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March 2014 The Triton joins Viking SurfSUP and Smart Move for networking. See A10-11.
C2-3 Crew shine at Miami show News, photos from the Yacht & Brokerage Show. A12-13
Passenger, freight rail to impact New River
Ahead of the game Crew of M/Y Penny Mae take the extra step for MLC 2006. A3
Your ‘write to be heard’ Readers respond to leadership, rotation issues. A16-19
Under wraps Standards drafted for painting shrink wrapped yachts. B1
FEELING THE LOVE
By Lucy Chabot Reed Several new projects are convening on Ft. Lauderdale’s eastern railroad tracks, and the marine industry is poised to make sure they don’t derail South Florida’s yachting industry. The project getting the most attention is All Aboard Florida, a privately funded project to create highspeed passenger rail service between Miami and Orlando. But even more troubling to the marine industry are the freight trains that will come out of Port Everglades and the Port of Miami once expansion projects in both those facilities are complete. “We’re worried about the cumulative impact of all of it,” said Gene Douglas, vice president and general counsel at Bradford Marine. “All Aboard Florida is only one part of it. We have to look at the impact of all of it on the marine industry.” The marine industry’s main concern is the FEC railroad bridge that crosses the New River in the heart of downtown Ft. Lauderdale, the entryway to the majority of the area’s refit and repair yards. An increased number of trains – passenger and freight – means the 36-year-old, slow-moving bridge would be in the down position more often. (Just how often, no one is quite sure yet.) When down, it has a vertical clearance of just 4 feet, forcing all but the smallest dinghies to stop. “As this thing comes to life, I don’t think anyone understands the real impact,” said Phil Purcell, the new executive director of the Marine Industries Association of South Florida. “All we can hope for is influencing how long will it be open each hour. “People, the people stuck in their
See RAIL, page A5
CLOSE TO THE HEART: The crew of M/Y MiMu embrace the Valentine’s Day spirit onboard during the 26th annual Yacht and Brokerage Show in Miami Beach last month. PHOTO/TOM SERIO
Celebrate with us
The Triton turns 10 in April and we’re having a party. It’s the spring Triton Expo, actually, bigger and better than ever with at least 30 vendors, seminars from our beloved columnists, food, drinks and music, not to mention cake. Join us on the first Wednesday in April from 5-8 p.m. at National Marine Suppliers. This is a professional event, so dress the part and bring business cards. You never know who you’ll meet.
TRITON SURVEY: Transient Crew
What do you think of transient crew (among captains on yachts larger than 140 feet)? They’re OK – 32% Great idea - 14% Terrible idea – 54% – Story, C1
It’s not easy being green, but captains give crew a chance Yachting has always attracted young people, some infatuated with the sea, others intrigued by the prospect of working on these lovely vessels, most intoxicated by the idea of being paid to travel. While some of these men and women come to yachting eager to From the Bridge learn and see where Lucy Chabot Reed it can take them, many more intend to spend just a year or two in the industry, looking for an adventure but not a career. On the heels of yachting’s own reality show, the industry may perhaps lure even more young people seeking adventure so we talked to yacht captains this month on what they do with these kids. Do they give them a chance, knowing they’ll only be around for a short stint? “Absolutely,” one captain said. “All the time,” said another.
As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page 9. “Entry-level crew, they tend to be gypsies,” one captain said. “They come to work on a boat for the allure and the ability to travel and get paid for it. Some are really excited about it, but others, all they do is buy dope and get everyone in a big mess. It’s happened to me two or three times.” (This conversation soon revealed that it wasn’t always green crew who got seduced by drugs and/or alcohol, but seasoned crew, as well, and so we brought the discussion back on topic.) “We were all green once,” another captain said. “I came [in] never having worked on a yacht as crew.” But this captain grew up on and around boats, so while he was new to yachts, he wasn’t new to boats and being on the sea. And that makes a
See BRIDGE, page A7
A March 2014
WHAT’S INSIDE
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Only have eyes for you
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Advertiser directory C15 Boats / Brokers B6 Business Briefs B10Business Cards C13-15 Calendar of events B14 Columns: From the Bridge A1 Crew Coach A15 Crew’s Mess C6 Culinary Waves C5 Interior: Stew Cues C1 Nutrition C4 Onboard Emergencies B2 Rules of the Road B1
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T h e Tr i t o n : M e g ay a c h t n e w s fo r c a p t a i n s a n d c r e w
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CREW NEWS
The crew of M/Y Penny Mae have helped turned the 138-foot yacht into the first Marshall Islands-flagged yacht less than 500 tons to become MLC 2006 PHOTO PROVIDED certified.
Penny Mae crew ahead of game with MLC 2006 certification By Lucy Chabot Reed M/Y Penny Mae has become the first Marshall Islands-flagged yacht less than 500 tons to become MLC 2006 certified. All commercial ships and charter yachts are required to comply to the MLC 2006 standards in the countries they sail (which include most countries yachts frequent except the United States), but only vessels over 500 tons are required to be certified. “Penny Mae elected to take the extra step to become certified, which not only reinforces our proactive outlook toward safety, security and well being of guests and crew, but will also help to streamline the process when undergoing port state control inspections,” Capt. Mike O’Neill said. And that’s the key, said Graeme Lord, president and owner of Fairport Yacht Support, a yacht management company based in Ft. Lauderdale. Although yachts under 500 tons don’t have to comply with MLC 2006 and be certified, they may still be inspected by port state control officers who will seek to determine if yachts visiting their countries provide certain things for crew, including an employment agreement and proper time off. “What he did was extremely smart,” Lord said of Capt. O’Neill’s decision to become certified. “Under 500 tons, you don’t have to be certified, but how do you prove it? You can’t leave this to chance. Take the reigns and control it.” It has taken about a year for Capt. O’Neill and his crew to reach the standards required “Luckily, we had a comprehensive mini-ISM system in place, which served as a good baseline to start,” he said. “However, there was still a fair amount of rewriting of the onboard procedures with particular emphasis on health and safety, and risk assessments. “The biggest change was the complete overhaul of our Seafarers Employment Agreements (SEAs) and the restructuring of the yacht’s P&I insurance to facilitate the coverage of crew regarding repatriation and unemployment benefits,” he said, noting that Marsh Insurance helped with the latter. “Other areas of change
included the reformatting of our crew’s hours of rest records to meet the revised working hours requirements, implementation of complaints procedures and the need to document crew salary payments (pay slips).” A big help was the generic SEA document drafted by Fairport, which was pre-approved by the Marshall Islands and several other flag states. Fairport also was involved in the first Cayman Islands MLC certificate for yachts over 500 tons. “I can honestly say I’ve got MLC down,” Lord said. “This is a crew benefit, so crew need to understand their benefits and get their benefits.” Lord said he’s been working on MLC documents for about five years, and in the past year he and his staff have produced a manual, complete with an SEA, to help owners and captains get their vessels in compliance. “We give them all the tools to get their certification and we’re done, that ends our involvement,” he said. Fairport doesn’t manage M/Y Penny Mae; they just worked together on this certification process. “He doesn’t need us,” Lord said of Capt. O’Neill. “We don’t manage his boat. We just sold them the manual, and with that we offer training and familiarization with MLC, what they can expect in the audit, we speak to the insurance company, and then we submit all the paperwork to the flag state for approval. … I’m really proud of what we’ve done.” M/Y Penny Mae had “an extremely successful summer” in Croatia and is available for charter now in the Bahamas year round. “The biggest challenge for yachts in the less-than-500gt size range is the ever-increasing need for documentation, procedures and paperwork,” O’Neill said. “This is really the norm nowadays on the larger vessels, but new to mid-sized yachts. “I see many other yachts of similar size where there is not a ‘paperwork’ mindset in place and MLC could prove a lot more daunting to those crews.” Lucy Chabot Reed is editor of The Triton. Comments: lucy@the-triton.com.
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Yachts to pay VAT in Croatia this summer; yacht chef dies Croatia to collect VAT this summer
Beginning this summer, commercial yachts that pick up or start their charter in Croatia will have to pay 13 percent VAT on the total amount of the charter fee, said Luka Peruzovic from LP Yacht Support, a former yacht crew who is now an agent in his home country of Croatia. Commercial yachts that pick up or start charters outside Croatia will not pay the VAT, but there is “a very, very slim chance that a percentage gets charged to the yacht for the days spent in Croatia,” he said.
EU-flagged yachts can do charters within Croatian ports but must comply with all Croatian laws and paperwork as well as have a VAT number in Croatia. This number can be obtained through a local charter company and VAT payments would have to be done through that same company. Private yachts will be able to start and finish charters within Croatian ports and are not limited anymore with the number of guests to embark and disembark in Croatian waters. The details on the VAT changes have yet to be finalized, but those
were the main points from a meeting he attended in late January with the minister of tourism. Peruzovic said that Montenegro remains the best place to start charters in the Adriatic as it has no VAT on charters and duty-free fuel for all boats.
Yacht chef dies
Longtime yacht Chef Andris Reinsons was found dead outside his home in Newport, R.I., on Jan. 22, according to his former wife, Cynthia Reinsons. The cause was uncertain. Chef Reinsons worked for eight years
on M/Y Arioso, a 130-foot Westport, and also worked on M/Y Cherosa, a 160-foot Swiftships. He also served as sous chef on M/Y Excellence III. To see photos of his life, visit www. facebook.com and search “Cynthia Forte.” He is survived by his mother, Zenta; brother, Edmunds; daughters Sabrine and Samantha; and cousins Inese, Jason and Peter. A memorial service was held Jan. 31 in Newport.
Yachties to party for stew
The last time Mate Taylor Bowker of M/Y Northlander swung by Yachty Rentals in Ft. Lauderdale, he noticed the donation jar for Ursula Jerala, a 31-year-old stew who was hit by a car while riding a bicycle in town. The Slovenia native is new to the U.S. and didn’t have insurance for her intensive care visit and now Jerala rehabilitation. So Bowker is throwing a party for her. On Saturday, March 1, his event production company UGDProduction is hosting a fundraiser from noon to 5 p.m. at Yachty Rentals, 205 S.W. 28th St. behind Lester’s. There will be a DJ, beverages, and a raffle. Prizes include a week’s scooter rental and a VIP ticket to a yacht party on March 6 at the Stache nightclub downtown. “We like to party and do so yachties so we started having these parties, and people started coming,” Bowker said. “They are always fundraisers. If it were me, I’d want someone to help me out.” – Lucy Chabot Reed
Belgium: no fine for red diesel
The Royal Belgian Sailing Club in Belgium, suffering from a boycott by UK yachtsmen over red diesel, is begging sailors to come back. In an appeal through Yachting Monthly magazine, the club said no UK yachtsman with a VAT receipt will be fined for having red diesel in his tank. ‘It would be a real pity to have a cruise to such a magnificent area as the Belgian coast spoilt by the red diesel myth,” Maurice Beke, secretary-general of the Zeebrugge-based club, wrote to YM. “Indeed, stained diesel is, by decision of the Ministry of Finance, no longer an issue for British yachtsmen. And should you have a random Customs visit, which is rare, then a simple recent receipt, no longer than one year old, from a UK fuel station,
See NEWS BRIEFS, page A6
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FROM THE FRONT: Rail service
The marine industry monitors pending actions on rail and sea RAIL from page A1 cars at the crossing, they’re stuck,” he said. “They live here, they work here. But the marine industry is mobile. If we make it too inconvenient, they will take their vessels someplace else. “But we’re not going to burn Rome down, either,” Purcell said. “We want to be more thoughtful than that and take a professional, leadership role. We know the FEC bridge will impact our industry, but first we need to know how much it’s going to be open, not how many trains cross it.” While the impact on the marine industry has the potential to be catastrophic, no one expects it to get that far. City and county officials as well as All Aboard Florida executives have all said in news reports that they don’t want to hurt the marine industry, a $7.4 billion economic engine for Broward County, home to Ft. Lauderdale, Dania Beach and Pompano Beach. The question then remains, how much impact will it have? It’s still too early to tell, said Barry Dragon, chief of bridge operations with U.S. Coast Guard District 7, which covers all of the southeastern United States. AAF is still in the permitting stage for dozens of bridges it must build, rebuild or renovate along its 240-mile route between Miami and Orlando. The route follows the FEC track up the east coast to Cape Canaveral and then turns west to Orlando. AAF must lay that east-west portion of rail – about 40 miles – as well as build a bridge over the St. Johns River. All of that means details about the bridge in Ft. Lauderdale is still about a year away. “They really don’t know what their schedule is going to be, … but we’ll make sure there’s minimal disruption to the waterway,” Dragon said. “ We’re protectors of the marine industry. We are going to have more rail traffic, of course, but we’re going to do our best to minimize the impact to the waterway.” The rail crosses 32 waterways on its way to Orlando, including the New River and the Okeechobee waterway, two federal ATON (aids to navigation) projects. The railroad bridge was originally built in 1912, but rebuilt in 1978. According to a study done by Gannett Fleming in 2009, the bridge closed 11 times a day for about 20 minutes each time, on average. “We’ll come to a happy medium,” Dragon said. “By happy, I mean nobody’s going to be real happy, but times have changed. And you can’t forget this is a private project. They’ve spent lots of money and have lots of influence, and they have spent no
The FEC railroad bridge that crosses the New River west of Andrews Avenue closes for about 20 minutes at a time, on average, for existing PHOTO/DORIE COX freight trains. taxpayer dollars on this. “That doesn’t mean we’re going to roll over on it,” he said. “Everybody’s going to feel some pain. We’ll try to make a schedule and put it out for public input. That’s the best we can do. We won’t know that for at least a year.” From the marine industry’s perspective, the next year can be spent being prepared for that public input. First on Purcell’s list of things to do is present the marine industry as the economic engine it is, not only in how many boats it handles and the money those vessels bring to the city, but also in how many jobs rely on those boats and what might happen to those jobs should the vessels leave. “The ‘yachting capital of the world’ is not about the relative size of the boat; it’s about the goods and services that this areas is a leader in the world for,” Purcell said. “We need to tell that story, the story about the welder, the carpenter, the plumber. We own the middle class job market in Broward County. Let’s not risk it.” He had a meeting in late February with politicians around South Florida with the Broward County Metropolitan Planning Organization, which looks at transportation issues countywide, and said he hoped it would fund a study that will look at all the proposed rail traffic and their impact on not only yachting, but traffic, real estate and quality of life. Lucy Chabot Reed is editor of The Triton. Comments are welcome at lucy@ the-triton.com.
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Flights begin to Hope Town; crew can wear ocean plastic debris NEWS BRIEFS from page A4 proving that VAT/Excise was paid in the UK, will be sufficient.” According to YM, the argument is between the EU, which says the UK is breaking European regulations on the use of red diesel, and the British government, which says red diesel can be used by leisure sailors as well as fishermen, because duty is paid, albeit only for that used in propulsion.
Seaplane begins service to Abaco
Ft. Lauderdale-based Tropic Ocean Airways is partnering with Ft. Lauderdale-based IJet Charters to offer direct flights to Hope Town twice a week on Fridays and Saturdays. Jim Swieter of IJet Charters said the seaplane, a new eight-passenger Cessna Caravan Turboprop that flies out of Sheltair at Fort Lauderdale International (FLL) streamlines TSA screening processes and custom checks and can drop off guests on the beach at Hope Town, eliminating the need for taxi and ferry from Marsh Harbor. Tropic Ocean has also confirmed that scheduled twice-a-week service from Galaxy Aviation at Palm Beach International Airport will begin March 14. For flight information, call 1-888462-0462.
Lake Worth Inlet may get deeper
The U.S. Army Corps of Engineers in Jacksonville District, the Port of Palm Beach and the local Harbor Pilots Association have taken another step toward deepening and widening Lake Worth Inlet and Palm Beach Harbor. The recommended plan deepens the existing 33-foot project depth to 41 feet in the entrance channel, 39 feet in the inner channel and main turning basin, and widens the existing footprint in certain places. An advance maintenance plan with jetty stabilization and settling basin expansion is also part of the plan. Once Congress authorizes the project and the Corps receives funding, the Corps anticipates a preconstruction, engineering and design phase to take about two years, followed by a two-year construction phase. To read the report, visit www.saj. usace.army.mil, click “Ports” and then “Lake Worth Inlet Pilot Project”.
Tanker explodes in Chinese yard
An Indian oil tanker undergoing repairs at a shipyard in eastern China exploded and caught fire in late January, killing seven workers at Haizhou Shipyard in Zhoushan. There was no report of an oil spill. An open flame reportedly triggered
the blast, but the official cause is under investigation, according to a story in Maritime Executive.
Lazy Z raises money again
The crew of M/Y Lazy Z and the IYC Crew Division held their second annual Limitless Marathon in late January to raise money for the Milo Hanlon Bursary, a scholarship to help new crew entering the industry. More than 200 crew attended the marathon. Winning crew include: Chris Pyle of M/Y Seanna, who completed 41km and took first place, winning a paddleboard donated by National Marine Suppliers. M/Y Seanna Capt. Stewart Main ran 37km to win an iPad mini, sponsored by Yacht Fuel Services. Deckhand Dan Maguire of M/Y Plan B ran 35km and took third place to win a Go-Pro donated by Inter-Nett. Olivia van Lierop from M/Y Plan B and Natasha Manchester from M/Y Four Wishes tied to win the title of Girl Running the Most km. The crew of M/Y Seanna ran more than 250km as a crew to win a champagne prize courtesy of VSF. The prize for the best costume was awarded to the crew of M/Y Four Wishes. To see photos, visit IYC Crew on Facebook.
Groups turn plastic into denim
The environmental activist group Sea Shepherd has launched the Vortex Project, a campaign to clean the oceans of plastic debris and transform it into fashion. The project’s first collaboration – launched at NYC’s fashion week with partner Bionic Yarn – is G-Star’s “Raw for the Oceans,” a denim line made of ocean plastic. The New York Fashion Week event is part of Parley for the Oceans, an initiative comprised of artists, activists, entrepreneurs and innovators to address and solve the plastic pollution problem impacting ocean ecosystems. The Vortex Project takes waste from the oceans and shorelines, and recycles, enhances, and reuses it for yarn, fabric, and other elements in consumer products. They will also seek to close the loop by again recycling these products at the end of their product life and manufacturing new products in such a way as to not further pollute. Sea Shepherd will lead The Vortex Project in the areas of collecting, scientific innovation and awarenessbuilding, and will work with Sea Shepherd entities worldwide to mobilize teams to help clean up the oceans and beaches. For more information, visit www. seashepherd.org.
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FROM THE BRIDGE: Green crew
March 2014 A
Detail-oriented set to fare well; not so for high expectations BRIDGE from page A1 difference to captains, he said. That kind of crew, he said, isn’t really green. And neither is the deckhand who has worked at the Ritz. While that young person might be new to yachting, he is not new to high-end hospitality service, a skill that these captains agreed is one of the most challenging things to teach green crew. “They don’t know what they don’t know,” a captain said. “It’s hard to teach someone what they don’t know they don’t know. It’s hard to teach them to understand that level of service, and it’s quite a big hurdle to their success in yachting.” The captains discussed just what they mean. The simple fact of taking off one’s shoes before boarding a yacht strikes some green crew as overly uptight. Or teaching them not to walk through the main salon if there’s another way to the crew mess. When the owner is onboard, you dip your head and say sir. “You tell them not to interact with the owner, and the next thing you see is them sitting on the couch in the main salon having a chat,” this captain said. “A lot of these kids have never spoken to someone of extreme wealth. One training tool I have is I tell them to take
$1 billion, and say you only have 10 years to live. Now break that up to see what 5 minutes costs. That’s why they get mad when you keep them waiting for their bags. They have no patience because they can’t buy more life.” This captain teaches his young crew to walk down the dock and look at that yacht as if they had paid $20 million for it. “There better not be any swirls or scratches or smudges in the paint,” he said. “Some people say, ‘Oh, I get it.’ Some never will.” People who are detail-oriented or those with compulsive tendencies tend to do better in yachting, one captain said. While it’s not a required trait for new crew, “that’s what makes them great at yachting.” The other challenge with green crew is managing their expectations, the idea they got in their head by hearing their friend or someone at a bar describe their yachting experience. “When we go anywhere, the crew think they’re going to get this marvelous time off, go diving, go to the casino,” one captain said. “They don’t know what it takes when we have guests onboard. It’s 24/7. Then I end up with disappointed people, pouting, missing their girlfriend or boyfriend or whatever, not getting to have any fun
whatsoever, working their butts off.” That’s when crew start talking to other crew, comparing captains and itineraries. And then they jump ship, leaving the yacht short of crew. Despite the challenges, these captains do still hire green crew, who do bring some advantages to a yacht. “We all hire green crew because the budget says we can’t hire crew with experience,” one captain said. “Or you have a boat that no one will work for,” said another. “Or the captain has a style that experienced crew won’t work for him so he gets green crew so he can train someone his way.” “As captains, we take a big risk hiring green crew,” one captain said. “The risk is ‘will they be able to handle the lifestyle’, ‘will they perform in the job’. If they’ve never been on a yacht, then they themselves don’t even know if they will be able to handle it. Sure that’s a risk with all hires but it’s mitigated with references and prior experience. “If we’ve been successful, and made a good green hire, we receive for our risk someone happy to have their first job, someone willing to do those mundane tasks that bore other crew,” he continued. “In short, a positive energetic crew member, which is infectious. All this at the lower end of
the pay scale. “If we get it wrong, then we end up with egg on our face, and a disruptive force amongst the crew,” he said. “That’s a risk I’m willing to take within a mid-size to large crew.” Is the fact that they will only be with you short-term a deterrent to hiring them? “Not necessarily,” one captain said. “It’s not an indication that they won’t turn out to be a great crew for the time they are with you.” “And after a year, it’s good to get new blood into the crew,” another captain said. Some other advantages of hiring green crew, according to these captains: “Energy, and they bring a new dynamic to the crew.” “You can train them the way you want them to be.” “They bring new stories to listen to.” “And new ears to listen to your stories.” “Their faces when they see new places,” one captain said. “It’s fun to watch people be excited. Then they get disappointed because they can’t get off the boat. But I always tell them, there will be other times, and sometimes you will get off the boat. I try to encourage
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A March 2014
FROM THE BRIDGE: Green crew
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Bigger yachts with team to train, have space for newcomers BRIDGE from page A7 people new to the industry. Keep your chin up. But know that it’s 24/7 when we leave the dock.” There are some restrictions to hiring green crew, however. First, the yacht has to be big enough. Smaller yachts with only one deckhand or stew require someone with experience. “When you get to 10-12 crew, there’s room for people to come in for a year,” one captain said. “I won’t hire green crew on a small boat because I have to watch them and
I don’t have the time,” another captain said. “On a big boat, you’ve got a mate and a bosun, and they’ll watch and train them.” And sometimes, green crew get seasick, which makes them ineffective as team members. “There’s not much you can do about it, but that’s another strike against green crew,” a captain said. Whether they know the crew is short-term or not, these captains usually give all their crew 90 days probation to see not only how they perform in their job but how they fit
with the rest of the crew. “Everyone is excited to get a job and will tell you what you want to hear in an interview to get the job,” one captain said. “Within 90 days, you’ll know what they really want to do.” “Ninety days, it’ll prove them,” another said. “Either they do well and learn and improve or they fall.” “It’s hard to keep up pretenses for 90 days,” the first captain said. “If they don’t like working for you, you’ll know.” “The problem is, 90 days later, I’m on charter in the Caribbean,” said a third. “It’s not always easy to let them go then
and find somebody else. so it might be 60 days.” When working with young people, often there is some level of responsibility -- whether implied or pronounced -- to the whole kid, not just to the work and job, but to their career and life skills development. Do captains feel a sense of responsibility with green crew? “It’s huge,” one captain said. “We’re responsible for their health and safety. We’re their parents in another country.” But they don’t want you to be their parents, do they? “That’s not true,” another captain said. “They’re looking up to you, the serious guys.” “You’re the perfect parent, really,” said a third. “They idolize you. You are what they want to be.” An example one captain gave was how frequently young people will ask him to hold back some of their salary, afraid that they will simply spend it all. Or they come to the bridge looking for career advice, and not just about their yachting career, but in their lives ashore. “We are their parent,” another captain said. “We have to tell them to go have a shave, go have a shower. They take that well. I’ve never had anyone object to that direction.” “There are times you have to act like a father, a big brother, whatever they need,” a captain said. “But you can’t cross the line and be their friend,” another said. “And then there is that 10 percent, though,” said a third. “I’m not running a daycare.” These captains recognized that handling green crew -- hiring them, managing them, moving them along -is all part of their job, even if they do so reluctantly. “It’s not what I signed up for,” one captain said. “I signed up to be a captain and take care of a boat.” “But 1 percent of what we do is driving,” another said. “The hardest part to learn is managing people,” said a third. “That’s what all this is. … We’re not just managing them eight hours a day, but managing their lives.” And perhaps that’s the hardest part green crew have with yachting, the fact that they don’t have much control over their own lives, even when they step off the ship for some down time. Because the moment they step back aboard, it’s back to work. “If there’s a fire in the middle of the night, they’re expected to wake up and respond,” one captain said. Not easy to do if they are sleeping off the effects of the evening’s down time. “Some of these kids are escaping their lives,” another captain said. “Those are the ones you have to
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FROM THE BRIDGE: Green crew
Attendees of The Triton’s March Bridge luncheon were, from left, R. Kerry Fenn (freelance), Mike Arthur (freelance), Bob Terrell of M/Y Sun Ark, Jay Kimmal of M/Y Gene Machine, and Jeff Hill. PHOTO/LUCY REED
Alcohol and drugs derail green crew, as well as some veterans BRIDGE from page A8 look out for. My first question [in an interview] is what are your goals in life? And the second is why are you here? The first one is hard for them to answer.” “Unless you get the kid who says I want to become a captain,” said a third. It’s the minority of green crew – perhaps those escaping their lives – who are the ones who get seduced by their earnings, their freedom, and the wealth around them and who indulge in drugs and alcohol. More than anything, excessive drinking is what trips green crew up. And each captain has his own way of handling it. “No drinking onboard, ever,” one captain said, later softening to admit that he allows the occasional drink off duty when there are no guests aboard. “If I let it happen, then it will definitely happen when I’m not around, and then it could get out of hand.” “I’ve found that the dry boats I’ve been on just leads to binge drinking,” another captain said. “It’s almost like ‘you can’t have it’ so they want it even more.” All these captains agreed that there is no drinking with guests onboard, so their rules about drinking only have to do with down time. “They represent the vessel wherever they are,” one captain said. “If you are going out for a couple beers, have just a couple.” “Some people can handle it; some just can’t,” another captain said. “A lot of times, more than two drinks pushes people over their control level.” “People need to earn the right to be able to have a drink,” this captain continued. “To sit on the sundeck and
have some down time. You earn that; it’s not just a given.” “You have to earn your stripes,” another agreed. When it comes to guiding young crew, these captains had some advice. “Listen to what you are told. They’re so anxious to learn, but it’s very difficult for them to follow direction.” “Be eager, willing to learn and able to listen.” “Be willing to take instruction. Don’t think you know everything.” “Observe.” “Keep your nose clean.” “Work hard; stay sober.” “Recognize that it’s a job, the same as staying at home and working at a gas station.” “If you are looking to travel, buy a cruise ship ticket. You won’t get to see a whole lot of the places we go.” “It’s not as pleasurable as you think. You can see things, but it’s from the deck of a boat.” “And they’re always checking their phone. Put the phone away.” One captain said he can’t really explain why he hires one person over another. “I really think I’ve hired everyone between the door and the seat,” he said. “Hiring someone for me is a gut feeling. Are they coming in with ego or are they coming in with humility and ‘I’m willing to learn’? We’re all looking for the one willing to learn.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. If you make your living working as a yacht captain, e-mail us for an invitation to our monthly Bridge luncheon.
March 2014 A
A10 March 2014 TRITON NETWORKING: Viking Surf’SUP
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Surf in to network with Triton, Viking SurfSUP The Triton hosts networking with Viking SurfSUP on March 5 in Ft. Lauderdale. All yacht crew and industry professionals are invited to bring business cards to the meet and greet on the first Wednesday of the month from 6-8 p.m. Until then, learn more from Manager Darlan Lopes. Lopes Q. Tell us about Viking SurfSUP. We are a surf and stand up paddle board (SUP) retail store in Ft. Lauderdale in the 17th Street district. We cater to the surf, skate, kite, skim board and SUP sportsperson. We actually produce and manufacture our products and can customize. Q. What sells best? Our custom Viking SUP model is made in America and is outstanding in quality and performance. Our most popular sizes are the nine-foot and 10foot 6-inch. Trends in length change; previously people looked for bigger, more stable boards. Now they look for boards they can lift or carry. But they get bigger boards if they don’t have to transport. We help you get the right weight and volume.
In the case of yachts, they may have three sizes onboard for guests to surf or cruise. Say they are in the Caribbean where the guests can paddle around the islands, a bigger board can go faster. The weight and size depend on the purpose. We can help crew tailor what the boat carries according to trips, guests and destinations. Q. There is a lot of competition these days, how do you stand out? As a worldwide experienced company we reach out to customers worldwide and we offer our outstanding customer service. We have surf teams in Brazil, Hawaii, Denmark and Central America. That’s how we continue to improve on performance, quality and durability. We test our products in different waters, waves and atmospheres. We sell a lot of skateboards to crew. We have GoPro, JVC cameras and housings for iPhone and Galaxy. Plus glasses, bathing suits, repair kits, sunscreen, accessories like fins, bags, leashes, wax, deck beds and paddles.We even have a drink holder and LaWedge, a cooler and pillow that can attach to the board. It floats and has storage. Q. How can a yacht get started with SUPs onboard? First, find a company to assist in choosing the best products with continuous customer support; we
are an excellent choice. We sell or rent skim, surf and SUP boards and we deliver to the yacht. We do demonstrations and lessons. We’ll let you try boards and teach you how to teach guests. People want to get out on the water, see the scenes, the creatures, the sunrise, sunset; SUPs are perfect. This is the largest growing sport in the world and most everyone can do it. Q. Tell us about putting the yacht name or logo on boards. We can do colors, sizes, just about anything and can put the yacht logo right on. E-mail the graphics or logo in high resolution or if you have it in laminate paper, we place it right inside as we make it. We can put it anywhere. You can create a personalized board for the owner or give them to charter guests. Definitely one of a kind products for each yacht. Q. You can speak from experience. The staff are all surfers, competitors and board shapers. This is a very experienced crew. Bring your questions and stay for a cup of our excellent coffee. Networking is March 5 at 1598 Cordova Rd, Unit 2 in Ft. Lauderdale, 33316; +1 954-321-9277, info@viking surfsup.com and www.vikingsurfboards. com and vikingsurfsup.com.
The Triton
www.the-triton.com TRITON NETWORKING: Smart Move
Wise choice, join networking with Triton and Smart Move Join The Triton and Smart Move Crew Accommodations for networking on the third Wednesday of March from 6-8 p.m. in Ft. Lauderdale. Bring business cards and talk with yacht captains, crew and industry professionals. Until then, get to know a little more about Smart Move Accommodations from Operations Isakowitz Manager Shelley Isakowitz. Q. What is Smart Move Accommodations? Smart Move Crew Accommodations provides crew with a home away from home, whether it be shared crew housing or private accommodation. Every accommodation we offer, whether a four bedroom luxury home or crew house, has focus on comfort, affordability, complimentary amenities, and centrally located properties. Q. How long have you been in the business? How did this start? Smart Move has been in business for more than 22 years. It started because there was a need for crew members to hang their hats while looking for work. We took over the business nearly five years ago and saw that there was a need for more options to meet budgets and tastes, which has allowed our business to expand into what it is today. Q. Who will crew work with? Captains and crew work with our ladies on the front desk, aka our superwomen. Corrie is the manager of the front desk and is known as the “Smart Move Mom” who looks after all her “Smarties”. The front desk is accessible 24/7 via phone and email. Q. What sets Smart Move apart? Smart Move Crew Accommodations has pioneered the combination of property management and hotel management for the best of both worlds. Our business is based on great customer service and our growth is a result of our management and word of mouth. We have strong, long-standing relationships with captains and crews and are on a first name basis. We often get calls from captains and crew who book sight unseen due to the trust they have in the front desk and they are never disappointed. We guarantee that if you have reserved your space with us, when you arrive it will be ready and waiting. We have a full time maintenance division and housekeeping team, on call 24/7. Q. How should crew contact you? We are all about convenience, we know everyone is busy and no one has time to waste so we are accessible 24/7 via email, phone, Facebook or Skype. We are redesigning our website
to make it more user friendly, and are developing a mobile app. Q. Where are your properties? The majority of the properties we manage are situated in Ft. Lauderdale, especially close to the marinas, maritime schools and beaches; and a number in West Palm Beach, Fla. Q. Tell us a success story. We host parties where we get all our tenants together to get to know each other and we’ve seen people get jobs and relationships bloom. We went to a wedding of two of our tenants who met while staying at one of our crew houses. We had a engineer staying with us in a shared crew house and he landed a great job, but as we all know, they don’t work out sometimes. He returned and started interviewing again. Finally, he found the job he was hoping for. He returned to Ft. Lauderdale, bought house and has given it to us to manage. Now, that is what we call success. And we had a crew from South Africa as green and nervous as they come. We settled her in and guided her as best we could. She networked and gained confidence. We were thrilled when she returned to Ft. Lauderdale as a chief stew with a crew of 10. This shy and nervous young girl was now running the show and needed accommodation for her great crew. Q. What do you wish captains and crew knew about finding accommodations? We are the best crew accommodation specialists in Ft. Lauderdale, offering first rate affordable accommodation and we excel at friendly reliable service. We understand what it is like to live in close quarters while on-board, and so we make sure when you drop anchor, our houses are well maintained, spotless and spacious. Check out our website and you will see that what you see is what you get. When deciding and selecting a place to stay, you want to make sure there are no hidden fees. That is one major focus of ours. We are upfront about our prices and additional costs. We make sure our tenants know exactly what to budget for because we hate those nasty surprises that we know happen at check-out. The more information we gather from the get-go the better we are able to match you with your ideal accommodation. We are here to make your accommodation experience a memorable one. Networking is March 18 at a Smart Move house, for location stay tuned to www.the-triton.com or contact Smart Move at +1954-525-9559, frontdesk@ smart-move.com, smart-move.com or visit the office at 716 S.E. 17th St., Ft. Lauderdale (33316).
March 2014 A11
A12 March 2014 2014 YACHT & BROKERAGE SHOW
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rew were armed with smiles as they worked the 26th annual Yacht & Brokerage Show in Miami Beach in mid February. Thanks to tens of thousands of cancelled flights and our own dicey weather, the show got off to a slow start, but by the weekend, buyers were on the docks. Amid cleaning, giving tours and cheering for the Olympics, yacht captains and crew took time to show us why they Photos by Tom Serio and Lucy Chabot Reed are so good at what they do.
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2014 YACHT & BROKERAGE SHOW
March 2014 A13
A14 March 2014
NEWS
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Captain’s ‘reckless’ decision to blame in sinking of S/V Bounty A captain’s “reckless decision to sail into the well-forecasted path of Hurricane Sandy” was the probable cause of the sinking of a ship off the North Carolina coast in October 2012, the National Transportation Safety Board said in a report released Feb. 10. Capt. Robin Walbridge and crew member Claudene Christian died in the accident. Three other crew members were seriously injured. On Oct. 25, a day after a developing storm had reached hurricane strength, the 108-foot tall wooden ship Bounty set sail from New London, Conn., for St. Petersburg, Fla., into the forecasted path of Superstorm Sandy. The 52-yearold vessel was built for MGM Studios for the 1962 movie “Mutiny on the Bounty.” Prior to setting off, some of the crew had expressed concerns to the captain that sailing into a severe storm could put all of them and the ship at risk. Capt. Walbridge assured the crew that the Bounty could handle the rough seas, the NTSB said in a statement. The 16-page NTSB report details how a mostly inexperienced crew – some injured from falls, others seasick and fatigued from the 30-foot seas – struggled to keep the ship’s engines
running and bilge pumps operating. In the morning of Oct. 29, about 110 miles southeast of Cape Hatteras, N.C., the Bounty heeled sharply to starboard after taking on more than 10 feet of water. Despite hurricane winds gusting upward of 100 mph, the U.S. Coast Guard rescued all but two of the Bounty’s 16 crew members by hoisting them into helicopters. Ms. Christian’s body was found. Capt. Walbridge’s body was never recovered. “Although this wooden ship was modeled after an 18th century vessel, the Captain had access to 21st century hurricane modeling tools that predicted the path and severity of Hurricane Sandy,” NTSB Chairman Deborah A.P. Hersman said. The Bounty had been in a Maine shipyard for maintenance and repairs, most of which was accomplished by a crew with little experience in such work, according to the NTSB statement. The entity that owned and operated the ship, HMS Bounty Organization, did nothing to dissuade the captain from sailing into known severe weather conditions. The NTSB said that a lack of effective safety oversight contributed to the sinking.
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YACHT CAREERS: Crew Coach
Develop leadership; learn skills from lessons, practise, veterans The recent survey in The Triton that in the long run you will be way on leadership was interesting [Triton better off making some mistakes and survey, January issue]. It revealed learning along the way. some numbers that I believe got For you veterans of leadership, our attention let me offer this friendly reminder: and hopefully Don’t get too comfortable. Being too generated some comfortable does not lend itself to conversation on continued growth and development. leadership. Let’s face it, sometimes growth I started and development can feel a little thinking uncomfortable but we are at our about whether best when we have a little edge to us. leadership can Comfort zones are a nice place to visit be learned or if it but you don’t want to live there. Crew Coach is a certain type Elvis was the most dynamic Rob Gannon or genetic code performer in the world when he had an that creates great edge; then he got comfortable. Marlon leaders. I believe it can be learned or Brando was a powerhouse of an actor, maybe more accurately, developed. and then he got comfortable. If you look at some of the leaders Don’t become like Elvis or Brando. many consider great just in American Keep practicing the art of leadership. history -- Washington, Lincoln, For both new and veteran leaders, Kennedy, King -- we see in retrospect here is a concept to put into practice what appear to that could be be natural leaders valuable. We who could inspire know leadership Remind yourself that the masses. A dealing with you are developing your is closer look at all people. You have own leadership model. their paths reveals a crew and they development. are not machines; They all had major they are people. I setbacks. They found this humanall struggled at times, and situations element approach explained very did not go well. Their leadership skills well in a book called Touchpoints by were questioned, but they all grew to Douglas Conant and Mette Norgaard. legendary stature because they were all In it they describe how every learners with a desire to be better. They interaction is an opportunity to show practiced at the art of leadership. and develop leadership. What could So for everyone in leadership be considered interruptions or things positions in the yachting industry, you just think you don’t have time for ask yourself: Am I working on my can be precisely where great gems of leadership skills? Do I acknowledge information and insight are found. The that I could and should improve? art of talking to and – maybe more It takes a strong and secure importantly – listening to the folks individual to honestly admit to areas who make up your team is essential. that need to be improved and then Get to know them. Get to know what the willingness to practice to improve makes them tick and what motivates them. This pertains to those new to them. Learn about their lives and make leadership positions and to veteran them feel that they have a voice and are leaders as well. valued. For those who find themselves This doesn’t mean praise everyone, in leadership positions for the first patting them on no matter how they time or stepping up to a position of perform. Leadership is also letting greater responsibility, to help deal with people know when they can do better. It possible overwhelm, begin by being a shows that you want them to succeed. learner. You can learn from both the There are plenty of books out there good leaders you’ve observed and the on leadership. Certainly some tips and not so good. There are lessons in both insights can be gained from books but experiences. what is better, I believe, is leadership Remind yourself that you are training specific to yachting that is now developing your own leadership model. available. You are in the process of practicing the But above all, beyond books and art of leadership. You don’t want to try training, one must have the desire to to mimic someone else’s style. Rather, improve as a leader. Nothing much take note of the methods and habits of happens without that. a good leader whom you admire and see if you can incorporate them into Rob Gannon is a 25-year licensed your developing leadership style. captain and certified life and wellness There might be the temptation to coach (www.yachtcrewcoach.com). “fake it till you make it” but I would be Comments on this column are welcome careful with that one. I strongly believe at editorial@the-triton.com.
March 2014 A15
A16 March 2014 WRITE TO BE HEARD
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Consensus that leadership is essential, ongoing for all crew By Capt. Ian Bone Leadership and the yacht captain has come into sharp focus after publication of The Triton survey about captains’ leadership capabilities. My recent article about it fielded many comments. Some proposed that yacht captains’ leadership weaknesses had allowed management companies to step in and exert control of yacht operations, whilst others bemoaned the apparent swiftness in which a person can gain the command of a large vessel by achieving the required technical qualifications but perhaps not having established effective leadership skills. Others have questioned the benefits of the recently introduced HELM training solutions adopted by the industry. It’s not my intention to analyze these remarks, but to note that they are a representation of the issues associated with the leadership gap debate. Feedback clearly supports the notion of leadership training and development for yacht captains. There seems to be a consensus that today’s environment of larger yachts with larger crew requires captains with welldeveloped leadership, management, finance and organizational capabilities and finely tuned interpersonal skills. Leadership program effectiveness is a complex topic in its own right and deserves some closer discussion. I can think of no other industry where a senior (management) appointment, having the breadth of operational, organizational and staffing (crewing) responsibilities similar to that of a yacht captain, does not require a higher level of education and a continuing professional development program. Yachting, to me, is out of step with the corporate and organizational world when it comes to leadership education and training for its managers. Industry leadership training formats have traditionally been modeled on a “course attendance” style. In many cases these courses are delivered by forprofit organizations and accredited by the certifying authority or institution, and typically modeled on attendance at events, retreats or multi-day programs. This confined, time-limited, coursework-based program solution contends that leadership development is achieved by short, classroom theory-based teaching. It assumes that learners can step into or out of daily work responsibilities, be exposed to leadership concepts, and, by immersion or exposure to the theory, become capable leaders. These events can be useful in exposing learners to basic concepts. However, acquisition of leadership skills requires much more. Moreover it requires the right framework or
environment” exist, one that prioritizes values and celebrates learning. The HELM program has been advocated by some yachting industry training organizations as “satisfying the missing training link” for yacht captain leadership training. Others have been more circumspect, noting “it is a good start but not the solution.” The HELM program is mandatory for those seeking new CoC for a range of positions after Aug. 31, 2013, and existing deck officers re-validating do not have to take the HELM program. The development of leadership capabilities for new yacht captains is unlikely to be suitably addressed by those new candidates attending a timelimited course. Why? Because following on from the program, it is unlikely that the learners will be able to put into action the concepts learned or have follow-up from any entity to discuss the challenges they face. The MLC position on existing deck officers not required to take the HELM program implies that a person’s experience results in increased leadership competency. This is surely questionable, considering the findings of the recent Triton survey. Leadership cannot be learned by attending a program. It is an ongoing process that builds on experience and practice. Situations develop skills, and those skills should be supported in an industry-wide framework of mutual development and positive experiences. The noises we hear about yachting being a “special case” and of captains not having time or working in remote locations are just not acceptable today. There are ways to develop professional development initiatives using contemporary instruction methods. It is both the individual captain’s and the industry’s responsibility to recognize that ongoing leadership training is necessary. Moreover, it is the industry’s responsibility to create the platform for leadership education and development, not just to treat it as an “add on” but to insist that it become a fundamental part of a captain’s education program and ongoing professional career development. The Yacht Captains Association (proposed) believes that leadership training and development is an essential component of the captain’s skill set and has set continuous professional development as a core element of its mission statement. Capt. Ian Bone has a previous career in leadership and organizational consulting and is involved with a small group of yacht captains researching the viability of a Yacht Captains Association. Comments are welcome at editorial@the-triton.com.
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Consider reality of how others see your true leadership skills By Paul Ferdais There is a term in psychology called the “above-average effect”, which states that we generally view ourselves in a more positive way than others may view us. In other words, we consider ourselves better than we actually are. This applies to how smart we think we are, how talented we think we are, and how good looking we think we are. However, when it comes to rating others, the above-average effect is negligible, and we are generally fairly accurate in our assessments. I bring this up only to point out that if 70 percent of the captains who participated in The Triton’s leadership survey in the January issue consider themselves above average, with the other 30 percent as average, there is a pretty good chance some above-average effect is influencing the self-ratings. Considering crew members rated captains as being average and below average, 39 percent and 37 percent respectively, captains industry-wide should take this evaluation seriously. Based on the survey, captains everywhere should sincerely reflect on what the various crew members have said and consider carefully whether they are as good as they think they are when it comes to their leadership abilities. After consideration, there may be a few who feel they could use some leadership skills development. There are many ways to improve leadership abilities. There are leadership companies that landbased organizations use in the United States, such as Dale Carnegie Training, The Ken Blanchard Companies and Skillsoft, to name a few. Additionally, marine schools offer HELM courses, and there are other leadership training providers specifically for marine personnel, such as the Marine Leadership Group. All of these options point to opportunities for improvement. It simply comes down to whether captains want to change, which rests squarely on their shoulders. Alternatively, they can stay with the status quo: high crew turnover, low crew morale, and minimal loyalty to both captains and owners. This doesn’t even touch on the high costs associated with these issues, all paid for by the boss. Leaders at all levels in an organization need to understand that the days when followers were considered cogs in a machine, to only do what they were told to do and nothing more, are over. Followers (employees) actively decide if they will follow a leader. And the decision to follow is based on the captain’s actions as a leader: how they behave toward
others and themselves. Beyond having a title, leaders have little control over whether people will decide to follow. We now live in a world where “no one cares how much you know, until they know how much you care,” as J. Maxwell said in his 2008 book “Leadership gold: Lessons I’ve learned from a lifetime of Leading”. This is a key point for leaders to remember about followers. As individuals, we respond to those who care for us and shy away from those who do not. In a large organization like a huge multi-national corporation, it is impossible for the CEO to care for each individual. But on a yacht with up to 20 crew members, is it really that hard to show you care for your people? It is foolish to think followers will give their best unless leadership at all levels in an organization actively demonstrates how each person matters. (Those who think a slightly higher wage demonstrates caring are missing the point.) Leadership is not reserved only for captains. Leadership development is for everyone, if for no other reason than for crew to better support the leader for whom they work. All crew can and will be leaders in one way or another, because leadership is about behavior, not position. If crew start learning leadership early and develop good habits, they will create positive leadership experiences as they move around an organization and are given more and more responsibility. The take-away from The Triton leadership survey is that we no longer live in a by-gone era where a captain can behave with a God complex simply because of a title. Leaders today are taken to task and held accountable for their actions like no other time in history. This accountability shows how crucial it is to develop leadership skills. Indeed, followers today tolerate poor leadership less and less, evidenced by high rates of job turnover. When a deckhand leaves one vessel for the same job on another boat, it is because of leadership. People do not leave jobs, people leave people. Paul Ferdais is founder and owner of The Marine Leadership Group based in Ft. Lauderdale and Vancouver. He has a master’s degree in leadership and spent seven years working as a deckhand, mate and first officer on yachts. He is hosting a free “Intro to Leadership” seminar at 7:30 p.m. on March 12 at Bahia Mar. Register at www.marineleadershipgroup.com and click on “free events”. Comments on this essay are welcome at editorial@ the-triton.com.
March 2014 A17
A18 March 2014 WRITE TO BE HEARD
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Lay out schedule to better juggle time off I wanted to comment about the crew time off issue in the February survey [“Tough to give time off when plans change,” page C1]. It seems that we have a problem that many yachts are increasing their weeks of usage each year, or the boat is having to be on standby for the owner “coming aboard within a few hours” for many weeks of the year. I say problem not to insult the owner, as he should be able to use his yacht as much as he wishes. I say it in regard to thinking that we can manage the boat exactly the same way, yet have it on standby for more and more weeks each year. This formal standby is, of course, causing the down time of the vessel to be less, which causes difficulties in regard to fulfilling crew time off requirements. It is completely understandable to have some of the captain’s ideas turned down by the owner or his representative, but all parties involved in the management of an extremely busy yacht have the obligation to come up with some solution to the problem of crew time off. As an example, if the agreement is that each crew member has six weeks of vacation after a year employed and you have 15 crew, the simple math is that you have to find a way to
give up to 90 weeks of vacation each year (assuming you have good crew longevity) to fulfill the crew agreement. So, for a yacht that almost always has to be on standby, how are you going to solve this 90 weeks? You cannot ignore the problem and start taking away agreed-upon crew vacations and expect the crew to stay. Not giving crew vacation time and instead paying them the extra weeks of salary is not the solution because the crew will still be burnt out and will depart the vessel earlier than they would have if they had time off. Start to think of ways to confront the issue. Rotations are a viable option and there are some clever ways to formulate some rotations for some or all crew if you think outside of the box. You could have some delivery crew to let some full-time people off. Ask for one additional crew member if you have the extra bunk. You could put your yacht on a ship instead of taking it across the Atlantic on its own bottom and give almost all crew vacation time during the crossing. Make sure that you ask other captains what they do and write those ideas down. Think of a combination of solutions that will work for both you and the owner. Just make sure that when you approach the owner, you have all your ducks in a row and have more
than one option to present. You may not solve the issue immediately, but don’t give up and keep trying to find new solutions. One way to find an answer lies in the simple math of laying out the weeks. Each year, how many weeks do you have guests aboard, how many weeks are you on formal standby, how many weeks are you under way delivering the boat, how many weeks of vacation do you have to give, how many weeks of shipyard are you predicting, etc. Walk all of this out with the owner who demands lots of weeks of usage and/or standby and you could then shine a light on the impossibility of the situation. Then bring up the possible solutions to the problem while still giving the owner the weeks of use he wants. If he says no to every solution, at least the owner is aware there is an issue. You could possibly ask him to ease off on the formal standby weeks to solve the whole issue. Of course, all of these problems go away if owners just planned their sail and sailed their plan with a reasonable schedule. I have worked for very wealthy people who gave us the boat’s itinerary a year in advance, so I know it is possible. But sadly, I think that boat has mostly sailed. Capt. Michael Schueler M/Y Ronin
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Obituaries are handled truthfully by The Triton
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March 2014 A19
CREW EYE
Thanks for truths and visages
Your obit on Joe Bartram is much appreciated for all the truths and visages you portrayed about Joe [“Iconic broker, yachtsman recalled as a gentleman,” page A1, February issue]. It means a lot to me as I worked with Joe and Bruce [Brakenhoff Sr.] and Dick Loh in Stamford [Conn.] at Northrop & Johnson starting back in the late 1950s. They were all the greatest. Julien Elfenbein, broker BYS, A Burger Company
Capt. Miller story appreciated
Thank you for the article about my brother, Peter Miller [“Captain leaves a legacy as master, engineer and mentor,” page A1, January issue]. He was well liked by people wherever he was and I think your article captured this. He had friends in Australia, U.S., Asia and I’m sure in other places of the world. He will be sadly missed. Karl Miller Management accountant Aristocrat Technologies Australia
Staff handled death well
Thank you for everything that you wrote about Peter Miller. We all really appreciated how you and your staff handled everything. Helen Wozunk A friend
A
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elen Wozunk sent in her shot from a day at work titled “Morning Sea Trial.” Personal assistant to broker Alex Rogers at Westport, Wozunk took this with her iPhone 5 while motoring from 15th Street Fisheries dock toward the 17th Street Causeway Bridge in Ft. Lauderdale in January.
mber McNamara started cleaning and caring for boats 24 years ago. She uses her iPhone 4 to document her work and sent this scene from a boat in Ft. Lauderdale recently. Crew Eye is a forum for images of yachting as only crew can see it. Send your photos to us at editorial@the-triton.com. Tell us where and when you shot it, and what kind of camera you shot it with.
Work with existing flag state rules to create formula for time off Regarding your survey about crew time off [“Tough to give time off when plans change,” page C1, February issue], the solution I have on our vessel (which has traveled more than 80,000 miles in four years) is to work with the IMO and Flag State minimums. l Crew are to receive one day off per week, totalling 52 days per year per crew member. l Crew are to receive 2.5 days leave per month, totalling 30 days per year per crew member. l Flag State holidays for our flag total 11 per year per crew member. That’s a total of 93 days that each crew member is
guaranteed off, regardless of schedules. I keep tabs on a simple spreadsheet and, once time accumulates, they get it off in lumps. I don’t suggest that this applies to all operators. It’s based on the IMO and Flag State minimums, so it’s nothing truly exceptional, except that it guarantees everybody a fair amount of down time. There are a number of occasions that we’ve run for three months straight without a day off but this puts those long innings into perspective. Crew have to be stoic about the issue of leave, as salaries are way in excess of anything they would ever make on land.
Editor Lucy Chabot Reed, lucy@the-triton.com Associate Editor Dorie Cox, dorie@the-triton.com Publisher David Reed, david@the-triton.com
Production Manager Patty Weinert, patty@the-triton.com
Advertising Sales Mike Price, mike@the-triton.com
The Triton Directory Mike Price, mike@the-triton.com
I did the math for a 45m vessel and it is not cost effective for a “small” vessel to rotate crew on a regular basis. As we’re always on the move, I’ve had relief crew do passages and yard time but it inevitably leaves a gap, as the short timers lack the commitment to put in the effort that a permanent crew member would normally make. I may have a formula but it still requires a lot of juggling to function efficiently. Captain 45m charter vessel Name withheld upon request
Contributors Carol Bareuther, Capt. Ian Bone, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Keith Murray, Capt. Mike O’Neill, Rossmare Intl., Capt. Michael Schueler, Tom Serio Capt. John Wampler
Vol. 10, No. 12
The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2014 Triton Publishing Group Inc. All rights reserved.
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March 2014
B Section
Do you have diabetes? People don’t always realize symptoms can be serious. B2
Top charter broker named Hines recognized; plus other boats in the news. B6
Boat shows top calendar Big happenings in Palm Beach, Dubai and Moscow. B14
Big disasters prompted new enhancements in safety at sea
PAINTING BY THE NUMBERS
UNDER WRAPS: Shrink wrap enclosures at Lauderdale Marine Center (LMC) illustrate a standard practice used in PHOTO/DORIE COX shipyards for spray painting large yachts. LMC drafted new national regulations for the industry.
Painting standards ease industry minds By Dorie Cox Just before the Ft. Lauderdale boat show in 2010, Ft. Lauderdale’s fire marshal grew concerned over the proliferation of shrink-wrapped enclosures he saw at Lauderdale Marine Center as he drove by. He was sure they presented a fire hazard and they needed to be addressed. In 2011, after at least one warning, painting was stopped until fire trucks could be on site and code and regulatory issues could be discussed. Once LMC proved its painting subcontractors were abiding by the tangentially appropriate federal regulations, painting began again. But specific codes about these temporary painting structures would need to be drafted, Ft. Lauderdale Fire Marshal David Raines told the industry. He encouraged shipyard owners, painters and others in the industry to participate in the code-writing process for painting safely in yards. LMC spearheaded a proposal to
On the docks in Miami Triton Today is spotted in the hands of crew at work. B15
present to the committee on spray painting with the National Fire Protection Association (NFPA). Although not a regulatory body, NFPA is a standards-setting body that U.S. Occupational Safety and Health Administration (OSHA), local fire marshals and insurance assessors refer
‘It sets the bar for fire protection during paint spraying, which is critical for the yard and those who permit and insure it.’
— John McKnight chairman on NFPA’s task force for membrane enclosures
to, and often cite in regulations. Painters such as Pablo Munoz of Southern Cross Boat Works in Ft. Lauderdale say they know their
procedures are safe, so they were happy to show Raines how they do it and how they keep their workers safe. But having safe procedures is not enough, said John McKnight, chairman on NFPA’s task force for membrane enclosures, the technical description for plastic or shrink wrap. “Insurance companies are not comfortable taking the word of the marine facility on fire safety; they need guidelines,” he said. “It sets the bar for fire protection during paint spraying, which is critical for the yard and those who permit and insure it.”
Put to the test
To create its proposal last year, LMC needed to prove a yacht fire inside a shrink-wrapped enclosure could be safely extinguished. The yard hired Gregory J. Cahanin of Cahanin Fire & Code Consulting in St. Petersburg to design a test to simulate a fire and invited the Ft. Lauderdale Fire
See STANDARDS, page B12
Since the earliest times, the sea has always been synonymous with insecurity for those who venture on it. “He that would sail without danger must never come on the main sea,” as the old seafarer saying puts it. This endemic absence of safety probably explains why maritime Rules of the Road early trade was mainly Jake DesVergers the preserve of adventurers. The sea was associated with the idea of chance or fate, a concept still to be found in expressions such as “maritime perils.” Ocean transport developed in such a laissez-faire way that the many accidents, of which bold navigators were victims, were soon accepted as part of the natural course of things. The technological innovations that accompanied the Industrial Revolution encouraged development of maritime transport during the 19th century. The most important developments were undoubtedly the introduction of steampowered engines on board ships and the construction of iron and then steel hulls. These technological advances were accompanied, however, by an increase in risks at sea, corresponding to the greater number, size and speed of vessels engaged in trade. While regulation on shipping was normally seen as a hindrance on free trade, a general push toward more standardization was seen following a series of maritime disasters in the late 1800s and early 1900s. SOLAS. It is a term in our industry that is thrown around with great frequency. But what exactly is this acronym and why does it play such a major role in what we do? The International Convention for the Safety of Life at Sea (SOLAS)
See RULES, page B5
B March 2014
ONBOARD EMERGENCIES: Sea Sick
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Learn diabetes symptoms, your guests may not know they have it One of your passengers is not feeling well so you call your medical service and they instruct you to check the patient’s blood glucose level. Why? It’s because more than 25 million people in the United States alone (220 million worldwide) have diabetes, a chronic disease Sea Sick that occurs Keith Murray either when the pancreas does not produce enough insulin or when the body cannot effectively use the insulin it produces. Insulin is a hormone that regulates blood sugar. Hyperglycemia, or raised blood sugar, is a common effect of uncontrolled diabetes and over time leads to serious damage to many of the body’s systems, especially the nerves and blood vessels. Almost half of diabetes deaths occur in people under the age of 70, and more than half of diabetes deaths are women. Yacht crew should be able to recognize diabetic emergencies. If a guest has diabetes and knows it, they may be able to tell you what is wrong. However, your guest may be unaware they have diabetes or their symptoms may have caused confusion. Some symptoms include dizziness, drowsiness, rapid breathing, lack of coordination, rapid pulse, sweating but the skin is cold to the touch, weakness, shaking, headache, irritability, bizarre or combative behavior or nervousness. Often, a diabetic in need of their medicine may have a fruity odor to their breath. If you know a person is diabetic and he or she is experiencing symptoms and they are conscious, give them something that contains plenty of simple sugar, such as candy, fruit juice, honey or non diet soda. If the person is suffering from low blood sugar, or hypoglycemia, the sugar will help within minutes. If the person is ill because of high blood sugar, or hyperglycemia, he or she will not be harmed by the extra sugar but you must arrange to get professional medical care soon. In the case of untreated hyper or hypoglycemia, permanent impairment, coma and death can occur. If the person is unconscious place them into the recovery position, on their side, and monitor their breathing and call for help. The doctor will most likely instruct you to obtain a complete set of vitals, including blood glucose level. The doctor may then advise you to administer Glucagon. It is used when seizures occur in an insulin user
who is unable to help themselves or is unconscious. Glucagon will facilitate the release of stored glucose into the bloodstream, thus rapidly raising blood glucose levels. To check a person’s blood glucose level, you need a Blood Glucose Meter or glucometer. This inexpensive ($10-$100) device determines glucose levels. This is a must-have for every ship’s first-aid kit, and knowing how to use one is important. To check a patient’s blood sugar, wash your hands and put on medical gloves and glasses. Always wear personal protective equipment (PPE) when touching bodily fluids. If possible, ask the patient to wash their hands. Wipe one of the patient’s fingertips with an alcohol prep pad and wait until the alcohol evaporates. (Some of the newer monitors use the forearm, thigh or fleshy part of the hand.) Insert a test strip into the glucose meter. Use the lancing device (lancet) on the side of the fingertip to get a drop of blood. There are spring-loaded lancing devices that make sticking someone easier and less painful. Gently squeeze or massage the finger until a drop of blood forms. Touch and hold the edge of the test strip to the drop of blood, and wait for the result. The blood glucose level should appear on the meter’s display. Report these readings to your medical service provider and keep a record. You may be asked to administer the test again. Keeping a record makes it easier to establish a good treatment plan. Keep handy for your glucometer: 1. Make sure you keep batteries in stock that fit your glucometer. 2. Lancets come in different thicknesses; higher numbers are finer. A 22-gauge lancet is thicker and may hurt more than a 30-gauge lancet. 3. Always dispose of your lancets in a puncture-proof container, such as sharps box. If one is not available, use a laundry detergent bottle with a screw-on cap to prevent needlestick accidents. In the United States, many hospitals, fire departments and pharmacies have “sharps drop off ” programs. 4. Train all crew how to use the glucometer. Include the glucose meter as part of your annual training and when new crew are hired make certain they have training on this device. Keith Murray, a former firefighter EMT, owns The CPR School, a first-aid training company. He provides onboard training for yacht captains and crew and sells and services AEDs. Contact him at 877-6-AED-CPR, 877-623-3277 or www.TheCPRSchool.com. Comments on this column are welcome at editorial@ the-triton.com.
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TECHNOLOGY BRIEFS
March 2014 B
Soot filtration system monitors, regulates; light on when boat is stolen New filter system monitors temps
Ft. Lauderdale-based marine exhaust system company DeAngelo Marine Exhaust has launched a SeaClean Soot Filtration System (below), which monitors exhaust gas temperature and varies the power going to the heater element so that exhaust gas temperatures are constant. This allows a Diesel Particulate Filter (DPF) to work properly so that collected soot is burnt off at high temperature, leaving only an ash residue.
seamless integration between any wi-fi enabled device such as smartphones and tablets and Globalstar’s new satellite constellation. With Sat-Fi, Globalstar customers can use their existing smartphones and existing phone numbers to send and receive communications over the company’s satellite network when beyond the range of cellular. Through a convenient app and Sat-Fi satellite hot spot, numerous individuals can communicate through a single Sat-Fi hot spot on their existing devices using their existing phone numbers. Globalstar is expected to receive final FCC certification of Sat-Fi during the second quarter of this year, with shipments starting shortly thereafter. For more information, visit www. globalstar.com.
Lights come on when vessel stolen The system’s modular design can be used to upgrade any vessel’s existing system. For more information, visit www.deangelomarine.com.
New Sat-Fi links phone to satellite Globalstar has launched Sat-Fi, a voice and data solution that provides
Ft. Lauderdale-based underwater lights manufacturer Lumishore Ltd. has partnered with marine tracking and monitoring systems supplier Gost to remotely turn on lights when a sensor is activated, helping to find lost or stolen vessels. The Gost NT-Evolution 2.0 system uses the Inmarsat satellite network to provide global arm/disarm and relay
control from anywhere in the world (except the extreme poles). When the Gost system detects an event on board, Lumishore underwater lights are automatically enabled to draw attention to the vessel and visually alert the crew, authorities or marina security personnel while the Gost system uses satellite to contact up to 10 recipients via e-mails and text messages. For more information, visit www. gostglobal.com.
Caterpillar to offer reman engines
Caterpillar Marine has announced Cat Reman 3116, 3126 and 3126B propulsion engines, engines that are remanufactured using Caterpillar parts. These engines will be available in ratings of 304-456 mhp. “The Cat 3116, Cat 3126 and Cat 3126B engines are some of the most popular engine platforms we’ve ever produced and we’re proud to relaunch them as remanufactured engines, providing customers with a reliable yet affordable alternative to an engine overhaul,” said David L. Holt, Caterpillar Marine part sales manager. Manufactured in Mississippi, the Cat Reman engines will meet original emissions requirements. For more information, visit www.cat. com.
New nav lights in LED
Miami-based Perko now offers a new LED series that includes red and green side lights, a white masthead light, white stern light/yellow towing light, and white, red, green and yellow allaround lights. These lights are available in 12/24VAC or 120VDC configurations. They measure 6 inches in height and are U.S. Coast Guard-third party certified for 2-5nm. Retail prices range from $660 to $772. For more information, visit www. perko.com.
Volvo launches new V8-350
Virginia-based Volvo Penta of the Americas has added a new 350 hp V8 gas engine to its line of new-generation marine sterndrives. Based on Volvo Penta’s award-
See TECH BRIEFS, page B4
B March 2014
TECHNOLOGY BRIEFS
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Genset exhaust noise is reduced; new satellite contract is use-based TECH BRIEFS from page B3
winning V8-380 engine block, the new V8-350 is more than 200 pounds lighter than other marine engines in its horsepower class. It features Variable Valve Timing (VVT) technology, which optimizes torque at low RPM while maximizing performance at high RPM. The new engines also exceed U.S. EPA emission requirements. The V8-350 comes with Electronic Vessel Control (EVC) as an option, including joystick docking and the new Glass Cockpit helm station, which won the IBEX Innovation Award and METS DAME Award in 2013. For more information, visit www/ volvopenta.com/us.
Genset muffler cuts noise
South Florida-based Marine Exhaust Systems recently installed a G-19 water
drop generator muffler on the 130-foot M/Y Lady Kath, which Capt. Bill Hipple said significantly reduced genset exhaust noise to 74 dBA. The G-19 water drop muffler accommodates gensets rated from 3085 kW; 105 kW units are available. “Marine Exhaust Systems’ water drop generator muffler is far superior to our boat’s original equipment,” Capt. Hipple said in a statement. Suggested retail prices for the Marine Exhaust Systems G-19 water drop generator muffler start at $2,150. For more information, visit www. marine-exhaust.com.
DeLorme offers contract-free plan
Beginning in March, Maine-based DeLorme will offer a new contractfree satellite subscription plan for its inReach product line of handheld satellite messengers. The Freedom Plan will allow subscribers to pay for inReach satellite service only when they need it on a monthly basis. A minimum 30-day commitment is required. The Freedom Plan applies to original inReach products as well as the secondgeneration inReach SE. For more, visit www.delorme.com.
Touch screen display improved Clearwater-based Small PC has integrated the latest touch screen
technology into its new Multi-Touch LCD Display model SD240ML, a 24inch screen that is sunlight readable and waterproof. A 1000-nit luminance rating is achieved using low power LED backlights that do not require cooling fans. The PCT (projective capacitive touch) interface uses a USB connection. Displays are available in sizes from 10.4-32 inches. For more information, visit www. smallpc.com.
New radio available
UK-based Channel 28 Ltd has expanded its C-Comm radio handset range to include the C-Comm 605. With a slimline design, the 605 weighs 290 grams. Rated at IP67, designed with an integral belt clip and featuring full secure two-slot digital UHF encryption as well as being dual analog and digital, this radio is compatible with a wide range of accessories. C-Comm is an integrated crew communications system designed specifically for the yacht market. The system uses the international standard DMR protocol to deliver two simultaneous voice channels and a data channel in a single 12.5Khz wide UHF channel. For more information, visit www. channel28.co.uk
Lantic offers foreign language
Denmark-based Lantic Entertainment Systems now offers an upgrade to its operating system that allows users to switch between the standard English commands and descriptions that are displayed onscreen and an alternative language. The first language to be available is Russian. Other languages will become available over time and on request. The language facility is two clicks from the welcome menu, allowing crew to quickly make the change around the yacht before new guests arrive.For more information, visit www.lanticsystems.com.
Kits boost cell phone range
South Carolina-based Shakespeare Company has launched dual-band Aura and Halo cellular booster kits that improve AT&T, T-Mobile and Verizon cell phone and internet reception. The unique design of the boosters increases call clarity for multiple users in areas up to 6,000 square feet. The Aura CA-VAT kit is compatible with virtually all U.S. 2G and 3G networks and betters reception for up to five users simultaneously. The Aura booster retails for $612.86. The Halo retails for $1,430. For more information, visit www.shakespearemarine.com.
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www.the-triton.com FROM THE TECH FRONT: Rules of the Road
Titanic sinking impetus for initial SOLAS, updates initiated often RULES, from page B1
the specifications for items such as GMDSS, EPIRBs, and SARTs. This is generally regarded as the most is closely aligned with the Radio important of all international treaties Regulations of the International concerning the safety of ships at sea. Telecommunication Union. The first version was adopted in 1914, Regardless of the size of yacht, in immediate response to the Titanic knowledge of SOLAS regulations is disaster, the second revision in 1929, essential. While “SOLAS yachts” are the third in 1948, and the fourth in typically considered those above the 1960. 500 gross ton threshold, many of the The original intention was to keep regulations provided through the the Convention up to date by periodic SOLAS Convention trickle down to the amendments, but in practice, the less-than-500-gross-ton fleet. amendments procedure proved to be This is especially true for very slow. It became clear that it would commercial yachts certified to a be impossible to secure the entry specific Yacht Code, such as the into force of amendments within a MCA’s Large Yacht Code (LY3) or the reasonable period of time. Passenger Yacht Code (PYC). Major As a result, a yacht registries, completely new as the Cayman Convention was Regardless of the size such Islands, Jamaica, adopted in 1974 of yacht, knowledge of St. Vincent and that included the Grenadines, SOLAS regulations is the amendments and Antigua agreed up until essential. and Barbuda, that date, and a have recognized new amendment that yachts in procedure – the tacit acceptance commercial use for sport or pleasure procedure – designed to ensure that do not fall naturally into a single class, changes could be made within a and certain prescribed merchant ship specified (and acceptably short) period safety standards have been found to be of time. There are numerous recent incompatible with the intended use, examples of this including the ISPS scope of operations, or safety needs Code immediately after the events of particular to such yachts. Sept. 11 and the new requirements for In order for yachts to substantially balcony fire protection of passenger comply with SOLAS, these yacht ships after the accident on M/V Star registries use the Codes to provide Princess in March 2006. equivalencies to the major merchant Instead of requiring that an ship safety rules. The application of amendment shall enter into force after these Codes allow those yachts that being accepted by two thirds of the cannot fully comply with SOLAS to parties, the tacit acceptance procedure meet an alternate, but internationally provides that an amendment shall accepted standard. enter into force on a specified date Knowledge of SOLAS is also a unless, before that date, objections to professional requirement for those the amendment are received from an possessing a deck or engineering agreed number of parties. As a result, license. A significant portion of the the 1974 Convention has been updated license exams focus on the applicability and amended on numerous occasions. of SOLAS and its diverse regulations. The Convention in force today is So next time you have a spare sometimes referred to as SOLAS, 1974, minute or two, or if you can’t find a as amended. solution to your insomnia, dust off that In its present form, SOLAS is big blue book on the shelf and give it a divided into 12 chapters on different read. You’ll be surprised to know what subjects including: construction, fire information it contains. protection, lifesaving, firefighting, radio communication, navigation, cargo, nuclear ships, safety management, Capt. Jake DesVergers is chief surveyor high-speed craft, maritime security, for International Yacht Bureau (IYB), and special measures for bulk carriers. an organization that provides flag-state Each chapter and subpart may have inspection services to yachts on behalf a different applicability for a yacht of several administrations. A deck depending upon length, age, and most officer graduate of the U.S. Merchant often, gross tonnage. Marine Academy at Kings Point, he Life rafts, rescue boats, and previously sailed as master on merchant lifejackets must be designed, ships, acted as designated person for constructed, tested, evaluated, and a shipping company, and served as maintained in accordance with Chapter regional manager for an international III of SOLAS and the associated classification society. Contact him at +1 publication International Lifesaving 954-596-2728 or www.yachtbureau.org. Appliance Code. Comments on this column are welcome Chapter IV of SOLAS outlines at editorial@the-triton.com.
March 2014 B
Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Feb. 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Feb. 15, 2013
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 908/968 Savannah, Ga. 890/NA Newport, R.I. 881/NA Caribbean St. Thomas, USVI 1,108/NA St. Maarten 1,120/NA Antigua 980/NA Valparaiso 845/NA North Atlantic Bermuda (Ireland Island) 1,040/NA Cape Verde 867/NA Azores 937/1,774 Canary Islands 876/1,254 Mediterranean Gibraltar 909/NA Barcelona, Spain 871/1,671 Palma de Mallorca, Spain NA/891 Antibes, France 917/1,826 San Remo, Italy 1,028/2,315 Naples, Italy 973/2,192 Venice, Italy 1,041/2,568 Corfu, Greece 1,034/2,048 Piraeus, Greece 1,006/1,938 Istanbul, Turkey 967/NA Malta 1006/1,815 Tunis, Tunisia 889/NA Bizerte, Tunisia 889/NA Oceania Auckland, New Zealand 917/NA Sydney, Australia 931/NA Fiji 939/NA
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 790/830 Savannah, Ga. 710/NA Newport, R.I. 705/NA Caribbean St. Thomas, USVI 1,040/NA St. Maarten 1,140/NA Antigua 1,075/NA Valparaiso 1,009/1,325 North Atlantic Bermuda (Ireland Island) 1,070/NA Cape Verde 935/NA Azores 975/1,820 Canary Islands 1,015/1,850 Mediterranean Gibraltar 945/NA Barcelona, Spain 1,005/1,785 Palma de Mallorca, Spain NA/1965 Antibes, France 1,085/2,295 San Remo, Italy 1,090/2,330 Naples, Italy 1,120/2,360 Venice, Italy 1100/2,255 Corfu, Greece NA/2,055 Piraeus, Greece 1,130/1,990 Istanbul, Turkey 1,020/NA Malta 965/1,710 Tunis, Tunisia 940/NA Bizerte, Tunisia 940/NA Oceania Auckland, New Zealand 905/NA Sydney, Australia 910/NA Fiji 930/NA
*When available according to local customs.
B March 2014
BOATS / BROKERS
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FYBA taps Hines top charter broker for 2013 Terry Hines, charter marketing director for IYC, was named Charter Professional of the Year by the Florida Yacht Brokers Association. “We have appreciated and wanted to recognize Terry’s direct involvement in the constant changes of our industry rules and regulations, sharing the knowledge of 30 years experience and in keeping us all ‘on our toes’ by using fresh, up-to-date marketing tools in order to be the most effective we can,” said Daphne d’Offay, cochair of FYBA’s Charter Professionals Committee with Jeff Shaffer. “In fact, Hines given Terry’s experience, we actually changed the title of the award from historically being Charter Broker of the Year to Charter Professional of the Year.” “There is, perhaps, no other charter marketing executive in the global superyacht industry with the
breadth of experience and the reputation for completely understanding the intricate needs of the superyacht owner who gets involved with charter,” said Bob Saxon, IYC president. “Terry literally sets the tone for great charter marketing and creates new methods and markets for the success of the worldwide industry.” Hines is a native of central Pennsylvania and has a master’s degree from the University of Pittsburgh. She discovered yachting in the late 1970’s while on vacation in Ft. Lauderdale. After working as a stew for 18 months, she came ashore and joined the venerable firm of Whittemore & Williams, the first yacht management/ charter marketing company in the U.S. She has also worked with Newport Yacht Services, the original Sacks Group and BSA (Bob Saxon Associates), Camper & Nicholsons, and Fraser Yachts for 10 years before joining IYC in 2008. Some of her charter yachts include the 230-foot M/Y Martha Ann, the 223-foot M/Y Sycara V, the 205-foot M/Y Apogee and the 191-foot M/Y Carpe Diem.
Yachts begin to move as 2014 gets under way Moran Yacht & Ship has sold the 288-foot (88m) Lurssen M/Y Quattroelle. New to its central agency listings for sale is the 102-foot (31m) M/Y Muse by Cerri Cantieri Navali listed at 7.5 million euros. Legendary yacht owner John Staluppi, who names all his yachts after James Bond films, has signed a contract with Sunrise Yachts of Turkey to build the 224-foot (68m) M/Y Skyfall. Skyfall will be his 19th yacht project and the largest to date. The project, due to launch in 2017, will have a steel hull and aluminium superstructure and feature a Voith Linear Jet propulsion system and MME microturbines.
The project will be managed by Worth Avenue Yachts. For more, visit www.sunriseyachts.com. Camper & Nicholsons has sold the 205-foot (62.5m) M/Y Icon (a joint listing with Merle Wood & Associates, with assistance from Neo Yachting), and a new build 125-foot (38m) Perini Navi C2130 by broker Gaston LeesBuckley (hull No. 2; P2 is hull No. 1). New to the brokerage’s central agency listings for sale include the 171foot (52m) Feadship M/Y Gravitas (the former Battered Bull), a 150-foot (46m) Feadship (the former Carmac VII), the 132-foot (40.5m) M/Y Nameless built by Mondo Marine (also available for charter), the 112-foot (34m) S/Y Seljm built by Cantieri Sangermani, the 103-
foot (31.6m) CNB S/Y Victoria D, the 102-foot (31m) Leopard RG 512 (also available for charter), the 100-foot (30m) Azimut M/Y Cristalex, the 100foot (30m) Moonen M/Y Sofia II, the 91-foot (27m) Cheoy Lee M/Y Trilogy, and the 84-foot (24.6m) Visch Holland M/Y Stalca (built in 1971 for Prince Rainier and Princess Grace of Monaco). New to its charter fleet is the 155foot (47m) Sunseeker M/Y Blush (due this spring), the 130-foot (40m) Westport M/Y Amitie, and the 120-foot (36.6m) Benetti M/Y Elena Nueve. Merle Wood & Associates has sold the 205-foot (62m) M/Y Icon (a joint listing with Camper & Nicholsons, with
See BOATS/BROKERS, page B7
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Firms signing contracts for new builds, too BOATS/BROKERS, from page B6 assistance from Neo Yachting), the 82foot Sunseeker M/Y Doctor No. The firm has added to its central agency listings for sale the 164-foot Delta M/Y Arianna for $45.9 million (in a joint with SG), the 148-foot (45m) Benetti M/Y Told U So listed for $25 million, the 132-foot (40m) Amels M/Y Monte Carlo for $3.5 million, the 116-foot Pershing M/Y Carcharias (in a joint with Oceanstyle), the 116-foot (35m) M/Y Deep Blue built by Brooke Yachts listed for $1.5 million, the 96foot (29m) M/Y C1 built by Bloemsma Van Breemen and listed for $7.5 million, the 90-foot (27m) Pershing M/Y MTG listed for $5 million. Fraser Yachts has sold the 195foot (60m) Trinity M/Y Ulysses listed for $36.5 million with broker Stuart Larsen in Ft. Lauderdale and sold by Jan Jaap Minnema in Monaco, the 149-foot Hull No. 19 of the Benetti Vision 45m series by Antoine Larricq in Monaco, the 143-foot (44m) Sterling M/Y Altinea listed for 5.5 million euros with David Legrand in Monaco and sold by Pierrik Devic in Monaco, the 85-foot (26m) Riva M/Y Monokini 2 listed for 3 million euros with Richard Earp in Monaco (who also was the sales agent), and the 82-foot (25m) Horizon M/Y Cloud 8 listed for $2.2 million with Neal Esterly in San Diego and sold by Michael Selter also in San Diego. New to the firm’s central agency listings for sale include the 120-foot (37m) M/Y Charisma built by Danube Marine Consulting listed for $3.9 million with Stuart Larsen and Joshua Gulbranson in Ft. Lauderdale, the 116foot (36m) Azimut M/Y Ileria listed for 4.9 million euros with Vassilis Fotilas in Monaco and Larsen, and the 87-foot (27m) M/Y Elena B built by Cantieri di Pisa for 1.8 million euros with Oscar Romano in Monaco. New to the firm’s charter fleet include the 115-foot Benetti M/Y Siete available in the Caribbean and Bahamas in winter, and the 98-foot (30m) Sunseeker M/Y Emrys, also in the Caribbean and Bahamas in winter. In other news, the brokerage has opened an office in Sydney to service Australia and the Pacific Region. The office will be managed by Peter and Domenica Redford and the team from 5 Star Motor Cruisers. Yachting Partners International (YPI) together with Fraser Yachts has sold the 144-foot (43.6m) tri-deck M/Y Antinea listed for $5.5 million.
See BOATS, page B8
BOATS / BROKERS
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BOATS / BROKERS
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Builders launching new builds; Derecktor refits The Highlander BOATS, from page B7 Oceanic Yachts has sold hull No. 1, a 140-foot motoryacht to be built at Cantiere Navale di Ostia – Canados. Completion is scheduled for early 2015 in time for the 2015 boat shows. The yacht features a superstructure made of Kevlar/Aramat and is powered by both diesel and electric motors. BYS, the brokerage arm of Burger Boat Company, and Northrop & Johnson have sold the 100-foot (31m) Burger M/Y Ar-De. New to its central agency listings for sale is the 147-foot (45m) Intermarine M/Y Lady M for $10.9 million.
Heesen has launched its first 40m (132-foot) “sportster”, M/Y Galatea, (above) to be delivered to her owners at the end of March. The company has appointed Robert Drontmann to assist in sales and Marcel op het Broek in marketing. Drontmann is a lifelong sailor and represented the Netherlands at the 1988 Olympics. IYC has added to its central agency listings for sale the 112-foot (34m) Westport M/Y Symphony II with Ron Morgenstein for $4.7 million In related news, the firm has named Frank Grzeszczak and Barbara Stork Landeweer as its yacht broker and charter broker of the year, respectively. This is Landeweer’s third consecutive year being so recognized.
Dutch builder Rapsody Yachts (above) announced the Rapsody R80, an 80-foot aluminium-hulled yacht. Malta-based tender builder VType has introduced the Classic SL7, a tender with an outboard engine based on the original inboard version launched in Monaco several years ago. It is available with either twin or single outboards. For more information, visit www.v-type.com. Derecktor Florida completed a major refit on the 150-foot Feadship
M/Y The Highlander and launched her back into service on Jan. 2. Built by de Vries in 1986 for Malcolm Forbes, the yacht was lengthened to 164 feet with a stern extension that incorporates an Opacmare Transformer and Quantum zero-speed stabilizers. Still dark green, the vessel’s profile has been altered to add a contemporary look, the yard said in a press release. Seattle-based Delta has announced its latest project, the 132-foot (40m) M/Y Onika with a high-efficiency hull design. Built for repeat Delta owners, the hull was designed for shallow-draft cruising with the seaworthiness and capabilities of a full-displacement design. She is due to launch this spring. Ft. Lauderdale-based Bradford Marine Yacht Sales is now manufacturer’s representative for Camper & Nicholsons Yachting in the Americas, Bahamas and the Caribbean. The builder debuted its line of J Class power boats to the American market at the Yacht & Brokerage Show in Miami Beach in February. The commuter vessels include the 42-foot M/Y Endeavour, 50-foot M/Y Velsheda, 60-foot M/Y Shamrock and 80-foot M/ Y Gelyce. Northrup & Johnson has hired Natascha Weber in its Palma office as a charter broker and manager. She has worked with Koch, Newton & Partners and Fraser Yachts. Nisi Yachts has signed a contract for its first 50-foot Xpresso model, the fifth model in the company’s collection. The multi-hull has a hydrofoil design in its GTX model. The entry-level models will have a top speed of 20-30 knots. The GTX will hit top speeds in excess of 35 knots. The launch is scheduled for this spring. For more information, visit www.nisiyachts.com. CU Yacht Charters has added to its charter fleet the 178-foot (54m) Benetti M/Y Starfire under the command of Capt. Carl Sputh and 11 crew, available in the Caribbean this spring and in the Med this summer. Churchill Yacht Partners has added to its charter fleet the 147-foot Intermarine M/Y Lady M under the command of Capt. Ben Gillard and six crew, available in the Turks & Caicos and southern Bahamas this spring and the Bahamas and Florida this summer. MySea has added to its charter fleet the 109-foot (33m) M/Y Grace Kelly built by Mengi-Yay available in the Western Med.
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MARINAS / SHIPYARDS
New marina opens in Key West; Trinity expands; 1782 Club starts New marina in Key West opens
Stock Island developer Matthew Strunk has opened a new marina in Key West, Stock Island Marina Village. Strunk designed the marina, which was built by Bellingham Marine, to attract megayachts as well as shrimp boat captains.
Located in Safe Harbor, the marina is accessible through an entrance channel dredged to 25 feet. The first phase was completed in November, opening 128 slips in the marina’s north basin for boats up to 70 feet. Two side-tie docks were put in to provide superyacht moorage for vessels up to 250 feet. The second basin houses the marina’s older live-aboards. The marina offers in-slip pump outs and 480A, 3-phase electrical service. High-speed fueling is available on a 430-foot fuel dock. Upland amenities include a ship’s store with a lounge and an outdoor bar and grill, dog parks, and an organic community garden.
Trinity builder expands into port
Gulf Coast Shipyard Group, a manufacturer of ocean-going and inland marine vessels for commercial and military markets as well as the Trinity Yachts brand, has signed a three-year lease (with one-year options) with the Port of Gulfport to use 400 linear feet of dock space on the Port’s East Pier and 15,000 square feet of warehouse space. The extra space is needed to outfit the dual fuel liquefied natural gas (LNG) powered vessels it is building for Harvey Gulf International Marine. “We are pleased to work with the Port of Gulfport and grow our business in Mississippi,” said John Dane III, president of Gulf Coast Shipyard Group. “We’ve worked together in the past on a smaller scale and look forward to this expanded relationship.” The Port of Gulfport is undergoing a $570 million restoration and is roughly 18 months from completion. The shipyard expects the first vessel to be at the port by mid-month.
Athens Marina joins 1782 Club
Athens Marina in Greece has joined the Camper & Nicholsons 1782 Club. The club launched in February and
is designed to promote a group of independently owned and operated marinas, in partnership with the world’s oldest yachting brand to form a chain of high-end facilities throughout popular and emerging yachting regions worldwide. Camper & Nicholsons was founded in 1782. “The marina is a completely private enclave compared to other local berthing options, offering yacht owners absolute discretion,” said Kurt Fraser, sales and marketing director for C&N Marinas. Formerly known as Faliro Marina, the marina is located on Faliro Bay and is a 5-minute drive to the ancient city center and 30 minutes from the international airport. It was constructed in 2004 to accommodate visiting yachts for the Summer Olympic Games in Athens in 2004. It can accommodate up to 130 yachts from 16m to 130m, including 25 berths for yachts up to 35m, 15 berths for yachts up to 130m, and space for a 180m alongside. It also includes a helicopter pad. 1782 Club member marinas will benefit from Camper & Nicholsons’ global marketing reach and brand equity, through participation in a communications programme that targets all segments of the yachting market. Porto Montenegro is the club’s founding member. The club will eventually include a loyalty and privileges program for owners, captains and crew. Camper & Nicholsons’ existing marinas will participate in cross promotional activities alongside 1782 Club members, including Limassol Marina in Cyprus, Yas Marina in Abu Dhabi, Porto San Rocco in Italy, as well as C&N-owned facilities – Grand Harbour Marina in Malta, Cesme Marina in Turkey, and Port Louis Marina in Grenada. For more information, visit www. cnmarinas.com/1782.
Titusville gets new dockmaster
Capt. Ron Thorstad has been selected to replace Donald Post as the new dockmaster at the Titusville Municipal Marina. Post retired Dec. 31 after 19 years with the city. Thorstad brings over 30 years of maritime experience operating vessels and running marine businesses, including a diving and charter operation in St. Croix and a remote fishing and diving resort on the island of Guanaja in Honduras. He also was water sports director, cruise director and boat handler on the 440-foot luxury sailing cruise ships MSY Wind Star, MSY Wind Song and MSY Wind Spirit.
See MARINAS, page B10
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B10 March 2014
MARINAS / SHIPYARDS
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Two marinas honored, vow to help reduce greenhouse gases MARINAS, from page B9 Titusville Municipal Marina can accommodate vessels up to 120 feet and offers separate, dedicated pumpout and fuel docks. Titusville is inside Cape Canaveral on Florida’s central east coast.
IGY marinas honored
IGY’s Marina Cabo San Lucas has been awarded The Yacht Harbour Association’s 2013 International Marina of the Year award, an honor given to accredited members of TYHA
from a list of nominations made by customers. Runner-up was IGY’s Yacht Club at Isle de Sol in St. Maarten.
MPV signs green initiative
Marina Port Vell (MPV) in Barcelona has signed the “Acords Voluntaris” initiative, a government initiative designed to reduce greenhouse gases through measuring and taking inventory of emissions and implementing measures to reduce CO2 discharge. “Marina Port Vell is deeply
committed to environmental protection,” said Norma Trease, director of Salamanca Group’s marine division. “Throughout the past three years, we have paid particular attention to the implementation and certification of our environmental management system, ensuring that it meets ISO 14001 and EMAS regulations. Committing to a local mandate for additional natural resource protection is an additional indication of our looking to be as green as possible.” The initiative requires accountability beyond what legal or regulatory
statutes require. Within its advanced environmental technologies, Marina Port Vell will also monitor fossil fuel and electricity consumption.
Montenegro marina honored
Porto Montenegro, a luxury megayacht marina in Tivat, was named the Best Tourism Investment Project in that country last year. An additional 70 million euros have been invested in the project, enabling a 2014 completion for the Regent Hotel and marina extension and bringing the total project cost to 180 million euros.
New leaders at Antibes show, Sea Tow NY Antibes show gets new manager
The Antibes Yacht Show has hired Renaud Jourdon as show manager for this year’s show, scheduled for April 23-26. Based in Cannes and Antibes, Jourdon managed the second Antibes show in 2008. He was also manager of the Cannes show for two years and was editor of Yachts and Yachts International magazines before creating his own communications and events agency.
New owner for Sea Tow in lower NY
Capt. Jack Schachner has assumed ownership of the Sea Tow Lower New York location, serving lower New York and Long Island, including the East River north to Hell’s Gate. A U.S. Coast Guard-licensed captain, Schachner has been in the marine assistance business for more than 20 years. In related news, Sea Tow founder Capt. Joe Frohnhoefer was awarded the National Marine Manufacturers Association’s 2014 Charles F. Chapman Award for his distinguished boating career spanning more than 40 years. In 1965, he started Water Thrills, a marine company offering water skiing instruction, Red Cross swimming instruction, and sailboat and powerboat rentals. In 1982, the U.S. Coast Guard said it would no longer tow in non-emergency situations. The chance to combine his life saving skills, commitment to public service, entrepreneurial spirit and love of the water inspired him to start Sea Tow Services International in 1983. He founded the Sea Tow Foundation in 2007 to reduce accidents on the water. To date, it has provided more than 20,000 life jackets to the public via its Life Jacket Loaner program.
See BUSINESS BRIEFS, page B11
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BUSINESS BRIEFS
Bluewater adds diving courses; new site links captains, owners BUSINESS BRIEFS, from page B10
Bluewater to offer diving course
Bluewater training now offers three levels of PADI courses in partnership with Diamond Diving. Courses will take place at Diamond Diving’s 5 Star IDC resort in Golfe Juan. New courses include Discover Scuba Diving (only offered to students 16-18 years old and taking part in Summer School), Open Water Course, and Instructor Development Course. Diamond Diving has been established in the French Riviera for nine years. For more information, visit www. bluewateryachting.com and click on “training”.
New site matches captains, owners
A group of South Florida marine executives has launched a Web-based service that offers captains to would-be renters. The concept for BoatSetter has been more than a year in the making and was officially launched at the 2014 Yacht & Brokerage Show. “Our model aims to accomplish a number of things,” said Andrew Sturner, president and CEO of Collaborative Boating, BoatSetter’s parent company. “Our mission is to provide a truly affordable boating experience by matching boat owners with pre-screened renters and captains. We strive to be a catalyst to help grow the $121 billion marine industry by introducing boating to a whole new audience of future boat owners, providing incremental income to marinas and captains. We are not just about the transaction, but the elevation of the overall experience and innovation of the industry.” By logging on to www.BoatSetter. com, owners will fill out a profile and list their boat for rent. Renters are offered a variety of experiences and activities in addition to the boats and captains to bring those experiences to life. Once boaters find what they are looking for, the system handles the transaction. The renter simply shows up to the marina ready to enjoy a day on the water. BoatSetter also provides insurance, $1 million in primary liability protection and up to $2 million in hull coverage, which is included in the cost of the rental. On-water support services from BoatUS are available for free. Central to the BoatSetter model is the ability for renters to hire a professional, licensed captain by listing a number of participating captains. Each owner will be encouraged to preselect a few that they prefer. “We think the captains make all the difference in the world,” Sturner said. “First, it will give owners peace of
mind that their boats are being handled safely by a professional, and secondly, it will make the experience better for consumers who want a day on the water, but don’t necessarily want to physically be behind the wheel.” BoatSetter provides services to qualified captains through the Web portal www.CaptainsWanted.com.
Agent expands to FLL
Yacht Assistance/Maritime Services, a ship and yacht agency with headquarters in St.Martin-St.Maarten, has hired Megayacht Capt. Patrick Anderson and his wife, freelance Chef Rebecca Anderson, to represent the company in Ft. Lauderdale. Yacht Assistance provides assistance mainly to yachts and cruise ships, including banking and money transfers, berth reservations, car and motorbike rentals, chandlery and spare part orders, crew placement, customs and immigration clearance, visa and seaman books, freight forwarding, fuel bunkering, and guest transport. Started more than 20 years ago in St. Barth, the company moved its base to St.Maarten-St.Martin a few years later. It has representatives around the Caribbean as well as in Antibes, Palma, Barcelona, Antwerp and the Galapagos. For more information, visit www. YachtAssistance.com.
Dometic acquires A/C business
Pompano Beach-based Dometic Group, a global provider of leisure products for the marine, motorhome and automotive markets, has signed an agreement with Airxcel to buy certain assets related to Marvair’s pleasure boat business. The agreement gives Dometic a “significant” parts inventory to provide product support and warranty service for all Marvair Marine pleasure craft products, according to a news release. In addition, Dometic has procured an inventory of Marvair products that will be offered for sale, while supplies last. Marvair has decided to exit the manufacturing and sale of air conditioners for pleasure boats to focus on the growing telecommunications segment of its business.
Captains group gains core member Capt. Mike French has joined the team of captains forming the Yacht Captains Association. Most recently CEO of International Crew Training, a yacht training school in Ft. Lauderdale, Capt. French has returned to running large yachts and currently serves in a captains rotation on a large yacht. French joins captains Ian Bone, Michael Schueler, Chris Lewis and Wendy Umla.
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B12 March 2014 FROM THE FRONT: Painting standards
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Shrink wrap structures used in painting are the subject of new national standards. An example of such an enclosure above, is a 168-foot Feadship PHOTO/DORIE COX at Lauderdale Marine Center in Ft. Lauderdale.
Fire test in yard enclosure fuels draft for national guidelines STANDARDS, from page B1 Department. A 24-cubic-foot structure, similar to those used in yacht painting, was built around a 750-pound pile of wood. The wood was lit on fire, temperatures were monitored and countdowns recorded to determine two primary objectives: First, would the shrink wrap melt open and, second, would water get to the fire through the opening? Once the fire was set, the shrink wrap began to melt open in about 50 seconds with a 5-foot flame. About a minute later, the opening in the wrap had expanded to 2 feet. At the 3-minute mark, the opening doubled in size, proving what LMC had hoped, that in the event of a fire, the shrink wrap would quickly recede, enabling firefighters to do their job. Results from the test were sufficient to write the initial standards that LMC presented to NFPA’s committee, where it was being finalized at press time. It is expected to be approved when next NFPA votes on new regulations.
Safety in enclosures
The draft regulation addresses the additional fire risks of spray painting in an enclosed area and offers recommended specifics, such as measurements and procedures. For example, it prevents working without ventilation by requiring the ventilation fan’s power to connect to the paint sprayer, so if the fan goes off, the painter can’t spray. Most of the standards are common sense for operations inside of a paint enclosure during spraying, including no one may sleep onboard, no hot
work, no smoking, mixing flammables outside, and having grounded electrical, adequate ventilation and fire extinguishers available. Other standards in the draft are the habits yacht painters already have, including meeting codes for shrink wrap weight requirements, having proper ingress and egress of the enclosure, keeping records on equipment, and obtaining required permits. Despite the efforts to create the proposal, the new rules will be well worth it in the end, said Jim Parks, operations manager at LMC and part of the NFPA task force. “If there is a fire and everything is up to code, then insurance is less likely to balk and will pay the claim,” Parks said. “But when there’s a question, insurance begins looking under every tent flap. … When the job is permitted by local jurisdiction, then the captain is in compliance.” McKnight said enforcement of these new standards are not expected to add much to the cost to paint a yacht because most yards already paint this way. Some yards may need to tweak their record-keeping procedures, but nothing should be too burdensome, Parks said. “I don’t think we’ll see significant changes; there will just be standards.” McKnight said. “If I owned a yacht or was the captain, I would want to make real sure that my boat was being painted in the safest manner possible.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
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Paint, hoist, and cushions win at NMMA The National Marine Manufacturers Association (NMMA) honored 13 products for innovative achievement at the Miami International Boat Show. The 2014 Innovation Awards, organized by NMMA and judged by Boating Writers International, recognize products that best meet the following criteria: innovative distinction from other products currently being manufactured; benefit to the marine industry and/or consumer; practicality; cost-effectiveness; and availability to the consumer within 60 days of award receipt. And the winners in 13 categories are: Boat Care & Maintenance: EZPoxy2 by Petit. This paint comes with singleserving gel pouches of hardener and a longer pot life. Docking and Fendering Equipment: ShoreStation Boat Hoist by Midwest Industries. Furnishings & Interior Parts: Dynamic Cabin System on the Boston Whaler 345 Conquest by Boston Whaler, a sleeping arrangement of retractable cushions. Mechanical & Electrical Systems (co-winners): EZ-Mount Battery Switch by Marinco Mastervolt, and SNAPP Fuel Filter/Water Separator by Racor/ Parker Hannifin. Personal Gear, Soft Goods, Watersports and Fishing Equipment: Zayak Sea Sled by Tropical Paradise Plastics, to help anyone with a fear of snorkeling see underwater without a mask and tube. Pontoon and Deck Boats: Expanding Pontoon Boat by Island Boats, which expands from 7’4” for storage and trailering to 10 feet wide for use on the water. Boats (25’ to 60’): 390Z by Sea Vee, a 39-footer that pops up on plane with minimal bow rise, turns like a ski boat, and delivers higher top speeds. Propulsion Inboard and Outboard: Gen2 Surf System by MasterCraft, which combines advanced hull design, weight distribution, custom wake shaping devices and onboard software to create a range of wake options. PWCs and Jet Boats: Spark PWC by Sea-Doo, half the weight, half the power and half the price of average PWCs. Runabouts and Fishing Craft to 24’: ProStar by Mastercraft, with a convertible bow, a new storage system for skis and an even flatter wake. Sailboats: Oceanis 38 by Beneteau, a convertible boat that grows with a young family. Consumer Electronics, Mobile Applications and Software: NSO16 evo2 by Simrad, which brings big boat glass bridge style to mid-sized power and sportfishing boats.
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B14 March 2014
CALENDAR OF EVENTS
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Palm Beach, Dubai, Moscow shows this month’s highlights EVENT OF THE MONTH March 20-23 29th annual Palm Beach International Boat Show Palm Beach, Fla.
More than $350 million worth of boats, yachts and accessories from eight-foot inflatables to superyachts more than 150-foot. In-water portion of the show is on the Intracoastal Waterway along Flagler Drive. Show entrances are at Evernia St./Flagler Dr. and North Clematis St./Flagler Dr. Free shuttle buses. www.showmanagement.com
March 1 37th annual Waterway
Cleanup, Ft. Lauderdale area. Organized and sponsored by MIASF. Visit www.miasf.org and www. waterwaycleanup.org.
raise funds for the Marine Industry Cares Foundation. Contact at www. nationalmarine.com or info@ nationalmarine.com.
March 11-16 Moscow International Boat and Yacht Show, Russia. eng. mosboatshow.ru/boat
March 18-19 Super Yacht Summit,
West Palm Beach, Fla. Education, networking for yachting professionals worldwide. ussuperyacht.com
March 19 The Triton’s monthly casual
networking event (the third Wednesday of every month from 6-8 p.m.) with Smart Move in Ft. Lauderdale. www. the-triton.com
March 19-22 Loro Piana
Caribbean Superyacht Regatta and Rendezvous, BVI. www. superyachtregattaandrendezvous.com
March 4 Mardi Gras, New Orleans. One March 22 annual Marine Industry of the world’s famous celebrations for this holiday of excess before the limits of Lent. Visit www.mardigras.com and www.mardigrasneworleans.com.
Career Day at International Yacht Restoration School in Newport, R.I.. Free. www.iyrs.org
March 4-8 Dubai International Boat
March 23 IGY Crew Olympics,
Show, Dubai International Marine Club. www.boatshowdubai.com
Rodney Bay Marina, St. Lucia. Fun competitions for yacht crew. www. igymarinas.com
March 5 Triton Networking, Ft.
March 27-30 St. Barths Bucket
Lauderdale Captains, crew and industry professionals gather with the Triton and Viking SurfSUP. Networking is held the first Wednesday of every month from 6-8 p.m. the-triton.com
March 5-6 Tackling Kidnapping,
Hostage-Taking and Hijack, Biltmore Hotel, Miami. www.quaynote.com
March 6 The Triton Bridge luncheon,
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day for active yacht captains only. RSVP to Editor Lucy Chabot Reed at lucy@thetriton.com or 954-525-0029.
March 7-16 31st Miami International Film Festival, various locations in Miami. www.miamifilmfestival.com
March 7-16 Paralympic Games, Sochi, Russian Federation. www.sochi2014. com
March 7 National Marine Suppliers
Industry Pre-Golf Tournament St. Patty’s day party. Open to yacht crew, 7-10 p.m. www.nationalmarine.com.
March 8 National Marine Suppliers
Yachty Nationals Golf Tournament, Plantation, Fla. The tournament will
Regatta. A congenial, invitational regatta set in the Corinthian spirit open to yachts over 100 feet (31m). www. bucketregattas.com/stbarths
March 28-30 annual Honda Grand
Prix of St. Petersburg, Fla. Boaters can reserve a slip at Acura Yacht Club, for details call Kim Green at +1 727 8984639, kgreen@gpstpete.com. For race information call +1 727-898-INDY and visit www.gpstpete.com.
March 29 IGY Crew Olympics, Yacht Haven Grande, St. Thomas. Fun competitions for yacht crew. www. igymarinas.com
MAKING PLANS April 2 Spring Triton Expo, National Marine Suppliers, Ft. Lauderdale
Join The Triton and colleagues for valuable networking, diverse exhibitors and expert speakers. Enjoy food and drink, make friends old and new and enhance your career. 5-8 p.m. No RSVP required. www.the-triton.com
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SPOTTED: Miami Beach
Triton Spotters The Triton staff was on the docks with The Triton Today during the Yacht and Brokerage Show in Miami Beach in February. Reporting on news, events and sights of interest to the industry, The Triton staff put together an issue each night and delivered it each day during the show. We caught a few Triton Spotters of crew with their issue hot off the press. We have had reporters on the docks for the past six years at many of the big shows including the Ft. Lauderdale International Boat Show, the Palm Beach International Boat Show and occasionally at Monaco Yacht Show. If you missed this year’s editions (or the monthly Triton), check online for full issues at issuu.com/tritonpubs.
Where have you taken your Triton lately? Whether reading on your laptop, tablet, smart phone or in print, show us how you get your crew news. Send photos to editorial@the-triton.com.
March 2014 B15
C Section
Lights, camera, action See photos from networking with Aere and Yacht-Mate. C2, 3
March 2014
Nutritious in every way Fruits, veggies good whether frozen, canned, juiced, dried. C4
What did I just eat? Learn what may really be on and in your food.
Wipe the slate clean for both you and yacht
TRITON SURVEY: Transient crew
industry more than 25 years. “The professionalism that is brought into our industry by these individuals, it only makes the rest of the world (owners especially) look at us as a bunch of partying yahoos.” “The industry has become known as a way for backpackers to make fast money and travel for free,” said the captain of a yacht 80-100 feet in yachting more than 25 years. “Nowadays there aren’t many people who do this type of work as a career. There aren’t enough new young ‘boaters’ (who grew up on the water and want a career in this industry) to man all the yachts that exist around the globe, therefore the positions must be filled by inexperienced crew.” Almost as many – 39 percent – said transient crew were OK, that the industry needs them to do the entry-level jobs that career-minded crew don’t want to do for long. “As long as they have STCW and true yachting/boating experience, are mature and hard-working, are not expecting a vacation, and understand the captain’s role, they’re OK,” said a captain in yachting 30 years. “More than a few transients who happened upon yachting for fun have stayed for their career,” said the captain of a yacht 160-180 feet. “The industry needs fresh blood. It is tougher than people realize and the attrition rate demands a constant
Whenever spring rolls around, I always know it’s time to take stock of my life. It’s the time I start sweeping out the cobwebs, literally and figuratively. The winter’s hectic travel schedule melts away, and all the things I have been ignoring start to present themselves again. And that’s not a bad thing. Spring is about rebirth, renewal, regeneration. If you’re like most Stew Cues stews who have been Alene Keenan working nonstop taking care of guests and struggling to make it through another hectic winter season, there’s no better time than spring to cleanse and rejuvenate your body and your soul while you cleanse and rejuvenate the yacht. What dust balls are lurking in the corners of your life? Time to clean up, yachties. The reason for spring cleaning has roots deep in history. Connections can be found in many cultures. I like the Chinese custom of cleaning the home in anticipation of the new year. The Chinese sweep their floors and clean to get rid of bad luck and misfortune that may have accumulated during the previous year. Once the house is a clean slate, they welcome good fortune by banning sweeping for a few days to prevent sweeping away good fortune that came with the turn of the year. Sounds like a reason to take well-deserved time off. One way to capitalize on the urge to purge and the desire to maintain our health is to consider using all natural cleaning products. A good approach is to substitute essential oils for the harsh toxic supplies we typically use to spring clean the yacht. Some essential oils can even kill bacteria and mold. That is safer than using chlorine bleach in enclosed spaces. These oils have numerous applications. They are extracted from plants, so they are not made of petrochemicals as so many of our cleaning supplies are. They’re very strong, so don’t go overboard. As with any new product or technique, use with
See SURVEY page C8
See STEW, page C12
PAYING YOUR DUES: Most yacht captains say they want career-minded people on their yachts, but they will give PHOTOS/LUCY REED, TOM SERIO transient crew a chance if they take yachting seriously.
Captains prefer to hire career-minded crew By Lucy Chabot Reed In many countries around the world, it’s not unusual for young people to take a year off between university and real life. Some of those kids find their way into yachting, enticed by the idea they can make good money while traveling. Yet they have no intention – at least not all of them – of staying very long, so we asked yacht captains in this month’s Triton survey what they think of these transient crew. Is a gap year kid a good candidate for an entry-level job on a yacht? We asked a version of this question in our From the Bridge captain’s luncheon this month and they expressed that on larger yachts, yes, but on smaller yachts with just one stew or deckhand, transient crew really didn’t work. In our survey, however, completed by more than 80 captains, transient crew weren’t really encouraged, even less so on the largest yachts. We began by asking What do you think of transient crew (not necessarily just green crew, but short-term crew)? The largest group – 47 percent – thought that crew coming through yachting for just a year was a terrible idea and that they brought down the level of professionalism in yachting. “Once upon a time, we joined the industry as a career path and worked
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Create a taste sensation Greek Chicken Soup and a sweet creme caramel. C6,7
our way up from the deck, engine room, trade association or similar, but always with a view of progression on the yacht and industry,” said the captain of a yacht 140-160 feet in the industry more than 30 years.
What do you think of transient crew?
They’re OK – 39% Great idea – 14% Terrible idea – 47%
“Transient crew are there for the parties, meeting their mates in this or that location, being paid to travel and don’t have the industry, as a whole, in their sights as a career. Maybe some do actually stay and maybe some even work their way up the ladder. But the majority are not serious at all and drag the standards down.” “Unfortunately, the industry is full of these individuals who have no interest in bettering our profession or respecting the people that we center our careers around,” said the captain of a yacht 160-180 feet in the
C March 2014 TRITON NETWORKING: Aere Docking Solutions
T
he Triton hosted networking with AERE Docking Solutions on the first Wednesday in February at Coco Asian Bistro and Bar in Ft. Lauderdale. About 200 yacht crew and industry professionals braved a sudden rainstorm to enjoy snacks, boatloads of sushi, cold beverages PHOTOS/DORIE COX and live music.
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TRITON NETWORKING: Yacht Mate Products
A
bout 150 captains, crew and industry professionals networked with The Triton and Yacht-Mate Products on the third Wednesday of February in Ft. Lauderdale. The weather was perfect for enjoying food, beverages and great camaraderie outside of the shop. About $200 was donated for the Marine Industry Cares Foundation. PHOTOS/LUCY REED and DORIE COX
March 2014 C
C March 2014 NUTRITION: Take It In
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Fresh is best, but frozen, dried canned, juiced are good, too There’s nothing better than biting into a fresh-picked peach that is so sweet and ripe the juice just runs down your arm. It’s definitely an experience in nutrition in good taste. However, that doesn’t mean that if fresh isn’t available, you shouldn’t eat your fruits and veggies. Frozen, canned, juiced and dried forms can serve Take It In up a healthy dose Carol Bareuther of vitamins and minerals, too. Research compiled by the Produce for Better Health Foundation in Hockessin, Del., shows that produce in these processed forms are the nutritional equivalent – or in some cases superior – to cooked or raw fresh fruits and vegetables. In fact, most fat-soluble nutrients including carotenoids, vitamin A and vitamin E are higher in frozen and canned fruits and vegetables. This is because of the mild heat treatment in processing that allows for greater bioavailability of lipid-soluble nutrients. Frozen. Fruits and vegetables destined for the freezer are frozen within hours of harvest. This means that their peak flavor and nutritional value are preserved. In fact, freezing is a great way to preserve a surplus of “peak of the season” fresh produce to enjoy later in the year. Look for bags where the frozen produce is still in individual pieces. If they’ve become a solid block, this indicates some thawing and refreezing has taken place, which can lower quality. Cook frozen vegetables according to the package directions. They are blanched prior to freezing and this minimal heat treatment isn’t enough to kill pathogens. Canned. Like frozen, canned fruits and vegetables are also processed right after picking so their nutritional content is preserved. Two big concerns related to canned foods are sugar and salt. When it comes to sugar, canned fruit actually contributes less than two percent of the added sugar in most American diets. By comparison, according to National Cancer Institute data, soda, energy drinks and sports drinks contribute 35.7 percent of our
daily sugar intake. Look for canned fruit without syrup, canned fruit packed in its own juice, and 100 percent fruit juices with no added sugars. As for salt, canned vegetables provide less than 1 percent of sodium in the diet. Breads and rolls, cold cuts and cured meats are the ones that serve up the whopping amount of sodium for most Americans. Draining canned vegetables can reduce sodium by 36 percent and draining followed by rinsing can lower sodium by 41 percent. You can also purchase “low-sodium” or “no salt added” canned vegetables at the supermarket. There has been consumer concern over the use of bisphenol-A (BPA), an organic compound found in the lining of canned food containers that has the potential to mimic estrogen and cause health problems. Many manufacturers have discontinued use of BPA in response to consumer outcry. Juice. The important point about vegetable or fruit juice is to look for and drink 100 percent juice. Don’t be swayed to buy “juice drinks”, no matter what the flashy label or lingo on the packaging says. About 20 percent of the average American’s fruit intake is in the form of juice. Drinking this much 100 percent juice has been linked through research to a higher intake of fruits and vegetables overall – and the health benefits this offers – by children and adults. Dried. The process of drying does concentrate the calories and sugars in dried fruits. That means to eat a moderate portion so as not to pack on the weight. (And you might consider brushing your teeth after eating a dried fruit snack.) However, this process of concentration applies to nutrients, too. Most dried fruits are an excellent source of dietary fiber while many are also rich in iron, potassium and selenium, nutrients that can keep heart, blood and muscles strong. So, if you’re trying to eat more healthfully by consuming plenty of fruits and vegetables each day, remember that all forms can fit in a nutritious diet. Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at editorial@the-triton.com.
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IN THE GALLEY: Culinary Waves
Are pesticides, bud inhibitors, chemical residue on that pear? Have you seen YouTube’s latest video for why you should choose organics? A little girl conducts a science experiment to see if a sweet potato in a jar of water will sprout vines. She buys a couple conventionally grown potatoes and after three weeks, nothing. She gets another one, and still, nothing grows. When she asks Culinary Waves the produce man, Mary Beth he tells her it’ll Lawton Johnson never grow because it’s been sprayed with a germination inhibitor called Bud Nip, and that she should try one of their organic sweet potatoes. She does, and in three weeks, it has a few little vines. She buys another potato from an organic market and in one week, it’s loaded with vines. Some question whether this video is real. (Some say that sweet potatoes don’t have germination inhibitors such as chIorpropham sprayed on them.) So I dug a little further. Sure, we know that chemicals are used to grow our foods, but when you put names behind the generic terminology of chemicals, a picture begins to form. Nip It In The Bud, or Bud Nip as it is called by the “food people”, is a harsh chemical, chlorpropham, that is sprayed on foods such as blueberries, spinach, carrots and onions to keep them from budding on their way to market. Plants need nitrogen to grow, and chemicals like chlorpropham reduce the intake of nitrogen. You might think, no big deal, right? Well, while chlorpropham is mildly irritant to the skin, ingested it is known to cause mutations in laboratory animals. It’s being sprayed on our food; of course it’s going to be ingested. Pretty scary to think I ate this stuff growing up. There were no “organic” foods in grocery stores back then and farmland was not dedicated to this way of living and eating. Organic produce is more expensive but it is definitely worth it, not only for the nutritional value but also the level
of chemicals compared to the risks associated with chemically treated conventional store produce. Worst yet, food imported from other countries can harbor chemicals that have been banned in the U.S. and Europe for years. It’s good to know what chemicals are sprayed on the fruits and veggies you eat, and which fruits and veggies retain the chemicals in their skins. The U.S. Food and Drug Administration has a list, which is criticized by many “green foodies.” I found some great information from the Pesticide Action Network (pesticideinfo.org), including a database of chemicals and products. Some pesticides are persistent organic pollutants (POPs), compounds that despite the moniker of organic resist degrading and remain in the environment for years. These include aldrin, chlordane and DDT. They even become more concentrated with time. Conventionally grown peaches, apples, grapes, pears, cherries and any fruit with a porous skin will have chemical residue on them, especially copper hydroxide, copper oxide, chloropicrin and dichloropropene, not to mention diazinon. Not exactly what I have in mind when I bite into a juicy peach. If these chemicals are in the skin, washing them will not remove the pesticides. The best way to eat safely is to eat organically grown produce. Organic farmers can’t spray their produce with pesticides if they want to retain an organic rating. Even their soils are tested. The chemicals used today to create good-looking produce and keep it looking like that while it travels to our grocery stores have long-lasting repercussions, not only to our own health, but to the health of the environment. So unless you can grow your own sweet potatoes and onions, organic is the safest way to go. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 20 years. Comments on this column are welcome at editorial@thetriton.com.
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C March 2014 IN THE GALLEY: Crew Mess
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Avgolemono Greek Chicken Soup with Egg-Lemon Sauce One of the great things I have enjoyed about my career has been experiencing different cuisine from all around the world. In 2002, I delivered a motor yacht from Slovenia to Greece. While on Corfu, I over-indulged on this savory soup. Avgolemono is a Greek Chicken Soup, the fresh lemon juice makes this dish truly memorable. Ingredients: 4 cups homemade chicken stock or lowsodium broth Salt and freshly ground pepper 2 cups pre-cooked Italian arborio rice, warmed 2 large egg yolks 1/4 cup plus 2 tablespoons fresh lemon juice 1 pound pre-cooked chicken breast, coarsely chopped 1/4 cup fresh dill, chopped
Directions: In a large saucepan, season the stock with salt and pepper to taste and bring to a simmer. Transfer 1 cup of the hot stock to a blender and add 1/2 cup rice, egg yolks and lemon juice. Puree until smooth. Stir the puree into the simmering stock along with the chicken and the remaining rice. Simmer until thickened slightly, about 10 minutes. Stir in the dill, garnish and serve. Enjoy.
Capt. John Wampler has worked on yachts for more than 25 years. He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break. Contact him through www.yachtaide.com. Comments are welcome at editorial@ the-triton.com.
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IN THE GALLEY: Top Shelf
Spearmint & Baileys Creme Caramel Open any classical cookbook and all bets are on that a creme caramel recipe will be presented to you. Classical, however, does not mean forgotten or over the hill. Rather, it’s an era of greatness, ready and waiting for its turn to shine again. By adding a few simple ingredients, this beautiful and Ingredients: 1 cup sugar (for caramel) 3 tblsp water 1/2 cup agave dark nectar
elegant dessert achieves said greatness by being not only delicious and regal, but also unique and conversation capturing. This recipe can be made up to two days prior to serving and, since it’s so simple to make, can be kept in your fridge as the go-to dessert on busy and unforgiving charters.
3 cups whipping cream 1/2 cup whole milk 1/2 cup Baileys Irish Cream
4 egg yolks 1 whole egg 1/2 cup sugar (for creme) 2 tsp spearmint extract
Add a few simple ingredients to revive this classic recipe; results are a PHOTO/MARK GODBEER modern Spearmint & Baileys Creme Caramel.
Directions: In a non-stick pan, place the cup of sugar and water on med-high heat. Don’t let the pan get too hot to scorch the sugar before it dissolves. Spray 12 4-ounce ramekins (or silicone moulds) with cooking spray set aside. Once the sugar is dissolved, quickly pour just enough into each ramekin, barely covering the bottom. Lay a small kitchen towel (or five pieces of paper towel) in a large, deep-sided baking tray. Place the ramekins on the towel and set aside. In a heavy-bottomed sauce pan on med/high heat, cook the agave for 3-5 minutes or until it has bubbled for 30 seconds. Add the cream, milk and Baileys. Bring to a boil, whisking regularly. Whilst waiting for the cream mixture to come to a boil, whisk the eggs, remaining sugar, and spearmint extract until creamy. As the cream mixture begins to boil, remove from heat and slowly pour it into the egg mixture, slowly whisking the egg mixture simultaneously. (Never add eggs to a hot mixture; always add hot to the cold mixture to avoid scrambling the eggs.) Continue whisking softly to further incorporate the ingredients. Pass the mixture through a sieve and into a pouring jug. Evenly distribute amongst the ramekins. (If you have any left, place the bowl in a larger bowl with ice and continue to whisk
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until cool. Place in an ice cream machine and either pair it with the caramel or save it for another day.) Pour boiling water into the baking tray until the water reaches three-quarters of the way up the ramekins. Carefully place the tray in a pre-heated oven at 325 degrees F. Cook for 2040 minutes, depending on the true power of your oven, thickness of your baking tray and/or thickness of your ramekins/silicone moulds. Start checking the cremes after 20 minutes. If they have minimal “wobble”, they are done. Remove the pan from the oven and let sit in the bath 10 minutes more. Remove to cool on a wire rack. Then refrigerate until needed. To serve, run a fine knife such as a bird’s beak around the edge of the ramekin, cover with a plate, and flip. Tap a few times until the creme caramel is revealed. Garnish with micro (or regular) mint and serve!! Mark Godbeer, a culinary-trained chef from South Africa, has been professionally cooking for more than 11 years, 9 of which have been on yachts (chefmarkgodbeer. com). Comments on this recipe are welcome at editorial@the-triton.com.
C March 2014 TRITON SURVEY: Transient crew
Will you hire transient crew? Not if I can help it – 28% I might – 28%
Will you hire transient crew (among yachts 140+ feet)?
I might –31%
Yes, with pleasure –14 % Yes, but it’s a gamble – 30 %
Not if I can help it – 27% Yes, with pleasure –7 %
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If you will hire them, why? They are eager to learn – 60%
They don’t carry “my last boat” baggage – 60%
Yes, but it’s a gamble – 35%
Other – 16%
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If you won’t hire them, why not?
They are cheaper – 13%
I don’t I don’t have have room time to onboard train for green somecrew one who – 25% won’t stick around – 75%
They tend to indulge – 21%
Saving that job for careerminded crew – 14%
Oth –7
Even captains on largest vessels aren’t thrilled to hire tran SURVEY from page C1 stream of newbies.” “I’m still on my gap year, although it’s been going 17 years now,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “I think transients are happy to work hard and see some sights for less, and are more easily pleased than the experienced crew who have been everywhere and now just want more money and more time off. I think a healthy mix of mature, experienced crew and a few transients makes a good crew.” Just 14 percent thought they were a great idea, that they bring enthusiasm to yachting. “Most are eager to find work and, if they are good, they end up as permanent crew,” said the captain of a yacht 140-160 feet in yachting more than 30 years. “They are generally very eager to get into the industry and have good intentions and goals.” “In general, they are better educated with a better attitude,” said the captain of a yacht 100120 feet. When we focused in on the responses of captains on the largest vessels, those over 140 feet, we got even stronger opposition to transient crew, not at all the sentiment shared in our Bridge lunch. (We can’t ignore the fact that perhaps our survey question just wasn’t worded correctly.)
And among those on yachts over 220 feet, two-thirds thought they were a terrible idea, with the remaining third saying they are OK. None of the captains on these large yachts – the place one would think to be the best place for entry-level crew – thought that transient crew were a great idea for the industry. “In a lot of cases these days, owners dictate crewing levels (particularly on smaller yachts up to, say, 40m) and therefore there will always be an area of the industry that attracts transient crew,” said the captain of a yacht 140-160 feet in yachting more than 30 years. “For good or bad, there is a demand for them. Cayman Islands Reduced Manning Certificates are an impact on the industry. Owners ‘winterizing’ their yachts is an impact on the industry. These factors allow the demand for transient crew employment each and every year.” Regardless of their opinion about transients, we asked captains Will you hire these crew? About 14 percent said they would hire them with pleasure, and about twice as many said they won’t if they can help it. “Most can be very good crew if even only for a year or so as long as they do their complete research on yachting to know that it is not a game but a very high end service industry,” said the captain of a yacht less than 80 feet in yachting more than 30 years and who would hire transient crew with pleasure.
But most captains fell somewhere in the middle, noting that they might if they were on a vessel large enough to take on a new crew member each year (28 percent) and that even though they’ll hire transient crew, they aren’t real excited about it (30 percent). “Of course, they need to start somewhere,” said a captain in yachting more than 30 years. “There are vessels for them, just not mine.” “I have hired transient crew before on smaller charter yachts and I was happy to have them,” said the captain of a yacht larger than 220 feet in yachting more than 25 years. “On a charter yacht, most crew are transient as they get burnt out, especially on busy ones. Now on a private yacht with structured holidays, etc., we are looking for longer-term commitments. This is why all crew have rotation.” “Transient crew need to be fully aware of the commitment they make when taking on positions regardless of the time frame,” said the captain of a yacht 160-180 feet. “If their gap-year experiment is to be overindulgent and irresponsible, the yachting industry does not need them. If they are willing to work hard and be responsible for the duration of their contract, the doors are open. As long as you know your limits, there is plenty of balance between work and play, which will prove to be a great experience later in life. Above all, they must respect that this is a profession for a lot
of people, not a jet-set hol Among captains on yac larger, the answers were e middle. Thirty-five percen hire transient crew but ar it; and 31 percent said the they had room for new cre About the same amoun them if they can help it, b 7 percent – said they wou with pleasure. On vessels over 220 fee said they would not hire t help it (33 percent) or the Just 22 percent said they w aren’t excited about it, an said they would hire these Those results surprised with captains at the Triton the impression that the la more room for entry-level crew, so we expected the l embrace these young peop So we wanted to know 56 percent of the captains not hire transient crew W We gave the captains s they could select all that a totals will exceed 100 perc majority – 75 percent – sa time to train someone wh
her 7%
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Do you know before you hire they’ll be short term?
TRITON SURVEY: Transient crew
March 2014 C
Would you hire them if you Did you take a gap year? knew they were short term?
Yes – 33%
No – 59%
No – 36%
No – 67% Yes – 64%
Yes – 41%
et, even more captains these crew if they can ey might (33 percent). would hire them but nd about 11 percent e crew with pleasure. d us. After talking n luncheon, we got arger the vessel, the l and even transient largest yachts to ple. They didn’t. why. We asked the s who said they would Why not? several options and applied (meaning the cent) and the vast aid they don’t have ho won’t stick around.
Here’s what some captains said when we asked What do you think of transient crew? Depends on the individual. If they say they really are only in it for a short time, I try to hire someone else. If they are young and looking for 2-4 years in, then it may be worth the effort. l
nsient crew unless they are serious at job
liday experience. chts 140 feet and even more in the nt said they would ren’t excited about ey might hire them if ew each year. nt said they won’t hire but half as many – just uld hire these crew
More thoughts on transient crew
“Why waste my time on someone who isn’t going to be here in a year and potentially take a job away from someone who is trying to make a career in yachting?” said the captain of a yacht 120-140 feet in yachting more than 10 years. “I always try to weed these people out in the interview process.” (That reason – saving a job for someone more career-minded – came up again and again in comments, though we neglected to ask about it specifically.) “If they can’t commit to yachting as a profession, it is a waste of time to try to train them,” said the captain of a yacht 140-160 feet in yachting more than 25 years. “I want to spend my resources on long-term professional crew that will benefit the industry as a whole and my program in particular.” “Of course, with all the regulations and required certificates that crew are now expected to hold, this is a time-consuming and expensive process to comply with,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “By the time you fulfill the requirements, get them professionally up to speed with the program, they then resign to return to life ashore. No thanks, waste of time.” A quarter of captains said they don’t have room on their vessels for inexperienced crew. And almost as many – 21 percent – said transient crew tend to be the ones who indulge
in drugs and alcohol. “Yep, this is the party gang for sure,” said a captain in yachting 30 years. “They are led by media and Internet to think that yachting is a place to have fun and that there is a lot of partying. As a captain, I am trying to get a job done and these crew do not ‘get it’. I will take on the serious-minded, career-minded crew only, and they do exist so why settle for less? Interview crew intelligently, check references, create a team environment, create a good role model and you will find good crew; I have.” Among the “other” responses, about 14 percent agreed and said they were saving that position for a career-minded person. “I am looking for career-oriented people,” said the captain of a yacht 160-180 feet in yachting more than 25 years. “All of my crew are professional (or they don’t last) and they want to be around like-minded professionals.” “I am looking for crew who will stick around for a couple of years at least, are career-minded and will come back to work with me in the future in a senior position,” said the captain of a yacht more than 220 feet in yachting more than 25 years. “The owner likes stability, and I want to work with crew who are passionate about yachting as a serious job.” “There are too many qualified crew with
See SURVEY, page C10
l
l
Anyone with less than a year’s experience isn’t worth any money. I worked for nearly two years before earning any discernible wage and was happy to be on board just for the experience. Back in those days you were expected to pay your dues. l
l
l
It can be rewarding if you hire the right person; a disaster if you hire the wrong one. l
l
l
Waste of time for those of us who take this profession seriously. We need to run yachting as a business and not a vacation for spoiled kids who want a free ride l
l
l
By the time they learn the ins and outs of yachting, they … wait a minute … It takes longer than a year to learn the ins and outs of yachting. l
l
l
There are different roles that suit transient crew. Seasonal additional crew, refit work, etc. In some instances, transient crew are a good fit. l
l
l
Our environment is dangerous and we have to rely on our crew mates to work together and create a safe working place. You would not allow a backpacker to join a demolitions crew and head out into the field to rig explosives. Nor would these professionals rely on these kids to get near anything that would compromise their safety. l
l
l
Total waste of everyone’s time. If they want a year off on a yacht they need to buy one. l
l
l
I have no interest in hiring short term crew, except possibly for a specific task/project.
C10 March 2014 TRITON SURVEY: Transient crew
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But new crew bring enthusiasm, no baggage to yacht jobs SURVEY from page C9 STCW-plus credentials available these days to fool around with a person who has a temporary mindset,” said a captain in yachting more than 30 years. Among the 44 percent who said they would hire transient crew, we asked Why? (Again, captains could choose all the answers that applied, resulting in more than 100 percent.) Two answers were popular and chosen by 60 percent of respondents: transient crew are eager to learn, and they don’t carry “my last boat” baggage. “While they most often are eager to learn and usually lack bad habits from previous boats, a certain percentage of them decide to stay in the industry for longer than they originally intended,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “In my experience, it is these latter crew who turn into shipmates and sailors better than most of those who choose to get into yachting from the get-go.” “There are actually some young people who do know how to act in this environment; they were reared properly,” said the captain of a yacht 80100 feet in yachting more than 25 years. “As far as their lack of marlinspike seamanship, much of that can be taught if the captain or first mate has the time and patience to teach them.
I don’t believe anyone of us was born (already) knowing. Someone had to teach us. Also, some captain once took a chance on us. If we don’t teach those who are willing to learn (the basics), then we are in part responsible for lowering the industry standards.” Just 13 percent of respondents said they hire transient crew because they are cheaper than experienced crew. “My owners love it when we hire less-expensive crew,” said a captain in yachting more than 25 years. “They are fun, and I like introducing new crew to the yachting world.” And 16 percent offered other reasons why they might hire transient crew. “They may be older and more mature than the newbie kids,” said a captain in yachting more than 30 feet. “They do what is asked (sometimes) and have a use-by date,” said the captain of a yacht 140-160 feet. “If we only need an extra stew or deck guy for the busy season, then it’s great to know I don’t have to fire them,” said the captain of a yacht 120-140 feet. “It’s mutually agreed already.” “Depends on the position and the outlook for the season,” said the captain of a yacht 120-140 feet. “Certain positions require traditional, permanent crew for the program as well as the owners. In other positions, the owners don’t mind fresh faces. I use
both depending on the season.” “As long as they are up-front with this in their CVs and interviews,” said the captain of a yacht less than 80 feet in yachting more than 30 years. That’s a good point. We asked Do you know when you hire them that they will be short-term employees? About two-thirds said they do, which surprised us. We thought transient crew would hide this info from captains or department heads in an interview, so we also asked Would you hire them if you knew up front that they would be short-term employees? The majority here said no, which is why we thought transient crew would hide that information. “These jobs are very serious jobs,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “If these short-timers piss off the owners, nobody has a job anymore. Owners don’t need a yacht, so you have to do everything to keep them happy and stay in the business. Short timers have no skin in the game.” “My owners want permanent crew and like seeing the same faces,” said the captain of a yacht 140-160 feet in yachting more than 20 years. But about 40 percent still said yes, they will hire transient crew even if they know they will leave in a year. “Even my boss accepts the crew on this boat are all only short term,” said the captain of a yacht 80-100 feet in yachting more than 15 years. “And he’s an experienced and practiced yacht owner.” “On our yacht, it was a double-edged sword,” said the captain of a yacht 140160 feet in yachting more than 30 years. “The owner only wanted full crew in the charter season and reduced crew for the rest of the year. So transient/ short-term crew was all we could hire in the busy seasons of each year.” We asked captains to elaborate by asking the open-ended question Does knowing a potential crew member will be short-term influence your hiring decision? “Yes,” said the captain of a yacht less than 80 feet in yachting more than 10 years. “I feel that the longer a crew stays together, the better they know the boat, the owner and each other. They become like a family. Would you like a short-term family member?” “Yes, I am only interested in longterm people, as are almost all owners,” said the captain of a yacht 160-180 feet in yachting more than 15 years. “It takes too long to train people to be safe, then useful.” “It is better to know that they are going to be short term as then you have a future plan for both yourself and the yacht and where it will be when needing to hire more crew,” said the captain of a yacht less than 80 feet in yachting more than 30 years. “Short term, both parties would be
more honest about expectations,” said another captain on a yacht less than 80 feet in yachting more than 30 years. “You could find a really good fit and end up with a great crew. Plans of one season can change.” “For an entry-level position, a year is not that short term,” said the captain of a yacht 100-120 feet. “Length of availability and overall life plans are essential questions in a first interview,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “The hiring decision, of course, also needs to fit in with the ship’s needs and plans.” “Yes, depending on the position,” said the captain of a yacht 160-180 feet “If I have temporary work or daywork, I will give someone green an opportunity.” We were curious: What’s the biggest advantage with transient crew? In this case, the fact that they were cheaper than experienced crew was the biggest advantage (34 percent). The next largest group (28 percent) said that transient crew are adventure seekers and eager for new challenges. Just 15 percent noted that transient crew tend to be self motivated. About a quarter of respondents chose “other” for this question and most of them said there was no advantage to transient crew. “There is no positive advantage of hiring transient crew,” said the captain of a yacht 160-180 feet in yachting more than 25 years. “Having said that, there seems to be very few crew who are truly career minded and approach their jobs professionally.” After eliminating those “none” answers (since we were looking for advantages), we were left with about half saying the advantage to transient crew is that they will do the jobs no one else wants to do, they have refreshing attitudes, and because they are only onboard for a short time, you can let them go at any time. One said that his wife, the chief stew, was ready for a new face after a year anyway. “There is often clarity of purpose and an honest relationship with them as employees,” said the captain of a yacht 160-180 feet in yachting more than 20 years. “You each know where you stand. Frankly, the job expectancy of a young crew member is a gamble in any case, so an up-front agreement that the job is for a fixed term can be refreshing. Some permanent crew are over ambitious and will always seek to climb the career ladder but claim to want to stay forever. This can be the cause of a working relationship based on the crew member trying to get a strategic advantage over the employer. It is not healthy.” A few noted that because they are short-term, they are easier to let go. A couple respondents said all our
See SURVEY, page C11
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TRITON SURVEY: Transient crew
March 2014 C11
Biggest challenge with transients is managing expectations SURVEY from page C10 answers were advantages. “Deckhand and stew are not rocket science; it’s more of just getting a daily job done,” said the captain of a yacht 100-120 feet. “New crew can be fun and bring some life and energy to the boat.” “They typically have a fresher, better attitude about the industry because they haven’t had the negative experiences that experienced crew often do,” said the captain of a yacht 160-180 feet. “They definitely don’t have the lastboat mentality and are ready to take the challenge head on, take direction and eager to please,” said the captain of a yacht 120-140 feet. We also asked What’s the biggest challenge with transient crew? The largest group (36 percent) said it was managing their expectations. “Managing the work ethic and work expectations of the millennials is proving to be a challenge, period,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “They are mostly unrealistic in their expectations and are over-demanding, for example, have minimum experience but want maximum wage,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “It’s amazing how many transients don’t equate minimum skills/experience to minimum wage. They tend to be full of empty promises as to what they can bring to the operation, are draining on other crew in effort required to train them up just to see them disappear in short time. The ‘me’ generation, that want it all and they want it now. Bring back that fading quality of dedication and longevity, please.” The next two largest groups – at 28 percent each – said the biggest challenge with transient crew is that they don’t understand the level of service yachts provide, and “other”. Among those “other” responses, half said all our answers are what made transient crew a challenge. “It’s a combination of being self indulgent, self centered, and drugs,” said the captain of a yacht 100-120 feet in yachting more than 30 years. “They are not concerned about service levels. It is all about the ‘me’ generation attitude and I will not put up with that. They have no place in the luxury service industry.” “Yes, all of the above,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “The worst thing I ever did with bad crew is not firing them soon enough. Really, this is part of the captain’s tough job. Got a disruptive crew? Fire them soon and get everyone else on track. Makes a statement, and keeps the rest of crew knowing they are working and there are limits that often translate into their personal safety.”
“All of the above are issues that have to be expected as potential pitfalls of hiring greenies,” said the captain of a yacht 160-180 feet in yachting more than 15 years. “It’s important to say that not all come with these issues, but you have to be prepared to manage it if you’re going to go this route.” There were other things that made transient crew a challenge, chief among them the amount of time to train. “Teaching all the time, but at least they will learn my way and not the last captain they worked for,” said the captain of a yacht 80-100 feet in yachting more than 30 years. “Their heart might not be in it and safety could be an issue,” said the captain of a yacht 80-100 feet in yachting more than 25 years. Just 5 percent blamed transient crew’s social immaturity, and only
3 percent said they were tempted to indulge in drugs and alcohol. (We were impressed to see that drugs and alcohol weren’t the primary challenge. Captains in our lunch, though they discussed it, acknowledged that it’s not just young crew who indulge, but seasoned crew as well.) Considering the strong opposition to transient crew, we were curious to learn from these captains Did you ever take a gap year to experiment with something before setting off on your career? Two-thirds had not, which might explain why they have less tolerance for transient crew. Among the third who had taken a gap year, the results were similar to the group as a whole. They still mostly felt that transient crew were a terrible idea (44 percent), but more felt it was a
great idea (22 percent compared with 14 percent of respondents as a whole). They were also pretty evenly split on whether they would hire transient crew, but more said they would hire them with pleasure (22 percent compared with 14 percent of respondents as a whole). “In my year off, I worked on a beach and in bars, etc.,” said the captain of a yacht 160-180 feet in yachting more than 15 years. “This industry is above that, or it should be.” Lucy Chabot Reed is editor of The Triton. Comments on this are welcome at lucy@the-triton.com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, e-mail lucy@the-triton.com to be added.
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Essential oils disinfect, bring spring aromas into life and yacht STEW, from page C1 caution, and test a small amount on an inconspicuous area. Try these in crew cabins that have been neglected. Here are just a few ways to use them. l Combs and brushes. Fill a container with one-and-a-half cups water, a half cup distilled white vinegar, and 20 drops tea tree, lavender or eucalyptus oil. Soak combs and brushes for 20 minutes. Rinse and air-dry. l Shower doors. Wipe glass doors with a few drops of lemon oil mixed in a half cup of water twice a month. It will protect them from grime buildup. l Toilets. Add 2 teaspoons tea tree oil and 2 cups water to a spray bottle. Shake, then spritz along the toilet’s inside rim. Let sit for 30 minutes, then scrub like usual. (You can place a few drops of your favorite oil on the inside
of the toilet-paper tube. Every time the it is used, the scent will be released.) l Windows. Mix 2 ounces of water and 10 drops lavender or lemongrass oil to wipe grime off windows. When we push the body beyond its limits we increase the potential for a stress reaction to occur that results in the build-up of toxins. This weakens the resilience of the body and is associated with lowered immunity. A daily routine using essential oils helps us eliminate toxins and keep our immune system strong. Essential oils have been use through history for their medicinal and therapeutic benefits. Unadulterated essential oils are translucent and range in color. They are found in the seeds, bark, stems, root, flower and other parts of plants. They are natural phytochemicals made up of volatile aromatic compounds
that are immediately absorbed by the skin. According to Antonika Walker, a representative for the DoTerra Corp., three of the most versatile essential oils are peppermint, lavender and lemon. They can be incorporated into your daily yachting life to improve your health mentally and physically. Applying essential oils to the bottom of the feet will penetrate the skin within 30 seconds and every cell in the body in 21 minutes. Individually and combined, their uses are unlimited. Here are the top three essential oils that not only “spring clean” your body and soul, but that boost your physical and spiritual health. Peppermint is high in organic molecules that are recognized as containing the most powerful antibacterial and antiseptic constituents in the plant world. Taken
internally, they increase circulation because they are highly resistant to oxidation. They revert cells to normal function, and create an uplifting quality. Peppermint is used topically to lower body temperature and naturally alleviate headaches, added to water for detoxification, and used aromatically as an antiviral in the air vents on a tissue paper or cotton ball. Lemon has significant amounts of a molecule that prohibits the accumulation of toxins and helps to discharge them from the liver and kidneys. Lemon oil is antiseptic, antibacterial, antifungal, antiviral, and is a natural antihistamine. Commonly used for bites and stings, regulating blood pressure, and cold sores, it improves concentration and purifies the air and water. It is good for depression, digestion, hangovers, heartburn, intestinal parasites, stress, and varicose veins. Lavender is used to reduce swelling, and it lessens pain caused by inflammation. It is an antifungal and prohibits the growth of candida. It is effective for insomnia, and is used for a variety of ailments, including anxiety, blisters, boils, burns, wounds, exhaustion, dry hair, ulcers, parasites, mental stress, inability to concentrate, mood swings, and physical stress. Enjoy a drop in water, diffuse a few drops in an ultrasonic diffuser or use on a cotton ball in the air vent. Some of us may still be trying to chisel out some free time to tackle spring cleaning and at the same time re-examine our New Year’s resolutions. Whether we revisit our vow to address our health or we are summon the determination to get the yacht, our surroundings and our life organized, it’s time to bust a move. By focusing on renewal and regeneration of our bodies, which are overworked and stressed, and our souls, which are crying out for some attention and TLC, we can create a condition for a springtime spiritual rebirth. Consider turning to nature as your source of over-the-counter wellness and to reduce your toxicity exposure in cleaning products by making your own using essential oils. If you would like a consultation on the use of plant based medicine and essential oils, e-mail info@ puremedicinepro.com. All of DoTerra products are available through National Marine Suppliers. Alene Keenan has been a megayacht stew for more than 20 years. She teaches at MPT in Ft. Lauderdale and offers interior crew training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Download her book, The Yacht Service Bible: The Service Manual for Every Yacht, on her site or amazon.com. Comments on this column are welcome at editorial@thetriton.com.
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