who brought the buyer. Asking price was 3.9 million euros. M/Y Sterling V, a 93-foot ( 28m) Hargrave launched in 2007, sold by Northrop & Johnson broker Philip Bell, who represented the seller, and Atlantic Yacht & Ship, who brought the buyer. Asking price was just under $4 million. M/Y Cavallino, an 87-foot (26.5m) Johnson flybridge launched in 2007, sold in-house by HMY Yacht Sales broker Dean Young. Asking price was just under $2.4 million.
M/Y Skye, above, an 83-foot (25m) Azimut built in 2015, sold by Chamberlain Yachts broker Kent Chamberlain, who represented the seller, and IYC broker Frank Grzeszczack Jr., who brought the buyer. Asking price was just under $3 million. M/Y Patience, an 82-foot (25m) Broward built in 1982 and refitted in 2015, sold by Denison broker Kevin Frawley and United Yacht Sales broker Frank Ricchi, who brought the buyer. Asking price was $949,000. M/Y Allegria, an 81-foot (25m) Sunseeker launched in 2014, sold by Northrop & Johnson broker Ed Dickinson, who represented the seller. Asking price was just under $2.5 million.S502
boats / brokers Elettra, a 164-foot (50m) Tankoa aluminum hybrid-propulsion motor yacht with a launch date of February 2019, sold to a European owner with the assistance of Sanos S.A. broker Giancarlo Mussino.
M/Y Aquarella, a 138-foot (42m) Devonport built in 1998 and refit this year, available for summer charter in Greece and Turkey through YPI.
New in the sales fleet
S/Y Athos, a 203-foot (62m) twomasted aluminum schooner built by Holland Jachtbouw in 2006 and refit in 2016, listed with McMaster Yachts broker James McMaster for 35 million euros. Impero 45, a 148-foot (45m) aluminum motor yacht being built by Admiral Shipyard in Italy, listed with Camper & Nicholsons for 19.9 million euros. M/Y Grey Mist, a 127-foot (38.7m) classic steel yacht built by Camper & Nicholsons in 1920 and most recently refitted in 2016, listed with Bradford Marine broker Tucker Fallon for just under $3 million. M/Y Mamma Mia, a 120-foot (36.6m) Benetti Classic launched in 2007, listed with Camper & Nicholsons brokers Fernando Nicholsons and Marco Fodale for $6.9 million. M/Y Ocean Pearl, a 115-foot (35m) Christensen launched in 1990 and most recently refitted in 2017, listed with Northrop & Johnson broker Paul Daubner for $3.95 million. M/Y Queen of Sheba, a 112-foot (34m) Ferretti launched in 2006, listed with West Nautical for 4.85 million euros. M/Y Negara, a 107-foot (32.6m) Mangusta 105 built by Overmarine in 2004, listed with SuperYachtsMonaco brokers Juan Andrade and Christopher Mosley for 1.9 million euros. M/Y Campo Verde, a 100-foot (30.6m) Ferretti Custom Line 100 launched in 2012, listed with Northrop & Johnson broker Derk Jan Rolff for 6.8 million euros. S/Y Margaret Ann, a 95-foot (29m) Dubois-designed sloop built by Pendennis in 2004 and refit in 2017, listed with YPI broker Will Bishop. M/Y Milagros, an 82-foot (25m) Pershing built in 2013, listed with Northrop & Johnson broker Kristen Klein for $4.49 million. M/Y Lady O, an 82-foot (25m) Northcoast built in 1998, listed with Northrop & Johnson broker Todd Rittenhouse for just under $1.9 million.
News in the charter fleet
M/Y Solo, a 233-foot (71m) Tankoa to be launched this summer and available for winter charter in the Bahamas and Caribbean through Northrop & Johnson. Solo will be shown at the 2018 Monaco Yacht Show.
M/Y Jacozami, above, a 131-foot (40m) Sunseeker built in 2016, available for year-round charter in the Western Med through Northrop & Johnson. S/Y Rainbow, a 131-foot (40m) J Class Holland Jachtbouw launched in 2012, available for charter as of July through YPI. S/Y G2, formerly Cinderella IV, a 128-foot (39m) Vitters launched in 2009 and rebuilt by Pendennis in 2018, available as of August for charter in the Med through YPI. M/Y Four Aces, a 124-foot (37.8m) Delta launched in 2003 and refitted in 2014, formerly owned by singer Jimmy Buffett, available for summer charter in New England and winter charter in the Bahamas and Virgin Islands through Northrop & Johnson.
The-Triton.com June 2018
Benetti launches sixth Fast 140
Benetti’s BF2016, below, a 138-foot (42m) semi-displacement fiberglass yacht, was launched April 19 in Viareggio, Italy. M/Y Ironman is the sixth in Benetti’s Fast 140 series. The yacht’s exteriors were designed by Stefano Righini, with interiors by U.S.-based designer Alfred Karram Jr. and his studio, AKJ Design Concepts. Naval architecture, including the trademarked D2P_Displacement to Planing hull with wave piercer, was designed by Pierluigi Ausonio and the Azimut-Benetti Research and Development Center.
Van der Valk gets third Explorer order
Feadship launches 243-foot Sherpa
Heesen launches 50m steel project
Ocean 1 announces new tenders
Dutch shipyard Van der Valk has sold a third yacht in its Explorer line to a repeat client. Designed by Guido de Groot, the Explorer is a long-range motor yacht. Following on from the 82-foot (25m) Dutch Falcon and the 121-foot (37m) Santa Maria T, the third yacht in the Explorer range will be a 92-foot (28m) aluminum boat with a raised pilothouse and fast displacement hull. Van der Valk is a family-owned shipyard in Waalwijk, Netherlands. YM 18350 Project Maia underwent a technical launch and was christened Omaha on April 20 at the Heesen shipyard in Oss, The Netherlands. The project was sold in December by Ocean Independence broker Chris Collins, in collaboration with Thom Conboy of Heesen USA. The 164-foot (50m) steel model is a new design pitched just below the 500GT threshold. This replaces the award-winning 47m steel class series, of which 13 sister ships have been built and launched since 2001. Omaha will be delivered to her owners at the end of June. A sister ship is being built under the project name Triton (YN 18850) and will be available for delivery in 2020.
M/Y Sherpa, previously Feadship 815, has been launched via the slipway at Feadship's yard in Kaag, Netherlands, to facilitate work that could not be done inside the construction hall because of the yacht's height. The work includes installing a mast, air/exhaust funnels and cranes to the deck of the 243-foot (74m) yacht. Sherpa’s official christening ceremony and delivery will be later this year, according to Feadship. Sarasota, Florida-based Ocean 1 recently announced the launch of its Hull No. 4, as well as contracts for hulls No. 6 and No. 7. Hull No. 4 is tender to M/Y Beothuk, a 102-foot (31m) expedition yacht launched by Kuipers in 2008. Hulls No. 6 and No. 7 are intended to play specific roles aboard two 226-foot (69m) Damen shadow vessels, according to the company. Equipped with Furuno’s Waasp System, they’ll map the bottom and broadcast directly to the mother ship charting system. They will also assist operations of two submarines that will be carried aboard each shadow boat. For more information, visit ocean1 yachts.com.
June 2018 The-Triton.com
TECHNOLOGY bRIEFS
Detection targets threat of drones
U.K.-based marine security firm Martek Marine has launched a drone detection and defeat system that enables megayachts to detect and identify commercial drones within a range of 20-plus kilometers. The D-Fence provides GPS positioning of both the drone and the pilot, along with the drone’s speed and heading. According to a company statement, configurable and escalating stage alarms allow a threat level to be assessed in real time. Once a real drone threat has been established, the system enables an "exclusion zone" of 500-plus meters to be created around the yacht, according to Martek. Should the drone approach this exclusion zone, its control/video signal will be blocked, forcing it to land or return to its operator. Visit martek-marine.com for more information.
VSAT on-demand available
Marine communications technology company e3 Systems now offers a Bandwidth on Demand for VSAT service powered by global IT service provider Speedcast. According to e3, the new service represents a change in the way VSAT is delivered to yachts and makes bandwidth more affordable to yachts of all sizes, with greater flexibility in usage and payment. It is also the first VSAT on-demand service to work with Kymeta KyWay flat panels. For more information, visit e3s.com.
group Wärtsilä has successfully tested what it calls “a world first” installation of autodocking technology on a ferry (above). The tests were carried out on the Folgefonn, a 272-foot (83m) ferry owned by Norwegian operator Norled, according to a company news release. Testing began in January and was completed in April with harbor docking trials. Wärtsilä stated that at no time during the tests did the captain need to take manual control of the vessel. Full maneuvering of the vessel, including the steering and propulsion, is automatically controlled by the software. However, manual intervention and control is possible at any time. “Technologies that improve safety, reduce operating costs, and lower the environmental impact can only be good for our industry,” stated Sigvald Breivik, Norled technical director. Wärtsilä’s autodocking project is supported by the Norwegian state-owned Innovasjon Norge (Innovation Norway). In 2017, the same Wärtsilä team successfully tested remote controlling of a ship sailing in the North Sea from its San Diego, California, location. For more visit wartsila.com.
Device combines light, strobe, camera Furuno offers multi-touch monitors The Carlisle & Finch Co., an Ohiobased marine searchlight manufacturer, has introduced a new lighting device using LED infrared night vision technology. According to a company statement, its Nightfinder-LED is a hybrid device combining LED visible light, LED infrared emitters and a lowlight highresolution color camera. The device can be used as both an aid to navigation and a security system. An infrared illuminator beam, undetectable by the human eye, allows the operator to see over 1,200m in total darkness without blinding oncoming vessels, the company stated. When an object is spotted, it can then be illuminated with the visible beam for further identification. In the case of an intruder, a strobe feature transforms the searchlight into a nonlethal weapon that has a blinding and disorienting effect, according to the company. For more information, visit nightfinder.net.
Autodocking system tested on ferry
Global marine and energy technology
Furuno Electric Co., a marine electronics manufacturer based in Camas, Washington, has introduced “Hi-Brite” Multi Touch Marine Monitors for its NavNet TZtouch and NavNet TZtouch2 Black Box navigation systems. The line of monitors includes the 17inch MU175T, 19-inch MU195T, and 24-inch, wide aspect ratio MU245T. All three offer an edge-to-edge glass design and glass display controls with no physical buttons or switches. The monitors use Projected Capacitive Touch (PCT, or PCAP) technology and employ bright TFT active-matrix LCD and LED backlight technology, according to a company statement. The MU-T series has brilliance levels of 1,000 candela and is dimmable, so night vision will not be affected by the gray glow commonly experienced with off-the-shelf monitors, according to Furuno. The LCD and glass are bonded together to ensure fog-free operation, and the displays have an IP66 (front) and IP22 (rear) waterproof rating, making them marine-grade monitors. For more visit FurunoUSA.com.
Career News 29
Career 30 Operations
The-Triton.com June 2018
Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of May 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of May 15, 2017
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 675/720 Savannah, Ga. 690/NA Caribbean St. Thomas, USVI 987/NA St. Maarten 846/NA Antigua 750/NA Valparaiso 573/NA North Atlantic Bermuda (Ireland Island) 670/NA Cape Verde 596/NA Azores 640/1,487 Canary Islands NA/924 Mediterranean Gibraltar 665/NA Barcelona, Spain NA/1,349 Palma de Mallorca, Spain NA/1,374 Antibes, France 1,461/1,775 San Remo, Italy 829/1,718 Naples, Italy 855/1,762 Venice, Italy 843/2,096 Corfu, Greece 700/1,601 Piraeus, Greece 748/1,666 Istanbul, Turkey 804/NA Malta 828/1,356 Tunis, Tunisia 597/NA Bizerte, Tunisia 601/NA Oceania Auckland, New Zealand 683/NA Sydney, Australia 692/NA Fiji 687/NA
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 449/485 Savannah, Ga. 539/NA Newport, R.I. 625/NA Caribbean St. Thomas, USVI 723/NA St. Maarten 729/NA Antigua 700/NA Valparaiso 698/NA North Atlantic Bermuda (Ireland Island) 505/NA Cape Verde 454/NA Azores 508/1205 Canary Islands 748/1117 Mediterranean Gibraltar 449/NA Barcelona, Spain 568/1,126 Palma de Mallorca, Spain NA/1,280 Antibes, France 530/1,334 San Remo, Italy 596/1,627 Naples, Italy 563/1,584 Venice, Italy 672/1,638 Corfu, Greece 574/1,345 Piraeus, Greece 540/1,323 Istanbul, Turkey 570/NA Malta 748/1,215 Tunis, Tunisia 441/NA Bizerte, Tunisia 438/NA Oceania Auckland, New Zealand 522/NA Sydney, Australia 530/NA Fiji 634/NA
*When available according to local customs.
Proper maintenance prevents surprise O-ring/gasket failures Engineer’s Angle Rich Merhige
When maintaining running gear and propulsion systems, O-rings and gaskets aren’t always considered a priority. In reality, O-rings and gaskets are found in many of the mechanical components that are serviced as part of a yard period for scheduled maintenance or, in more critical situations, emergency repairs. Problems with O-rings When O-rings fail, it’s usually because of less than ideal environmental factors. Some of the most common causes of failure include: l Incorrect channel or gland design that allows for too little/too much compression, inadequate space for displacement when compressed, or increased tolerance. l Wrong size, preventing it from fitting correctly into the channel or gland. Materials not compatible with the environmental conditions they are subjected to. Faulty installation. Poor lubrication. Rubber has surpassed its life span, usually 8-10 years. Problems with gaskets Whoever coined the term “blowing a gasket” to describe someone extremely upset was obviously aware of the amount of pressure actually needed to blow a gasket. A blown gasket can mean that it’s physically leaking a fluid, which can cause the machinery to overheat and damage nearby components, such as bearings; or that it’s leaking compression, which in some cases can cause misfire and a loss of power and fuel. In the latter case, the machinery would still run, but the loss of power would be noticeable and significant. When gaskets fail, it is likely because of the following: Pressing forces are not evenly distributed. This is caused either by human error with asymmetric application of the bolt preload or inherent unevenness due to the bolt arrangements impact on the pressure distribution – the closer the bolts, the more uniform the pressure. When vibration is present or the gasket’s environment changes temperature, bolt tension will decrease steadily,
causing a loss of torque, which, in turn, can induce a leak. Generally speaking, longer bolts with small diameters maintain torque better. If the sealing finish is not smooth enough, it can cause irregularities in the gasket that will eventually cause leaks. Maintenance of O-rings and gaskets These tiny elements play an important role in mechanical health, so what is the best way to maintain them? Maintain recommended compression range for the application. Use recommended metal reinforcements, as well as backup rings to prevent extrusion. Check that the material of the Oring is compatible with the components operating temperature, and provide enough lubrication. Use an O-ring made of material that is chemically compatible with the fluid it will encounter. Improve gasket performance by using a compression ring, which allows for higher flange compression. An outer guiding ring allows for easier installation and helps inhibit over-compression. Select gaskets made of material that is chemically compatible with the medium being sealed and thermally stable at the operating temperature. Gaskets fabricated from compressible materials should be as thin as possible and no thicker than is necessary if it is to conform to the unevenness of the mating flanges. It is important to use the gasket’s unload curve in considering its ability to conform. The load during operation must be high enough to prevent blowout. The gasket should be capable of sealing at the minimum load resulting on it and should resist blowout at this level. Check the gasket for damage before installing. Properly lubricate bolts, including threads and the underside of head. Specify the torque level and torqueing sequence. Following these simple steps will not only extend the life of current O-rings and gaskets, it will also prevent them from failing unexpectedly. Rich Merhige is owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Fort Lauderdale (AMEsolutions.com). Comment at editor@the-triton.com.
Interior 31
June 2018 The-Triton.com
Keep on board food fresh with rotations, labels and inventory Culinary Waves Mary Beth Lawton Johnson
There are several important concepts for chefs to keep in mind in relation to food rotation. For keep-it-simple purposes, the basic idea is to rotate the food stock so that the old is used up or tossed and the new is the last in the line. We have seen it done in grocery stores, where employees put the new stock at the back of the line. It’s the same concept on board the yacht. “First in, first out” is another way to say it. We need to do this to be sure to get rid of old stock that will either expire, turn rancid or grow mold. No one likes to find weevils in the wheat, or realize that the food they have just consumed was expired. I know I have, and it was not a good feeling. Too many times I have seen chefs just shop and then stuff the galley shelves with no rhyme or reason. There needs to be some sort of inventory system on board to manage the huge amount of food that crosses the yacht’s walk-ins. I keep a simple inventory on hand that helps in the process of ordering. Every chicken breast used, I mark down. When I get to a certain amount in the freezer, I know it’s time to reorder. I do the same for staples, such as martini olives and all-purpose flour. I always have a backup, but for special orders or for charter guest requests, I only order one or two so once it runs out, I know it won’t be used at a later date unless it becomes something worth having on board. An example would be an expensive champagne or caviar that is not normally served on a routine basis. To rotate stock, I start with a working inventory list. Basically, I open the freezer and list the proteins, the desserts, the breads, etc. Then I record the number on hand (OH) that I have. Based on menus that I create for the following week, I will consider whether I need, for example, a certain protein for future use. If not, I use it up. If it is something I will continue to use on a daily basis, such as fresh spinach, then I need to make sure that any newly bought spinach is put to the back of the line. Expiration dates need to be marked on each item. If I just put it in the freezer with no date, then the chief stew or the second chef will not know how old the item is. So label, label, label. Use a label maker, or tape and marker to put the date on the food item.
If it is about to expire, use it up. Make sure the oldest of the food items is in the front and the newer items in the back. Even with fruit, juices, condiments, etc., use the same system. If the food item has expired, throw it out. As a chef, I buy what I base my menus on. Sure, there are last-minute requests or special food items that need to be bought, but labeling these items keeps meals fresh and simple. If it is a special type of chicken or steak, be sure to write it down. Even organic chicken, as opposed to regular chicken, needs to be accounted for. Some computer food programs offer accounting software for inventory systems. This has other benefits as well, such as helping to keep food costs down,
No one likes to find weevils in the wheat, or realize that the food they have just consumed was expired.
and aiding the chef in placing orders. Too many times, I have been at the crossroads of what I should buy because
I had not finished my menus. I recommend printing the labels out before you go shopping. That way everything can be labeled as soon as it arrives on board. When ordering through a provisioning company, ask them to label the item and the date it was packaged. Plan menus, then use them to create inventory lists for shopping, so it’s clear exactly what and how much is needed when at the grocery store. Do weekly inventory and know what to toss. A chef who keeps the food fresh will be a star on board. Mary Beth Lawton Johnson, a certified executive pastry chef and Chef de Cuisine, has worked on yachts more than 25 years. Comment at editor@the-triton.com.
32 Interior
The-Triton.com June 2018
For a quality tequila, purity and traditional processing are key Stew Cues Alene Keenan
In my wine and spirits classes, discussing tequila usually elicits strong responses, both good and bad. Younger, inexperienced students may say that it tastes gross, and older students who may have had one too many margaritas or shots of cheap tequila vow they will never touch it again. More mature students may have come out on the other side and enjoy sipping the subtle nuances and complexities of the spirit. Tequila is a regional distilled beverage made from the blue agave plant, mainly in the region northwest of Guadalajara, in the highlands of the central western Mexican state of Jalisco. Tequila is like Champagne in that it can only be produced in one country – in this case, Mexico. Technically, tequila is a mezcal. Just like all Champagne is sparkling wine, but not all sparkling wine is Champagne; all tequila is mezcal, but not all mezcal is tequila. All tequila must be produced with blue agave, while a variety of plants may be used to make mezcal, and it can be produced in
multiple Mexican states. Tequila is one of the most closely regulated spirits in the world, watched over by the Mexican government and other bodies. Individual distilleries decide on their own techniques and quality levels, but specifics such as aging must be closely followed. Look for the words “100% agave” on the label, which means that all the alcohol in the bottle is the direct result of the fermentation of agave, and only agave. Inferior tequilas may have sugar and caramel added. And that’s where the hangover hides. Blue agave takes 8-12 years to mature before the heart, or piña, is harvested. Just as with wine, the soil and growing condition affect the finished product. While sipping a Blanco or Silver, you may pick up citrus and fruit notes, roasted agave or herbal notes, to name a few. Reposado means rested, and these are aged two to 12 months in oak, so they pick up vanilla and caramel notes from the wood. Anejo tequilas take on character similar to cognac or bourbon and have caramel, wood, chocolate and butterscotch aromas. After four or more years of aging in barrels, the tequila takes on more of the qualities of the cask it is aged in.
THE MAYAN MULE Here is a fresh take on a popular drink. Pour 1 1/2 to 2 ounces of One With Life Tequila into a copper mug filled with ice. Squeeze 1/2 of a fresh lime, fill with ginger beer and garnish with fresh mint and a lime wheel. Look out Moscow, here we come!
Not all brands follow the same standards. Many brands add commercial yeast to speed up the fermentation process, and autoclaves to pressure cook the agave at high temperatures. The autoclave saves time and money, but the high temperature reduces the quality of the tequila. The traditional process of making tequila is different. The blue agave plants are harvested after eight to 10 years. Workers called jimadors use a razorsharp tool called a coa to cut away the spiky leaves. The core of the plant, called the piña, or pineapple, is then hand split and slow roasted in a traditional
clay oven called a horno. After roasting, the piñas are crushed and shredded to extract the agave juice. At a recent Triton event, the One With Life tequila brand was offering samples and sharing recipes. This brand is sustainably grown in the same volcanic soil cultivated by the Aztecs, and is farmed with no pesticides and no GMOs. It is gluten- and sulfate-free, certified kosher and certified organic. The company adheres to traditional production practices and uses no additives. I’m one of those people who enjoys sipping the subtle nuances of tequila. I tried One With Life and I liked it. The back label reads, “Please enjoy One With Life Tequila responsibly and join us in a toast to Being Fully Present, Listening Deeply, Speaking With Love, And Being One With Life.” I like that, too. Alene Keenan is lead instructor of interior courses at Maritime Professional Training in Fort Lauderdale. She shares more than 20 years experience as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht,” available at yachtstewsolutions.com. Comment at editor@the-triton.com.
June 2018 The-Triton.com
Felling tired all the time? You may need to pump some iron and absorbable dietary sources of iron, following a vegetarian or vegan diet Take It In could lead to iron-deficiency anemia Carol Bareuther if care isn’t taken to eat plant-based sources of iron like the vegetables, fruits and fortified grains mentioned. Iron-poor blood, also called irondeficiency anemia, isn’t just a nutritional Other good plant-based sources of iron include tofu and soybeans; grains such problem for the Geritol generation. A deficiency of dietary iron can easily hap- as quinoa, brown rice and oatmeal; nuts pen at any age, in women and men alike. and seeds such as cashews and pumpkin The good news is that there’s a cure. That seeds; and blackstrap molasses. Here is a trio of ways to boost your is, it’s all about pumping up the iron iron absorption: content of your diet. 1. Eat iron-containing foods with Iron is an essential mineral, meaning those that are a good we wouldn’t last long source of vitamin C. without it. In fact, iron is Citrus fruits, strawberries, what makes red blood cells kiwifruit, melons, peppers, red. Nearly three-fourths tomatoes and broccoli of the iron in our bodies is are all rich in vitamin C. either in blood cells, where Examples of iron-vitamin C it’s called hemoglobin, or in combinations are a glass of muscles, where it’s named orange juice or fresh orange myoglobin. Hemoglobin’s with oatmeal for breakfast; chief job is to take the oxygen a leafy green salad topped we breathe in through our with tomatoes, dried lungs and transport it to cooked beans and chicken all the body’s cells where for lunch; and a steak with energy is made. Similarly, iron-fortified pasta and a myoglobin transports and side of steamed broccoli at releases oxygen in muscle dinner. cells. These two functions 2. As well as serving make it easy to understand up iron themselves, red the basis of a major meat, pork and poultry can symptom of iron deficiency: also boost iron absorption tiredness. Other symptoms from plant-based foods. include weakness, pale skin, Try adding lean roast beef, dizziness, cold hands and diced pork or chopped feet, and shortness of breath. chicken or turkey to quinoa Iron also plays supporting roles in our bodies. For PHOTOS/Dean Barnes or brown rice bowls. 3. Cook in a cast iron example, it’s a part of some skillet. Cooking foods that proteins and it functions in are acidic, such as tomatoes, can boost enzymes. the amount of iron that leaches from the There are four main risks for iron skillet and into the food. deficiency or anemia. One is pregnancy, If you are anemic, don’t undo the where iron requirements nearly double. good work of eating more iron by Second is blood loss, which can be due consuming foods that can block its to monthly menses for women, acute absorption. This includes tannic acid in causes such as a bad cut or surgery, or tea, coffee, cocoa (chocolate) and herbs chronic causes such as a stomach ulcer. such as chamomile and peppermint. Third is a problem with absorbing nuFinally, there are many supplements trients, as in celiac disease. Fourth is not like Geritol and other name-brand eating enough iron-containing foods. multi-vitamins and minerals that Foods high in iron include: liver, contain iron. These certainly offer a red meat, pork and poultry (especially boost of this essential mineral, but the dark meat); seafood; dried cooked the best rule of thumb is to seek out peas, beans and lentils; dark green leafy nutrients from food first. vegetables such as spinach, swiss chard, kale, beet greens and collards; dried Carol Bareuther is a registered dietitian fruit such as raisins and apricots; and and freelance health and nutrition writer. iron-fortified cereals, breads and pastas. Since red meat is one of the most potent Comment at editor@the-triton.com.
Crew Health 33
34 Crew Health
The-Triton.com June 2018
IVs best left to the medical pros unless the crew is far from help Sea Sick Keith Murray
I have been asked by several yacht captains if I offer onboard training for crew on how to properly insert an IV. Always a little hesitant to reply, I follow with a few questions of my own – namely, how experienced are the crew and how far will the boat be from medical professionals. It is always best for IVs to be administered by trained medical professionals in a hospital setting. But if the boat is far from help, an IV may possibly save a life. For this article, I consulted someone who inserts IVs into patients many times a day: Tracy Thomas, a registered nurse with over 20 years experience. We will assume the yacht is far from medical help, there is a seriously sick or injured person aboard, and a medical doctor is on the telephone giving orders. There are several reasons to administer fluids intravenously, ranging from dehydration to blood loss or treatment of an infection with antibiotics. Types of IV fluid for treatments often include water with electrolytes, sugar or medications. The exact makeup and concentration depends on the patient’s individual needs. The rate and quantity of fluid administered also depends on the patient’s medical condition, body size and age. Generally, IVs are started at a peripheral site that is most available and appropriate for the situation. The preferred sites in most emergency situations include the forearm and the median cubital vein in the fold of the arm. This is the vein often used when you donate blood because it lies relatively close to the surface of the arm and is easy to see when pressure is applied. These sites will generally accommodate a larger IV size for larger amounts of IV fluid administration. If these veins are not accessible, the veins of the foot or lower leg can be used. When inserting an IV, however, there are several problem areas to avoid, such as the affected side of someone with a mastectomy, the side of the body affected by a stroke, and an AV fistula for dialysis. For the sake of this article, we will be focusing on IVs in the arm. Once the doctor has said to proceed, the next step is to get the vein to “stand up,” meaning to fill with blood and expand, making it easier to feel and see. This can be done
by applying a rubber tourniquet 6 inches above the insertion site. Then dangle the arm to allow the blood to run downhill and gently tap the vein. Next, palpate (examine) the vein with the index or middle finger. If the vein feels hard, choose another vein; if the vein feels bouncy, use it. As always, Universal Precautions must be used and Personal Protective Equipment (PPE) must be worn, including medical exam gloves and safety glasses. The potential for contact with a patient’s blood while starting an IV is high, and blood also may splatter, so consider wearing a medical gown. Gather materials as instructed by the doctor. These items will be needed: appropriate size IV catheter – 18G, 20G or 22G; tourniquet; alcohol swabs; transparent film; sterile tape; flush solution of 0.9 percent sodium chloride; and a sharps container to dispose of the needle (never recap a needle.) Scrub the insertion site by wiping the area with antiseptic solution in a circular motion, moving outward 2-4 inches from the insertion site. Allow the area to dry, then hold the skin taught, stabilizing the vein. Grasp the catheter bevel side up. Inform the patient that you are ready to insert the IV. Insert the device through the skin directly over the vein at a 30- to 40-degree angle. Advance the needle slowly and steadily until you meet resistance. Lower the needle to a 15- to 20-degree angle, then slowly pierce the vein. You may feel a “pop” when the needle enters the vein. Observe for flashback (blood return); this ensures the catheter is in the vein. If you fail to see flashback, pull back the catheter slightly and rotate. If still no flashback, then remove the catheter and try a different site with a new catheter. If blood return is present, advance the catheter device so that the needle is held stationary, withdrawing the needle while holding the catheter at the hub for stability. Release the tourniquet. Dispose of the needle in the sharps container. Apply sterile tape and transparent film over the insertion site to secure. Connect IV tubing and run fluids, or flush with a 0.9 percent sodium chloride flush. EMT Keith Murray provides onboard CPR, AED and first-aid training as well as AED sales and service. His company can be found at TheCPRSchool.com. Comment at editor@the-triton.com.
From the Bridge Career 35
June 2018 The-Triton.com
Sea time experience loses out to young, certified, cheaper crew BRIDGE, from Page 1 “We have a 30-year experienced veteran engineer, with no certification, now competing with a school filled with engineers,” a captain said. “They are demanding these guys get certifications, so the schools are filled. But he’s competing with engineers that don't know what it’s like to be on board.” And lack of time at sea can affect the safety of others. “I've met a captain who can't go to sea without a chart plotter and following the line,” a captain said. “There is a big ship on his course and he doesn’t want to leave his line. I said, ‘Move over,’ but he can’t figure out by his surroundings.” One captain had a near miss with a crew member unable to identify boats by their light configurations. He put the engineer on watch through a fishing area frequented by pair-trawling boats with nets strung between them. “I said, ‘If you see two targets, wake me up,’” the captain said. “Fortunately, there is some sort of captain thing, I woke up in the middle of the night and he was heading straight in between the two boats.” Years ago, the trend was for crew to
work through the ranks to get sea time on small boats, but today many want to work on bigger boats, a captain said. “I actually saw a social media post where someone was asking for suggestions on how to bypass sea service requirements,” he said. “The whole point is to get some experience before you get certifications. You need to work as a deckhand for a while before you progress up the ladder.” But the captain has sympathy. “When I started, I was frustrated, I wanted to get as far as I could, as quickly as I could,” he said. “But an old captain said, ‘You have to put in your time.’ And it’s true.” He is disappointed, he said, to see that “now it’s 20-something years later and owners want young and energetic instead of experienced.” “I've worked hard and put in my time to get to this point in my career so I could be a salty old sea captain,” he said. “And now you’re telling me you want a young kid at the helm?” This trend has decreased salaries, said a veteran captain who had been on several job interviews recently. “Two out of three were offering salaries below the industry standard,”
he said. “And that was working off the salary of 25 years ago – it’s still $1,000 a foot.” “I think it’s because these younger guys that have gone to school are looking to get their foot in the door and are willing to work for less,” a captain said. “Many yacht owners are younger and want to hire younger crew,” a third captain said. “An older captain costs more money, so, ‘I’m going to go with this guy with the same certifications.’” “It's supply and demand,” a fourth captain said. But captains’ salaries have not kept up with the cost of living. “My rent, car insurance, gas and food have gone up,” a captain said. Despite more crew coming out of maritime schools and looking for work, captains say there are more yachts being built and that means more work. “I can always get a job, but it's working on real tight budgets,” a captain said. And how captains find these jobs is changing. Although most still get jobs through personal contacts, it has a new look. The internet is now that word-ofmouth we used to have, a captain said. “Now it’s social media,” another captain said. “It has changed from when
you would just leave a note on the boat.” Also disappearing are the days of finding work through a broker. “Now I find that all of the brokers’ offices have their own crew agencies,” he said. “It's no longer going through being friends with the broker, they have to have regulations now. But occasionally there are still some connections.” Several captains noted a trend in who is steering the increase in requirements. It’s not governments or flag states as much as expected – it is insurance companies, several captains said. “Until fairly recently, there was no one policing agency and now it’s becoming the insurance companies,” a captain said. “If I’m going to insure this $5 million boat, I want to make sure there is a qualified captain and qualified crew on board.” “Plus, that $5 million boat is now a $50 million or $500 million boat,” another captain said. “The boats have gotten so valuable, somebody had to step in, and the insurance companies did.” The increase in sizes and value is unprecedented and has growing pains. “Insurance companies don’t have
See BRIDGE, Page 36
36 From the Bridge
The-Triton.com June 2018
Individual comments are not attributed to encourage candid discussion; attending captains are identified in this photograph.
PHOTO/DORIE COX
Attendees of The Triton’s From the Bridge discussion for this issue are, back row from left, Capt. Tom Ferland of M/Y Watercolours, Capt. Bill Wassmer of M/Y Lexington, Capt. Dennis Jones, freelance, Capt. Josh Abrams, freelance; front row from left, Capt. Devon Tull of M/Y Carpe Diem and Capt. Stephen Hill, freelance.
Captains who make their living running someone else’s yacht are welcome to attend. Email editor@the-triton.com for an invitation to our From the Bridge luncheon.
Safety compromised with new designs and rearrangements Bridge, from Page 35 the knowledge to insure a $100 million boat,” a captain said. “This has never been seen before.” That conversation led to another trend. “The design of boats has changed radically in the last few years,” one captain said. “Everything is plumb-bowed or axe-bowed, stand-up windshield or reverse-shear windshield. It almost doesn’t look like a boat anymore.” “And that giant glass in the hull?” a captain questioned. There was unanimous concern from the table on that trend. “Yes, it scares the crap out of me,” a captain said. “How is that floor-to-ceiling glass going to hold up when the wave hits?” another captain said. “It makes me nervous of some of these boats.” “Absolutely, how many of these new boats are even seaworthy or hold the right capacity?” a third captain said. “Especially in the smaller and mid-range boats.” Several new trends in yacht designs seem to compromise safety, according to several of the captains. “You can’t get behind some of these engines now, because they have put something else in there,” a captain said. “They made it smaller to fit an ice machine.” “Before, a 6-foot sea was nothing, but we were in 2 to 4 and we had to pull back,” another captain said. “These new yachts are designed to go fast in the bay
where it is being sold, but not when the seas kick in.” Many of these design trends are yacht-owner driven. “They want this and they don’t take any consideration to how they restructure the boat,” a captain said. “It's not what the owner needs, it's what he desires.” As we wrapped up the conversation, the group shared a few more trends. Every captain noted new megayacht marinas being built around the world. “The Adriatic, Croatia, Montenegro are one example, there are a lot of new marinas and they are becoming far more attractive,” a captain said. After discussing regulations, jobs, salaries and designs, several captains pointed out one trend that has changed the essence of the industry. Most of the captains said they took to the sea to sail away, but now yachting is centered around being connected. “Wi-fi is a must,” a captain said. “The boss’ first question is, ‘How is the Wi-fi?’” “And now it is, ‘What will we do there?’” another captain said. “The day is passed when yachting was for yachting’s sake and to get away from business. The owner’s needs are immediate and he expects an immediate response.” “Now it is, ‘If I go down island, how will they reach me?’ It's all about being connected,” a third captain said. “It is no longer yachting to get away from it all.” Dorie Cox is editor of The Triton. Comment at editor@the-triton.com.
Career News 37
June 2018 The-Triton.com
‘Crew doing everything they are requested to do, may still be denied’ VISA, from Page 1 American Yacht Agents in Fort Lauderdale. “If we can't get the crew to come, we can't get the yachts,” she said. Foreign yacht crew don’t fit into a category like other visiting workers, Radtke said as speaker on a panel that included officials from the U.S. Department of State Bureau of Consular Affairs and U.S. Customs and Border Protection during a workshop at the American Boating Congress (ABC) in Washington, D.C., in May. A few recent examples that have confused consular officers who issue visas include a crew member who worked with a yacht owner for years but faced an expiring visa, and an entry-level crew member who was hired in the Mediterranean, then traveled with the yacht to the United States. These scenarios are common in yachting, but confusing for a crew member to explain during a visa interview. “Crew are doing everything they are requested to do and may still be denied [a visa],” Radtke said. “There is a disconnect between the bodies issuing the visas and the enforcement. One of the problems is, we get different answers from different embassies.” That’s one of the issues the ABC panel aimed to discuss. Another is the impact on the U.S. economy when crew are denied a visa. For example, two yachts that usually visit the United States for annual maintenance recently stayed in the Bahamas for the work after a few crew members were denied visas. Despite other crew obtaining visas, the few were denied because the “employer” wasn’t the same as the “owner.” “The yacht-owning company was different from the employing company, it didn't match, so a crew visa was denied,” Radtke explained. “On paper, the yachts are owned by a variety of owners, like LLCs, but it can be complex.” Most crew aren’t privy to all the details of how the yacht ownership is structured – nor should they be – but it can hinder their entry. Explaining those complexities to government is the first step to lowering the hurdle. The things yacht crew can control include conducting a successful interview. For a yacht crew to be a good candidate, they must understand a few key points, said Patience Cohn, industry liaison for Marine Industries Association of South Florida (MIASF). The No. 1 job for every visa officer is to determine that visa applicants are
not immigrating to the United States. Their job is to protect the U.S. border while facilitating legitimate travel to the United States, and a visa is a request for permission to enter the country. The burden is on the crew member to prove he or she will not immigrate to the U.S. This makes the interview for the visa an important part of the equation, Cohn said. “The answer to the question, ‘Where do you live?’ is not, ‘on the boat,’” she said. “You have to have a residence where you live in your home country. Where you get mail is not LMC [Lauderdale Marine Center]. You can say your mail is forwarded to your yacht management company. And you cannot have a U.S. checking account.” While most crew obtain the B-1/B-2 visa to work on board yachts in the United States, several yacht industry associations recommend crew apply for both B-1/B-2 and C-1/D visas. The combination B-1/B-2 visitor visa is for crew who want to enter the United States temporarily for business (B-1) and/or tourism, pleasure or visiting (B-2) for 30 days or longer, usually up to 180 days. The C-1/D visa is a combination of the D (for crew working on sea vessels or airlines that intend to depart within 29 days) and the C-1, which is the transit portion of the visa. It is against the law to enter the United States on a visitor’s visa (B-2) and then look for work. It is also illegal to enter on a business visa (B-1) and change jobs. But yacht crew have been doing just that for years, with few repercussions. “Now, we all pay the price for the
PHOTO/DORIE COX
Large yacht advocates make their case for clarity on yacht crew visas issues during the American Boating Congress (ABC) in Washington, D.C. in May. Pictured from left, Duncan Smith, president of Smith Advocacy Group and lobbyist for the Marine Industries Association of South Florida; Patience Cohn, MIASF industry liaison; Steve Ehrlich, branch chief for Traveler Policies Division Admissibility and Passenger Programs with U.S. Customs and Border Protection; Kristina Hebert, COO, Ward's Marine Electric; and Debora Radtke, owner of American Yacht Agents.
people that did,” Cohn said. “It happened before the internet, but the world has changed. The internet is not your friend. That’s how crew often get caught. It specifically says you cannot use this visa to come here and look for employment.” Once a crew member is given a visa, he or she brings it to a U.S. port or airport to seek permission to enter the country from a U.S. Customs and Border Protection (CBP) officer. There can be some misunderstandings at this level also, said CBP’s Steve Ehrlich, branch chief for Traveler Policies Division Admissibility and Passenger Programs. With such a large government department, there are often new officers who are unfamiliar with yachting, Ehrlich said. He works to educate them and explain how yacht crew are entering to work as skilled employees.
There will continue to be new issues due to variables with crew from different countries, yachts with different flags, and consulates in a variety of regions, yacht agent Radtke said. But these issues are being talked about, and with each meeting with government officials, progress is made, Cohn said. Although there is no specific legislation scheduled for visa changes, maritime groups, including the MIASF, know that regular advocacy works. “As far as visas, I think we made a big stride,” Cohn said. “I’m encouraged that the workshop panel was willing to be there and to have open dialogue, which was an advantage. Personal relationships are critical. You can solve anything if you sit and talk with people.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.
38 Calendar
The-Triton.com June 2018
upcoming events PICK OF THE MONTH June 18-21 Newport Charter Yacht Show Rhode Island
Show dedicated to yacht charter professionals, agents, owners, brokers, captains and crew showcasing yachts up to 225 feet. Seminars and crew competitions include best charter yacht chef event, tablescaping contest, food and beverage challenges. www.newportchartershow.com
June 1-3 Colombia Nautica, Cartagena.
Showcase for the emerging boating market of Latin America. colombianautica.com
June 2 17th annual Women's Sailing
Conference, Marblehead, Mass. The National Women's Sailing Association event, sponsored by BoatUS, is tailored for women to learn or enhance their skills. www.womensailing.org
June 6 No Triton Networking on this
first Wednesday of the month. We’re taking a summer holiday in June and July. Join us for Triton Networking on Aug. 1 with Parker Yacht. www.the-triton.com
June 7 The Triton Bridge luncheon,
noon, Fort Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@the-triton. com or 954-525-0029. Space is limited.
June 7-10 San Diego International Boat
Show. San Diego's largest in-water and outdoor boat show. www.sandiego internationalboatshow.com
June 8 World Oceans Day. Hundreds
635-mile ocean from Newport, RI to Bermuda. Bermudarace.com
June 19-23 Superyacht Cup, Palma de Mallorca, Spain. The longest running superyacht regatta in Europe. www.thesuperyachtcup.com
June 27-29 Electric & Hybrid Marine
World Expo, Amsterdam. Showcase for electric and hybrid marine propulsion technologies, components and solutions. www.electricandhybridmarine worldexpo.com
June 27-29 Marine Maintenance World Expo, Amsterdam. Showcase for marine maintenance technologies, tools, spare parts, services and suppliers. www. marinemaintenanceworldexpo.com
June 28-July 1 58th annual Melbourne Boat Shows, Melbourne, Victoria, Australia. biavic.com.au/melbourne boatshow
MONTHLY EVENT Monthly event, noon The Triton’s From the Bridge captains discussion Fort Lauderdale
A roundtable lunchtime conversation on issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@ the-triton.com or 954-525-0029. Space is limited.
July 4 No Triton Networking on this first Wednesday of the month. We’re taking a summer holiday in June and July. Join us for Triton Networking on Aug. 1 with Parker Yacht. www.the-triton.com
of communities around the globe will celebrate the world’s ocean, our connection to it, the role of the ocean in our lives and the ways people can protect it. worldoceansday.org
July 5 The Triton From the Bridge captains lunch, noon, Fort Lauderdale.
June 8-10 164th New York Yacht Club Annual Regatta, the longest-running regatta in America. nyyc.org
Aug. 10 Newport Yacht Rendezvous Newport Shipyard Rhode Island
June 9 National Marina Day. Nation-
wide boating event in which marine businesses collaborate through on-water and landside activities. nationalmarina day.org
June 15 51st Newport Bermuda Race.
MAKING PLANS
Event includes dinner, dancing and superyacht hop. Fundraiser for Boys and Girls Club of Newport County. www.bgcnewport.org/ newport-yacht-rendezvous
June 2018 The-Triton.com
Yachting doesn’t need to hold crew with ‘golden handcuffs’ By Conor Salmon
me going. There were multiple attempts in which I said, “this is it, I’m done,” and One of my favorite quotes is: “Whether you think you can or whether went ashore, only to find myself a short while later back on deck, polishing you think you can’t, you’re right.” stainless and scrubbing teak. Henry Ford is credited with saying this I typically gave in because of the everback in the 1940s. It is a powerful statement on positive thinking and a realiza- so-familiar “dangling of the carrot.” tion that the premier way to obtain what Some sort of extra feature or benefit, beyond the standard salary – an exotic we desire in life is to believe that we can itinerary, more travel, more drive time, achieve whatever that is. more stability in the schedule, more While working full time on yachts, I money beyond the standard rates, and frequently heard the phrase “the golden the like – was always enticing me each handcuffs” from crewmates. The term time I came back to full-time yachting originated in the ’70s and was a referpositions. ence to the financial perks that were Captains make great salesmen. I given to highly compensated employees credit many of these experiences to my to encourage them to stick with the negative thinking at the time. The more company. I said to myself, “I don’t want to do this In yachting, the concept has been anymore, I don’t want to do this anyadapted to mean that crew will never more,” the more those great opportuniearn the same kind of money that they ties kept coming up. make in yachting anywhere I truly believe that it else. Never – anywhere or There were was not until I changed ever. I’ve heard many active multiple my mindset from “I don’t crew say it. “I’ve got the want to do this anymore” golden handcuffs; I can’t attempts in to “I want to do somemake this kind of money which I said, thing more” that I actually anywhere else.” ‘this is it, I’m gained traction in doing What would Henry Ford done,’ and what I wanted to do, which say about that? He’d probwent ashore, was remove myself from ably just say they are right – full-time employment on but only because they think only to find boats. they can’t, not because they myself a short I tried the negative actually can’t. while later thought process for several The whole concept of back on deck. years without success, but the golden handcuffs is a had successful results cognitive distortion that relatively quickly with the holds crew down. It’s an unfortunate situation that reinforces the positive thought process. I loved my time aboard large yachts. negative thinking that convinces us it is I loved the journeys that I was able to a black-and-white matter, that we will participate in. I loved the day-to-day never make that kind of money again, maritime experience. I worked with ever. It’s unfortunate that misery loves great people along the way and expericompany, but that is part of the reality enced so many things, and I still have of it as this concept is passed along and saltwater running through my veins. perpetuated among new crew. Regardless of all that, I knew my time The golden handcuff phrase irritated was up when my time was up. It took me so much when I was a crew memme years, though, to figure out what I ber that I actually ended up using it as have laid out in this article. My hope is motivation to break out of the industry that anyone else considering a career into another line of work. Many others change will realize that they are only as have also broken the golden handcuffs locked in as they think they are. Wearto go on and have great careers in other lines of work – so much so that it proves ing the golden handcuffs is a choice, not a consequence. there are only golden handcuffs if we think there are. Conor Salmon worked as first mate and Getting off boats and going shoredeckhand on yachts up to 257 feet for a based full time is absolutely a difficult decade. He now works as a financial adproposition, and I encountered numerous trials and tribulations along the way. viser to the yachting industry. Comment At times, sheer stubbornness alone kept at editor@the-triton.com.
Write to be Heard 39
40 Write to be Heard
from our readers
Crew Eye
The-Triton.com June 2018
Facebook readers responded to “Yacht ‘transcended money’ for Huizenga Sr.”, May cover 2018. I had the pleasure of cooking bbq ribs for Mr. H at the Monaco Grand Prix. Mr H, his partner, my boss were friends and they made sure all the crew got to use their paddock passes for the race. I will never forget walking across the Rascas catwalk to watch the Ferrari team win the race. Mr. H and his partner were true legacies and a great pleasure to work for. Kind regards to his family and RIP Mr. H! Dustin Bowdler
It was a great honor and pleasure to have Mr H aboard M/Y Salta all those years ago in MI. I will always recall his easy kindness and the smile he showed when he’d to lasso a floating-dock cleat “first try” at Bay Harbor Yacht Club! Sad to learn of his passing. Godspeed... D.W. Linne
Mr. Huizenga was one of the nicest men and treated everyone with respect. One time at a boat show I walked down the dock and saw a former head coach of the Miami Dolphins. I said “hi coach” and he looked at me like I was a piece of garbage. Later on I was invited to a cocktail party on board a yacht. The owner and Mr. H were partners. I was introduced to him and Marti and we were chatting away! Here comes the coach. Mr. H says “Coach do you know Jan?” OMG it was the funniest thing ever and I could not have set it up this way if I tried. The coach was just bit unsettled!! Thanks Mr. H for all you did for South FL and RIP with your beloved Marti. Jan McAndrew Henry
F
PHOTOs PROVIDED
rom the heights of Gros Piton on St. Lucia to under the waves, the crew of M/Y Pipe Dreams goes all out. Capt. Jared Burzler organized the climb late April and a local photographer captured the summit. Now the crew are famous, as Paradise St. Lucia bought the shot for a tourist map. Capt. Burzler said the climb was much easier than the smaller Piton, “but in no way was it easy at 2,500-feet (250 flights up) and 14,500 Apple steps.” The crew in the peak photo above are from left, back row, Dave Moloney, Tina Fox, Krystal Fanning, Dani Devaux, and from left, front row, Robert Mitchell, Jared Burzler and Elena Rastelli. Now the crew can say they have climbed both Pitons, Capt. Burzler wrote.
Send us images of yachting as you see it, in all its beauty and luxury, or all its toughness and tedium. Send your photos to editor@the-triton.com. Be sure to include where it was taken, when, and what kind of equipment you used.
Thanks for sharing this. It’s such an honor to have my grandfather and his legacy treasured by so many. #RyboLife Savannah Bennett
I was fortunate to meet him early in my career here in SoFla while working with the Florida Marlins and Miami Dolphins. Great man. Great person. Ron Martin Jr.
This is beautiful, the way its done.. thanks George and Mark. Ginger Hornaday
He will certainly be a lost to the industry, may he RIP. Ina Ludka
This is such a great story.
Donna MacLeod
Readers also commented on the article on www.the-triton.com: Mr. H was a true humanitarian. It would only take a phone call to him and he was on it if it could help someone in some way. Wayne Jr. had a secretary and her fiance had a medical issue. He made a call to Cleveland Clinic and got him in. He’s well today! Donna MacLeod
June 2018 The-Triton.com
Triton Spotter
It is break time for several of the crew on M/Y Ocean Club, a 160-foot Trinity, at Marina Camille Rayon near Antibes recently. From left is Deckhand Daniel Mazgar and Andrea Brunen, who handles administration to the yacht captain, with Deckhand Nichole Monroe with her Triton.
Tritons were spotted several times around Spain as yacht crew attended seminars and met vendors during the MYBA Charter Show in Barcelona and at the Palma International Boat Show in Palma in late April and early May. The shows kick off the start of the yachting season in the Mediterranean.
We love to see The Triton all over the world, and we love to see our readers as they travel. Share a photo of you and your Triton, wherever and however you read it. Send to editor@the-triton.com.
Where in the World 41
42 Business cards
Search hundreds of companies in the Triton Directory.
The-Triton.com June 2018
June 2018 The-Triton.com
Find the Directory online at www.The-Triton.com.
Business cards 43
44 Business cards
Search hundreds of companies in the Triton Directory.
The-Triton.com June 2018
To advertise in
call 954-525-0029
June 2018 The-Triton.com
Find the Directory online at www.The-Triton.com.
Business cards 45
46 Business cards
Search hundreds of companies in the Triton Directory.
The-Triton.com June 2018
Display Advertisers
Company Page
Company Page
Admiral Yacht Canvas & Upholstery Antibes Yachtwear Beers Group Beard Marine Bellingham Marine (Stock Island Marina Village Key West) Bellissima Fine Art Services Boksa Marine Design BOW Boat Owners Warehouse Bradford Marine Broward Shipyard Brownie’s Yacht Diver Business card advertisers C&N Yacht Refinishing Cable Marine Commercial Rare Coins Crown Wine and Spirits Culinary Convenience Estela Shipping Gran Peninsula Yacht Center HMC Handcraft Mattress Company ISS GMT Global Marine Travel Lauderdale Propeller Lifeline Inflatables/Zodiac of Fort Lauderdale Longbow Marine MIASF Marine Industries Association of So. Florida Maptech Marina Mile Yachting Center Maritime Marine Matthew’s Marine A/C
MPT Maritime Professional Training Neptune Group Newport Yachting Center Ocean Wine and Spirits Palladium Technologies Parker Yacht Peters and May Marine River Supply River Services Rossmare International Bunkering Royale Palm Yacht Basin RPM Diesel Sailorman Savannah Yacht Refinishing Seafarer Marine Sea School Sirocco Marine / Brig Inflatables Smart Move Accomodations Staniel Cay Yacht Club Sunrise Harbor Marina Thunderbolt Marine Trac Ecological Green Products Tradewinds Radio Universal Marine Center Watermakers, Inc. Watermakers Air Westrec Marinas Yacht Entertainment Systems Yacht Equipment and Parts Zeno Mattress
34 17 21 9 8 12 37 7 35 41 4 42-46 32 2 33 20 22 33 20 27 41 31 15 6 30 39 34 31 36
48 6 19 3 18 6 22 27 21 39 36 9 27 20 33 5 15 47 38 17 36 21 29 47 47 16 34 14 14