March 2016 The-Triton.com
“We could see the vessel was going to roll over and capsize, so we remained on standby. “ Capt. Tim Morgan
Sea Tow of Fort Lauderdale
27 /tritonnews | www.The-Triton.com | March 2016
Investigations key to learning from accidents
Miami show: Numbers down, but attitudes up
By Capt. Jake DesVergers Unfortunately, the beginning of 2016 has brought an unusual number of yachts lost. Accidents happen, but it is important to determine what happened. Furthermore, we must determine if a repeat accident can be prevented. As we all know, yachts operate in a highly dynamic environment; frequently the people onboard follow a set routine of work disrupted only by arrival at, working in, and sailing from port. This is an existence that involves living in the place of work for prolonged periods of time. It creates a unique form of working life and it almost certainly increases the risk of human error. Historically, the international maritime community has approached safety from a predominantly technical perspective. The conventional wisdom has been to apply engineering and technological solutions to promote safety and to minimize the consequences of marine casualties and incidents. Accordingly, safety standards have primarily addressed ship design and equipment requirements. Despite these technical innovations, significant marine casualties and incidents have continued to occur. Analyses of marine casualties and
See ACCIDENTS, page 14
Tiny insects, big problem Mosquito bites may be doing more than just bugging you.
By Dorie Cox
BOAT SHOW AND TELL: Crew of the M/Y Lady Joy, top, M/Y Sovereign, left, and M/Y Silver Fast pull out all the stops to show off their yachts during the 2016 Yachts Miami Beach boat show on Feb. 11-15.
See PULSE, page 24
PHOTOS/DORIE COX and SUZETTE COOK
Captains manage asset, owners during refit process From the Bridge Lucy Chabot Reed
When most people think of yachting, they image the iconic images of Caribbean waters, medieval coastal towns and five-star private dinners. A critical part of yachting that most
of the world never sees is the shipyard, the annual maintenance and periodic refits that keeps the global fleet of yachts in service and safe. This is the part captains know well and, some would argue, where they earn their reputations as managers of some of the most amazing assets on the planet. Refits are a huge piece of yachting’s
Home on the shooting range
Heavy lifting 20
Captains, crew, exhibitors and organizers said attendance was down at this year’s Yachts Miami Beach, but they had mixed reactions about what that means. Formerly known as the Yacht & Brokerage Show, the mile-long, in-water show is in its 28th year on Collins Avenue on Indian Creek. Aside from the amount of traffic on the docks, much of this year’s conversation had to do with a new satellite location at Island Gardens’ Deep Harbour on Watson Island and the new location of the Miami
Crew prep lightens load for M/Y Meamina hoist.
26
Captains shoot their way through a day at the gun range.
37
economic pie. As Professional Boatbuilder magazine organized its first Refit International Exhibition and Conference in late January, The Triton gathered a group of yacht captains to discuss their role in the refit of a yacht in front of a session audience. The work of a refit begins months
See BRIDGE, page 44
Triton Survey Do couples onboard impact crew dynamic?
Not really 25%
30
Yes, in a bad way 34%
Yes, in a good way 41%
Navigating The Triton
March 2016 The-Triton.com
What’s Inside Columnists Career 10 Owner’s View 11 Taking the Helm 12 Crew Coach 13 On Course
Operations Apps connect crew. Page 6
News
1 Rules of the Road 15 Engineer’s Angle 16 Diesel Digest 17 Sea Science
1 From the Bridge 6 Technology 26, 27, 43 Crew News 30 Triton Survey 36 Fuel prices 52 Boats / Brokers
Crew get the conversation started at Triton networking events. Pages 8,9
Events 4, 5 Calendar 8, 9 Networking photos 37 Field Trip 40, 41 Networking QA
Advertisers 53 Display Advertisers 54 Business Cards A sweet-as-pie, St. Patrick’s Day surprise. Page 19
Interior
Crew eye moment. Page 50
19 Top Shelf 19 Crew’s Mess 22 Stew Cues 23 Culinary Waves
Crew Health Write to Be Heard 48-51 Letters to the Editor
18 Take It In 20 Sea Sick 21 The Yachtie Glow Editor Suzette Cook, suzette@the-triton.com
Associate Editor Dorie Cox, dorie@the-triton.com Publisher David Reed, david@the-triton.com Advertising Sales Catalina Bujor, cat@the-triton.com Production Manager Patty Weinert, patty@the-triton.com The Triton Directory Catalina Bujor, cat@the-triton.com
Commodore keeps up. Page 58
Where in the World 28 Global News 50 Crew Eye 58 Triton Spotter Chief Stew Angela Orecchio, Stew Aleksandra Tarka, Capt. John Wampler, Capt. Jeff Werner
Vol. 12, No. 12
Editor Emeritus Lucy Chabot Reed, lucy@the-triton.com
The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2016 Triton Publishing Group Inc. All rights reserved.
Contributors
Contact us at: Mailing address: 757 S.E. 17th St., #1119 Ft. Lauderdale, FL 33316 Visit us at: 1043 S.E. 17th St., Suite 201 Ft. Lauderdale, FL 33316 (954) 525-0029; FAX (954) 525-9676 www.the-triton.com
Carol Bareuther, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Peter Herm, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Brian Luke, Scott E. McDowell, Rich Merhige, Keith Murray
Career Calendar
The-Triton.com March 2016
Upcoming Events EVENT OF THE MONTH March 15 U.S. Superyacht Association Superyacht Summit, Ft. Lauderdale.
Education, networking and action for yachting industry professionals. ussuperyacht.com
March 1-5 Dubai International Boat
Show, Dubai International Marine Club. This year to host seven sectors with more than 26,000 visitors from 76 countries. www.boatshowdubai.com
March 2 The Triton’s monthly
the-triton.com or 954-525-0029. Space is limited.
information call +1 727-898-INDY and visit www.gpstpete.com.
March 4-13 33rd Miami International
March 14-17 Seatrade Cruise Global,
Film Festival, various locations in Miami. www.miamifilmfestival.com
March 5 39th annual Waterway
Cleanup, Ft. Lauderdale area. Organized and sponsored by MIASF it is Broward county’s largest environmental event. Visit www.miasf. org and www.waterwaycleanup.org.
March 8-13 Moscow International Boat and Yacht Show, Russia. eng. mosboatshow.ru/boat
networking event (the first Wednesday of every month from 6-8 p.m.) with Marina 84, Ft. Lauderdale. Join us for casual networking, www.the-triton.com
March 9-12 Loro Piana
March 3 The Triton Bridge luncheon,
March 10-13 annual Firestone Grand
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Lucy Chabot Reed at lucy@
Caribbean Superyacht Regatta and Rendezvous, BVI. www. superyachtregattaandrendezvous.com Prix of St. Petersburg, Fl. Boaters can reserve a slip at Acura Yacht Club, for details call Kim Green at +1 727 8984639, kgreen@gpstpete.com. For race
Ft. Lauderdale. Event for cruise lines, suppliers, travel agents and partners. www.cruiseshippingevents.com
March 16 The Triton’s monthly
networking event (the occasional third Wednesday of every month from 6-8 p.m.) with Nautical Ventures. Join us for casual networking. www.the-triton. com
March 17-20 31st annual Palm Beach International Boat Show, Palm Beach, Fla. More than $1.2 billion worth of boats, yachts and accessories from 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 17-20 St. Barths Bucket
Regatta. A congenial, invitational regatta set in the Corinthian spirit open to yachts over 100 feet (31m). www. bucketregattas.com
March 18-19 Chesapeake Sailing
Yacht Symposium, United States Naval Academy Annapolis, MD. A technical forum for the study of sailing yacht design technology. www.sname.org
April 2 National Marine Suppliers
Yachty Nationals Golf Tournament, Hollywood, Fla. The tournament will raise funds for the Marine Industry Cares Foundation to benefit children and families in need. This year is a St. Patrick’s Day theme. Visit www. nationalmarine.com or info@ nationalmarine.com.
April 6-8 Seatec 13th International
exhibition of technologies, subcontracting and design for boats, megayachts and ships, Marina di Carrara, Italy. www.sea-tec.it
April 9-10 The Marine Industries
Calendar
March 2016 The-Triton.com
Upcoming Events Association of South Florida’s (MIASF) 20th Annual Plywood Regatta, Dania Beach City Marina, Dania Beach, Fla. Boat building event to introduce youth to the art of boat building. Proceeds benefit marine industry education. www.plywoodregatta.org
April 13-19 Antigua Classic Yacht Regatta. Antigua, West Indies. antiguaclassics.com
April 16 Surf n’ Turf Chef Competition & Tasting, Culinary Convenience, Ft. Lauderdale. Culinary Convenience and Crew Unlimited Yacht Charters host 10 charter yacht chefs and local gourmet restaurant chefs. Guests taste and judge 10 signature canapés and vote for their favorite.From $75-100 with a donation to Marine Industry Cares Foundation. www. SurfnTurfChefCompetition.com
April 20 The Triton’s monthly
networking event from 6-8 p.m. with Universal Marine Center. www.thetriton.com
April 23 Yachts du Coeur, Old Port of
Cannes. Yachts donate extra food to the Food Bank for the opening of yachting season. www.yachts-du-coeur.com
April 23-24 Blue Wild Ocean
Adventure and Marine Art Expo, Greater Fort Lauderdale/Broward County Convention Center. Seminars, workshops and demonstrations on freediving, scuba diving, spearfishing, lobstering, board sports, underwater photography, videography, and marine art. TheBlueWild.com
April 26-28 International Naval
Engineering Conference and Exhibition, Bristol, UK. More than 300 expert participants, 75 peer-reviewed technical papers with international attendance from 18 countries. For naval engineering, designers, shipbuilders, classification societies, machinery and equipment manufacturers and others. www.imarest.org
April 27-28 Commercial Marine Expo (CME), New Bedford, Mass. The U.S.
Atlantic coast’s largest commercial marine trade show. For military, tugs, repair, construction, fishing, showcasing the latest equipment and gear. www.comarexpo.com
April 27-29 Colombia Nautica:
International Nautical Congress of Colombia. colombianautica.com
Wednesday of every month from 6-8 p.m.) with ISSGMT. Join us for casual networking. www.the-triton.com
May 23-26 ABYC/NMEA combined marine electrical training, Ft. Lauderdale. ABYC marine electrical and NMEA marine electronics standards and training.
April 29 - May 1 San Francisco Boat
Show, Pier 48 and McCovey Cove, San Francisco. SFBoatShow.com
May 4 The Triton’s monthly
networking event (the first Wednesday of every month from 6-8 p.m.) with VKool in Ft. Lauderdale. www.the-triton. com
May 13-16 Monaco Grand Prix
Historique, Monaco. Hosted by Automobile Club de Monaco. www. acm.mc
May 18 The Triton’s monthly
networking event (the occasional third
MAKING PLANS April 6 Triton Spring Expo, Bahia Mar Yachting Center, Ft. Lauderdale The Triton’s popular Expo is open to yacht crew and industry – both working and looking – to help them develop the contacts that can make their careers better. There will be vendors, food and beverages. Stay tuned to www.thetriton.com for details.
Crew News
The-Triton.com March 2016
YachtNeeds co-founder Tony Stout released his latest app YachtChat to help yacht crew connect with each other on their own platform. Crew looking for day work can sign in each day and an orange box around their avatar PHOTO/SUZETTE COOK appears to communicate they’re ready for work.
First came YachtNeeds, now comes YachtChat Former first mate launches apps to help connect crew to port businesses, jobs and to each other By Suzette Cook You can call Rob Batistic an early adapter since he was the first to sign on. The owner of the Ft. Lauderdalebased TNS Yachting knows that crew are all about their phones. So when he was approached about listing his chandlery services on the new yacht concierge application, YachtNeeds, he thought it was a no-brainer. “I just felt it was a good idea because all the crew these days are very much phone and iPad focused,” Batistic said. “I figured that’s the way technology is moving. “If they can find something that is directly related, instead of going on Google and searching for something random and getting someone that doesn’t really know the industry, I thought this would help promote businesses from within.” That’s the goal said Tony Stout, 32, co-founder of YachtNeeds and the latest app YachtChat. Stout is based in Monaco, but said he has ties to ports
around the world after serving as a first mate on yachts for more than six years. Stout said he started working on yachts when he found himself on a computer all day doing sales and marketing for Google and Yahoo.co.uk. He previously studied graphic design and animation in high school and university. “I got sick of sitting in front of a computer,” Stout said. “So I went home (to New Zealand) and did my STCW and came out to yachting.” Stout said he spent almost seven years working in yachting. “I’ve been on three boats,” he said. “On a 28m, moved to DB9, a 52m, and my last boat was M/Y Zoom Zoom Zoom where I was first mate. Stout developed his first app YachtNeeds for crew and guests based on his own experience traveling to foreign ports. It was launched in October 2015. “I had the idea for YachtNeeds a year
See APPS, page 38
Triton Networking
The-Triton.com March 2016
Triton networks with Denison Yacht Crew
A
bout 300 captains, crew and industry professionals networked under the stars with The Triton and Denison Yacht Crew on the first Wednesday in February in Ft. Lauderdale. Attendees played along as we shared Triton Conversation Cards to encourage people to break the ice and ask each other probing or silly questions. Our networking events are open to everyone in the yachting industry on the first and third Wednesday of each month. PHOTOS/DORIE COX
March 2016 The-Triton.com
C
Triton Networking with Yacht Mate Products
aptains, crew and industry professionals made new contacts, and reconnected with old friends, during Triton networking with Yacht-Mate Products on Feb. 17. About 200 visitors enjoyed food and beverages on the third Wednesday of the month in Ft. Lauderdale. PHOTOS/DORIE COX
Triton Networking
10
Career
The-Triton.com March 2016
Benefits sometimes outweigh headaches with right couple Owner’s View Peter Herm
Captains and crew are the most important piece of the big boating puzzle. They make or break the experience for owners every time. No matter how big or fancy a boat, nor how beautiful the cruising area, the crew is the dominant factor in the owner/guest experience. (No
news here, but a reminder of your importance to this industry.) Hiring a single great captain or crew member is challenging in itself, but hiring couples introduces additional complexity, risk and opportunity. Over the years, we have had a number of couples as crew members. Some started as couples and others became couples during their time aboard the boat. In short, some have been great, others have been a dual disaster, but
the most common outcome was that we loved one half of the team and wished the other half were still ashore. Fortunately, today we have an absolutely awesome couple. But as we are hiring a new crew member or two for the upcoming Med season, I would guess there is trepidation on both the part of my boat’s couple and the prospective hires. A crew is a clique to begin with, and more so when the dominant crew members are couples. This is not good or bad, just reality.
Crew dynamics, even without the couple factor, are challenging. A group of people working and living together in confined spaces is, in itself, a recipe for extensive therapy. When you throw in the personal chemistry issues of members of the crew being couples, it can present an even more interesting management case study. When couples work together in an office environment, there is the opportunity to create distance and the inevitable “battles” can be waged at home and out of the office. On a boat, there are no neutral corners and all disagreements are aired within earshot of others. As an owner, the negatives of couples are that you hired the team as a team. If one half of the team is great and the other is not, you don’t have the option to fire one and keep one, in most cases. This means when hiring a couple, you will inevitably be filling two positions, but if they leave or are dismissed, you doubled a crew turnover issue. Conversely, if they are great, this is two positions you don’t have to worry about filling. I would be remiss not to note that the captain is the only team member an owner should be hiring and firing. For more about that, see last month’s column. The benefits of having couples who have learned how to not only live together but also work together can outweigh the negatives. The key is – once again – setting expectations and communication between all parties. A healthy couple who has learned how to live and work together will often result in a more stable crew situation and a stronger crew team. It is all about how it is handled by the couple. Couples who get along personally is a great start, but there is more. Assuming, for example, that the couple consists of the captain and another crew member, it is imperative that the captain not show work favoritism to his/her better half. The other crew will resent this daily and it will eventually result in high crew turnover. On the bright side, a well-oiled couple can be a great benefit. They know each other’s weaknesses and strengths intimately. One can often cover for the other seamlessly, and communication is intuitive. There are also crew habitation benefits to a couple. A couple can share a double berthed (preferably queen
See OWNER, page 36
Career
March 2016 The-Triton.com
11
Reciprocity influences loyalty, cooperation, productivity Taking the Helm Paul Ferdais
Odds are if one of your friends helped you move, or picked you up from the airport or bought you dinner, you’d be willing to do the same for them at some point in the future. You might even feel obligated to do so. The feeling of unspoken obligation is called reciprocity and is based on the social nature of humans. Reciprocity, as defined by social scientists, is a situation “in which a person is expected to cooperate with individuals who do something for that person first,” or simply put, to help those who’ve helped you. When we look at work situations, the idea of reciprocity changes. If people help each other out at work, the feeling to reciprocate is different than if we helped a friend in a social setting. There are two reasons for this. The first is that we know everyone is paid to be at work, so the feeling of obligation to reciprocate is
considerably weaker. A leader especially may not feel any obligation for reciprocity towards their crew for the hard work being done. They might believe that since everyone is getting paid, they don’t need to do anything else for them. A second reason for the difference in the reciprocity mindset at work comes from the knowledge that we fill a particular role on the vessel, be it deckhand, chef, engineer or captain, with specific job duties. When we act from our position, we’re much less likely to feel the need to reciprocate to others. For example, when the chef asks a deckhand to give him a hand moving a number of boxes from the crew car into the galley after work, the chef won’t necessarily feel obligated to help the deckhand out in a similar way in the future. Because of the roles people have on a boat, acts of assistance may simply be considered part of the job, not something we need to feel obligated to reciprocate. Or perhaps the engineers helped the interior crew load a delivery of new
dishes into the main salon. Does this mean the interior crew feel obligated to help out in some way in the engine room? Chances are slim. Finally, let’s consider a situation you may have faced working on a boat when the captain takes the crew out for dinner. Whether the boss is footing the bill or not, did you feel the need or obligation to take the captain out to dinner the following week? You probably didn’t. Part of the reason may be that the dinner was a reward for a job well done, or a way to say thanks for a great trip, or simply to do something nice for the crew. Either way, the crew probably didn’t feel obligated to reciprocate in this situation. So what does this mean for leaders? Simply put, don’t unknowingly take advantage of your crew. When our team members go out of their way to help us we need to be willing to go out of our way to help them. If the crew are working hard and giving 110 percent, at some level there’s an expectation that they will get something in return for their hard
work. That payback may be monetary in the form of a raise or a tip, or it may be a promotion, time off, or any number of other ways that can show gratitude for helping the team be successful. If I’m a leader who feels that a monthly paycheck is the only form of repayment necessary for 110 percent effort and never gives back to the people who give of themselves as much as they can, I break an unspoken social norm which can have repercussions in the long run. Paying someone isn’t reciprocating. Reciprocity deeply influences loyalty, cooperation and productivity. If the leader doesn’t reciprocate, they’ll have a hard time developing the loyalty which encourages people to want to stay in their position. Consider how you reciprocate towards your crew and pay attention to the part you play in the equation. A former first officer, Paul Ferdais is founder and CEO of The Marine Leadership Group. Contact him through www.marineleadershipgroup.com.
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Career
The-Triton.com March 2016
Don’t disembark yachting career without exit strategy Crew Coach Capt. Rob Gannon
Some days it just may feel like we’ve had enough. The day-to-day issues are starting to wear on us. There is a lot thrown at everyone in their professions, but sometimes in yachting, with the close quarters, the separation from loved ones and a variety of other issues coming together, we may start thinking about changing course. One of the first things to understand is the difference between a particular situation being unpleasant and the whole lifestyle getting old. Are you just on the wrong boat? Or is it a feeling of being in the wrong line of work? If it’s the wrong boat, well, start your exit strategy. If it’s the wrong line of work, well, start your exit strategy. Here is where we have to remember; there is a right way to head into this stage and a wrong way. Let’s just get the wrong way out of the way first. What we don’t want is our frustrations and emotions creating rash outbursts and decisions that leave a mark, a bad mark. If we start blaming and accusing and playing the victim or the martyr, there is a good chance we are creating our own stormy seas. I know it’s tough to control our minds during an emotional hijacking but we must try to slow down, breathe and direct our thoughts and actions to a better feeling place. A place like the peace we feel when we think about being removed from the situation and we are free and we did it the right way, with our integrity intact and looking positively towards the future. This mindset leads us towards the right way to transition. If the thought is to move on from the industry, chances are these thoughts didn’t just surface out of nowhere. Contemplating change for a bit is much more common than an abrupt decision and usually better for us. Some questions have been rising up inside us and it feels like time to recognize and address them. It may feel like life is calling and, if it is, it might be wise to answer. There is a lot going on here. It can feel a little unsettling but it’s also pretty cool and exciting. There is excitement in possibility thinking. We feel alive and there is good reason
for this because this is the life force coming to the surface for us. We are natural creators and always in the process of growing and becoming. We are best served if we can operate from this place. It will override the fears of the unknown that can pop up and mess with our focus and direction. What do you want? Let’s start to visualize this new direction and ride the currents that will move us along. I must add here to always make sure the finances are in order to assist going in a new direction. Now let’s look at just a few possibilities for life after a yachting career. These are some areas I have seen others transition to in my work as a transition coach. One is entrepreneurial ventures, starting a small business of our own. Sometimes after doing things the way someone else wants them done we can have a strong desire to do our own thing. This feels pretty natural when we listen to that creator within. Couple teams from yachting can move into caretaking and property managing. We can also be led to something completely different. A stew may never want to make another bed, a deckhand may never want to clean or wax another thing. If a burning desire for something completely different is speaking to us it will probably not go away until given a good look. It comes from within, clear the way and let it shine through. I remind folks of this all the time in my coaching; the answers are coming from within. If we just feel we need to change things up and don’t know exactly the how or what, understand those answers will come when we lower fears and doubts that can muddy the waters. If we can put to work that possibility thinking through a clear lens, the doors will start to open, forces will start to align. I’ll leave you with one of my favorite quotes, “Whatever you can do or dream you can, begin it. Boldness has genius, power, and magic in it.” –Johann Von Goethe Enjoy the Voyage. Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach. Contact him through www.yachtcrewcoach.com at rob@ yachtcrewcoach.com.
March 2016 The-Triton.com
Career
13
Climb the ladder by earning more certifications, licenses On Course Capt. Brian Luke
What a great time to be in the yachting industry! Never before have there been this many megayachts plying the waterways of the world. As a result, there is a need for crewmembers to man them. And never before in the history of yachting has there been as much opportunity to license and certify yourself for one of these positions. Which leads me to a question often asked in our industry: “How quickly should one rise to achieve the rank of captain?” Over the years, I have had a number of discussions with various captains of my generation referencing this very topic. There seems to be a prevailing attitude among the 20 to 30 year veterans of yachting that: “The new generation is licensing and certifying too quickly,” or “They haven’t had enough years to see everything they need to see in order to be a complete captain.” My responding question to them is: “How many years is enough to see all that you need to see and experience in order to be prepared for a captain’s position onboard a 40, 50 or 60-meter yacht?” This question is not isolated to the yachting industry. I have been fortunate to have fostered careers in both the megayacht and airline industries. As a current airline captain and former yacht captain, I believe I have a unique perspective into the question of upgrading to a captain’s position. In the airlines, every individual comes in with different levels of experience yet we all basically have the same license. So we are all screened-based on meeting a minimum amount of experience (flight time). No one discredits a young pilot with 1,500 hours of flight time for having earned his/her Airline Pilot Transport Rating even if they did it in less than two years. This same individual may work on a variety of aircraft as the “captain,” but the size of the aircraft which they command will be commensurate with the level of experience he/she has attained at that point. In other words, a 1,500-hour pilot will not be commanding an Airbus 320.
Our industry in yachting is really no different. The regulatory bodies set a minimum standard for licensing and certification. When a young candidate achieves the set standard, then they are awarded the appropriate Certificate of Competency. If one moves as quickly as possible through the ranks as a crewmember, then it is quite possible to hold a Master CoC <500GT for yachts and become a paper captain in less than five years. But just like in aviation, how many of these fast trackers are captains of a 490 GT yacht? I’m sure one exists but you would be hardpressed to find one. So why is this issue important? In business there is an old adage that states if your business is not growing, then it’s dying. All business attempts to receive a return on investment (ROI) for the money invested in it. You as a crewmember need to adopt the same attitude. Your licenses and certificates are your business. If you are not growing as a crewmember in both experience and licensing, then you potentially could be derailing your career. Likewise, you need to invest in yourself by licensing and certifying as quickly and efficiently as you can in order to maximize your personal ROI. Every additional year you spend without a rating for which you could otherwise qualify is lost revenue that will never be made up during the course of your career. In many cases, this equates to hundreds of thousands of dollars by the end of a career. Individuals do not determine the requirements for licensing and certification, governments do. Your individual responsibility is to license and certify yourself according to these requirements. You need to receive a positive ROI for your investment in your future. This is accomplished by completing the training you need in order to continue to rise as efficiently as possible within the ranks. This is how you keep your career on course. Capt. Brian Luke is chief operations officer for International Crew Training in Ft. Lauderdale. Contact him through www.yachtmaster.com and Brian.Luke@ yachtmaster.com
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Operations
The-Triton.com March 2016
Accident investigations provide necessary insight ACCIDENTS, from page 1 incidents that have occurred over the past 30 years have prompted the international maritime community and the various safety regimes concerned to evolve from an approach which focuses on technical requirements for ship design and equipment to one that seeks to recognize and more fully address the role of human factors in maritime safety within the entire industry. These general analyses have indicated that given the involvement of the human in all aspects of marine endeavors, including design, construction, management, operations, and maintenance, almost all marine casualties and incidents involve human factors. The development of the International Safety Management (ISM) Code is a prime example of this shift in thinking. One way our community has sought to address the contribution of the human factor to marine casualties and incidents has been to emphasize the proper training and certification of crews. The development of the Standards of Training, Certification and Watchkeeping (STCW) Code was an initiative to establish a minimum international standard. It has become increasingly clear, however, that training is only one aspect of the human factor. There are other factors, which contribute to marine casualties, and incidents, which must be understood, investigated and addressed. These factors include communication, competence, culture, experience, fatigue, health, situational awareness, stress, and working conditions. It has been recognized that there is a critical need for guidance for accident investigators. It will help them to identify specific human factors, which have contributed to marine casualties and incidents. There is also a need to provide practical information on techniques and procedures for the systematic collection and analysis of information on human factors during investigations. In response to this need, the International Maritime Organization (IMO) developed a series of guidelines to provide an international framework from which to standardize such investigations. They include a list of topics, which should be considered by investigators, and procedures for
Rules of the Road Capt. Jake DesVergers
recording and reporting the results. There are six general topics to be covered by an investigator. They are People Factors, Ship Factors, Working and Living Conditions, Organization on Board, Shoreside Management and External Influences and Environment. People factors are seen as the most critical of information areas. Investigators will address areas of ability, skills, and knowledge (outcome
These general analyses have indicated that given the involvement of the human in all aspects of marine endeavors, including design, construction, management, operations, and maintenance, almost all marine casualties and incidents involve human factors. of training and experience); personality (mental condition, emotional state); physical condition (medical fitness, drugs and alcohol, fatigue); activities prior to accident/occurrence; assigned duties at time of accident/occurrence; actual behavior at time of accident/ occurrence; and attitude. The organization onboard will investigate the division of tasks and responsibilities; composition of the crew (nationality/competence); manning level; workload/complexity of tasks; working hours/rest hours; procedures and standing orders; communication (internal and external); on-board management and supervision; organization of on-board training and drills; teamwork, including resource management; and planning (voyages, maintenance, etc.) Another area of concern for investigators is the working and living conditions on board. This includes the level of automation; ergonomic design of working, living and recreation areas and equipment; adequacy of living conditions; opportunities for recreation; adequacy of food; and level of vessel motion, vibrations, heat, and noise.
Ship factors that have an impact on an investigation include the yachtâ&#x20AC;&#x2122;s design, state of maintenance, equipment (availability, reliability), and trading certificates. If the yacht is managed from a shoreside office, did any of the following areas have an affect on the accident: policy on recruitment, safety policy and philosophy (culture, attitude and trust), management commitment to safety, scheduling of leave periods, general management policy, voyage scheduling, contractual and/or industrial arrangements and agreements, assignment of duties, and ship-shore communication. Other external influences and environment that may have affected the incident will be addressed as well. These include weather and sea conditions, port and transit conditions (Vessel Traffic Separation (VTS), pilots, etc), traffic density, ice conditions, organizations representing owners and crew, regulations, and surveys and inspections (international, national, port, classification societies, etc.) Once facts are collected, they need to be analyzed to help establish the sequence of events in the occurrence, and to draw conclusions about safety deficiencies uncovered by the investigation. Analysis is a disciplined activity that employs logic and reasoning to build a bridge between the factual information and the conclusions. The ultimate goal of a marine safety investigation is to advance safety and protection of the environment. In the context of this IMO resolution, identifying safety deficiencies through a systematic investigation of marine casualties and incidents, and then recommending or effecting change in the maritime system to correct these deficiencies achieves this goal. Capt. Jake DesVergers currently serves as Chief Surveyor for the International Yacht Bureau (IYB), a recognized organization that provides flag-state inspection services to private and commercial yachts on behalf of several flag-state administrations. A deck officer graduate of the US Merchant Marine Academy at Kings Point, he previously sailed as Master on merchant ships, acted as Designated Person for a shipping company, and served as regional manager for an international classification society. Contact him at 954-596-2728 or www.yachtbureau.org.
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Corrective maintenance saves money in the long run Engineer’s Angle Rich Merhige
The old adage “an ounce of prevention is worth a pound of cure” holds a tremendous amount of merit, especially when it comes to the maintenance of vessels. Regardless of how much education is out there, the majority of the time, vessels call on us when they already have a problem. When approached by a vessel, they are usually reporting a symptom, such as a noise, a leak, or decreased performance. Right away, they want it addressed, asking for an alignment, service of seals, or another localized service. Unfortunately, very often, these suggested repairs are only quick fixes that don’t adequately address the root problem, which is causing the problematic symptoms. Even though “quick fixes” may seem like the best course of action due to time and budgetary constraints, this is not always the case, and can often result in
larger issues and, a larger repair bill in the long run. The most common response to fix a failure, outage, or another mechanical issue that’s rearing its ugly head is corrective maintenance. Corrective maintenance is really a defense mechanism, and the most unreliable approach one can have towards the maintenance of their machinery. Reliability Centered Maintenance (RCM) is a more practical approach of reliability engineering that focuses on root cause of mechanical issues by understanding and monitoring how all mechanical components in a system work and function together. RCM was developed by United Airlines and Boeing in the 1960s and 1970s to improve the reliability of the 747. This program improved maintenance hours from 200 man hours to 3.3 manhours per flight hour. While RCM is gaining more mainstream support in recent times, there is still plenty of hesitation, mostly because it is greatly misunderstood. Despite these
successes, misconceptions are that it is too time consuming, goes into too much detail, or zaps too much of a maintenance budget. One tool of RCM, but certainly not the only part, is to have a list of failure modes and a corresponding list of their mitigating tasks that fall under the umbrella of predictive and preventative maintenance. This list alone could provide a solid maintenance plan. The downside to only relying on a list like this? All components must be installed and used in accordance with manufacturer specifications. This system will not be able to take into account environmental factors, or the different operational contexts of machinery, meaning this alone is completely unrealistic in yachting where virtually no vessel is cookiecutter. Ideally, you should have three to five tools in place to build a proper maintenance strategy that addresses engineered “knowns” as stated above, but, allows to also monitor equipment based on environment and operational usage. Above all, these tools should
make it easy to identify, plan, and execute predictive and preventative maintenance tasks. In terms of applying these practices to a vessel’s machinery, condition monitoring systems can go a long way. The most comprehensive of these systems combine diesel engine monitoring, vibration analysis, infrared thermography and oil analysis among other methods of testing to record performance and notate deviations from what is desired and acceptable operationally. Unfortunately, robust condition monitoring as described is not commonplace in the pleasure craft sector of the marine industry. Vibration analysis alone can be a very powerful tool to gear attention to red flagged items that need to be addressed before a complete breakdown occurs. Rich Merhige is owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Ft. Lauderdale. Contact him through www. AMEsolutions.com.
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Managing diesel engine emission gases is complicated Diesel Digest Capt. Jeff Werner
For more than a century the diesel engine has been the workhorse for many industries. Unfortunately, diesel engine exhaust contains pollutants in a complex mixture of emission gases and particulates which are known to be harmful to the environment and humans. These emissions include oxides of nitrogen (NOx), which are gases that form when diesel fuel is burned with excess air. Diesel particulate matter (PM) are microscopic particles and liquids that form during the combustion process. Gaseous compounds that result from unburned fuel and lubricating oil are called hydrocarbons (HC). And the combustion process also produces carbon monoxide (CO), a colorless, odorless gas which is very toxic. Although harmful, diesel engines only emit a small amount of HC and CO, so engine manufacturers primarily focus on reducing NOx and PM. These last two types of emissions are inversely related, meaning a reduction in one generally causes an increase in the other. In the United States, the movement towards reducing diesel emissions began in the 1970s when the federal Environmental Protection Agency (EPA) investigated engine gaseous emissions from the heavy-duty highway diesel engines. The regulation of harmful exhaust emissions by the EPA started in 1994 when the levels of NOx and PM were controlled under a “tiered” series of directives which mandated the maximum level of these airborne contaminants and the effective date of enforcement. With each progressive step, from Tier 1 to Tier 2 to Tier 3 to Tier 4, each new generation of engines are lower in emissions and more technologically advanced than the previous. The result being that Tier 4 engines emit more than 90 percent less PM and NOx than Tier 1 engines. For the purpose of emissions, the EPA treats marine engines differently than other off-road engines. In addition to the four tiers, the EPA categorizes marine engines based on the volume displaced by each cylinder. Category 3 engines are typically larger ones used
aboard container ships, oil tankers, bulk carriers and cruise ships. Category 2 and Category 1 engines are commonly used on tugboats, fishing vessels and other commercial vessels found in and around ports. The smaller engines of the Recreation Category include “yachts, cruisers and other types of pleasure craft.” Beginning in 1997 the International Maritime Organization (IMO), through MARPOL Annex VI, began implementing the multi-tiered system for diesel emissions. The IMO regulated PM and NOx like the EPA, but also added another pollutant called sulfur oxides (SOx) to their mandate. The amount of SOx is directly related to the amount of sulfur contained in diesel fuel. MARPOL Annex VI not only set global requirements for vessels cruising anywhere in the world, it also designated Emission Control Areas (ECA) which have more stringent emission limits. Currently there are four of these special areas: the Baltic Sea ECA, the North Sea ECA, the North American ECA which includes most waters within 200 miles of the U.S. and Canadian coast, and the U.S. Caribbean ECA which covers the waters around Puerto Rico and the U.S. Virgin Islands. The EPA fully harmonized its diesel emission rules with that of MARPOL Annex VI in 2009. On June 27, 2011 the EPA and the U.S. Coast Guard issued a joint letter regarding the IMO’s air pollution prevention requirements. The body of the letter was a reminder that “all U.S. flagged vessels, and non-U.S. flagged ships operating in U.S. waters, must comply with MARPOL Annex VI regulations. Some of the regulations are applicable to ships of 400 gross tonnage and above while other regulations are applicable to all ships.” This letter goes on to state that both the U.S. Coast Guard and EPA may bring enforcement action for a violation, and may levy a civil penalty up to $25,000 for each violation. Given the severity of the potential penalties, yacht captains and engineers are strongly advised to conduct due diligence for their vessels by contacting the EPA or USCG compliance offices. Capt. Jeff Werner has been in the yachting industry for almost 25 years. Contact him through MyDieselDoctor. com and captjeffw@gmail.com.
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March 2016 The-Triton.com
Wave speed and other key metrics important for boaters Sea Science Scott McDowell
Winds impart horizontal force on the sea if the surface is sufficiently rough. It begins with ripples on a calm sea then small waves begin to develop. Energy transfer from wind to the sea becomes more effective as the wind grips the increasingly rough surface. Thereafter, wave generation is governed by wind speed and fetch, which is simply the over-water distance a wind blows. If a surface slick exists from an oil spill or natural organic matter, surface drag is minimized and a breeze has a difficult time creating larger waves. With steady unidirectional winds, wave heights (measured from peak to trough) are very predictable and limited by fetch. For example, a persistent 20-knot breeze generates two-foot-high waves over four miles of fetch; 3.5-foot waves over ten miles; 5.5-foot waves over 50 miles for the same breeze until a maximum is achieved, as governed by wave physics. For a fully developed wind sea, which may take to 5-10 hours, wavelengths (the distance between wave peaks) are typically seven times the wave height – a good rule of thumb. For waves generated by distant storms, wavelengths and wave periods increase over the distance traveled. When waves approach shore, their crests begin to break (spill over) as bottom friction slows the wave. Simultaneously, wave heights increase and the distance between crests decreases. Breaking results when water depth shoals to 1.5 times the wave height. All wise boaters heed breakers but it’s good to know this quantitative estimator when inshore breakers are visible. In cases where wave heights and wavelengths are large compared to the water depth, such as for moderate waves in relatively shallow water or very large waves on the continental shelf, the horizontal wave speed is predictable and governed simply by water depth and gravity. Speed, S, is computed from the square-root of depth (in feet) times gravity (32 ft/s): S = SRT(d*) . Why is
this important to know? If you’re running a 12-kt boat in following seas, you can stay ahead of the waves in 10-foot deep water as the waves will travel at 11 kts. But move into 20-foot deep water, and wave speeds increase to 15 kts and the seas will overtake your vessel. The above discussion pertains to waves in relatively shallow water (SW). In contrast, the physics of surface waves where water depth is much greater than the wavelength is much different, as depth has no effect on wave speed. The speed of deep water (DW) waves can be estimated from S = 5 * T, with speed (in ft/s) and T is the wave period in seconds, with period being the time for successive wave crests to pass. Note that the gravity constant is included in the equation. For a wave with 10-s period traveling in deep water, the wave speed will be 30 kts (50 ft/s). Its wavelength is five times its period-squared: L = 5 * T2 = 500 ft – wave crests are definitely far apart but common for long swell on the U.S. Pacific Coast. Fortunately for boaters, the physics governing DW waves keeps their crests far apart so wave steepness is very low while they pass by at 30 kts. Next you may ask, “How do tsunamis fit into this schema?” If a seismic event occurs far offshore, the water is definitely very deep so you might think tsunami waves would act as DW waves but this is not the case because their wavelength is hundreds of miles long and much greater than the water depth. Consequently they act as SW waves and their horizontal speed can be 300 mph as governed by the water depth. As they approach shore and depth decreases, they slow down and wave height increases. For example, a tsunami can be three feet high above water depths of one mile but the wave height can increase to 15 ft at the shoreline, while moving 20 mph onshore making it the Papa Bear of shallow water waves. Scott E. McDowell has a doctorate degree in ocean physics, is a licensed captain and author of Marinas: a Complete Guide available at www. scottemcdowell.com. Contact him at scott@scottemcdowell.com.
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Preparation key to serving potatoes filled with nutrition Take It In Carol Bareuther
They’re an ingredient that doesn’t rate in the title of one of the most popular dishes served this month. That is, Corned Beef and Cabbage for St. Patrick’s Day. Potatoes haven’t made it on the superfoods list either. In fact, this tasty tuber has received a bad reputation as fattening, finding itself banned on popular low-carb diets such as Atkins and South Beach. However, the lowly spud indeed is a nutrient-filled powerhouse that rates a place at the table. What’s more, there are an increasing variety of shapes, sizes and colors of potatoes that are delicious and nutritious too. The difference between the Jekyll and Hyde of the potato is how it’s prepared. The good news is that there are many recipes that feature this versatile vegetable and they all don’t require that it be fried. Potatoes on the plate date back more than 5,000 years ago when they were first cultivated by the Incas in Peru. Our modern day diet-crazed society wasn’t the first to give spuds a bad rap. Europeans did this during the 18th century when they claimed the vegetable, brought to the Old World by Spanish conquistadores, was poisonous and the cause of serious ills such as leprosy and syphilis. Potatoes were cultivated as a subsistence and cash crop in the U..S. since the 1600s on the East Coast and 1800s on the West Coast. Today, meat and potatoes is a synonym for the typical U.S. and Western diet. The russet is most familiar as the chief ingredient in baked potatoes, mashed potatoes and the ubiquitous French fry. However, there are more than 100 varieties grown and sold in the U.S. These include brown skin, red skin, yellow skin and purple skin types with various combinations of white, yellow, red and purple flesh. Sizes range from baseball to marble size and shapes from ovals to long skinny fingers. One of the newest varieties on the market is the Masquerade. It’s the size of a medium-sized russet, with yellow-flesh and swirled purple and
gold skin. Even without butter, it’s flesh is creamy with a rich buttery flavor. All this variety might sound dizzying, but it’s really small potatoes. More than 4,000 varieties are grown in the Andean highlands of Peru, Bolivia and Ecuador. One medium-sized russet potato supplies 160 calories, with no fat, salt or cholesterol in its unprocessed state. The carbohydrate content is equivalent to two slices of bread. Spuds contain a wealth of nutrients. This same serving size supplies 51 percent of an adult’s daily vitamin C needs, 30 percent of vitamin B6, 25 percent potassium, 12 percent magnesium, 9 percent iron and 2 percent calcium. Potatoes also contain niacin, folate, phosphorus, choline and zinc. This definitely isn’t a food you should drop from your diet like a hot potato. However, some research suggests that because the carbohydrates in potatoes digest rapidly, they cause a surge in blood sugar and the hormone insulin. It’s this action that places potatoes on the highglycemic index list. Some nutrition professionals believe that potato’s potential roller coaster effect on blood sugar can lead to an increased risk for obesity, diabetes or heart disease. On the other hand, studies have also shown that eating more plant foods like potatoes, especially in place of high-fat meats, can help to lower the risk for these same chronic diseases. In addition, potatoes can aid in bone health thanks to its calcium, blood pressure control due to its high potassium content, and cancer prevention from its folate. Potatoes can also help to prevent a suntan turning into wrinkles since its vitamin C supports collagen in the skin. The best way to reap goodness from potatoes without heaping on the negatives, is to cook this veggie healthfully. Suggestions include topping a baked potato with salsa or bean-based chili and nonfat sour cream, roasting small red potatoes or fingerlings with fresh herbs and spices, or boiling yellow-fleshed potatoes and mashing with pureed cauliflower. Carol Bareuther is a registered dietitian and freelance health and nutrition writer. Contact her through www.thetriton.com/author/carol-bareuther.
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March 2016 The-Triton.com
Kiss Me I’m Irish Chocolate-Mint Pie Crew’s Mess Capt. John Wampler
St. Patrick’s Day is not a legal holiday in the United States, but it is still widely recognized and observed throughout the country as a celebration of Irish and Irish-American culture. Celebrations include prominent displays of the color green, eating and drinking Irish recipes, religious observances, and parades. The holiday has been celebrated in North America since the late 18th century. The largest celebration in the U.S. is, of course, in New York City, but what is little known is that the second largest celebration is in Savannah, Georgia. St. Patrick’s day is observed on March 17th and it commemorates the traditional death date of Saint Patrick, the celebrated patron saint of Ireland. Ingredients: 9-inch pie crust from the frozen food
section of your grocer ¼ pound butter (1 stick) 1 cup powdered sugar 3 ounces semi-sweet chocolate, melted 2 large eggs ¼ teaspoon peppermint extract Topping: ¼ cup heavy whipping cream 1 Tbsp powdered sugar ¼ tsp vanilla ¼ tsp peppermint extract Pie Filling Preparation: In a 400-degree oven, bake the pie crust 10-12 minutes or until it just begins to brown. While the crust is cooling, cream butter and sugar until well mixed. Add chocolate, eggs, mint extract and beat until smooth. Fill pie shell with filling and refrigerate overnight. Topping Preparation: Beat heavy cream, sugar, vanilla
A delicious holiday dessert. PHOTO/CHARLOTTE HESS of M/Y Perfect Timing
and mint extract until stiff peaks form. With a pastry bag, pipe whipped cream around the edge and center of the pie. Garnish it with your choice of crushed walnuts or mint sprig. This is a recipe I remember from my childhood although my mom doesn’t remember ever making it. Enjoy, JW Capt. John Wampler has worked on yachts for more than 25 years. Contact him through www.yachtaide.com.
Goat Cheese and Lemon-Filled Beet Ravioli Top Shelf Chef Mark Godbeer
As yacht chefs, we have to think on our toes due to the fact that everybody’s palates, moods and/or diets change regularly. This is why you need a recipe like this, a “smoke and mirrors” recipe, as I like to call it. It speaks volumes with its depth of flavor, it’s a fun play on an Italian classic because of its practicality of being both vegetarian and healthy. Ingredients: 12 large purple beets (individually wrapped in foil) 1 cup goat cheese ½ cup marscapone 3 lemons 1 Tbsp Kaffir lime spice (optional) 1 Tbsp cracked black pepper 1 tsp sea salt 1 Tbsp thyme leaves (stalk removed) 2 cups chicken stock (hot) Preheat the oven to 375 degree F. Place the foil wrapped beets on an oven tray and roast for 2 hours, or until soft. (Test this by piercing the beets with a thinly bladed knife or skewer.) Zest the lemons and set zest aside
until needed. Place the lemons on the oven tray with the beets and roast for 1 hour. Remove and allow to cool. Remove beets from oven, allow to cool. Under running water, use your fingertips to rub off the skin of each beet, and trim the tops and bottoms. , Wear gloves for this stage to prevent staining of hands and discard skin and trimmings. Thinly slice the beets. Use a mandolin if your knife skills are a bit shaky. You are looking for the slices to be around 3 mm - 5 mm thick. Place beet rounds in a bowl of water until needed. In a large mixing bowl, vigorously whip the goat cheese using a whisk. Once it is a creamy texture, add the marscapone and whip until a smooth creamy consistency is achieved. Cut the roasted lemons and squeeze
the juice into the cheese mixture, add the pepper, salt and kaffir lime spice and thyme leaves and lemon zest. Mix until all ingredients are incorporated evenly. To plate this dish: Dip the beet pieces in a bowl containing very warm chicken stock for 10 seconds (this is just to reconstitute the rounds a little and to season each piece) and then lay down three rounds per plate. Using a small ice cream scoop, scoop a ball of cheese into the center of each beet round. Using the same heating method, dip a second piece of beet for every piece plated into the stock and place them on top of the cheese mixture. Smooth the edges of the top beet piece so a seal is formed on every ravioli. Serve immediately. I served my ravioli with room temperature browned butter and a basil oil only to match my clients palate, however you could use pesto, salsa, balsamic or marinara. I also garnished with micro mint. Enjoy. Mark Godbeer has been a yacht chef for more than 10 years. Contact him through chefmarkgodbeer.com.
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Mosquito bites may be doing more than just bugging you Sea Sick Keith Murray
Besides being pests, mosquitoes can carry and transmit numerous diseases. The U.S. Centers for Disease Control (CDC) reports that mosquitoes kill more than one million people a year through the transmission of malaria. This, coupled with the large number of people sickened and killed by other mosquito related diseases such as dengue fever, yellow fever and West Nile virus (WNV) and you have a very nasty, dangerous little insect. Recently, the Zika virus has been making the news. According to the CDC, the Zika virus is spread to people through mosquito bites. The most common symptoms of Zika virus disease are fever, rash, joint pain, and conjunctivitis (red eyes). The illness is usually mild with symptoms lasting from several days to a week. However, in women that are pregnant, the disease has been linked to birth defects. Brazil, which has been hardest hit by Zika, indicated that 4,074 cases of infants with severe birth defects could be linked to the mosquito-borne virus. There is no vaccine to prevent Zika, so it is important to prevent mosquito bites. Dengue is a mosquito-borne infection that causes a severe flu-like illness, and sometimes a potentially lethal complication called dengue haemorrhagic fever. The incidence of dengue has grown dramatically in recent decades. It is estimated that 2.5 billion people – two fifths of the world’s population, are potentially at risk from dengue. The World Health Organization (WHO) estimates that there are 50 million dengue infections worldwide each year. Currently, there is no specific treatment for dengue fever and there is no vaccine to protect against dengue. In a 2009 study, it was estimated that about 5 percent of the population of Key West, Florida was infected with dengue Malaria is a mosquito-borne disease caused by a parasite. People with malaria may experience fever, chills, and flu-like symptoms. Without medical attention, a person with malaria may develop severe
complications and die. According to the CDC, in 2008 there were approximately 300 million cases of malaria worldwide. Why do some people appear to get bitten more than others? Believe it or not, mosquitoes are picky eaters and choose whose blood they wish to suck. It is estimated that one in 10 people are highly attractive to mosquitoes. If you are one of the unlucky ones, mosquitoes think you taste great. Consider the following options: Mosquito repellents 1. DEET - In my research I found DEET to be a very effective mosquito repellent. DEET, which has been used since 1957, is available in different strengths however 25 percent should be adequate. A single application of DEET to your skin should offer five hours of protection from mosquitoes. DEET has been in use for more than 50 years and has very good safety record. 2. Permethrin - Another mosquito repellent option is to spray your clothing with the chemical insecticide permethrin. One treatment will last up to six washings or six weeks before clothing has to be treated again. 3. Use both - The combination of Permethrin on clothing and DEET repellent on your skin is the best way to repel mosquitoes and other biting, blood sucking and disease carrying insects. The chemical IR3535, found in Avon’s Skin So Soft, is often used as a mosquito repellent in the U.S. however it appears to be less effective than DEET. The two-legged crew are not the only ones at risk. Mosquitoes can transmit several diseases and parasites that dogs and horses are very susceptible to. These include dog heartworm, WNV and Eastern Equine Encephalitis (EEE). To learn more about first aid emergencies at sea you should take a CPR AED first aid class. First aid is more than just a class you take when you get your captain’s license, it’s a continuous process that requires you to always learn more and update your skills. Keith Murray, a former Florida Firefighter EMT, is the owner of The CPR School, Comments on this column are welcome at editorial@the-triton.com.
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Feet first mentality makes for comfortable days working onboard The Yachtie Glow Angela Orecchio
What could be more important than taking care of your feet when working onboard? When you’re feet are in pain, your back can become sore and your body can become out of alignment. If you don’t have a healthy body, you can’t provide the best service possible to your guests and you won’t enjoy what you’re doing either. Everything depends on your foot health. The anatomy of the human foot speaks for itself as to the importance of keeping them strong and healthy. Our feet contain 26 bones, 33 joints, 250,000 sweat glands and more than 100 tendons, muscles, and ligaments. They have the very important job of supporting our entire body. So why is it that crew are often in cheap, poorly made shoes or no shoes at all without a proper foot soothing routine? We can’t take our feet for granted. We must love them so they can love us back.
Pre-Guest Trip 1. Make an effort to wear proper shoes ashore, prior to working on them for 12-14 hours a day. High heels do not support a healthy foot in most cases, so make sure you wear them for a minimal amount of time, if at all. According to the American Ostepathic Association, “killer heels are killing much more than you think. One in 10 women wear high heels at least three days a week and a third have fallen while wearing them. Statistics show that high heels are one of the biggest factors leading to foot problems in women, with up to a third suffering permanent problems as a result of prolonged wear.” If you’re doing a lot of walking, flip flops and many sandals also do not support foot health. Try out New Balance Minimus shoes or something similar for shoes that look good and support your feet.
2. Purchase proper shoes for working onboard. Try Sketchers Go Walks, Sketchers Cali Bobs, or Swims. Try
them out before buying them. 3. Get good inserts such as gel inserts or a custom made orthotic
inserts. Foot Soothing Routine 1. After a shower use a roller or a lacrosse ball to roll out and soothe your feet. 2. Soak your feet in a bucket with warm water and Epsom salts for five minutes. Add an essential oil to create a spa feeling. 3. Exfoliate your feet with either a foot exfoliator or any salt scrub. 4. Massage your feet with any natural cream and use an acupressure chart to find problem areas to work on. 5. Wrap your feet in moisturizing socks. 6. Put your feet up the wall for five minutes before bed. Angela Orecchio is a chief stew and certified health coach. This column was edited from her blog, Savvy Stewardess, The Smart Girl’s Guide to Yachting. Contact her through www.savvystewardess.com and angela@savvystewardess.com.
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Classic cocktails continue to stand the test of time and taste Stew Cues Alene Keenan
Classic cocktails stand the test of time. In the early 1800s a cocktail was defined as any concoction containing “spirits of any kind, sugar, water, and bitters.” Over time, liqueurs, fortified wines, and various garnishes were added. Interestingly enough, many classics contain ingredients based on oldfashioned remedies for sicknesses that we now cure with injections or pills. The Martini, Bloody Mary, Old Fashioned, and Mimosa are standards at just about any bar. New recipes and new versions will always be around, but a true “classic” meets a set of criteria to earn that title. Unfortunately, many times owners and guests stick to their tried and true standby drinks. But why not offer them some new options, starting with these 10 standard drinks. 1. The Cosmopolitan: Popularity of this drink has surged in the last 20-30 years. Some people say it was invented in Miami, some say Minneapolis, but most everybody agrees that the addition of citrus vodka is associated with famed Rainbow Room master mixologist, Dale DeGroff, The King of Cocktails, who formalized the recipe in the ‘90s. 2. Mojito: Southern Florida is Mojito Territory. White rum, fresh lime juice, fresh mint, a little sugar and a little soda water equals crisp and clean with a relatively low alcohol content. The key to a proper Mojito is to “spank” or slightly crush the mint leaves to unlock the oil to enhance the drink. Legend has it that Sir Francis Drake himself reached out to indigenous peoples of Cuba in 1586 in search of a cure for dysentery and scurvy. 3. Mai Tai: Thia Polynesian/Hawaiian drink made popular during the height of the Tiki Bar craze in the ‘50s and ‘60s., was featured in the Elvis Presley film, Blue Hawaii. There are more than 10 documented recipes of the mixture of light and dark rum, orange curacao, lime juice, and orgeat (almond) syrup. 4. Mint Julep: Bourbon is considered the quintessential American spirit. Like jazz music, it was invented here. Its origins go back to the 18th century. Simple and refined, it is symbolic of
the American South, where bourbon was born. It is the official drink of the Kentucky Derby. 5. Caipirinha: The national drink of Brazil is claimed to have come from a remedy used to treat the Spanish flu in 1918. Made with Cachacha, a Brazilian sugar cane distillate, some versions of which are over 100-proof, the recipe magically hides all taste of the alcohol. 6. Margarita: The Margarita is probably one of the most popular tequila drinks made in the United States. There are many fruity variations, but it is best at its’ simplest, with fresh lime, tequila, and triple sec. Served with or without salt, and up or on the rocks, its origin traces back to the 1930s or 1940s, between Tijuana and Ensenada. 7. Pina Colada: The tropical Pina Colada of white rum, crème of coconut and pineapple juice is one of life’s guilty pleasures. Simple, exquisite, and decadent, this popular, drink is one to enjoy poolside or even better, oceanside. It was invented at the Beachcomber Bar at the Caribe Hilton in Puerto Rico in the 1950s. 8. The Manhattan: The Manhattan has been described as complete, complex sophistication in a glass. One of the most classic expressions of American bar culture, it was invented at the Manhattan Club in the 1870s, and comes in three versions: Sweet, Dry, and Perfect containing bourbon, vermouth, bitters, and a cherry or lemon for garnish. 9. Long Island Iced Tea: This is one strong drink that never seems to go out of style. Containing rum, vodka, gin, silver tequila and triple sec, this drink is finished with sweet and sour and topped with cola. 10. Appletini: This one adds a twist to the classic dry martini. Vodka, not gin is the base, and Apple Schnapps replaces dry vermouth as the complementary spirit. Finished with a bit of sweet and sour and garnished with a slice of green apple, it was featured in the Disney movie, Enchanted. Alene Keenan is lead instructor of yacht interior courses at MPT in Ft. Lauderdale. She shares her experience from more than 20 years as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht”, available at http://createspace. com/5377000 and on amazon.com. Contact her at info@yachtstewguru.com.
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March 2016 The-Triton.com
Buy Local movement should apply to provisioning abroad Culinary Waves Chef Mary Beth Lawton Johnson
As the chef provisioning the yacht, are you helping the owner operator of a small store or hurting it? You are in a foreign port, having arrived with all kinds of provisions onboard. Sometimes the boss’s favorite meats or snacks are just not available where you are going. So you stock up before you leave your home port with plenty just in case. Not to mention the crew snacks, drinks, food items. You finally arrive at your destination three weeks later, run out of prime steaks and other items that are a must have. So you pick up the telephone and call your provision company to import the steaks. How many thousands of dollars did you just spend with the click of the receiver? Do you think that takes away from the local economic benefit your yacht could generate for a community? Yes, it has. I once knew a stewardess who insisted the yacht order from a provision company in England for a delivery in St. Maarten. Not too smart, if you ask me, and the food cost went through the roof and wasn’t that good. You are probably thinking as you read this article, why harp on me? I am just the chef. I do what I am told. Other crew probably think the same way. Sadly, most yachts think this way. Did you know there is a store in Costa Rica where the owner imports all his meats and seafood especially beef from the USA because in Central America, their beef is tough. It’s a higher price point and he makes more money by selling it this way to the yachts that come in. If you really must know, the beef in a foreign country might not look like what you are accustomed to seeing in the USA or your hometown. But any meat can become tender depending on how you cook it. Get over the idea that just because it is not portioned out right or cut right, it can’t be good in a foreign country. The point is to buy from mom- andpop organizations and put the money back directly into their pockets to support the immediate local economy, not import it. There are a whole lot of buts and ifs with this one statement such as what if
the animal was not raised on the proper diet. So you have to take into account what the preferences are onboard, what they want. It doesn’t have to be meat that you buy in the country you visit. It can be anything to support the local business. Different countries are sometimes not up to our standards, one chef told me. True, the cleanliness and hygiene in some countries are not what we might be accustomed to. So you don’t buy your meats from them. What else could you buy that might support that sharecropper in the Dominican Republic? Would it be the sugar cane or coffee he just harvested? Perhaps some might say, well, the locals can sustain the economy that they live in. Not necessarily so. Most of the tourist destinations that we visit are supported by the tourist dollars, consider yourself as the chef dollars from the yacht as you go out to shop. Sure the dockage, marina fees, importation taxes, customs fees help but they go to a specific group of businesses and not the general economy that depends on the bread and butter that the multi million dollar yacht brings with it. You as the chef say, ‘Well, we go to the stores and buy the produce or buy from the guy peddling the fish in the markets or buy that cute top in that boutique.’ That is the whole idea, but take it down one notch, buy from the local fruit stands, or go to the farmers markets instead. You are putting the money directly into the hands of the farmers when you do this. It’s their profit and they don’t have to share it with the middle man who gets his cut and the store who gets his cut. Case in point. I watched coffee pickers come from Nicaragua and work for 25 cents a bushel basket picking coffee while the coffee plantation owners reaped in the profits. Try buying coffee directly from the picker of their own farm. And instead of going straight to market to buy the fish, look for the local fish boats or shrimp boats, Buy it from them directly. You can’t get much fresher. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 25 years. Contact her through www.the-triton.com/author/ chefmarybethlawtonjohnson.
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Brokers, crew, captains all agree that attendance was down PULSE, from page 1 International Boat Show (MIBS) on Virginia Key. Burger has been in the same location on Collins Avenue for more than 10 years, and company president and CEO Jim Ruffolo feels like their clients know where to find them no matter what. “Attendance was down, but we’re doing well here,” Ruffolo said. “But it’s been very confusing, even as of this week [week of the show], we were getting new emails with correction on this, correction on that,” he said in reference to exhibitors incorrectly describing their display location. Not everyone used the show’s new name, and some used Miami when they meant Miami Beach. In addition, the show’s largest yachts were on display at a new location, Deep Harbour at Island Gardens, which technically is in Miami. “What we heard is that if you made it to where the big boats were, it was nice, clean and well organized,” Ruffolo said. “But, I think most people didn’t
know about it.” Numerous articles, advertisements and announcements promoting two different shows Miami International Boat Show (MIBS) and Yachts Miami Beach (YMB) had some people bewildered. But Ruffolo said the industry has to be flexible about the changes in name and venues.
Numbers lower on the docks
At press time, both Show Management and Florida Yacht Brokers Association (FYBA), show coowners, did not have statistics for the free event. Daniel Grant, a Show Management spokesperson with Pierson Grant Public Relations, said it was too early to tell about attendance numbers. “There is no gate to this show, but we’ll be interested to see how exhibitors did,” Grant said. “If it was less crowded this year, was it with fewer tire-kickers and casual attendees?” “Attendance may have been lower, but that leaves the real shoppers on the docks instead of the people that may
come to tour a yacht and have their photo taken,” he said. Cindy Sailor, executive director of FYBA, said FYBA was in the process of surveying members as to their sales data from the show. “Thursday and Friday were reported to be the two largest days in terms of visitor traffic, and there was quite a bit of activity throughout the weekend,” Sailor said. “We knew going into the show there would be some confusion about the location and name change, so we devised an aggressive marketing plan to educate attendees and exhibitors,” she added. “By all accounts there seemed to be a drop in foot traffic over the weekend. We anticipate this is a year one drop off and all should be back to normal by the 2017 show.” Show Management added transportation on Saturday and Sunday after seeing large crowds in line to go to the MIBS on Thursday and Friday, Grant said. “To alleviate that, we added buses
that took people right to the front gate,” Grant said. He said next year there will be more water taxis and shuttles. In previous years, when MIBS was held at the Miami Beach Convention Center, travel between that show and the brokerage show was a short shuttle ride, but this year’s trip entailed a shuttle and a water taxi. “Because the Miami International Boat Show moved, some of the folks that would have gone to the convention center and also come to Collins Avenue may have found it more difficult this year,” Grant said. But many people heard good reviews. “We did hear that people really like the NMMA (National Marine Manufacturers Association), the Miami International Boat Show, because there were boats in the water,” Ruffolo said. “But we heard the difficulty was in getting to it.”
Where are the biggest yachts?
The biggest plus for this year’s brokerage show came with the addition
March 2016 The-Triton.com
of the Island Gardens satellite location, according to Grant. And he expects the good news to just get bigger. “Previously, the biggest yacht on Indian Creek was about 200 feet,” he said. “Now we have quite a few over 200 feet. Deep Harbour brings a totally different client. With this we can accommodate the largest yachts in the world.” With the ribbon cutting on Jan. 8 and dock electricity completed right before the show, Marieke van Peer, marina manager at Deep Harbour, said the show came off exceptionally well for a debut. “We still needed tweaking, but we showed what an elite megayacht show can do,” she said. “And it will be better next year, we will have better amenities and service.” Capt. Herb Magney, a sales consultant with IYC, spent the week at the display at Island Gardens, but also visited the show on Indian Creek. “Collins Avenue doesn’t look that much different than other years,” Magney said. “But Island Gardens added a whole new feel,” he said. “It took this show to a completely new level.” He said the location offered easy access by water and car with tons of parking. And access by air. “Owners came on their own tenders and there were several helicopter dropoffs,” Magney said. He worked with attendees who were turned away or had confusion as to whether the Island Gardens show was by invitation only. Visitors were required to have an appointment with a broker to visit yachts on the docks.
Local or global, fault up for grabs
Eng. Van Zyl Visser works on M/Y Impulsive which was on the docks on Collins Avenue for YMB. “The show is dead, the Virginia Key show killed it,” Visser said of the Miami International Boat Show. “Our guy looked online and only saw Virginia Key. And you can’t do both shows in one day.” Brokers communicated with their customers on details, he said. “They sent information to their existing clients, and those people knew where to go, but with the new name people thought it was a different thing.” Eng. Gordon Skellett has worked this show about five times and thinks more globally. This year on M/Y No Bada Bees, a 127-foot IAG, he said attendance was extremely light. “We didn’t see very many people
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here, I think everybody is worried about which way the market is going,” Skellett said. “Definitely the world economy is affecting this, I think people are waiting to see what happens.” Skellett didn’t notice that the largest yachts were not on Collins Avenue and had not heard about Island Gardens. A captain on a nearby yacht also felt that numbers were down this year, he prefered his name not be used. “It’s dead, dead, this year, but that’s a no brainer if you look at the world economy,” the captain said. “China, Europe and more are all down, particularly with reference to luxury items. People in the oil industry are taking it easy. Some are still moving, they just dig deeper and do more.” A yacht broker with a company that sells smaller yachts, said he didn’t know why, but could confirm that their numbers were down. “Everyone I have talked to said attendance is down. It’s not the economy,” he said. “This time last year we had two sales and leads. Not so this year.” “Try Google, you’ll see it is confusing about where to go,” said another broker in the show. “We have heard from vendors that people are not coming back. Our guys took two to three hours to get there to the other show. It’s a real shame to wait hours for transportation. We’re glad to be on Collins.” But another broker summed up several aspects of the show, and said his company’s cross-section included visitors from Germany, California and Argentina. “They like coming here because everything is right here on South Beach,” he said. “Fine if attendance is down, that’s less tire kickers and strollers, just qualified people. The people we have had are very qualified.” “We had some people looking for the convention center and a lot didn’t know about the Watson Island location,” he said. “It will take a few years but it will be good when we bring that crowd in.” Overall, people in the yachting industry prefer to be positive. Captains and crew smile with a can-do attitude. Businesses and brokers aim to please. So even with mixed feedback on this year’s YMB, most come away with a positive spin like Burger’s Ruffolo. “We’ll stay at this show and see what happens,” Ruffolo said. “It’s first year woes and you’ve got to accept that.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
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2nd Engineer Jakob Jensen, Chief Engineer Mads Petersen, 2nd Engineer Max Johnson wait to see if their work to lighten M/Y Meamina pays off. The lift on Feb. 8 set the record for heaviest yacht lifted at Derecktor PHOTO/DORIE COX in Ft. Lauderdale.
Crew preparation lightens the load for M/Y Meamina hoist By Dorie Cox Capt. David Cherington and his 15person crew did just about everything they could to lighten the load on M/Y Meamina to ready the 195-foot Benetti for hoist out of the Dania Cut-off Canal this morning (Feb. 8). “Usually we have 140 tons of fuel onboard, we’re down to five,” Cherington said as he watched yard workers adjust straps and lines. “We actually had to add fuel for the trip here from the Bahamas.” Several tons can make a difference in whether the yacht can be lifted, even if the hoist is the largest mobile boat lift in a yacht yard in the United States, said James Brewer, business development of Derecktor Shipyards. Brewer said the Cimolai lift is also the tallest in the world. Cherington feels confident they will come in under weight. “We calculated her weight at 850 tons and the lift is rated to 900 tons for a safe working load,” Cherington said. “And the crew is off,” he laughed. Most of the crew disembarked, left the yard in Dania Beach, Florida and headed to a crew house. But a few are watching with the captain, including Chief Engineer Mads Petersen, 2nd Engineers Jakob Jensen and Max Johnson and 2nd Officer Liam Clark. They have worked hard to get the yacht to a safe weight. “We took off all oil, spare parts, the tender, the Jet Skis,” Chief Engineer Petersen said. “We usually carry 30,000 tons of water and we’re down to one.” “We hope our weight calculation is correct, we used the specs from the build,” Petersen said. “But now it has much more, with furniture and all.”
Petersen watched the scuba divers straighten and double check lifting gear. Straps attached at the top of the lift were lowered into the water before the yacht was maneuvered into the slip. Four groups of eight straps are spaced out along the 195 feet for support. It’s a chilly morning for South Florida, but Mike Gamage of Mike G Mega Yacht Diving is one of the divers in the dark water. He set the blocks and adjusted the straps while yard crew communicated with him by radio. “They have a plan and I see if it fits,” Gamage said. His crew discovered unexpected zincs on the yacht’s bottom that could interfere with the lift straps. Aside from weight, the yacht’s 35-foot beam is a potential challenge because it is near maximum width for lifting. Mark Russell, project manager at Derecktor, watches crew loosen lines to inch the yacht forward as it slowly lifts. The stern is just one fender off the wall, but Russell is not concerned. “We lifted about 120 boats last year,” he said. “We just go slow and steady and make sure we get it right.” As the seven-year-old yacht inched toward the sky, the lifting stopped. The hoist checked the weight of the yacht. More than 900 tons and alarms will sound and lifting will be stopped. As crew and divers waited, a call is relayed from the crane operators. “Seven seventy-seven, she’s 777.” And with that, M/Y Meamina is lifted for its first paint job. “M/Y Dream was the heaviest at 760 tons,” Russell said. “But this is the heaviest.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
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No crew injuries after two yachts sink in separate incidents M/Y Camarina Royale
The captain and crew of M/Y Camarina Royale are safe after the 115ft. Benetti sank 70 miles off Cuba on Jan. 31 on its way back to Ft. Lauderdale from the Virgin Islands. According to Capt. Jason Halvorsen, the Camarina Royale caught fire in the early hours of Jan. 31. approximately 30 miles south of Great Inagua. “The yacht was underway returning to Ft. Lauderdale after the winter season in the Virgin Islands with a crew of six onboard,” Halvorsen reported by email. “The fire originated in the engine room as a result of an undetermined mechanical failure,” he said. According to Halvorsen, the crew responded immediately by activating all fire suppression tools, techniques and systems available. “But eventually, the ship was overcome by flames and was lost,” Halvorsen said. There were no reported injuries. “We thank the captain and crew of the Clipper Venus which responded to the call for assistance and remained in the area until the United States Coast Guard arrived,” Halvorsen said. The LPG tanker Clipper Venus, which is registered in Norway, is credited with rescuing the crew. “We also thank the officers and crew of the USCG cutter Confidence for their quick response and assistance as well as the transport of the crew to a nearby port.” The crew arrived safely in Ft. Lauderdale on (Feb.1). Everyone is safe and uninjured according to Captain Jason Halvorsen.
M/Y/ Serena III
The U.S. Coast Guard rescued 13 people off a 106-foot yacht that eventually sank about 15 miles east of the Hillsboro Inlet in Ft. Lauderdale on Jan. 25. The USCG received a distress call from the M/Y Serena III via VHF radio at 6:30 p.m., USCG Public Affairs Specialist Jon-Paul Rios said. The yacht is believed to have been built in Brazil, and flies a Brazilian flag. “We were notified that the vessel was taking on water pretty quickly,” Rios said. “We launched three assets: the cutter Margaret Norvell, one [rescue boat] from Coast Guard Station Fort Lauderdale, and a Miami station helicopter.” A small boat aboard the Margaret Norvell was able to come off and rescue the captain, six crew and six passengers, and bring them aboard the Margaret
Norvell, he said. They were brought back to Miami and have since been released with no injuries, said Rios. Because the vessel sank, the USCG will conduct an investigation to find out what happened, Rios said. One vessel from TowBoatUS Fort Lauderdale was on scene as the vessel began to list and began towing it ashore, but it continued to sink and had to be cut loose, said Larry Acheson, owner of the towing franchise. “It was too dangerous to get anybody
on it,” Acheson said, explaining why his company didn’t attempt to dewater the yacht before beginning the tow. “We had other assets coming, which is what we needed, but there wasn’t time. I couldn’t get enough people there fast enough to do it safely.” Although he said he reached the yacht within 30 minutes of the call, he said all the below deck staterooms were already underwater. He released his tow line when it was clear the vessel was going to sink, he said. Sea Tow of Fort Lauderdale owner
Capt. Tim Morgan also responded to the distress call. He said someone aboard the vessel reported they thought they had lost the stabilizer, causing the flooding. “When we got on scene, the vessel was listing 15 degrees to port,” Morgan said. “We could see the vessel was going to roll over and capsize, so we remained on standby. We recovered an 18-foot inflatable tender, a Jet Ski and life raft,” he said. “Everything else went to the bottom.”
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Around the Globe Electronic charts approved
On Feb. 5 the U.S. Coast Guard published guidance that allows mariners to use electronic charts and publications instead of paper charts, maps and publications. The Navigation and Vessel Inspection Circular, NVIC 01-16 establishes uniform guidance on what is now considered equivalent to chart and publication carriage requirements. Combining the suite of electronic charts from the U.S. hydrographic authorities and the Electronic Charting System (ECS) standards published this past summer by the Radio Technical Commission for Maritime Services, the Coast Guard believes official electronic charts provide mariners with a substitute for the traditional official paper charts. “After consultation with our Navigation Safety Advisory Committee, the Coast Guard will allow mariners to use official electronic charts instead of paper charts, if they choose to do so. With real-time voyage planning and monitoring information at their fingertips, mariners will no longer have the burden of maintaining a full
portfolio of paper charts,” said Capt. Scott J. Smith, the chief of the U.S. Coast Guard’s Office of Navigation Systems. The new guidance applies to vessels subject to U.S. chart, or map, and publication carriage requirements codified in Titles 33 and 46 CFR and provides a voluntary alternative means to comply with those requirements. “Mariners have been requesting the recognition of this capability for some time,” said Smith. “When you combine the new expanded Automatic Identification System carriage requirement and the capability that an ECS provides, it should provide a platform to move American waterways into the 21st century.” This technology will also allow mariners to take advantage of information and data to enhance situational awareness during voyage planning and while underway. “Together, with our industry and international partners, we are leveraging modern technology to contribute to the safety, security and prosperity of our nation,” said Smith.
Yachts can stay 36 months in Tahiti
Local legislation has recently changed in French Polynesia. The time period for yachts to stay in Tahiti has been extended from 24 months to 36 months. This is a step for The Islands of Tahiti to attract more superyachts into French Polynesian waters, especially those seeking an ideal location to charter long term. Immigration and visas for yacht crew is still subject to the following: No visa requirement for EU crew members, long stay visa for non-EU crew members (allowing 6 months in the country) should be applied for at any French Embassy or consulate around the world before the yacht arrives into French Polynesian waters in order to avoid unnecessary hassle with immigration upon arrival. Local charter regulation is simple and the process of obtaining a charter license is relatively easy. However, yachts should apply before arrival through their local yacht agent who will work with the department of tourism and maritime affairs to check that the yacht is in compliance with the international charter legislation.
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Billionaire offers restoration help
U.S. billionaire Paul G. Allen has extended an olive branch of sorts to the Cayman Islands government as his firm says the Microsoft co-founder has offered a remediation plan to repair the reef damaged by his mega yacht Tatoosh last month. On Feb. 9 Allen’s firm Vulcan Inc. released a statement about the incident that occurred on Jan. 14 stating that his company took steps to develop a remediation plan to restore the reef. The statement said that Allen and Vulcan retained experts in coral restoration to assess the situation and provide assistance to the government, and last week proposed a remediation plan to the Department of Environment. “Mr. Allen and Vulcan asked the Department to consider the plan on an expedited basis and have continued to offer the services of the experts to consult and work with the Department,” the statement added. The statement stressed that both Allen and his firm believe the most important action now “is a rapid review of the remediation plan by local officials and the restoration of the reef.” Nearly 14,000 square foot stretch of prime diving real estate was damaged by the anchor and chain of Allen’s UN $160m mega-yacht Tatoosh when it
passed through and anchored in the West Bay replenishment zone. According to Cayman 27 reports preliminary findings from the DOE indicated that 80 percent of the coral in the area were the mega yacht was anchored has been destroyed.
Second search for El Faro’s VDR
The National Transportation Safety Board (NTSB) said it would launch a second expedition to search for evidence in its investigation of the loss of the cargo ship El Faro, which sank in the Atlantic during a hurricane on Oct. 1, 2015. A key objective of the upcoming mission will be to locate the missing voyage data recorder and to provide investigators with a more extensive and detailed survey of the shipwreck. The exact launch date is expected to begin in April and last about two weeks. “The voyage data recorder may hold vital information about the challenges encountered by the crew in trying to save the ship,” said NTSB Chairman Christopher A. Hart. “Getting that information could be very helpful to our investigation.” The 790-foot ship was located in about 15,000 feet of water near the Bahamas on Oct. 31. Over the following few weeks, the ship
and the debris field were documented with a video camera mounted on a remotely operated vehicle. Video revealed that the navigation bridge structure and the deck below it had separated from the ship. The missing structure included the mast and its base where the VDR was mounted, yet neither the mast nor the VDR was found in the vicinity. The initial search mission was completed in November. After reviewing the data and video of the wreckage, investigators determined that a return mission to El Faro was warranted. In the upcoming search, an area of approximately 35 square kilometers (13.5 square miles) will be photo- and video-documented by Sentry, an autonomous underwater vehicle (AUV) that will be launched from the research vessel Atlantis, owned by the U.S. Navy and operated by the Woods Hole Oceanographic Institution (WHOI). Sentry can work at depths of nearly 20,000 feet and can be equipped with a wide array of sonar, camera and other sensors. A VDR of the type that was mounted on El Faro is capable of recording conversations and sounds on the navigation bridge, which could provide investigators with important evidence.
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Triton Survey
Couples
Crew couples onboard often impact the rest of the team By Lucy Chabot Reed Bring up the subject of couples onboard and many captains will rattle off a story about how they were burned once by a couple, losing a great crew member when the weaker one was fired or resigned. Of course, those in committed relationships will tell you that two strong crew in a couple make for better crew, less late nights out, and more stability on board. So which is true? And more importantly, which is real? About 80 yacht captains answered our survey this month, sharing their onboard policies as well as their personal policies about couples onboard. A captain who struggled with the issue of one partner being strong, the other not so much wondered how other captains handle couples, so, with Valentine’s Day as a backdrop, we asked. There are lots of scenarios when it comes to couples, so for the sake of statistics, we asked our respondents to consider only couples who are
committed. They might be married, or they might simply be long-term partners who want jobs together. Do you have any couples on your current yacht, including one you might be in, both of whom work onboard? More than half do. Of the 56 percent who have couples onboard, 40 percent include just one couple, while 16 percent had several couples. “Happy couples on board can be an asset and don’t tend to head to the bar after work,” said the captain of a yacht 80-100 feet in yachting more than 30 years. About 43 percent of our respondents said they do not have couples onboard. We crunched the numbers another way and discovered that nearly a third of our responding captains were part of a couple onboard. Have you ever worked on a yacht with couples? Almost all of our responding captains – 96 percent – have worked on a yacht with couples. And most – 91 percent – did so more than once. “We worked for a company once
How do you handle a couple where one is a stronger employee than the other? Firing the weak one, incentivize the strong one to stay 42%
Keep them both to get the job done 32%
Replace them both 26%
that had a firm no-couples policy,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “They hired us because they were in dire need of our skillset. After a few years of working for them, they changed the policy so they now seek couples. So it can and does work.” “I worked with my wife on a yacht for four years until she fell pregnant with our second son,” said the captain of a yacht 80-100 feet in yachting more than 25 years. Did having a couple or couples onboard impact the crew dynamics? These answers were fairly balanced, with about 40 percent saying couples impacted crew dynamics in a good way. “Couples tend to be more settled and disciplined,” said the captain of a yacht 160-180 feet in yachting more than 25 years. “They are usually better behaved and mature. The singles are out late, seeking social interaction, whereas couples tend to be less pressed to go out and be part of ‘the chase’.” “I have had chef/stew and first officer/stew couples in the past, and it worked out fine as they were committed couples as well as very professional,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “They can entertain each other; one can be down or slow and the other usually sees it and tries to pick the other up mentally,” said the captain of
a yacht 100-120 feet in yachting more than 20 years. “It’s really the same, in a way, of having individual crew, only you have a couple of advantages as the couple already knows each other and the individuals don’t.” But the good impact wasn’t always so straightforward. “Oh, but it gets complicated very quickly,” said the captain of a yacht 100120 feet in yachting more than 25 years. “This is a borderline answer,” said the captain of a yacht 200-220 feet in yachting more than 15 years. “It often has a negative impact, too.” “At times, we have had unnecessary problems from one or the other part of a team,” said the captain of a yacht 100120 feet in yachting more than 30 years. “These same type of problems can come from individual team members but they’re easier to deal with, causing less crew (or captain) tension.” About a third of our respondents said couples impacted the crew dynamic in a bad way. “Seems that there is always some drama on board that is not there otherwise,” said the captain of a yacht 120-140 feet in yachting more than 30 years. “One is always compared to the other, unfairly perhaps, and the lesser of the two is a target for unfair treatment,” said the captain of a yacht 120-140 feet in yachting more than 25 years. “Also, when one of a couple is having a bad day, now two are.”
Any couples on your yacht?
Have you ever worked on a yacht with couples? Never 4% Once 5%
Yes, several 16% No 43%
Yes, just one, not me 20% Yes, just mine 20%
A few times 44%
Many times 47%
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Triton Survey “Couples tend to break the crew moral and dynamics,” said the captain of a yacht 160-180 feet in yachting more than 30 years. “They often are off by themselves, excluding the rest of the crew. This makes it difficult to build a strong, cohesive team when part of the crew are trying to separate themselves from the others.” “Discipline one of couple and have attitude from both,” said the captain of a yacht 140-160 feet in yachting more than 35 years. “If they are getting along, things are great; when they’re not, it affects the entire boat,” said the captain of a yacht 80-100 feet in yachting more than 10 years. “Sometimes you get one strong and the other not so,” said the captain of a yacht 140-160 feet in yachting more than 30 years. “When this happens, it can cause a split in the crew where sides are taken in an effort to get someone else off the boat to make room for advancement to better themselves and cover the short.” A quarter of respondents said couples had no impact on the crew dynamic at all. “If the couple is married or long term, that makes a huge difference; They understand not to be making out every second they get,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “New couples are always getting caught making out. I have no problem showing affection but doing it during the work day amongst other crew only makes crew uncomfortable.” Several captains wrote in that this impact is both good and bad in equal
measure. “Can go either way, depending on positions,” said the captain of a yacht 140-160 feet in yachting more than 15 years. “If one is in a leadership position, it can tend to empower the other.” Do you have a policy about hiring couples? Because of the way we asked this question, there are two ways to look at the responses. Initially, we can see that 65 percent of our respondents said they have no policy about hiring couples, leaving 35 percent who do. “Too many problems in the past,” said the captain of a yacht 120-140 feet who has a policy not to hire couples. “If you or a crew member has trouble with one, it always costs you the other partner, who has to take sides.” “I have found over time that couples change the dynamics of the crew so much that it becomes counterproductive,” said the captain of a yacht over 220 feet in yachting more than 25 years who will not hire couples. Taken another way, though, we see that our respondents were nearly evenly split on whether they will hire couples, with 53 percent noting they will hire couples. The majority of those – 40 percent – said they will hire the best person they can find for their open position. “On our boat, captain/chef and deckhand/stew teams work well for couples,” said the captain of a yacht 100-120 feet who has no policy but hires the best crew for open positions. “It would be very rare for two couples to blend over the long term.” “It usually seems that the couple is
motivated to be together, hence both want to do their best to obtain and remain in the job,” said the captain of a yacht 100-120 feet in yachting more than 35 years. “It’s sort of ‘extra motivation’ to want to stay together.” “If I feel both people will be a good fit and are stable, then I am not opposed to couples,” said the captain of a yacht 140-160 feet in yachting more than 20 years. “However, you do take the risk that if one doesn’t work out, you lose both,” said the captain of a yacht 140-160 feet in yachting more than 15 years. Thirteen percent more said they prefer couples and seek them out. “It is nice to not have to worry about the odd man out,” said the captain of a yacht 80-100 feet in yachting more than 35 years. That left 47 percent who said they avoid couples when they can (25 percent) or have a strict policy against hiring couples (22 percent). “I like the crew to interact fully,” said the captain of a yacht 180-200 feet in yachting more than 15 years. “If there is an attraction between individuals, I have no problem with that. I want them all to find out about each other, but I find that couples are rather insular and not forthcoming into such conversations.” “I have had too many poor experiences with couples on board,” said the captain of a yacht 160-180 feet in yachting more than 30 years. “To be frank, I have never had a couple on board that added anything positive to the crew or each other professionally.” It surprised us that, given all the
stories we hear about problems with couples and the hurdles couples face in landing jobs, the aversion to hiring couples wasn’t higher. Slightly more than half of our respondents were not opposed to hiring couples. Does the owner have rules about couples onboard? Three-quarters of our respondents said the owners have no policy about couples onboard. “No policy, but there’s kind of an unwritten rule about it now since our chief engineer was crying to the boss one time about his girlfriend,” said the captain of a yacht 120-140 feet in yachting more than 30 years. “Crying, really, while the owner is supposed to be on vacation enjoying himself.” “He just lets us hire who we want,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “But you get two positions filled with one hire process, and lose two with one dismissal. That makes for complex crew dynamics.” “Often, the limited crew accommodations make it easier to have couple-crew who are used to closely sharing their personal space,” said the captain of a yacht 100-120 feet in yachting more than 35 years. Among those owners who do have a policy about couples, they are slightly more likely to oppose hiring them (14 percent) than to prefer hiring them (10 percent). “Only because the boss doesn’t want them, so we get stuck hiring singles that are out to hook up with the other
Do you have a policy about hiring couples?
Does the owner have rules about couples onboard?
Are there rules about crew hooking up once employed?
Can couples share a cabin on your boat?
Yes, I prefer them 13%
Yes, owner prefers couples 10% No, I hire the best person 40%
Yes, I will not hire couples 22% No, I avoid couples if I can 25%
Yes, owner prefers no couples 14%
See COUPLES, page 32
Yes, it’s allowed 9%
No 76%
Yes, it’s not allowed 32%
No 10%
No 59%
N/A 19%
Yes, always 24%
Yes, when possible 47%
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Rules for crew relationships range from ‘no way’ to ‘ok’ COUPLES from page 31 singles, making young couples,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “I’d prefer to hire mature couples, assuming they both fit the position and are good at it, of course. Depending on the number of crew, a couple of couples works.” What about crew hooking up once employed. Does your vessel have rules about that? Most vessels, 59 percent, do not have rules about crew dating each other. “No rules against it but it is usually not the preferred situation,” said the captain of a yacht 140-160 feet in yachting more than 30 years. “If two good crew ‘hook-up’, we try to make the best of it.” “No rules, but it rarely works to have a new relationship on a working boat,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “The couple is just beginning to work out their own power balance, all the while trying to be in the boat’s power structure.” “I once worked on a boat that
prohibited it, but that rule did not stop anyone from hooking up,” said the captain of a yacht 120-140 in yachting more than 15 years. “Two couples are now happily married and the girls (who left on their own) found shore-based employment.” Among the rest, most yachts (32 percent) have rules that say it is not permitted. “But it still happens…,” said the captain of a yacht 200-220 feet in yachting more than 15 years. “We try to prevent it by keeping cabins gender specific, and our crew complement is relatively small as well,” said the captain of a yacht 140-160 feet in yachting more than 15 years. “Most live ashore.” “You cannot stop it, but I consistently discourage it,” said the captain of a yacht 160-180 feet in yachting more than 30 years. “The military complex worldwide has had centuries to work out these situations and they realize that couples within the system do not work well. The military and most large companies have policies about staff relationships.”
“You can have all the rules you like, but you can’t stop it,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “You have to embrace it or lose two crew.” “Crew are adults, which means anything can happen, but in the open no couples are allowed,” said the captain of a yacht 200-220 feet in yachting more than 25 years. “Once crew cross that line and bring it to the open, then they go directly against policy.” “No fraternizing within the crew,” said the captain of a yacht 140-160 feet in yachting more than 15 years. “If it develops, it should be kept off the boat and away from the crew. This is where you discover how professional your crew members are and how important their positions are to them.” Just 9 percent of our respondents said their vessels had rules that permit crew to date. And usually, the rules are simple. “Practice civility or suffer the consequences,” said the captain of a yacht 140-160 feet in yachting more than 20 years.
Can couples share a cabin on your boat? If and when couples are allowed, they usually get a cabin together. Nearly half of our respondents said they get a cabin when possible, and about a quarter more said they always do. For about 19 percent this question didn’t apply since there were no couples onboard, and just 10 percent denied couples their own cabin. Do you have any rules regarding couple behavior? By this, we meant to ask about shared rooms, cuddling or other signs of public displays of affection (also known as PDA). Our respondents were nearly evenly split here, with 51 percent saying yes. “No PDA in front of guests and not in front of crew during working hours,” said the captain of a yacht 140-160 feet in yachting more than 20 years. “When you are at work, (anytime you are on the vessel or around coworkers) you need to act accordingly,” said the captain of a yacht 160-180 feet in yachting more than 30 years. “Only that they need to be respectful yet social with others in the crew,”
Triton Survey
March 2016 The-Triton.com
Do you have any rules regarding couple behavior?
No 49%
Yes 51%
said the captain of a yacht 140-160 feet in yachting more than 15 years. “Some behavior had to be learned from parents and just can’t be taught.” “A little affection around just the crew is OK, but expect full professional behavior when owners, guests, brokers, or subcontractors are around,” said the captain of a yacht 100-120 feet in yachting more than 35 years. “If hired as a couple, I will always have a ‘couple talk’, which includes proper and expected behavior,” said the captain of a yacht more than 220 feet in
yachting more than 30 years. One captain noted that his vessels has rules allowing PDAs. “We have a smaller vessel so a PDA is always encouraged as life is but a mist and you don’t want to regret not saying I love you enough,” said the captain of a yacht 100-120 feet in yachting more than 20 years. “The owners don’t mind a kiss on the check or a hug; in fact, they love to see it as they are very happy together in their life.” The slightly less than half of our respondents who said they have no rules about this issue still expected couples to behave appropriately in the workspace. “Professionals would save those displays for private time and not in front of co-workers,” said the captain of a yacht 80-100 feet in yachting more than 30 years. “Not officially but if PDA causes a problem, it is immediately addressed as would any other activity that makes someone feel uncomfortable,” said the captain of a yacht 120-140 feet in yachting more than 25 years. “No written rules, but public displays of affection on the boat would be discouraged,” said the captain of a yacht 140-160 feet in yachting more
than 30 years. “Cuddling and nonsense in the crew mess is usually best left self-regulated by a candid engineer or deckhand,” said the captain of a yacht 80-100 feet in yachting more than 10 years. “Common sense applies,” said the captain of a yacht 100-120 feet in yachting more than 30 years. “My biggest problems were from expressions of disaffection.” Have you ever had to take sides in a relationship issue that spilled out into the open and created a crew disturbance? Two-thirds have not. “I won’t deal with this,” said the captain of a yacht 200-220 feet in yachting more than 15 years. “If relationship issues affect the yacht, then the relationship has to go.” “If I had to take sides, I would fire both,” said the captain of a yacht 160180 feet in yachting more than 20 years. “Both sides are wrong by letting their personal problems be displayed,” said the captain of a yacht 100-120 feet in yachting more than 15 years. “Both crew members are reprimanded.” “I make it quite simple: If it creates a problem, they are both gone,” said the captain of a yacht less than 80 feet in
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Have you ever taken sides in a relationship issue?
Yes 33% No 67%
yachting more than 15 years. Those who have dealt with this issue remember it well. “Always a disaster,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “Now I just play dumb and hope they continue to do their job, or I have to dismiss one or both.” “This is one reason no couples are allowed on a vessel I operate,” said the captain of a yacht 120-140 feet in yachting more than 35 years.
See COUPLES, page 34
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When half of the couple gets fired, both often end up leaving COUPLES from page 33 “As a captain, you never take sides,” said the captain of a yacht 140-160 feet in yachting more than 30 years. “You have to deal with the couple as one person. If they are hired as a team and do not work as a team, they both have to go.” “It caused a rift when a crew member was told to shape up by the head of department and the partner of the crew member then got involved,”
said the captain of a yacht 180-200 feet in yachting more than 15 years. “I let the couple go.” Our captain who suggested this survey topic struggled mostly with having a strong and valuable mate coupled with a mediocre stew whom he wanted to let go. How would you handle having a couple where one is stronger than the other? The results were pretty fairly distributed among the three options, with the most popular option (chosen
by 42 percent of respondents) to fire the mediocre crew member and incentivize the strong crew to stay, knowing they risk losing the good one, too. “I won’t be ‘held hostage’ by couples,” said the captain of a yacht 200-220 feet in yachting more than 15 years. “They are made aware of the policy that each will be judged independently. If I lose the good half due to the other half not performing then so be it.” “I have had this experience where a great mate was being pulled down
by a needy and unprofessional stew,” said the captain of a yacht 120-140 feet in yachting more than 25 years. “I removed the stew and the mate stayed, and I believe was relieved in the end.” “I have made this decision a couple of times and the good crew member usually comes back after a short time, now single, to see if they can get their job back,” said the captain of a yacht 140-160 feet in yachting more than 30 years. “Tough call, and the whole reason boats don’t hire couples,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “Tell them straight out: I’ll keep the mate but the stew is not working out. I’d try to keep the mate but it’d be up to them to split or quit.” “I’d fire the bad one and let the chips fall where they may,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “If the good one stays, great. If not, next.” “There is no solution here,” said the captain of a yacht 180-200 feet in yachting more than 15 years. “I would talk to the stronger of the couple and ask their opinion, having voiced my concerns and intent. Hopefully, it would be an amicable departure for the flagging half of the partnership, but if both left then so be it.” About a third of our respondents said they would take the short-sighted view and keep them both to get the job done, provided the mediocre crew is not lowering standards, “Good crew are hard to find,” said the captain of a yacht 80-100 feet in yachting more than 35 years. “Hopefully, you can help the other improve or keep them in a lower position. If possible, make them work as a team and the stronger one may pick up the slack. However, this will not work forever and most likely the problem will solve itself.” “If you’re in Ft. Lauderdale, you can replace crew, but if you are busy chartering down island, you would be better off to put up with it,” said the captain of a yacht 80-100 feet in yachting more than 30 years. “It’s very difficult,” said the captain of a yacht 200-220 feet in yachting more than 25 years. “You hate to lose the great one, but I will let them both go, though, if the lesser one doesn’t step up. I have never had the other half of a couple stay upon firing their mate.” “That, in a nutshell, is the couple issue,” said the captain of a yacht 100-
Triton Survey
March 2016 The-Triton.com
If one part of a couple is fired, is that person permitted to come around the boat?
Yes 24% No 76%
120 feet in yachting more than 25 years. About a quarter said they would take the long-sighted view and replace them both. “If there was a policy in place, then there is only one direction to go,” said the captain of a yacht 160-180 feet in yachting more than 30 years. And then, naturally, every case is
different. “I have used all three outcomes described above,” said the captain of a yacht 100-120 feet in yachting more than 30 years. “Circumstances dictate which one.” “It depends,” said the captain of a yacht 180-200 feet in yachting more than 10 years. “If there is light at the end of the tunnel – for example, the end of the season is approaching -then keep both and make the change when appropriate.” “This is why you do not want couples,” said the captain of a yacht 100-120 feet in yachting more than 30 years. “You lose two crew 99 percent of the time.” If one part of a couple is fired or resigns, should that person be permitted to come around the boat to visit their partner (perhaps on watch at night or overnight)? Three quarters said no. “These vessels and their accommodations are not our homes and should not be treated as such,” said
See COUPLES, page 36
Comments: Several captains offered this advice for managing couples onboard: Don’t view them as a couple in regards to watch or time away. l
l
l
Open communication from the get go. Make it clear that as a team/couple, they have to both perform equally to keep the job. If they truly want to work as a couple, they have to be able to make it work, like in a marriage. If you can’t do it, don’t be in it. l
l
l
Couples should be hypersensitive about their partner’s performance. Just because you are a couple does not give you preferential treatment. l
l
l
Give the couple freedom to spend quality time together. Be respectful of their need for privacy. l
l
l
Ensure the couples are made aware of the likely issues when they first come on board. I will not stand ‘pillow talk’ and all the associated issues. Chain of command must also be fully appreciated with all work communication going through the correct channels. l
l
l
Same rules apply, they are a singular unit. One does well, they both share; one fails, they both suffer. If one needs
to go, they both go. A couple(s) on board creates a completely different dynamic that has to be thought through carefully and guidelines set and enforced. l
l
l
Let them know from the start that they will be treated the same as all the other crew. No special allowances for couples beyond being able to share a cabin, if that is possible. l
l
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Married couples only. l
l
l
They have to be managed as individuals and as a unit. Some teams are very good together and some are very bad. The good ones boost moral, the bad ones detract. l
l
l
Lead by example. You can’t expect couples or individuals to be good crew if the couple running the vessel isn’t a great role model to begin with. Also, if you don’t interview deep enough and follow up on background and reference checks outside fools, family and friends, as I say, then you lost before they even stepped onboard. l
l
l
I have found that the vessel is all couples or no couples, but when you mix the couples in then you will for sure get a strong divide among the crew. So one or the other.
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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, 2015
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 350/379 Savannah, Ga. 339/NA Newport, R.I. 335/NA Caribbean St. Thomas, USVI 604/NA St. Maarten 544/NA Antigua 610/NA Valparaiso 400/NA North Atlantic Bermuda (Ireland Island) 589/NA Cape Verde 335/NA Azores 415/1,124 Canary Islands 332/698 Mediterranean Gibraltar 386/NA Barcelona, Spain 358/908 Palma de Mallorca, Spain NA/1,162 Antibes, France 312/1,111 San Remo, Italy 515/1,445 Naples, Italy 426/1,400 Venice, Italy 515/1,376 Corfu, Greece 418/1,095 Piraeus, Greece 373/1,039 Istanbul, Turkey 472/NA Malta 813/1,364 Tunis, Tunisia 459/NA Bizerte, Tunisia 464/NA Oceania Auckland, New Zealand 403/NA Sydney, Australia 424/NA Fiji 519/612
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 622/667 Savannah, Ga. 585/NA Newport, R.I. 596/NA Caribbean St. Thomas, USVI 842/NA St. Maarten 1001/NA Antigua 720/NA Valparaiso 840/NA North Atlantic Bermuda (Ireland Island) 929/NA Cape Verde 760/NA Azores 681/1,170 Canary Islands 704/978 Mediterranean Gibraltar 525/NA Barcelona, Spain 681/1,332 Palma de Mallorca, Spain NA/841 Antibes, France 580/1,379 San Remo, Italy 650/1,699 Naples, Italy 679/1,654 Venice, Italy 639/1,690 Corfu, Greece 567/1,332 Piraeus, Greece 545/1,275 Istanbul, Turkey 644/NA Malta 624/1,138 Tunis, Tunisia 725/NA Bizerte, Tunisia 729/NA Oceania Auckland, New Zealand 539/NA Sydney, Australia 544/NA Fiji 547/NA
*When available according to local customs.
Fired crew not welcomed back COUPLES from page 35 the captain of a yacht 120-140 feet in yachting more than 25 years. “It would be no different in any other job setting.” “It is not appropriate or beneficial for fired crew members to continue to interface with the crew,” said the captain of a yacht 140-160 feet in yachting more than 15 years. “You may not be able to stop it, but you should not encourage it.” “Sure they can visit, once the boat has either burned to the waterline, sunk out of sight, been sold to Somali pirates, or I’ve stopped working there so it won’t matter,” said the captain of a yacht 140-160 feet in yachting more than 20 years. Many of our respondents made the distinction between crew who had been fired and those who had resigned, with the latter often welcomed back. “If one is fired, no; if one resigns with no bad feelings, they should be allowed to visit,” said the captain of a yacht 80100 feet in yachting more than 30 years. “If someone is fired, they do not come back on the boat,” said the captain of a yacht 140-160 feet in yachting more than 20 years. “If one of the couple resigns, then reasons have to be looked at. If the resignation is done the right way then visits may be allowed.” Some weren’t committed to such a black and white choice as yes or no. “Visit, yes, of course; it’s not a prison that we run,” said the captain of a yacht 180-200 feet in yachting more than 15 years. “Overnight, no, unless that other
member has their own cabin.” “The remaining crew member can visit their partner elsewhere, or dependent on the situation, at the captain’s decision,” said the captain of a yacht 120-140 feet in yachting more than 35 years. “This is very situationally dependent,” said the captain of a yacht 80-100 feet in yachting more than 10 years. Still, about a quarter of our respondents said former crew are allowed back on the boat. “It has been tolerated in the past,” said the captain of a yacht 160-180 feet in yachting more than 25 years. “It depends on the circumstances surrounding the departure of the crew member and the behavior of that person. Most of my crew become good friends.” “As long as they were not fired for gross misconduct,” said the captain of a yacht 200-220 feet in yachting more than 15 years. “Though it depends on the terms of leaving,” said the captain of a yacht 180200 feet in yachting more than 10 years. “If there were problems or a security risk, or it affected other crew, then no.” Lucy Chabot Reed is editor emeritus of The Triton. Comments on this survey are welcome at lucy@the-triton.com. We conduct monthly surveys online. All captains and crew members are welcome to participate. If you haven’t received an e-mail to take our surveys, e-mail lucy@the-triton.com to be included.
Crew couples can be an asset OWNER from page 10 or more) cabin. At the recent Miami boat show, I spent a lot more time understanding crew quarters. This was not only due to new regulations, but given my new penchant for towing, additional crew resources are required to maintain a large and complex tender. Most boats I looked at in my size range (under 150 feet for now) are not set up for enough crew to maintain a high level of service when all guest beds are full and a big tender is under tow. One boat I toured even had to sleep an engineer in the lazarette last summer due to regulatory-mandated crew requirements. Another one had a
makeshift stew stateroom sharing the on-deck guest head. Couples can help alleviate this problem in many cases. A confident, hard-working, talented couple should be a great asset for any boat, providing their personal relationship is solid, forgiving and nonvolatile. While it can be tricky, I think many owners value a couple as a part of their crew team. High tide and bow west only. Peter Herm is the pen name for a veteran yacht owner who is an entrepreneur based on the East Coast of the U.S. Contact him through www.thetriton.com/author/peter-herm.
Triton Networking
March 2016 The-Triton.com
Triton Field Trip: Captains shoot their way through day at the gun range
T
he Triton hosted its first Triton Field Trip on Feb. 1, a day at a shooting range with 16 yacht captains. Hosted by Scope Maritime Solutions, the day included basic gun handling training, an opportunity to fire a half dozen kinds of weapons, a security drone demo and presentation, and lunch. 2016 is The Tritonâ&#x20AC;&#x2122;s Year of Networking, and weâ&#x20AC;&#x2122;re experimenting with new ways for yacht captains and crew to interact with the yacht business community. PHOTOS/DORIE COX
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Career
The-Triton.com March 2016
Apps will now go through a series of upgrades and improvements APPS, from page 6 ago,” Stout said. “I was in a port in the South of France and I hadn’t been to that port before. I needed to get to a chandler and couldn’t find anything. “That’s where I came up with the idea of launching YachtNeeds. It kind of moved a lot faster than I thought it would and I got to the point where if I didn’t leave to pursue it fulltime, somebody else will be right behind me
doing the same thing.” So Stout said he stepped off board and pursued the business of app development. “I took a gamble, and a risk, and left yachting to do these two applications full time,” he said. “It’s a niche industry and I think I launched it at the right time. It’s an idea that a lot of yachties have had, but it’s a lot of work to build it up.” As of January Stout said YachtNeeds had 16,500 businesses inside the
application. “We cover 160 ports in the Mediterranean and 158 ports in the Caribbean and the Americas,” Stout said. Stout explains that his app is more than a directory. “Everything is geolocalized,” he said. It automatically picks up the nearest ports or allows for a search for a specific port. The app is divided into three sections: guests, crew and crew
entertainment. Each of those categories contain useful numbers for the specific ports such as first-aid, ambulance, police and fire, “Which you can print out and put straight on the crew wall,” Stout said. When the app is opened, a user clicks on the port he has arrived in. The next screen offers phone numbers for medical and dental services, VHF channels, marina contacts, berth details, as well as categories for guests, crew, (broken into bridge, chef, deck, engineering and interior), crew entertainment and yacht agents. The local services category sends guests to entertainment, health and beauty, specialty shops and travel listings. “Eventually under standard port info, we’re going to have images of each port,” Stout said about upcoming changes to the YachtNeeds app. “I wanted to give crew maximum exposure to all the businesses in the industry. The good thing about YachtNeeds is it has a star rating so the more rating the business has, the higher up the listing it appears. Anybody at the top of the list is not how much they paid but it’s due to the fact that crew rated their business. “I think it’s really good for crew because it will give them peace of mind that the companies they are using have been recommended by other crew. Stout said he is looking out for crew by encouraging businesses to give them discounts. “I’m about to set up a new feature really pushing for businesses to give back to the crew,” he said. “We have a florist in Monaco that if you mention YachtNeeds, you get 15 percent off your total bill.” Sixty percent of the businesses on the app are doing deals with the app, according to Stout. “You can kind of come into any port and you’d be apt to get everything at a discounted rate if you mention YachtNeeds.” Now Stout and co-founder Tony Ryan are trying to build brand awareness after the Feb. 9 launch of their second app, YachtChat. The word seems to be spreading. Stout received so many downloads from crew based in Florida, he booked a last-minute flight from Monaco to Miami on Feb. 12 to find out why. Stout wanted to talk with some of his users face to face, so on Saturday (Feb. 13) he walked the docks at Yachts Miami Beach boat show chatting with
Career
March 2016 The-Triton.com
captains and crew. In the first six days Stout said the app had more than 1,200 downloads. “And we had over 600 people looking for work yesterday (Feb. 12),” Stout added. “So far, crew from Monaco and Ft. Lauderdale are checking in more than any other ports in the world.” The app, which helps captains and crew network and chat online, will now go through a series of upgrades and improvements. On the docks at the the boat show, Stout and his marketing representative, Jennifer Juriska, stopped at yachts and answered questions from crew and captains about how to narrow the search fields for specific jobs. “Crew can talk live,” Stout explained to one crew member who downloaded the program on the spot from yachtneeds.net. “Can you filter out by area,” an engineer asked Stout. Yes, the answer was. “If I’m on there looking for a captain’s job, is that for me?” the engineer asked. Stout showed the crew member how to navigate the layers of the app. The idea for the app came from Stout’s experience of finding ways to connect with other crew and search for work.
“If you have any ideas about what to add to it or how to change it, let us know,” Stout said to crew and captains he visited. And he got plenty of feedback: “It’s attractive, easy to use,” said one crew member. “You don’t need instructions to figure out how to use it.” “Step by step,” Stout said about his approach to refine the app as he gets more ideas from users. “It seems user-friendly, and I like the whole day work thing,” Bosun Matt Davey said. In YachtChat, crew can create an account, then each day log in and switch a button to activate an orange border around their avatar to signal they are searching for work. “It’s just another avenue and everybody’s got a phone,” said one crew member about using the app to look for work. He liked that he could access it on his phone. “It’s not like you can always get on a computer. I’m going to use it when I finish with the boat show,” he said. Stout said an upgrade will allow users to synch contact lists with the app. “We changed the settings so you can now search for more specific workers,” Stout said.
“And the following release there are going to be video CVs so captains can see who they are talking to.” Engineer/Capt. Gordon Skellett looked at the app from a hiring perspective. “I would try it,” Skillet said. Our company is a U.S. company, so I have to hire somebody with a Social Security number,” Skellett told Stout. Does it have that information? “We can get that in there for you,” Stout said, “If it would make using it easier.” “Is there a way to rate these people?”
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Skellett asked. “That’d be awesome. That would weed out people. That would be another thing that would be great for me.” Stout is taking the feedback and will integrate them into upcoming releases. “We just want to help crew out as much as possible and give them access to as much information as fast as we can.” Suzette Cook is editor of The Triton. Comments on this story are welcome at suzette@the-triton.com.
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Triton Networking
The-Triton.com March 2016
Join The Triton, Marina 84 Sports Bar and Grill on Mar. 2 Yacht captains, crew and industry professionals are invited to join Triton networking with Marina 84 Sports Bar and Grill on March 2. Centrally located for the yacht industry, this is an opportunity to gather on Marina Mile Boulevard in Ft. Lauderdale. The Triton hosts regular first and third Wednesdays of the month networking. Learn more about Marina 84 Sports Bar and Grill from president of Kanti Group, Rajiv Pandey. Q. What should crew know about Marina 84 Sports Bar and Grill? Marina 84 Sports Bar and Grill is created by The Kanti Group, a hospitality and business development company. Marina 84 Sports Bar and Grill is a unique sports bar with the ambiance of a gastropub. We offer a huge variety of handcrafted burgers and wings with a wide selection of bourbons and craft beers. We also offer hand-muddled cocktails. Q. We’ve heard you cater to yacht crew and the marine industry. Tell us about that. Lunch is served daily from 11 a.m. to 3 p.m. from Monday –Thursdays starting at $5.99. All marine crew are welcomed with an additional fivepercent discount. For the international crowd, Marina 84 is also proud to be the only sports bar in Ft. Lauderdale selling Dutchy’s Gourmet Sausages delicious Boerie Rolls and Bunny Chow. We are not shy with the quality of our menu. We also offer a great steak and seafood entrees. Q. You have big TVs, an outdoor area and a pool table, right?
Marina 84 offers 40 high definition TVs with the option of indoor or outdoor seating, with personal TVs in each and every booth. So, if you’re looking for a restaurant or sports bar in Ft. Lauderdale, check us out. Q. Yacht crew are quite international. Do you show sports for them? We are the premier sports bar to watch the major sporting events including NFL, NHL, NBA, MLB, soccer and rugby, and we show every game in Ft. Lauderdale and we are known as rugby headquarter for south Florida. We have entertainment such as open mic Tuesday, karaoke Wednesdays, college night Thursdays and we host live bands on Friday and Saturdays. We’ll also show the Olympics this summer. Q. Where are you located? Marina 84 Sports Bar and Grill is located at the southwest corner of I-95 on State Road 84, also known as Marina Mile Boulevard. Q. How should crew find out about specials or events (online, in person, social media? Crew can find events and specials on our web site, at the bar and on our social media pages. Keep up-to-date with what is happening on our Web site at marina84.com, Facebook at www. facebook.com/marina84sportsbargrill, Twitter at twitter.com/marina84sports and Instagram at instagram.com/ marina84. Networking will be March 2 at the restaurant at 2440 W. State Road 84 (Marina Mile Boulevard), Ft. Lauderdale (33312). For more information contact +1 954-734-2424 and visit marina84.com.
In 2016, The Triton is focused on helping our event guests get more out of networking with us. Success in your career or business is based on building relationships. Think about your strongest relationships. They are with people with whom we share something. We all share yachting, so we’re already halfway there. Watch for Triton Conversation Cards at our networking events this year, small cards with big potential to connect you to someone new, and a chance to build a new relationship.
Triton Networking
March 2016 The-Triton.com
Triton kicks off Palm Beach show with Nautical Ventures Nautical Ventures kicks off the Palm Beach International Boat Show on the third Wednesday in March at Triton networking. All yacht captains, crew and industry professionals are welcome on March 16 at the new location in N. Palm Beach from 6-8 p.m. for casual networking. Until then, learn more from Frank Ferrarro, director of marketing at Nautical Ventures Group. Q. Tell us about Nautical Ventures. Nautical Ventures offers top quality water sports products and support, along with a highly trained, experienced, caring staff. We carry an eclectic mix of water sports products unlike any other retailer: From boats and tenders to kayaks and stand-up paddleboards, submersibles to dive products, and yacht toys to land Ferrarro toys, that are all on the cutting edge of water sports innovation. Nautical Ventures is dedicated to educating and advising our customers. By understanding your wants and needs, we can provide you with a personalized and extraordinary buying experience. We have two retail locations in Florida; 50 South Bryan Rd. in Dania Beach and our new store at the northeast corner of U.S. 1 and Northlake Boulevard in Palm Beach. Q. How did you end up here? Nautical Ventures started life as a Hobie, kayak and sail dealer in 1987 and rapidly gained a good following among Hobie aficionados. As the kayak craze grew into other vertical sports, such as stand-up paddle boarding and extreme kayak fishing, the store grew alongside it. In 2009, a neighboring brokerage firm, QPS Marine owned by Roger Moore, bought a majority interest in Nautical Ventures and added a boat dealership with yachting components. The retail footprint expanded to a 30,000 square-foot state-of-the-art waterfront dealership adding more lines pertinent to our yachting clientele. In 2015, Roger bought the former MarineMax location in North Palm Beach and opened a second store. Both locations feature our signature AquaZone, an in-water facility that gives customers the opportunity to try products before they buy them.
Q. What does Nautical Ventures offer yacht crew? Our Yacht Concierge Service offers captains and crew a single source supplier for all their needs, both on and off the yacht. Tenders, life rafts, custom slides, GoCycles, hovercrafts, jet packs and blades, gas powered surfboards, submersibles, electric skateboards, personal transporters, water bikes, SeaBobs, drones, kayaks and stand-up paddleboards and much more are all just a phone call away. We’ll deliver it to yachts anywhere in the world. Recently, we teamed up with Maritime Professional Training (MPT) to offer life and rescue boat training on our premises. Our CEO, Roger Moore, lives aboard an 84-foot expedition yacht and personally circumnavigated the world, 42,000 nautical miles, over 14 years with just he and his wife Samantha onboard. He understands what the crew needs from both a captain and crew point of view. Lastly, at our new location in Palm Beach, the entire second floor is a dedicated tender showroom catering to owners, captains and crew. Q. Who will work with yacht crew? An experienced team is led by longtime sales director, Renée McCullers. Under her leadership are sales associates/concierges, Maxwell Krauss and Chance Brown. All have years of marine industry experience. In addition, our service department headed by Jeff Garcia has an outstanding reputation for quality work done on time and on budget. From tube repairs on tenders to complete refits of megayachts, we are an authorized warranty center for many name brands. As of this interview, we just completed a $2-million-dollar refit on a 104-foot Fast Cat. Q. What new technologies are available? There are many. We’re helping to develop compact diesel-jet powered tenders that fit in a small deck space or yacht garage, yet carry a lot of passengers. In the world of yacht toys, we’re seeing how microelectronics combined with powerful industrial motors are creating new personal transporters, drones, folding bikes, and more. For more information visit www. nauticalventures.com. Networking will be held at Nautical Ventures in Palm Beach at 139 Shore Ct., N. Palm Beach, Fla. (33408), +1 561-612-7076.
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Crew News
March 2016 The-Triton.com
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Crew News: St. Maarten and Antigua
acht crew turned blue for a St. Maarten charity during the IYC Run to the Beat Funrun on Feb. 6. The crew of M/Y Sairam became animated Avatars with blue body paint, the crew of M/Y 4You donned striped shirts and big black glasses for their Where’s Waldo theme and the crew of M/ Y Sea Owl ran like birds of prey in bright blue capes. More than 200 crew members attended the charity fun run, barbeque, pool party and a blue-themed costume party to raise more than $3,500 for the Children of the I Can Foundation in St. Maarten. Prizes were awarded to the crew of M/Y C2 who completed 406 km together as a crew, beating their previous record of 292 km; Captain Will Kaye, who was named as Captain Running
I
the Most Kilometers; Ignacio Rivas, of M/Y Baton Rouge, who was named Best Guy with 37km and Ashling Kavanagh, of M/Y C2, was named Best Girl with 32km.
t took Chief Eng. Shane Chadwick and Bosun Theo Jones 46 days, nine hours and 32 minutes to row across the Atlantic Ocean, a trip that would have taken a yacht about 12 to 16 days, Jones said by e-mail. The two compete as Team Hesco and won 9th place overall and 3rd in the “pure pairs” class. “We had a small fleet of boats accompany us in for the last few hundred metres, all the superyachts sounded their horns and played loud music over their decks and lots of people lit up flares,” Jones wrote. The crew rowed a 7-m plywood rowboat non-stop 2,600 nautical miles (3,000 miles) in the The Talisker Whisky Atlantic Challenge with about 26 teams racing west from PHOTO/BEN DUFFY the Canary Islands to Antigua.
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March 2016
The-Triton.com March 2016
From the Bridge Captains feel they are an important part of successful refit BRIDGE from page 1 before a yacht even arrives at the yard, and it begins with the captain and crew running the vessel, according to one shipyard executive speaking at the conference. It’s the crew’s scope of work that shipyards rely on and that steers a refit. The success of a refit initially depends on how clear that scope of work is, and captains gathered at our roundtable discussion accept that responsibility. “From day one when I join a boat, I write what I call a condition report, which ends up being my punch list,” one captain said. “This is how I found the boat, this is what’s wrong, this is what needs to be done. Then I get with the owner and say let’s make a plan to do it, whether that’s in a month or three years time. And that is an ongoing list forever.” As always, individual comments are not attributed to any one captain in particular so as to encourage frank and open discussion. The eight attending captains are identified in photographs on page 45. “Planning for a refit starts months, or perhaps years, before you actually go,” another captain said. “You develop a list of things you know are wrong, or something that the owner wants doing, and then you figure it out as best you can before you approach the yard so
you have a realistic understanding of what the scope of the work is going to be. And then, of course, you need to make sure you’ve got enough time and money set aside to do it.” Shipyards don’t usually participate in creating the scope of work, these captains said. “It’s definitely you, not the yard,” one captain said. “We all do this: We get on the boat and you start creating lists. I will look back on the most recent survey when the boat was sold to see what is on there that I’m still finding is an issue.” At a previous conference session, a naval architect talked about the importance of technical drawings in planning a refit, and he bemoaned the fact that they often don’t exist. “On smaller, production boats, the drawings you get are the drawings that they built for the production line, so what you could end up with is basic,” one captain said. “You start with that, and that’s usually what we do because if you’re looking for specific wires or a specific valve or pipe, you end up just tearing stuff apart.” That’s the problem with creating a clear scope of work, though, isn’t it? You truly don’t know what’s behind the panels that need attention until you start pulling a boat apart. “But it can’t be just your opinion of the owner’s tolerance for what that
state of affairs could be,” a captain said. “You can’t approach the yard before you have total agreement from the owner. And that’s agreement about the time and the money.” “Also, how old is the boat?” another captain said. “I did a refit on an older boat where I had just taken command recently and found out that a massive shell door in the hull had not been removed in well over two or three decades. Everything was completely rusted out and needed replacing. The cost of just that ended up being more than we thought we would spend in the whole shipyard period. “Everyone’s angry, but as I said to the owner, I am responsible for this but basically the music stopped with all these owners, captains and chief engineers before me and I was the one left without a chair,” this captain continued. “You can beat me up if you want, but I’m trying to do the right thing after decades of neglect of something that’s extraordinarily important. The age of the boat needs to be considered.” So how do you eliminate the whole can-of-worms thing? “I think there’s a lot of experience involved,” one captain said. “Look at some of us who have been around a long time, getting gray here, we’ve seen stuff. So you know with boats of a certain age, there’s going to be more
problems than you can see behind the walls. It comes down to a lot of experience. You know when you’ve got quotes for a certain job, that something else is going to come up. You’ve got to allow for that.” “Part of that is the responsibility of the captain and project manager to have a fairly good open dialogue with the owner and the architect and the surveyor,” another captain said. “It’s not so bad with an older owner or an owner who’s had multiple boats because they know. It’s the new owner, a person who has this dream of owning a yacht …” “… that costs nothing,” quipped a third. “It’s our responsibility to tell them what could happen, so that they know that; they don’t like being blindsided,” the captain continued as others agreed. It’s that unknown issue, that thing that blindsides, that creates the rub between a captain and a shipyard. “Once that scope creep happens, we need time to have this further discussion with the owner,” a captain said. “It’s not necessarily on the timeframe of the yard; it has to be on the timeframe of the owner.” We were curious how yacht captains put together the scope of work. “It varies, depending on the boat and the owner,” a captain said. “If your vessel is compliant with flag, that drives a big part of the list. I’m on a recreational boat, not commercial, so I get to kind of do whatever I want. The nice part is I have an owner that’s very experienced who trusts me. “My primary focus is for the boat to be safe and enjoyable for owner,” this captain said. “The more he and his family can use the boat, the more we can kind of secure our jobs as a crew. My main thing is let’s keep this boat in service, so no unforeseen downtime. … There’s nothing worse than being in the middle of the season and having something go down that you have to go to the shipyard for and they can’t use the boat. That can only happen so many times before they start wondering, Geez, we’re paying all this money for this thing we don’t use, let’s get rid of it.” This captain generates a list of items for the planned 10-week maintenance period, which the owner reviews, long
From the Bridge
March 2016 The-Triton.com
Attendees of The Triton’s March From the Bridge roundtable discussion were, from left, Wendy Umla, Brendon Pomeroy of M/Y Medora, Todd Rapley, Mike Mullen of M/Y Relentless, Rob Messenger, Triton Editor Emeritus Lucy Chabot Reed, Ronald Gonsalves of M/Y Red Pearl, Michael Schueler of M/Y Rasselas and Bill Tinker. PHOTO/DORIE COX before the period begins. And having that list even a year ahead of time is pretty standard, these captains said. “In your first couple of years on a boat when the owner is still getting to know you, he may stick his nose in that business a bit more often,” a captain said. “As he builds trust in you, when it comes time, you’ll just almost say in passing, here’s what we’re going to do in the yard next, is there anything you want to add to it? It’s almost that casual, because you’re keeping track of the boat, you know what it needs. And he trusts you.” The key challenge these captains said they face when it comes to providing a detailed work list for a refit is information. “I’ve stepped on boats that didn’t even have a logbook,” said one captain who does relief and interim work. “There’s no history on the boat, there’s no way to know what’s happened. I had one boat where the captain was on for seven years and there was 10 pages in a notebook.” “That’s true,” another said. “You have to figure out where to start, and safety and class are always the best place,” the first captain said. One of the key details to work out before a yard period begins, these captains said, is to identify who is in charge. Most captains in a recent survey said they prefer to be in charge and that they are the single-most important person in the success of the refit. Our roundtable captains agreed. “The main thing is to have somebody designated, a clear place for the shipyard to go and for the owner to go for answers,” one captain said. “Most of the time, it would be the captain, but we need vacations, too. In some cases, the engineer is the more important one to be in charge.”
“The person that should be in charge of a refit is the highest level person on scene,” another said. “If you’ve got a fantastic first officer and you haven’t had a vacation in two and a half years and you put that first officer in charge of the refit, then that’s who’s in charge. I do not agree with absentee management long term. It may work short term, but it will always fail long term.” “Don’t expect the yard to be the responsible one,” said a third. “We’re entrusting them to do all the work, and giving them a big sum of money, so maybe they should share responsibility,” another captain said. No other captains agreed. “A project manager at the yard has multiple projects,” a captain said. “There has to be one person in charge who is looking after the owner’s interests.” There also has to be one key person representing the shipyard, usually a yard project manager who can manage the departments and subs involved. “The project manager at the yard can’t do their job efficiently and effectively unless everybody knows that that person is in charge,” a captain said. “You can’t go to the cabinet shop or another department without letting him know.” Once the key people are identified, the next crucial factor is determining what level of communication is required. The assembled captains had a lot of thoughts about this. “The most successful refit I did had a weekly meeting,” one captain began. “There was only one project manager for the yard, but at that weekly meeting, whatever the scope of work was for the week, that department attended,
See BRIDGE, page 46
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From the Bridge
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Full service yards should always appoint refit project manager BRIDGE from page 45 so there was somebody who was more responsible for the actual work that was going to be accomplished that week also in on that meeting. “That made a huge difference in clarity in making sure that everybody knew what was expected and what was going to happen that week,” this captain said. “Regardless how you handle this, it’s how it’s all set up up front,” a captain said. “The most important thing is coming in prepared, establishing how the project is going to be managed. For me, if I go to a full-service shipyard, I expect there to be somebody there who is going to be ultimately responsible for
the project, the project manager. And if something goes wrong, or if something is not going properly, or I’m waiting on someone to come to the boat and they’re not there, I want to be able to pick up the phone and call that project manager and have them address it and fix it immediately, or explain why that’s not happening.” “And I think full-service yards are used to that,” another said. “It’s all very well to have project managers, it’s all very well to make people responsible, but at the end of the day, in the owner’s eyes, the captain is responsible,” said a third. “It doesn’t matter what the captain’s done, if it’s not right, the captain is to blame at the end of the day.”
There was some discussion about who should interact with subs, and these captains conceded that the yard should handle their people. “If they’re organizing the billing, they’re organizing the hiring, they’re dictating who the subcontractor list is going to be, you have to make them responsible for their selections,” one captain said. And when the topic of minimizing change orders came up, the captains said the best way to handle them is through communication. “When you see issues come up, you’ve got to communicate it and be realistic about everything that you’re doing, right from when you’re creating the punch list and prioritizing it,” a
captain said. “You have to be realistic about your timeline, you have to communicate that realistic aspect to the shipyard when you get there and go through it with them, what your expectations are, what your crew can do, what you’re expecting the yard to do. The communication with the yard has to be constant, as well as the communication with the owner.” “I try to take lots of pictures and send a report once a month, or once every couple of weeks depending on the length of the refit,” another captain said. “Generally speaking, we’re their managers and they’ve entrusted us to hire crew, manage crew, and look after their toy.” Other captains said their owners expected an update more frequently, some even daily. “I make a point of never calling the owner,” one captain said to laughs. “The owner has called four times in the past week because he wants to go fishing, not because of the refit. My previous owner, I’d be lucky to speak to him once a month. The way I saw it, he employed me to run his boat. If I had to call him to ask how to run his boat, I wasn’t doing my job.” But regular communication among the professionals charged with completing the yard period is vital. “The most important communication is between whoever is in charge on the owner’s end and whoever is in charge from the shipyard,” one captain said. “But it’s not just the good communication, the conversation at the beginning of the day. It’s also the difficult conversation that you have. Look, we’re going to spend millions on this. I’m assuming you are an expert in your field as a project manager of this shipyard. You can assume I am an expert in being a captain of a yacht. But during this process, we’ve never worked together before. We’re going to have difficulties and we need to be able to communicate those difficulties. And you have to accept criticism as well. Do not throw your defensive wall up because the happiness of the owner and the success of the shipyard are the two things we need to get out of this. You and I have to be mature and handle the criticism communication that’s going to occur.” The best way to handle that communication – even the sticky kind – is to have regular meetings. The assembled captains prefered daily meetings with the yard project
March 2016 The-Triton.com
manager, at a minimum. “I was on a project and found out the shipyard allocated to the project manager of our boat one hour per week,” one captain said as another whistled his disbelief. “That’s all he was allowed to spend communicating with me. That was an utter failure. I would suggest you ask them in the contract how many hours a week are you allowed to spend with me.” “I want the project manager on the boat daily with me,” another captain said. “I don’t want to go to an office and meet them; I want them to meet me on the boat and walk around.” Even communication isn’t enough. The assembled captains pointed out that managing expectations -- and having realistic expectations to begin with -- were even more important. “We get these lists generated, and we come up with an idea of what we’re going to do,” one captain began. “But then, probably three months before we attempt to do it, I’m already talking to the yards and sharing my lists with them and saying ‘this is what I’m thinking, this is how much time I’m planning, this is how much money I think it’s going to cost. Do you agree?’ I try and involve the facilities so that by the time we arrive, they’ve already got some things organized, they already understand the scope.” There are parts of a refit that captains manage well, and aspects that shipyards manage well, and the captains were happy to give each side its credit. “We manage the asset,” one captain said. “We’re asset managers as opposed to captains, especially during a refit period. What is a captain? It’s a title used for so many things when a captain really drives a boat, but that’s such a small percentage of our job.” “And we’re good at understanding the owner,” said another. “That’s something the yard can’t hope to do.” When something goes wrong and the yard tries to minimize it by saying “it’s just…”, this captain said that won’t fly with most owners. Again, it’s part of the rub,” this captain said. “It’s not just anything to us. When things get out of scope, we understand the reaction the owner may have, and the information the owner may need to understand that.” Lucy Chabot Reed is editor emeritus of The Triton. Comments on this story are welcome at lucy@the-triton.com. Captains who make their living running someone else’s yacht are welcome to join in the conversation. E-mail us for an invitation to our monthly From the Bridge luncheon.
From the Bridge
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The-Triton.com March 2016
Changes to STCW require pre-planning to keep crew underway By Mikaela Favill Are you and your crew prepared for the upcoming deadline for the STCW refresher courses? If not you could face a very difficult situation preventing your superyacht from operating in 2017. The International Maritime Organization (IMO) and other regulatory bodies are continually updating regulations, which trickle down to superyacht operations and crew. Back in 2010, the IMO had a significant revision of the STCW – or
Standards of Training, Certification and Watchkeeping – known as the Manila Amendments. There were a large number of changes put into place, to be rolled out over the coming years, with the final deadlines for compliance on Jan. 1 2017. We find ourselves less than a year away with a rather enormous elephant in the room called the STCW refresher courses (MSN 1865 (M) on the MCA website). Globally, there are 1.4 million seafarers affected by the STCW refresher
course introduction, and they are all vying for the same spots on the same courses. To make the situation even more challenging, there are relatively few training schools that have been approved by the MCA to teach the courses. Commercial fleets have been block-booking classes for their crew at some training facilities, so it is becoming very difficult to get a spot. The rules apply to both private and commercially operating superyachts, above 24m load line length. Whether your crew members will need to take
responsibility for attending the course themselves or you will enroll them, time is running out, so it’s best to look into the situation as soon as possible. Here is a run-down of the basics that you need to know: The new rules state that, as of 1 January 2017, anyone who works at sea, is mentioned on the crew list and has safety related duties (which is almost every crew member) will need to have either completed their Basic STCW training after 1 January 2012 or will need to have completed the newly created refresher courses before the start of 2017. If your yacht is inspected by Port State Control (PSC) after 1 Jan 2017 and for all those named on the crew list you do not have onboard the original copies of your Basic STCW courses and the refresher courses, where applicable, then the yacht could be in serious trouble and prevented from operating, i.e. if you have a charter or owner trip starting the next day, you will not be allowed to take the guests until all the crew on the crew list are legally certified – Read: a very stressful situation you don’t want to find yourself in. Technically, if your yacht is out of the water at a refit yard, you may buy yourself a couple of months on the certification front as long as it is high and dry, but there is still likely to be a significant backlog of crew looking to get certified. And if you are still in the water and rules of safe manning apply (crew on watch, etc), then the new rules most certainly will apply. Most of the refresher courses cannot be taken remotely or on your yacht, with the exception of the Advanced Fire Fighting, which some schools are permitted to teach onboard (but not all). Class sizes are limited at each training school, based on staff and facilities size, so this is also going to limit how many crew can get through the courses before the deadline. There is only a handful of training schools that are able to offer the courses (see table with information from MCA website) and the number of places available is becoming increasingly limited. On a personal level, if you do not have the relevant courses completed after 1 Jan 2017, you will not be able to work on a yacht and you will not be able to revalidate your certificate of compliance. The refresher courses you need to take will depend on the courses you have already taken: • You took Basic STCW courses after
March 2016 The-Triton.com
1 Jan 2012: You will need to take your refresher courses before five years have elapsed since you took the course, but have no rush for 1 Jan 2017. • You took both Basic and Advanced STCW courses before 1 Jan 2012: You need to take both the Basic and Advanced refresher courses for safety at sea and fire fighting before 1 Jan 2017. • You took Basic STCW courses before 1 Jan 2012, but advanced courses taken after 1 Jan 2012: You will only need to have the basic courses refreshed before 2017, and the advanced courses refreshed before five years have elapsed since you took them. Be aware that if it’s not long until the advanced courses are due to be refreshed, you may want to sync all these refreshers together to save on taking time off work and travel to get to the training schools; plus, going forward, you will be able to keep them to five-year cycles for refreshers. Warsash Superyacht Academy in the UK is one of the few training schools certified to teach all the refresher modules. Lars Lippuner, who is the director of the training school, commented on the escalating situation surrounding the STCW refresher courses. “I often hear officers and captains say of the situation, ‘We will deal with it after the next Med season as we don’t know how many of the current crew will still be on board by then.’,” Lippuner said. “Luckily, most junior crew – where the turnover is the highest – are fine, as in most cases they would have done their Basic STCW after 1 Jan 2012. It is mainly the more senior crew who have been working in the industry for much longer (and took their initial courses long ago) who are affected. These crew are less likely to leave the yacht.” “The STCW refresher courses are an unavoidable inevitability, and it looks as though PSC is going to be increasing its depth of inspections on certification as a result of these new regulations, too; so be sure that all your underlying certifications are up to date and originals are kept onboard to prevent any nasty surprises,” Anthony Sands, founder and CEO of Edge Yachts headquartered in Ft. Lauderdale, said. “We feel it’s important to forewarn the yachting community as a whole,” Sands said. “This situation is not going to go away so it will not help to bury your head in the sand. All yachts should make sure they are prepared for this upcoming deadline.” Mikaela Favill is programme manager for Edge Yachts in Barcelona. With thanks to Lars Lippuner of Warsash Superyacht Academy.
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A little networking effort yields huge career rewards
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tew Aleksandra Tarka takes a much needed vacay in the Bahamas. Her friend snapped this frame of Tarka enjoying a swim.
Re: “Veteran yacht captains say jobs hard to find”
Let’s look at another side since it is clear that the captains feel management companies get in between them and the owner. Consider the management company doing interviews for the captain position, keeping an open mind…. including discussing the style of the company managing the yacht and asking, point blank, if the captain can work with those parameters. Oh yes, really looking forward to it, glad to have the support, etc., etc. Long story short, all not true! From the beginning, the captain set out to undermine the management company. So, there are two sides to every story. I think paranoia is rife on both sides. I don’t think either is going away so it’s a good idea to learn to work together. Personally, as a charter broker, I always look for the best elements in the captain, the chief stew, chef, etc. If we work as a team, it’s a win/win. Jan Henry Charter broker They’re called ‘Perfect 28s” in the fishing boat captain world; 28 years old, 28 inch waist and will work for 28k a year. It’s ideal, until “Capt. 28” puts your sled on the rocks, THEN the owner may realize that quality costs money. Scott Ryals Jupiter FL. Owner/Captain of Run Your Boat
It’s ironic and that for the same reason these “veterans” would choose to hire a 110-pound blonde ‘n blue stew in her 20s who wouldn’t know the difference between a Cabernet and a glass of milk and is glued to her iPhone in lieu of a 200 pound “weathered” stewardess born before 1970 with decades of experience; that they claim their AARP membership as a reason for not being able to gain employment. I would suggest that it’s a captain’s past and not their age as what drives one’s ability to being employed. For those veterans crying in their Ensure or prune juice because they can’t get a job, take a moment to think about how many of your peers are successfully working in the industry. I suspect once you have counted them all you will realize you’re in the minority. Lets also not forget that the demographic of owners is changing. New yacht owners are younger and more active and most likely don’t want to have a captain as old as their dad running their yacht or worry if you’re going to need the defibrillator before they do. They don’t want captains who want to be in permanent refit just so they can have a shoreside lifestyle on a captain’s wage. As veterans did not grow up with ISM it’s natural for them to push back on management. Younger captains have grown up with ISM and embrace yacht management. Also ironic is some of the captains that attended were paid by their owners to attend a lunch to talk about looking for employment on other yachts. I don’t
As we wrap up our 12th year of publishing Triton and hosting Publisher’s Post networkingThe events, we’ve learned a few David Reed things about communicating and how yachties do business. Like most professionals, yacht captains and crew don’t just buy goods and services; they do business with people they know, and especially with people they like. Think about it; whether crew are looking for work or buying new generators, they light up when they interact with a familiar face. Likewise, the quickest way to step out of favor with a yachtie is to treat them like everyone else. Yachties are used to special treatment – the kind of treatment we all give our friends. So in 2016, we challenge all the captains, crew and business people who interact with us at Triton networking events to give people reason to smile. Make new friends at our events. It doesn’t mean you invite them home for dinner, but it does mean you hold off just putting a business card in their hand. Instead, take a moment to remember their name and where they are from, so that the next time you see them, you can use their name and ask about home. We host Triton networking events on the first and third Wednesdays of every month. Pencil it in, and the next time you attend, watch for Triton Conversation Cards, small cards with big potential to connect you to someone new, and a chance to build a new relationship. disagree with the practice just find it ironic. Rightly or wrongly, an owner has the right not to have their itinerary shaped around birthdays, anniversaries and births of their captain. The more of those events in a captain’s life then that might limit your opportunities. Remember “Don’t hate the players. Hate the game.” Anonymous captain
attitude. Other than rare times, crew should not dine with owners, hearing crew complain that they have to go to dinner after working a whole day, they think it is work, and the owner thinks they are doing them a favor, both sides feel they are owed something. Leave it professional. Captain Erik H Goodwin
Re: “Owner cannot stand in the way between a yacht captain and crew”
That owner’s article is really absolutely correct. If the boat is to run as smoothly and professionally as possible, the captain needs that authority, autonomy and he or she also needs the support and assistance. Where there is a management company involved, this sometimes can and has become a little...... diluted shall we say. That black line of authority becomes grey and if not handled correctly can become a very slippery slope. Ultimately it could very well turn out to be a bad yachting experience for the owner. For example, the captain has a crew issue strong enough he requests a replacement. The management company overrides that and now we have a crewmember feeling rather entitled to say the least. I will let your imagination wander on where that path leads.
As someone that has seen or heard of the most unbelievable resumes, or interviews, I agree with Peter. This is your presentation to a prospective employer that you have total control over. Spelling errors, someone writing they are an avid drinker, another one telling of his last review of two out of five, showing up in shorts and a tee shirt, showing up late to a time they chose, first thing they ask is about time off; it is truly amazing. On the subject of treating like family, I submit that this is something that should be earned, and that it should foremost be treated as totally professional. I have seen too many times owners that want to be buddies, and friends, until certain guests show up and then there is a change in
Write to Be Heard
March 2016 The-Triton.com
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Letters to the Editor How to remedy this: Firstly, remember what we are all here for – to provide an owner the best possible (and safe) yachting experience. Communication is key, check egos at the door, support the captain. Keep good records, have good policies – and constantly review them. If it turns out the captain was the bad egg, the above paragraph has the tools to protect everyone and of course, ensuring a better yachting experience for all. Yours in yacht support Craig G.Bell Ruya Marine Support Unfortunately it’s never cut and dried with regards to the hiring and firing of crew. Yes, the Captain should be responsible for this. However if a crew member doesn’t “click” with the owners and is having a negative effect on the owners boating experience then he/she needs to go. I have had to let go crew members who worked well but with whom the owner didn’t feel at all comfortable for one reason or another. If the owner is alone or with one or two friends I will enjoy a dinner with them, if circumstances are right, if not I won’t. I do have a close relationship with the owner of my vessel, but it is always professional first. This takes some maturity to grasp, and younger crew members may not fully grasp this, or if they do, put it into practice. Overall though a great article. I just subscribed to Triton and it makes interesting reading for me as I am the master of a smaller yacht based in Indonesia. Good reading, many thanks. Capt. Duncan Warner Master of the yacht Koonoona Peter Herm, I really enjoy your articles every month – actually peering inside the secret mind of the owner….. but this column really struck a chord with me. I have been writing about standards and expectations for years. I think that is the core structure of the yacht’s entire program and that the owner and captain have to work together to set the standards and policies. The CEO, the president, and the chairman of the board have to work together. Having spent 20 years as a stew on 125-200 foot yachts I was fortunate to work with captains who had a good working relationship with owners and there was a communication system
already in place that outlined the service environment when I joined each vessel. I was always a long-term crew member and worked within the chain of command and respected the captain’s position. I know that different relationships start to form between crew and owners/guests and it was my job to make sure that junior stews knew what the proper boundaries are and that they were kept in place. I really value professionalism, and your comments about resumes really struck a chord with me. I spend a lot of time counseling my students on proper resumes and the importance of a flawless resume.
I wrote and teach regularly scheduled courses for interior crew here at Maritime Professional Training and on my own time I do onboard training. I also work with owners and management teams for smaller yachts between 60-130 feet to write manuals that set out parameters and help owners and captains set policies for the service environment. I really look forward to your column every month and value your candid insight. Thank you again for sharing your thoughts with us. Alene Keenan Course writer and lead interior instructor at MPT
Re: Captains prefer control, offer tips for successful refits
This is a fantastic article. As a design and engineering firm working on various refit projects, we appreciate the insight from captains and crew…lots of good info here. We attended and exhibited at the Refit International Exhibition & Conference at the end of January… it was great to talk to captains there, too. Their understanding of their yachts and what needs to be addressed during a refit is invaluable. Triton – thanks for putting this piece together. Nick Boksa Boksa Marine Design
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Boats / Brokers
The-Triton.com February 2016
Boats / Brokers Yachts Sold
M/Y Benetti Breeze FB802, the 163foot (50m) Benetti built in 2016 was listed at 27.5 million euros and sold by Antoine Larricq of Fraser Yachts in Monaco. M/Y Libra, the 139-foot (42m) Codecasa built in 2013 was listed at 14.5 million euros and sold by David Legrand of Fraser Yachts, Monaco. M/Y Lady, the 180-foot (55m) vintage 1976 coast guard supply vessel went through a refit in 2012 and was listed at $11.5 million and sold by Julian Chang of Fraser Yachts, Singapore. M/Y Lilly II, the 115-foot (35.05m) Sunseeker built in 2013 was listed by Fernando Nicholson from Camper & Nicholsons representing the seller and Sunseeker representing the buyer. M/Y Monticello II, the 25m Ferretti build was listed at 1,650,000 euros and sold by YPI Broker William Campbell with assistance from buyer’s representative Hakan Altinel M/Y Bartender, a 119-foot (36.4m) Tansu luxury expedition was listed by Derk Jan Rolff of Northrop & Johnson acting on behalf of the seller.
New to the sales fleet
M/Y Spirit of the C’s, the 112-foot (34.2m) Tecnomar luxury motor yacht is now available for 2,195,000 euros with Ed Dickinson at Northrop & Johnson Sales Broker. M/Y Easy Rider, the 116-foot (35.35m) Hatteras built in 1997, listed for $3,875,000 with Michael Rafferty of Campers & Nicholsons. M/Y Mi Vida, a 140-foot (42,75m) Baglietto built in 2009 is now offered by Camper & Nicholsons International. M/Y Polar Star, the 208-foot (64.3m) Lurssen built in 2005 is listed at 55 million euros with Camper & Nicholsons International.
Recently delivered
M/Y Amore Mio is the first yacht to be delivered by Heesen in 2016. Later in the year, two more will follow: the 70m flagship Project Kometa, and the 50m semi-displacement Project Akoya. Moran Yacht & Ship announce M/Y Freefall, the 242-foot (74m) Limited Edition Amels which was designed by Tim Heywood. She is the largest yacht launched at the yard in over a decade.
Crossover Yacht
Spanish shipyard BD Yachts presents the BD56, an exclusive project that gathers in a single luxurious, original and refined “seagoing SUV” all the advantages of sail and motor boating. The custom made yacht supplants the concepts of sail and power, inaugurating a new way of going to sea, free of restrictions and labels.
Broker of the Year M/Y OKTO, (above) the 217-foot (66.4m) ISA is offered at 54.5 million euros by Moran Yacht & Ship. S/Y Quinta Santa Maria, the 90-foot is offered by BGYB as central agent listed for 1,290,000 euros. M/Y Marbella, the 108-foot (33m) made by Monte Fino, 1996 is offered at $1.95 million by John Jacobi at Merlewood & Associates. M/Y Katya, the 151-foot (46) Delta luxury superyacht is now for sale with Northrop & Johnson Sales Broker Joe Foggia. She is listed at $25,900,000. M/Y M4, the 132-foot (40m) built in 1999 by Trident is offered at $7.9 million by John Cohen at Merlewood & Associates. M/Y Diamond A, the 188-foot (57m) built in 1998 by Abeking & Rasmussen is now available for $34.9 million offered by Merlewood & Associates.
Northrop & Johnson Sales Broker Crom Littlejohn was named Florida Yacht Brokers Association (FYBA) Broker of the Year for 2015. FYBA is the largest association of yacht brokers worldwide with more than 1,200 members. The Broker of the Year award is presented to a sales broker “in recognition for his or her outstanding dedication and contribution to FYBA and the entire yachting industry.” Crom was recognized with this honor at the annual meeting and dinner, which was held on Jan. 23, at the Hard Rock Casino in Hollywood, Florida. Crom has been a FYBA board member for 11 years and has spent two terms as FYBA president. He currently sits on a variety of FYBA committees and is a board member of the American Yacht Charter Association (AYCA).
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46 35 45 46 52 7 12 41 26 28 41 26 38 7 7 13,20 28 58 39 18 52
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Triton Spotters
The-Triton.com March 2016
Cuba, Ft. Lauderdale
Commodore Jose Escrich of the Hemingway International Yacht Club in Cuba takes time to check out The Triton after speaking about the future of recreational yachting in Cuba at the International Marina and Boatyard Conference held during the Refit International Exhibition & Conference in Ft. Lauderdale on Jan. 28. Cheerio from Vicky in London. The Triton was spotted with Bluewater Books and Charts full time London crew member, Viktorija Orlickaite. She picked up her copy while working at Bluewaterâ&#x20AC;&#x2122;s Florida location. The companyâ&#x20AC;&#x2122;s London branch is located within Stanfords and is gearing up for a full launch in July 2016. Even taxi drivers in Cuba like The Triton. Gart Curtis raced on S/Y Liberte in the Conch Republic Cup which sailed from Key West to Cuba in late January. The crew made time for tours of Havana and Varadero.
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