Triton March 2017 Vol. 13, No. 12

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/tritonnews | www.The-Triton.com | March 2017

Hang on: revisit safety of over-the-side work

By Dorie Cox Former deckhand Matthew Carroll's first time in a bosun's chair, clipped on and suspended over the side of a megayacht, was scary.

"I did not let go of the rail, even though I knew my knots and had set it up correctly," Carroll said as he demonstrated safe equipment used in training sessions.

"I knew of a crew who broke his back when he fell; that was present in my

mind," he said. “There is always a risk.

You're either on your knees or reaching out. It's not a natural position."

From there, Carroll successfully squeegeed countless windows on yachts including M/Y Casino Royale, M/Y Usher and M/Y Dream for eight years before becoming marketing coordinator at Bluewater Crew Training in Ft. Lauderdale.

He has been acutely aware that safe procedures are vital to all crew who work over the side. But adherence

to rules is required only for certain compliant yachts. M/Y Medora is not a classed vessel, but Capt. Brendon Pomeroy’s crew use a compliant rail system, harness and safety line anyway.

"It is super dangerous to work over the side," Capt. Pomeroy said. "I see crew all the time working without a harness on commercially flagged boats.

I'm not required to do this, but I'm electing to.

From the Bridge Lucy Chabot Reed

Several of the crew on M/Y Mine Games took a moment between showings to wave over the rail during Yachts Miami Beach. For more photos and stories PHOTO/DORIE COX during the late February show see pages 24-31.

entry from just seven locations and for a fee of $20 each day. Two additional entrances from the waterside were also added.

Most of the vessels at this year’s Yachts Miami Beach were bow-to Collins, steering attendees to two central floating docks from which to view the exhibiting vessels

Myriad factors must be balanced when a yacht captain manages a refit, and chief among them is the budget. Once a scope of work is approved and a budget authorized, captains and crew monitor shipyard and vendor work, ideally reviewing progress in incremental steps along the way.

More important than proposals and estimates to many yacht captains are the invoices received from both the shipyard and subcontractors.

Not only do they track progress and update the budget,

See YMB, page 30

See INVOICES, page 44

Captains, brokers view Yachts Miami Beach with patience and optimism

By Dorie Cox and Lucy Chabot Reed Big changes came to the yacht show in Miami Beach this year. Throughout the 29-year history of the show, it has been free and open to the public, which could enter at any one of about 30 entrances along Collins Avenue.

But this year, the sidewalk along the busy island roadway was gated, allowing

New column eases trips The Triton’s new columnist, a yacht agent, offers local knowledge to navigate Puerto Rico.

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See SAFETY, page 46

Budget a priority for concise refit invoices

YACHTS MIAMI BEACH

News

Immersion training Crew train in specialized courses in Sint Maarten.

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Obituaries Friends remember captain’s 50 years in yachting.

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Career Captains must earn CEO title; crew consider authority challenges and tips to stop doing wrong.

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Interior

21 Events

Next Triton events 51,52

Contents

March 2017 The-Triton.com

What’s Inside Columnists Career

4 Eight bells for Capt. Peter Badeau

News 1 Captains lunch 4 News 4 Crew News 6 Obituaries 7 Business Briefs 30 Fuel prices 39 Technology Briefs 49 Marinas / Shipyards 51 Boats / Brokers

17 Owner’s View 23 Crew Compass 40 On Course 41 Taking the Helm 42 Crew Coach

Events 8 Networking photos 52,53 Next Triton event 54 Calendar

Operations 9 The Agent’s Corner 16 Publisher’s Point 34 Rules of the Road 35 Diesel Digest 36 Sea Science

14 Bring on the glam for charity

Where in the World

12 Acrew Gallery 62 Triton Spotter

21 Hot, hot chili anyone?

Interior

38 Each step a quantum leap

Write to Be Heard 55,56 Letters to the Editor 55 Crew Eye

18 Stew Cues 20 Culinary Waves 21 Top Shelf 21 Crew’s Mess

Crew Health

19 Take It In 22 The Yachtie Glow 38 Sea Sick Editor Dorie Cox, dorie@the-triton.com Contributors

Publisher Lucy Chabot Reed, lucy@the-triton.com Advertising Sales Catalina Bujor, cat@the-triton.com Production Manager Patty Weinert, patty@the-triton.com The Triton Directory Catalina Bujor, cat@the-triton.com

Carol Bareuther, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Peter Herm, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Capt. Brian Luke, Scott McDowell, Stew Melissa McMahon, Houston C. Murphy, Keith Murray, Angela Orecchio, Tom Serio, Capt. David Sloate, Patti Trusel, Capt. Joe Walier, Capt. John Wampler, Capt. Jeff Werner

12 This is how you do it

Advertisers

57 Business Cards 61 Advertisers Directory Vol. 13, No. 12

The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2017 Triton Publishing Group Inc. All rights reserved.

Contact us at: Mailing address: 757 S.E. 17th St., #1119 Ft. Lauderdale, FL 33316 Visit us at: 1043 S.E. 17th St., Suite 201 Ft. Lauderdale, FL 33316 Call us at: (954) 525-0029 FAX (954) 525-9676 Online at: www.the-triton.com

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Capt. Ted McCumber hired as Feadship commercial director Dutch builder Feadship appointed Capt. Ted McCumber as commercial director of its America office, effective March 1. Capt. McCumber has more than 25 years experience as captain, new-build/ refit captain and project manager, including at least four Feadships.

His most recent position was owner’s McCumber representative and build and warranty captain of the 274-foot (82.5m) Feadship M/Y Savannah, winner of the 2016 World Superyacht of the Year award.

He has also been at the helm of the M/Y Attessa II, M/Y Attessa III and M/Y Katrion, all Feadships.

“Representing the Feadship brand comes naturally to me; after all, I’ve

been doing it for decades each time people came on board my boats,” Capt.

McCumber said in a press release announcing the hiring.

“Feadship is still seen as the undisputed brand of choice in the U.S. and I personally fully agree with a statement by one of my former bosses: ‘If you want to build a yacht right you have to go to Feadship’.”

Capt. McCumber will move from his home in the California mountains to Ft. Lauderdale for the job.

“For this position, we were looking not for a salesman but for a person of stature who can represent our brand from a position of authority,” Marketing Director Farouk Nefzi said. “Ted has a genuine understanding of the needs and aspirations of superyacht owners.”

Lucy Chabot Reed is publisher and founding editor of The Triton.

Comments are welcome at lucy@thetriton.com.

Friends remember captain/ engineer Badeau's long career

By Dorie Cox Capt. Peter Weekes Badeau, who was as skilled in the engine room as in the wheelhouse, died on Feb. 6 at the Veterans Administration Hospital in Miami. He was 79.

Friends remembered him as a solid mariner, knowledgeable and willing to teach, serious about his work and about the lives of those who sailed with him.

"He was the real deal, a heck of an engineer, a true gentleman and a bit of a buccaneer from days gone by," said William R. Patton, owner of M/Y Melinda Ann, the 78-foot West Bay Sonship that would be his last command.

Capt. Badeau spent more than 50 years as both captain and engineer maintaining and running yachts, some of which were some of the biggest of their era, including the 121-foot Denison M/Y Sunchaser, and the 120foot M/Y Lovely Lady. He began his career on sailing vessels and ultimately skippered the 106-foot square rigged S/Y Hawaiian C. He served as chief engineer on the

the 152-foot Hakvoort M/Y Flamingo Daze, the 166-foot Feadship M/Y Illusion, the 165-foot Feadship M/Y Enterprise V, and the 175-foot Oceanfast M/Y Little Sis. "Peter was a good engineer, extraordinarily detailed; he had lists for everything," said Capt. David Smith, who worked with Capt. Badeau on a casino boat out of the Miami River in the late 1990s. "He was very careful, knowledgeable, and studied up in advance. He planned things to a T." Capt. Badeau was born in Egypt on Dec. 9, 1937, and spent his early years in the region. His father, John Stothoff Badeau, was U.S. Ambassador to Cairo and president of American University in Cairo. Capt. Badeau held a mechanical engineering degree from Robert College in Istanbul, Turkey.

Capt. Badeau's strong engineering skills were prominent in his thoughts and actions, according to friends.

"Peter always had a watch with a calculator on it; he approached everything with an engineer's way

See OBIT, page 7

March 2017 The-Triton.com

M/Y Tatoosh save passengers from unnamed sinking boat

By Dorie Cox Capt. Scott Redlhammer heard a radio call from an unnamed sinking boat near Bimini in the Bahamas yesterday afternoon.

Fortunately, so did the crew on M/Y Tatoosh.

By the time Capt. Redlhammer got to the scene aboard the 133-foot M/Y Serque, the bow of the sinking boat was all that was left above water. The boat appeared to be about 40 feet in length.

"Fortunately, Tatoosh was close," Capt. Redlhammer said. "They pulled three people from the water."

He said he tried to maintain radio contact with the people aboard the distressed vessel and talked to them for a few minutes.

"They said they were taking on water," he said. "Then their radio went out."

The sinking boat was about 15 miles west of the entrance to Bimini, and M/Y Tatoosh was about 17 miles away, he said. Capt. Redlhammer was enroute, but was about 20 miles away.

M/Y Tatoosh called the coast guard and by late afternoon, M/Y Tatoosh was anchored just off south and east of Bimini, according to Capt.

Redlhammer's radar.

"Once again, the system worked," he said. "People got on the radio and help arrived in the form of a beautiful yacht."

Dorie Cox is editor of Triton Today.

Comments are welcome at dorie@thetriton.com.

Yacht seized for claim by shipyard; refit sales tax capped S/Y A arrested in Gibraltar

The 142.8m S/Y A, the largest private sailing yacht in the world, has been seized in Gibraltar for a 15.3 million-euro claim filed by Nobiskrug, the German shipyard where it was built, according to a news report on YachtHarbor.com.

The vessel left Kiel on Feb. 5 for sea trials in Spain. Her delivery was scheduled for late spring. It was anchored in the Bay of Gibraltar on Feb. 18 under the custody of admiralty marshals, YachtHarbor.com reported.

Nobiskrug claims that the final 9.8 million-euro installment was not paid

by Valla Yachts Limited, the company that owns S/Y A. A further 5.5 million euros are being claimed by the shipyard over liability for sub-contractor invoices and disputed orders during the build.

The owner put the money in escrow pending resolution of the claims, according to a statement from a spokesman for the owner.

“We find this act of arrest of Sailing Yacht A in Gibraltar an astounding act for a shipbuilder of Nobiskrug’s standing,” the spokesman said. “The facts are that with a project of this magnitude there are sometimes outstanding issues to be resolved, and the sum of over 9 million euros being claimed for payment, by 27th January,

was part of ongoing discussions between the owner and the shipyard in regards to their rectification. We assumed the matter was progressing to a resolution as Nobiskrug were happy to release the yacht on Feb. 5 to the owner’s project team for further works to be carried out in Spain.”

The spokesman expected the arrest to be cleared up within days.

Georgia caps sales tax on refits

On Feb. 16, the House of Representatives in the state of Georgia voted to limit state sales tax on parts and equipment during a refit at $500,000, according to a story in the Atlanta Journal-Constitution.

House Bill 125 is aimed at boosting Savannah’s refit and repair business.

Under the legislation, any parts, engines or equipment above $500,000 that a boat owner spends to repair, retrofit or maintain their boat, would be exempt from state sales taxes. Florida passed a similar measure two years ago capping state sales tax on repairs at $1 million.

Crew run, raise money in SXM

IYC Crew hosted its 5th annual Run To The Beat Fun Run for superyacht

See NEWS, page 6

News

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Crew (and foster children) run for charity in Sint Maarten NEWS from page 5

Levi Crocker of M/Y Hayken.

crew in Sint Maarten on Feb. 5, raising $5,500 – its most yet – for the Sint Maarten-based children’s charity The I-CAN Foundation.

More than 120 crew from 12 yachts participated in the all-day event at Isle de Sol Marina. Fifteen children from the ICAN foster home also ran with crew. Crew donated $2 for every km completed.

Best overall runner was Chief Stew Emma Gyenge from M/Y Sea Owl, who clocked an impressive 41km. Best Overall crew were from M/Y Arion with a combined total of 152km run, followed by the crew of M/Y Polly in second place with 125km run in total.

“Every year, the feedback following the event is overwhelmingly positive,” said Jennifer Howarth, global crew placement director at IYC. “The crew love having been healthy running kms while giving back to the community and the children. The buzz on the docks makes organizing this annual event worthwhile.”

Co-second-place female winners,

U.S. Maritime streams alerts

completing 25km each, are 2d Stew Alice Clements of M/Y The Wellesley and Chief Stew Anya Van Der Venter of M/Y Arion.

Co-first-place male winners, completing 38km each, are Chief Eng. Julian White of M/Y Baton Rouge and Chef Matius Grand of M/Y Arion.

Runner-up male winner with 37km was

U.S. Maritime Alerts and Advisories is a new U.S. government tool developed to expedite reported maritime security threats to the U.S. maritime industry.

The information replaces threat warnings previously disseminated from three separate government agencies: Special Warnings, MARAD Advisories, and global maritime security-related Marine Safety Information Bulletins.

Maritime Administration (MARAD) works in partnership with the U.S. departments of State, Defense, Justice, Transportation, and Homeland Security, the intelligence community and maritime industry stakeholders. The interagency approach was implemented Dec. 29.

The U.S. Maritime Advisory System establishes the first single, wholeof-government maritime security notification mechanism. This is the most significant update to maritime security alerts and advisories since 1939.

A U.S. Maritime Alert may be issued

to refute unsubstantiated claims and will not contain policy or recommendations for specific courses of action. A U.S. Maritime Advisory may follow the issuance of a U.S. Maritime Alert and is intended to provide more detailed information, when appropriate, through a “whole-of-government” response to an identified maritime threat.

Both alerts and advisories will normally be transmitted by the National Geospatial-Intelligence Agency by email and will be posted at www.marad.dot. gov.

Vessel masters, security officers, ship operators, U.S. mariners, maritime industry associations, U.S. maritime unions and professional associations, and U.S. mariner-related nongovernmental organizations can request to be added to the email list for U.S. Maritime Alerts and U.S. Maritime Advisories at MaradSecurity@dot.gov.

Additional maritime security information and resource are available on the MARAD Office of Maritime Security website, www.marad.dot.gov.

The U.S. Maritime Advisory System is available at www.marad.dot.gov/MSCI.

Obituary

March 2017 The-Triton.com

An engineer even when at the helm, Badeau quick to mentor OBIT from page 5 of life," said Capt. David Hendry, who hired Capt. Badeau to help him deliver a 94-foot Hargrave 3,500 miles to Michigan in winter. "He was very capable. That was one of the reasons I trusted him. You go to sea with people you trust."

Former yacht Chef Adam Sohn worked with Capt. Badeau for five years on M/Y Melinda Ann. "To do my job as chef, I needed an engineer that knew his job," Sohn said. He said he could always count on the air conditioning, satellite TV and generators to work and for the impellers to be switched out before guests arrived.

Sohn said Capt. Badeau’s level of professionalism was high.

"Peter would come up with excuses to get guests off the boat if he had to pull up the floorboards for plumbing,” Sohn said. “He would find a restaurant or bar, talk it up and get the guests off so we could get the repair done without them seeing the mess.

"The important thing was, he never told anybody on charter that anything

was wrong," Sohn said. "From the point of view of the guest, everything was working. And he was always working; he had a certain level of professionalism and sophistication. It takes discipline."

Friends described Capt. Badeau as guarded about his personal life, but he was quick to open up to mentor other yachtsmen.

"Peter was always a private person, his persona was professional captain," Sohn said.

"But he always told interesting stories. I learned seamanship, how to be a professional, how to provision for delivery, how to handle lines, everything from him."

Friend Sandy Davis told similar tales.

"People said he was very closed, not sharing personal things, but with yachting knowledge he would share, share, share," Davis said. "He would

rather teach than see bad things happen."

That knowledge was part of his life, she said.

"Everything was just so; there was not a thing he didn't notice,” she said. “He knew his boats inside out and upside down.

Crew respected him."

She also remembered him telling vivid stories, such as growing up Egypt and of his yacht travels.

"I learned a lot from him,” Davis said. “He was a grand storyteller; he made it alive."

She recalled one of his vibrant recollections, sailboats on the Bosphorus in Turkey.

"He said there were hundreds of sailboats on the river and the sun set in the background of the handmade sails," she said. "That to me is Peter, he noticed that type of thing."

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Davis went on many trips and deliveries with Capt. Badeau and learned that he had raced Arabian stallions, been a member of a bicycle club, taught sailing and diving, and had a brokerage business in San Juan, Puerto Rico.

"He was extremely bright,” she said.

“I guess when he was little, he was always making things. "Sometimes his mom would scratch her head, call his dad and say, 'Peter designed something new in his bedroom again'. He could fix anything."

Dorie Cox is editor of The Triton.

Comments on this story are welcome at dorie@the-triton.com.

Correction:

A photo credit in last month’s “Discover British Columbia’s idyllic islands” was misidentified. The photo of two fishing guides with a salmon was provided by Oak Bay Marine Group.

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Yacht-Mate Products

ore than 200 captains, crew and industry professionals enjoyed a cool Ft. Lauderdale evening on the first Wednesday of February at Triton Networking. Yacht-Mate Products hosted the event at its showroom, complete with music, wings and dogs. Attendees forged new business relationships and old friends reconnected over snacks PHOTOS/DORIE COX and beverages.

March 2017 The-Triton.com

Operations

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Puerto Rico entry, charter rules nuanced, involve paperwork The Agent’s Corner Capt. Deb Radtke

Welcome to the first installment of The Agent’s Corner. Local knowledge is invaluable when running a yacht, but finding the correct local knowledge is not always easy. With The Agent’s Corner, I will present information from yacht agents around the globe. The information presented will range from entry and clearance details to fishing and diving regulations, to the best places for local flavor. Captains and crew are welcome to write in with cruising questions, and I will find an answer.

This month’s column topic was sparked by a captain who asked if he could stop in Puerto Rico (village pictured at right) on his way from Cuba and the Dominican Republic to St. Barts with charter guests. My colleague Paul Colgan from Perez Y Cia in San Juan presented the question to officials with U.S. Customs and Border Protection in San Juan.

This is their response.

For vessels operating under a commercial registry: l Can we drop off a charter in Puerto Rico? Yes, but the vessel must report its entry as a charter, and all the paperwork for commercial vessels is submitted to CBP Carrier Control. The yacht must use a bonded ship’s agent when entering on a commercial registry. l Can we pick up a charter in Puerto Rico? Yes, but the vessel must have reported its entry as a commercial vessel coming to pick up or wait for passengers, and all the paperwork for commercial vessels was submitted to CBP Carrier Control.

Passengers must have B2 visas. Crew can have either the B1 or a C1/D visa. l Can we pass through from one country to the next, under charter, stopping in Puerto Rico?

Yes. Documentary requirements for passengers and crew on board commercials vessels will apply. l If we are allowed to “pass through”, is there a limit to our stay in terms of number of locations or days?

No, there is no limit on the days the charter vessel can stay in Puerto Rico,

but passengers will be inspected by CBP upon arrival and, if admitted into the United States, a period of authorized stay will be granted based on the travel documents presented.

Crew members traveling with C1/D visa can only be granted landing permit for 29 days. Contract or agreement between the marina and the vessel will factor in the amount of days spent in the U.S. Vessel processing will depend on the function (private/commercial) of the vessel upon arrival. For example, if a private vessel is arriving from a foreign country or the U.S. Virgin Islands (considered a foreign territory under 19 CFR) then the captain is required to contact the Private Vessel Query & Targeting Team (PVQTT) by phone at 787-729-6840 or 1 877-529-6840 to report the arrival to Puerto Rico. The PVQTT is staffed seven days a week from 0800-2400 hrs.

Captains and owners of private vessels are encouraged to leave a message on the answering machine and the officer FILE PHOTO will contact them after 0800 hrs.

Foreign-flagged private vessels can obtain a cruising license with a validity of a year after the master completes an interview with CBP. The cruising license is not mandatory but will help to expedite vessel processing. The master will report to CBP the entry and exit of the vessel from the U.S. and will not have to pay the clearance fee.

To obtain a new cruising license after its expiration, the vessel has to depart to foreign for at least 15 days and, upon return, request the cruising license.

Ports of entry are: San Juan, Fajardo, Mayaguez, Ponce.

Since Puerto Rico is a U.S. territory, most rules that apply to the continental U.S. apply to Puerto Rico. Occasionally, there are some variations in how the rules are interpreted, and free trade zones or duty-free ports can make a difference.

Capt. Deb Radtke owns American Yacht Agents in Ft. Lauderdale (www. americanyachtagents.net). After 16 years working on yachts, she found her niche shoreside assisting vessels visiting the U.S. East Coast and Great Lakes. Comments are welcome at editor@the-triton.com.

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Business Briefs David Walters retires

In December, after celebrating 50 years in the yachting industry, David Walters has stepped aside and will now serve as a consultant to the new owners of David Walters Yachts. Dave and his wife, Betsy, have finished their full-time careers in boat building and brokerage.

Walters’ career includes a successful brokerage for Allied Boat Company; Sound Yachts Marina in New Rochelle, N.Y.; a co-founder of Shannon Boat Company alongside Walter Schulz,

designing and selling Cambria Yachts; and 26 years in brokerage in Ft. Lauderdale.

Both Cambria and Shannon yachts were featured in The World's Best Sailboats.

The new owners of David Walters Yachts are President Josh McLean and Vice President Amanda Noon. Brokers now include George Eberhard, Lori Goldstein and John Osetek.

"Having grown personally and professionally from the mentorship of

David Walters, I am looking forward to continuing our company's long history of success and unwavering dedication to our loyal clients," McLean said.

"Following in the footsteps of a man like Dave Walters is not an easy task. … I am equally humbled and proud to have the opportunity to lead the company that Dave spent a lifetime building, and I hope to spend my career continuing this legacy he has placed so trustingly in my hands.”

Locations set for yacht donations

The yachting industry in the French Riviera can donate non-perishable food and unwanted linens from yachts at 11 collection points for the annual Yachts du Coeur. The event is organized by Ecomer, which signed a partnership with Ecotank to set up locations at ports between Menton and Saint Tropez in France. Ecomer will redistribute food donations to benefit the Food Bank and linens to local charity associations.

For details visit www.eco-mer.com and www.yachts-du-coeur.com.

Watermakers adds plane to fleet

Ft. Lauderdale-based Watermakers Air has added the Caravan EX as the newest addition to its fleet of Cessna 208B Grand Caravans. Watermakers Air offers scheduled air service for both passengers and freight from Ft. Lauderdale Executive Airport to 10 Out Island airstrips in the Bahamas.

UKHO taps C-Map

C-Map, a supplier of digital navigation products, has been appointed by the United Kingdom Hydrographic Office (UKHO) as an official Admiralty Digital Distributor and SENC Service Provider.

Following this appointment, C-Map will now supply Admiralty Vector Chart Service (AVCS), C-Map Admiralty ENC Service (CAES), Admiralty Digital Publications (ADP) and Electronic Nautical Publications (e-NPs) through its global network of offices and distributors. AVCS will be provided in both traditional S-63 format and DNV-certified SENC data compression format.

“Through this arrangement with the UKHO, we have expanded our range of digital offerings and can now supply varying data formats for many products from the industry’s biggest suppliers,” said Egil Aarstad, CEO of C-Map. For details, visit c-map.com.

Palumbo gets new GM

Italy-based Palumbo Group has hired Francesco Carbone as the new general manager of its yachting division.

Carbone joins Palumbo from AdmiralTecnomar, where he was sales director and president of the American branch the past eight years.

Prior to that, he served eight years as head of the strategic business unit at upholstery manufacturer Natuzzi Group. Palumbo started in the 1967 as a carpentry and metalwork yard to

March 2017 The-Triton.com

support the local ship repair industry.

Today, the company is a group with two major divisions (commercial shipyard and yachting) and six sites.

The new build division, which has been operating under Columbus Yachts since 2008, recently acquired ISA Yachts. For more information, visit www.palumbogroup.it.

Wallytender comes to America

Monaco-based G Marine has added Wallytender to its line of yacht brands.

Wally has launched about 45 sailing yachts and more than 120 power boats starting at 45 feet.

Wallytender X is the latest version of the vessel and created for high-speed lovers with its triple Mercury 400 HP outboards, providing 60 knots.

For more information visit www. gmyachts.com.

Nautical Structures adds managers

Nautical Structures, a Floridabased manufacturer of boarding and tender handling systems, has filled two executive positions. Industry veterans Ron Beilman has been named director of global service, and Bill Pratley has been named director of aftermarket sales in the United States.

Beilman is responsible for both management and growth strategies for all service operations. He was previously 14 years with Burger Boat Company, and spent three years as a project manager at Palmer Yachts.

Pratley will provide single-point contact for the yacht repair and refit throughout the U.S. and Caribbean. He spent 11 years with Rybovich.

V-Kool Florida chills 1,000th yacht

Ft. Lauderdale-based V-Kool Florida recently installed infrared reflecting film on its 1,000th yacht, M/Y Broadwater, a 164-foot Feadship. Owner Scott Frischhertz said his company installed the film to cool the interior of the owner’s previous three boats.

Frischhertz started the company in 2004 while a yacht captain. For more visit www.V-Kool-florida.com.

Marine Exhaust hires

Marine Exhaust Systems, manufacturer of custom engineered and fabricated marine diesel exhaust solutions, hired Mark Brown for technical sales.

Brown will be responsible for dealing with owners, captains, boatyards and boat builders to develop exhaust systems and sell individual components.

For more information visit www. marine-exhaust.com.

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ore than 250 captains and crew added to their onboard and personal expertise during Acrew Sint Maarten, a free event for crew at Yacht Club Port de Plaisance on Jan 19-20. Acrew and the yacht club partnered to offer a medical refresher course, a splicing class, information on fueling, a rum tasting and information for crew to manage personal finances. Crew also networked during a Prohibition party as well as during classes in cigar rolling, cocktail PHOTOS/JOEL AYUK making and a DJ workshop.

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bout 300 yachting industry people glammed it up in late January for the second annual Chairman’s Gala, a fundraiser for the Marine Industry Cares Foundation. This year’s gala will pay for more than 50 middle and high school students to attend a MICF’s two-week Marine Immersion Summer Camp. The camp takes students around to various South Florida businesses where they learn about careers in the industry. PHOTOS/TOM SERIO

March 2017 The-Triton.com

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The-Triton.com March 2017

Missing a true mariner, kids and I seek more role models 4-year-old Kenna for a walk down the river, a half-hour adventure that would Publisher’s Point leave them both smitten and in a “love Lucy Chabot Reed affair” that would last the rest of his life.

Whenever he was in town, he would It’s the day after the Chairman’s Gala bring a bag of the best gummy bears to a Triton Networking event for her, asking and I find myself missing Whale. only for a hug in return. When she was The event wasn’t even something in her first play, he was the first friend Capt. Paul “Whale” Weakley would have enjoyed. It was a fancy affair with a outside the family that she wanted to masquerade theme. I wore a black gown. invite.

Even though Whale likely wouldn’t David, chairman of the Marine Industry have come to the Chairman’s Gala, he Cares Foundation this year, wore a would have supported it. He would tuxedo. have bought tickets for others to attend, But Whale would have supported and he would have bid up raffle items it nonetheless because the money it he didn’t necessarily need or want. He raises helps kids learn about the marine would have industry. He signed up died in 2015. to volunteer Whale was with MICF’s a sailor, a true summer seafarer, and camp to teach a teacher. kids how to And he was tie a knot, my friend. I splice a line, can’t recall and whip the the first time bitter end. we met; it And it seems like I’ve makes me always known smile to think him. When he would we started have been The Triton Capt. Paul “Whale” Weakley celebrates with a proud of in 2004, he was quick to 7-year-old Kenna after her first play. Weakley Kenna, now a participate leaves a legacy of charity and generosity as a teenager who and support PHOTO PROVIDED has taken true professional mariner. up sailing, us. Whenever and her there was a third-place finish in her latest regatta. cause or fundraiser, he was there with not only his own money, but the strong- He would have talked endlessly with armed bills of multiple friends, near and her about how to tighten her start and when, precisely, to tack so the next guy far. gets bad air.

He single-handedly funded The I miss Whale today. I miss his charity Triton marine scholarship at Broward and his generosity. And I miss his spirit, College at our annual Poker Run, that kid inside him that made everyone less interested in playing poker than who was comfortable in their own skin in handing over $100 bills – dozens want to be around him. It occurs to me of them – and in riding his vintage now, two years after he’s gone, that he motorcycles. was a role model for me. I’ve tried to He was quick to share his love of behave generously when faced with a sailing with anyone who wanted to silent auction for charity (much to my learn. When he heard my then-young husband’s chagrin) and I’ve tried to niece Darcy had taken up sailing, he gave her and my daughter two two-hour teach kids what I know.

I have a feeling I will miss Whale for lessons on marlinspike seamanship. the rest of my life, especially when I see And that hand guard for lefties? He a kid who would love to learn more. gave that to my little leftie daughter, Kenna.

Lucy Chabot Reed is publisher and At one of our first anniversary founding editor of The Triton. Comments parties, watching me juggle playing are welcome at lucy@the-triton.com. hostess and mommy, he offered to take

Career 17

March 2017 The-Triton.com

Captains must earn the right to be treated like a CEO Owner’s View Peter Herm

Captains regularly bring up the issue of owners interfering in the management of the crew and the management of the boat in general.

They point out that in an owner’s business, if the owner saw some issue with an employee, corporate process would cause the owner to contact the employee’s supervisor to deal with the issue rather than the employee directly.

Don’t chew out the stew; tell the captain.

In many cases, captains say that the owners tend to take crew issues into their own hands rather than going through the chain of command as they would/should in their business. To some degree the proximity probably influences this I am sure, but there is another reason.

The short answer is that many captains are not perceived by their owners as managers of a business. They are perceived as seafarers. Hopefully,

all captains are seafarers, but are they also managers and businessmen? For captains to be treated as managers, they need to act like and be continually trained as managers of people and businesses.

Captains must earn the right to be treated like any of his/her other managers in their shoreside businesses.

With my captain, I respect the chain of command. He makes all of the daily decisions, but he earned it.

Some of the tip-offs that show which captains are business-oriented and those who are not include the following, in no particular order: Are the accounts detailed, accurate and provided on the requested schedule?

Are crew managed like an executive would manage his team? Fire early and often? Lead and train? Set a great example?

Does the captain have business and management training, either formally or informally? Does he/she regularly read management books that would be applicable to managing employees in a

business as well as a crew?

When making an expenditure, does the captain shop it carefully, getting three bids from vendors? Does the captain spend the owner’s money as if it were his own?

Is the captain an expert in yachting?

My managers are experts in their business. They attend conferences and are up to date on what their competitors are doing today and will be doing tomorrow. They actively educate themselves, both formally and informally.

What publications are on the bunkside table? Sports Illustrated and Hustler, or Forbes, Boating Industry and Superyacht Report?

Did you go to METS in Amsterdam in November? How about the Refit Conference in Ft. Lauderdale last month?

Micromanaging by owners is a subset of the above, but a little more complex.

Some owners micromanage because they feel they have to. For others, like me, it is my nature to micromanage certain things because the boat is a

topic I care about more than a lot of my business issues.

As in all things, this whole topic is most easily resolved with an open and honest conversation between the owner and captain. Communication on issues that cause friction is best done early and often. It may get resolved or it may not, but if it isn’t discussed, it can never be.

Captains who seek to be treated and respected as a manager of the boat and not just a seafarer must invest in themselves, become educated on management, and become an expert in this industry of boating.

To me, this sounds pretty obvious, but check out that stack of reading material by your bunk. Are they industry and business magazines, or something else? How serious are you about your profession?

Bow west and high tide 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. Comments are welcome at editor@thetriton.com.

18 Interior

The-Triton.com March 2017

Grasp of meal basics adds to joy of job, guests Stew Cues Alene Keenan

A successful stew understands food prep and presentation. Our relationship with the chef and guests is improved when we know the basics of cooking techniques, ingredients and timing.

The chef depends on us to describe the food and answer questions the guests may have. On a yacht, we are the eyes and ears for the chef once the plates leave the galley.

My first job on a yacht was as crew cook. I cooked for 12 crew. When the owners came or we chartered, I became sous chef. I worked with fantastic chefs and learned classic techniques. I cleaned and peeled tons of produce, washed a gazillion pots and pans, and washed the floor at least twice a day. I also stirred a lot of sauces.

It is good to understand what the classics are and why they are important.

A rich, creamy veloute complements a delicate chicken dish, rounds out the flavor, and adds velvety texture. Certain herbs and spices enhance foods, too.

The peppercorns in a classic Steak au Poivre dish deepen the overall richness of the beef.

Sauces add moisture to lean meats, fish and poultry dishes. They replace liquids lost using techniques that dry food out, such as grilling and sautéing.

Presentation is everything, and the proper sauce can really add visual appeal by adding elements of color that accentuate the food. They enhance a

dish with complementing or contrasting flavor and adding different textures.

There are five mother sauces and three techniques in French cooking.

They serve as the starting point for many classic sauces. Simple ingredients (butter, flour, and liquid) and three easy techniques (a roux, a reduction and an emulsifier) are the building blocks.

Besides adding flavor, sauces should be thick and stable so they will cling to the foods with which they are served.

Many rely on a roux, which is formed by cooking equal parts of butter and flour over medium heat before adding liquid.

The longer you cook the butter and flour, the darker the sauce becomes.

A béchamel or veloute uses a white or blond roux to keep the finished product light-colored. Here are the basics of the five main sauces: l Béchamel is a roux with dairy as the liquid, usually milk or cream. This is the base of macaroni and cheese, and lasagna. It can be altered with variations such as different cheeses, soy or miso, for example. l Veloute is a roux with white stock, traditionally chicken, vegetable or fish. It is not considered a “finished sauce” but is the starting point for some gravies, dishes such as chicken pot pie and soups such as seafood bisque. l Espagnole is a darker roux with brown stock such as beef or veal. Beef stock and deglazed bits from beef bones are used. Tomato paste and spices are then added. The famous French brown sauce, demi-glace, adds more beef stock, and can be used to create a Bordelaise sauce that contains red wine with herbs.

l Tomato is technically roux combined with tomatoes, but for many, our first contact with a tomato sauce is with marinara, a tomato reduction that contains onions and garlic and is served over pasta. Let’s not forget Creole sauce, pizza sauce, mole and enchilada sauces, along with good old ketchup. l Hollandaise is made with egg yolks and clarified melted butter plus acid, such as lemon juice. The egg yolk acts as an emulsifier to bind the butter and lemon juice together. The classic Eggs Benedict sauce is time consuming, and preparation is meticulous. The mixture must be “tempered” to keep it from curdling. It can really throw the chef off guard when someone orders it unexpectedly. (This does not apply to the sauce that comes out of a packet.)

Aioli and mayonnaise are close cousins.

These classic sauces might seem outdated to some, but they are versatile and can form the base for many flavor combinations. Understanding sauce ingredients, structure and the care that goes into them will help stews present food to guests in a more professional manner and increase their dining pleasure. And this knowledge will endear us to most chefs.

Alene Keenan is lead instructor of yacht interior courses at Maritime Professional Training in Ft. Lauderdale.

She shares her experience from more than 20 years as a stew in her book, "The Yacht Guru's Bible: The Service Manual for Every Yacht", available at www. yachtstewsolutions.com. Comments are welcome at editor@the-triton.com.

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March 2017 The-Triton.com

Fermented foods benefit digestion, increase good enzymes Take It In Carol Bareuther

Sauerkraut, pickles and yogurt. No, this isn’t the latest weight loss recipe.

However, what each of these foods has in common is fermentation.

Fermented foods as a group are forecast as one of the top 10 superfoods for 2017, according to the fifth annual What’s Trending in Nutrition, a national food-trend survey of over 1,700 registered dietitians released by Pollock Communications and trade magazine Today’s Dietitian in December.

The reason? Studies are just starting to show how fermented foods provide health benefits way beyond the food from which they come. Of course, this is something nutrition researchers have observed for some time. For example, the people of Okinawa, Japan, have the highest longevity on the planet, and their customary foods are those such as the fermented soybean product miso.

Fermented foods are those that have undergone a process called lacto-

fermentation. This is when naturally occurring bacteria feed on the sugars and starches in a food and produce lactic acid as a result.

This process makes the food easier to digest and also preserves it. Think of the perishability of fresh cabbage versus sauerkraut, cucumbers compared to pickles, and fresh milk to yogurt.

However, the process of fermentation does much more. It creates beneficial enzymes, vitamins, fatty acids and beneficial bacteria in these foods called probiotics. For example, tempeh, a great vegetarian protein made from fermented soybeans, has more B-vitamins such as folic acid, niacin, riboflavin, niacin and pyridoxine than soybeans themselves. Likewise, milk has an insignificant number of probiotics but yogurt is full of beneficial bugs.

Here are four popular fermented foods, what makes them good for you, and how to add them to your diet: Sauerkraut. This German staple is made from cabbage, salt and flavorings such as caraway seeds and peppercorns.

The presence of a substance called s-methyl methionine in sauerkraut is

linked with a reduced risk of stomach cancer. To get the biggest benefit, make this dish at home. Store-bought is often pasteurized, or cooked at high heat, which kills the probiotic bacteria.

In addition to the popular ways of eating sauerkraut such as topping a hot dog or siding up to a dish of pork roast and mashed potatoes, try it tossed in a green salad, eggs, tucked into a cheese sandwich, or sprinkled on top of pizza.

Kimchi. Korea’s version of sauerkraut, kimchi is made from Napa cabbage plus other ingredients such as daikon radish, scallions, red pepper, ginger, garlic and fish sauce.

Korean researchers writing in the scientific journal Genomics and Informatics last year discovered that the various unique microorganisms and bioactive components in kimchi show antioxidant activity and are associated with an enhanced immune response.

They also have anti-cancer and antidiabetic effects. Add kimchi to fried rice or a rice bowl with veggies, stirred in potato salad, as a burger topping, or flavoring for vegetables such Brussels sprouts.

Pickles. Cucumbers are the customary pickled vegetable. Studies show that pickles can support immune health. Look for pickles that don’t contain vinegar or have been heatprocessed during production since cooking kills the probiotic bacteria. Or make pickles yourself.

Pickles, like sauerkraut and kimchi, are high in sodium, so pair them with lower-sodium ingredients in dishes. For example, chop and stir in scrambled eggs or potato salad or add to a peanut butter sandwich.

Yogurt. Research shows this creamy fermented milk food has blood pressure-lowering properties. The probiotics in yogurt can also reduce bladder, colon and cervical cancer, according to studies. For maximum benefit, buy yogurt labelled with a seal that says “live and active cultures”.

For added flavor, stir chives in plain yogurt and use over a baked potato, or add fruit and use as a topping for cereal.

Carol Bareuther is a registered dietitian and freelance health/nutrition writer.

Comment at editor@the-triton.com.

20 Interior

The-Triton.com March 2017

Prowl the pantry for expired beans, grains, powders, cans Culinary Waves Mary Beth Lawton Johnson

There’s something about Springtime that gets our cleaning juices flowing, even in the constantly-being-cleaned world of yachts.

But what about the galley? Sure, chefs and stews regularly clean the walk-ins, the face of the appliances, inside the oven, and even the drawers. But we usually skip over the dry goods pantry.

Working freelance on charter yachts recently brings this issue to the front of my mind. Just how long has that bag of beans been in the cupboard? Was it left there by the last charter chef? Or maybe the one before him?

Unfortunately, that is the beast of charter yachting.

One chef goes out and buys a bunch of staples they want in their pantry, which is different for every chef. The next chef is left to deal with it. Or (most likely) not.

So can it be used, or should it be tossed? That’s the question about that bag of beans left sitting for over a year. What is the actual shelf life on those canned items, that bag of dried quinoa or wheat berries that doesn’t look like it’s been touched in months?

Beans are a go-to staple in many yacht galleys. They have a shelf-stable life of one year, if packaged in foodgrade bags. If packaged in food-grade Mylar bags or No. 10 cans that have had the oxygen removed, they have a shelf life of over 10 years.

If allowed to sit loose in a bag, then the shelf life is depleted due to humidity, oxygen and light. Light will fade the beans and any contact with oxygen will succumb them to rancidity.

It is best to buy beans in either cans or in vacuum-sealed bags if they are staple items that intend to be emergency, last-resort items. If they have been sitting on the shelf for a while and have been opened, toss them.

Whole, uncooked grains have a shelf life of up to four months in a pantry; if kept in the freezer, they’ll be good up to a year in a sealed container. Whole grains such as amaranth, millet, groats

or barley sitting on a shelf for longer than six months in a hot galley should be tossed.

Uncooked, sealed quinoa has a long shelf life but can quickly turn bad if kept in the sunlight or in an area that is not temperature controlled. If it has been sitting on the shelf for any period of time, toss it.

Whole grain flours and meals typically should only be kept for up to three months. Because their bran has been cracked, oxygen can get to every part of it so it can go bad in a short period of time if not kept in the freezer.

I have to remember that canned foods that are acidic in nature have a shorter shelf life than those lower in acidity. Be sure to regularly go through any canned items on the shelf, especially acidic items, and toss those expired.

I try to use up any opened containers of powdered milk within three months.

If unopened, they will last on the shelf from 18 months to 10 years.

While that may seem like a long time, when we’re far away from any source of fresh milk, it’s handy to have in emergencies.

Non-fat dry milk will last longer as the fat in whole milk and buttermilk is unstable. It is best kept in the freezer.

Time will change the flavor and smell of the milk powder as well as the vitamins’ potency. It will not change the protein level. If removed from its original container, its shelf life is seriously decreased. If so, be sure to put it in a sealed container in the freezer and scoop out only what is needed.

When I decant any food item, I label the container with that date and the best-by date. That way, all I have to do is look and pull versus flipping the items over and over to find the expiration dates. I learned to put the Best Buy date on the top of cans. Sure it’s more work, but that makes it easier to inventory and toss what needs to be tossed.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 25 years. Comments are welcome at editor@the-triton.com.

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March 2017 The-Triton.com

Mixed Chili Relish Top Shelf Chef Mark Godbeer

Over the years, I have worked on and visited many boats, and there are always those obvious components that frequent every ship, for example, propellers, anchors, main engines, and a crew mess filled with hot sauces.

I love hot sauces, however there is a depth missing from those bottledup infernos, a lack of character. That is how I found myself creating this delicious relish.

I don't use this relish in cooking; I feel it's flavor profile gets lost. I prefer to use it as an addition to a finished product such as paninis, pizza, cheese and crackers, etc. The heat, the vinegar and the all-round flavor character is a salivation beckoner and ensures taste bud sensation.

Enjoy.

Ingredients: 1 large red bell pepper 1 jalapeño

3 piquillo peppers 3 young bell peppers 3/4 cup white vinegar 3 Tbsp. olive oil 1 tsp. chili flakes 2 yellow onions, chopped 4 cloves garlic, crushed 1 tsp. ground cumin 1 tsp. sea salt 6 Tbsp. raw sugar In a mixing bowl, combine the salt, pepper, flour and baking powder.

In a small pot, slowly melt the butter with the garlic and cumin. Set aside to cool for 5 minutes.

Add the milk to the butter mixture and mix.

Add the egg, beating for 30 seconds.

Slowly pour the egg mix into the flour mix until all ingredients are incorporated.

Using a long cooking fork, pierce the peppers one at a time and hold them in front of a naked flame (blow torch, BBQ, etc.), blistering the skin as you slowly rotate. Set aside once all sides are blackened and blistered.

Remove the seeds from the bell peppers and the tops from all the peppers and roughly chop.

Place the peppers and vinegar in a blender and pulse until no large pieces remain.

In a heavybottomed pot set to medium, heat olive oil and chili flakes for 2 minutes until fregrant.

Add the onions and cook for 5 minutes until translucent and beginning to brown.

Add the garlic, pepper mix, cumin, salt and sugar and cook for 5 minutes.

Reduce heat to low and simmer for 45 minutes.

Remove from heat and allow to

Coconut Custard Pie Crew’s Mess Capt. John Wampler

One of the yachts I manage on a monthly basis is a 70-foot Hatteras. When the owners arrive, I work to teach them maneuvering, line handling, preventative maintenance procedures, etc., with the ultimate goal of getting them qualified by their insurance company to operate the vessel themselves.

Before they arrive on their jet, I will prepare a little something for them to nosh on after their flight.

Recently, I prepared for them a delicious coconut custard pie. The husband told me that he actually doesn’t like custard, but this recipe was an exception.

An additional pie was requested when guests flew in for a visit.

Success is best served sweet.

This recipe makes two pies. The second always makes a wonderful gift for the yacht next door (that is, if you can keep your crew’s hands off of it).

Ingredients:

2 14 oz. cans of sweetened condensed milk 4 cups hot water

6 large eggs 1 tsp. salt 1 Tbsp. vanilla extract 1 Tbsp. coconut extract 1 ½ cups shredded coconut 2 9-inch unbaked pie shells 2 Tbsp. nutmeg In a stand mixer, combine milk, water and eggs. Mix with whisk attachment until well blended, adding the salt, extracts and shredded coconut.

Pour filling into pie shells. Sprinkle half the nutmeg on each pie. (Any leftover filling can be poured into custard cups or ramekins.)

Bake at 400 degrees F for 10 minutes, then reduce heat to 300 degrees F and bake for 30 minutes. The pie is finished when an inserted knife comes out clean.

Allow the pies to cool to room temperature, then cover with foil and refrigerate. Serve with whipped cream.

Enjoy, JW. Capt. John Wampler is found on www.yachtaide.com and has worked on yachts for more than 30 years.

Comment at editor@the-triton.com.

cool. Transfer to a container and refrigerate for an hour before serving.

Enjoy with a cheese board, burgers, grilled chicken or even eggs, pretty much everything.

Mark Godbeer has been a yacht chef for more than 10 years (chefmark godbeer.com). His recipes are designed for the owner and guests. Comments are welcome at editor@the-triton.com.

22 Crew Health

The-Triton.com March 2017

Get to the root of crew drama, bypass gossip and negativity The Yachtie Glow Angela Orecchio

Being healthy on board isn’t always just about what we eat and how much we exercise. It’s also about our emotions and how we show up in this world.

Gossiping and talking negatively about other crew members behind their back is a disease that spreads like wildfire. Before we know it, everyone onboard is affected and sick. Not only does gossiping cause problems between individuals, it also creates a negative vibe that cannot be ignored.

I’ve seen the affects of gossiping many times, and I’ve learned that gossiping is the easy and short-term way to deal with problems. The consequences of gossiping in the long term, however, are never positive and often cannot be undone.

Essentially, people gossip because it’s an easy and quick way to fulfill basic human needs when they feel bad about something. Talking about a problem with someone unrelated makes them feel better initially because they are able to release emotions and energy that are building up. It also makes people feel right about their point of view and feel like they have something in common with each other.

But gossiping affects the person with the problem because he/she is creating drama rather than dealing with the issue. No one feels good when they hold negative feelings. Talking about it unproductively keeps the problem alive and thriving.

It also affects the person being gossiped about because they might feel left out and isolated, even though they may not know why. Even if they are included in group activities, most people know when they are not truly included.

And it affects the boat because it creates tension in the tightly knit group and space. The ebb and flow of the crew will not be as vibrant when there are issues building up between members.

The good news is that there are healthier ways to deal with bad feelings about someone or something.

First, take a time to cool down. Do some deep breathing and assess the problem rationally.

When ready, address the problem directly. As scary as this might be, when we approach a problem maturely and

rationally, we will see positive results, one way or another. Letting it go might be an option, but if it stays on your mind, it must be addressed. It won’t go away on its own. Instead, it will compound.

Before addressing the problem, visualize how the conversation will go.

Visualize the results.

Know that if you go to the person with the intention of showing how you are right and they are wrong, chances are they will get defensive and nothing will get resolved.

Find a way to disarm the person before talking about your issue so you can have a heart-felt conversation.

Try offering a genuine compliment or recognition about something that is relevant. Or start by apologizing for your part in the problem. It takes two to tango, even if you are ultimately right.

Use words such as “I feel” rather than pointing fingers with “You are”. “I felt hurt when I thought you were… .”

Realize that just because we think someone did or said something does not mean that every fact about it is true. We all operate from our own foundation of beliefs and habits, and that makes us see situations different from each another.

If another crew member starts gossiping, be the bigger person and ask them not to. Advise them to resolve their feelings by talking directly to the person or suggest they see their head of department.

Lead by example; don’t gossip. Make it known that you don’t gossip and that you’re not the person to come to if they want to talk badly about someone.

People will get the hint, eventually, and not involve you. You will then become a leader and an inspiration.

Living on a boat highlights people’s strengths and weaknesses. As someone once aptly told me, you can’t hide yourself when you work on a boat.

If you find yourself gossiping, don’t be too hard on yourself. Instead, acknowledge it and set the intention to react in a different and specific way. Get clear about how you want to act and who you want to be, and each time will become easier.

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 (www.savvystewardess.com). Comments are welcome at editor@the-triton.com.

March 2017 The-Triton.com

Keeping work relationships strong supports job search Crew Compass Melissa McMahon

Getting a job in this industry is a lot like gambling in Las Vegas. We never know what will come up, who we will work with, if our search will take a week or several months, and whether it’ll be a big hit (i.e., the perfect boat).

But finding a job can also be surprisingly simple, especially when it is from word of mouth. Landing a good job in yachting is all about timing and luck, but it’s also about who we know.

For new crew, applying with more than one crew agency can be beneficial. It increases the chances of being hired faster. There are hundreds of job postings online, and in today’s technological world, we can get notifications the minute new ones arise.

My favorite sites are the ones where all the agencies post their new positions.

It is easy to have everything all in one page, but it does make your chances of landing one slim because lots of yachties looking for work watch them, too. Some listings even count how many applicants have replied. I have seen one say 190 crew have applied. How in the world will I get picked out of 190 applicants?

Besides searching online for that perfect job, it is extremely important to keep in touch with those good crew we’ve worked with in the past. They will often help us land the next job. Thanks to social media, this is pretty easy to do.

Some crew members leave boats on bad terms because of miscommunication, wrongdoings and misconceptions. As professional seafarers, we should always do our best to leave on good terms when the opportunity is present. That means to shake hands with and thank the head of department and captain for the opportunity to work, grow and learn onboard. If it’s not stepping over boundaries, consider writing a thankyou note to the owner or manager.

Definitely do not post anything negative on any social media platforms about the situation that caused the end of the job. Yachting is a small world.

People know people, and those negative postings will get around.

I keep in touch with many of my previous crew members, especially a chief stew I respected and worked well with. We had great laughs and still do

to this day. We have kept each other updated on our job searching in the hopes that we might work together again someday.

One day, she received a request from a fellow chief stew for a reference for me. A few days later, she received an email for a chief’s position on that same boat. Apparently, as often happens in yachting, crew leave so both the chief’s position and another stew position were suddenly available. We got excited about the idea of working together again.

Things didn’t work out for either of us on that boat, but we wouldn’t have even known the other was applying if we hadn’t kept in touch. Landing a job through someone we know is a great way to find work. Having that contact also enables us to learn a lot about the boat, owner and program before we accept, making the fit even better.

When it comes to interviews, I had have a fair share of all different ones. I had one interview where it was literally five minutes, quick and easy. They were in a rush, so they needed someone fast. I also had one where the chief stew asked me probably about 20 questions. She wanted to know how I would handle certain scenarios onboard with crew and guests. I had to list what is important during service, what to look for, and talk about my experiences with service.

She asked some personal questions, such as what I like to do during time off because the crew were all into watersports. And for the first time, she asked me what I thought my future yachting career looks like. She wanted to hear what my goals were and what I wanted to achieve in the next few years.

One thing for sure is that I always bring a folder with all my certifications, copies of my CV, business cards, medical papers, etc. Most of my interviews have been good, and taking a look at possible questions they may ask is always a help. I saved a list of questions I received in stew training class from Alene Keenan. It allows me to be a little prepared beforehand.

Even though it is a struggle to find a great boat to work on, we never know who will help or who we will meet.

Work relationships are important, as is preparing for an interview. Taking a gamble can lead to an amazing journey.

Melissa McMahon is a stew from Long Island, N.Y. (www.longislandmermaid. com). Comment at editor@the-triton.com.

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March 2017

Yachts Miami Beach

Y

acht crew were on the job for the 29th Yachts Miami Beach at two locations in the Miami area during Feb. 16-23.

Reconfigured docks along Collins Avenue gave the Miami Beach part of the show a new feel with seven entrances from the road, a central vendor and food court area, as well as most of the crewed, brokerage boats on display in the northern half of the show. About 30 of the largest charter and brokerage yachts in the show were docked Med-style against Miami’s skyline at a second location at Island Gardens Deep Harbor marina on Watson Island.

PHOTOS/DORIE COX and LUCY REED

March 2017

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Yachts Miami Beach

M/Y Serenity debuts, ready for charter at Yachts Miami Beach

By Dorie Cox Seven yacht crew, as well as dayworkers, and lead charter broker took visitors on tours on during Yachts Miami Beach for the debut of M/Y Serenity, a 133-foot vessel built by IAG Yachts.

The yacht arrived in Ft. Lauderdale on Oct. 1, said Doug Hoogs, new construction specialist with Atlantic Yacht and Ship in Dania Beach.

"But we missed the Ft. Lauderdale show," Hoogs said. "That happens a lot with boat builders; we've just been waiting for the Miami show."

Capt. Scott Kidd joined the program in May and went to China with Eng. Jake Cook for final touches on the yacht.

The two readied the yacht for delivery to Florida by ship.

"Jake rode the ship back with the yacht," Hoog said. "It was a big responsibility, he had to keep the A/C cooling the yacht on deck and to wash constantly. It was a challenge to clear the rust and grease from the transport ship."

The crew has terrific accommodations, Hoogs said. The quarters are to LY3 standard even though the yacht adheres to LY2.

The owner modified a 127-foot IAG to meet U.S. specifications and his preferences. Some of the noticeable features include an elevator, a wading pool on the top deck, and the adjustable aft deck that can move from submerged to a dive platform, said Tim Kings, the director and project manager.

The debut also pulls together technology with tradition. An example

M/Y Serenity's crew, lead by Capt. Scott Kidd, (pictured second from right) were onboard for a viewing to spread the word about M/Y Serenity's debut at Yachts Miami Beach.

PHOTO/DORIE COX is the classic reverse shear windshield.

"It's a tradition that goes back 120 years in boats, but a concept that was lost in yachting,� Hoogs said. “It reduces shear, stops glare and keeps the bridge

cool. It's becoming in vogue again."

Dorie Cox is editor of The Triton.

Comments on this story are welcome at dorie@the-triton.com.

March 2017

A

bout 50 people joined Young Professionals in Yachting at Yachts Miami Beach for cocktails with Yachtsign. The event was held for members of the Ft. Lauderdale chapter. YPY is a non-profit organization for professionals in yachting businesses between the ages of 21 and 40 years old.

PHOTOS/DORIE COX

America's Cup chase boats display at show

By Dorie Cox The official chase boat for the upcoming 35th America's Cup was on show at the Miami International Boat Show at Miami Marine Stadium Park and Basin on Virginia Key. Insetta Boatworks' 45-foot center console has been chosen to provide four boats for events scheduled in Bermuda.

Scottie MacDonald, vice president of sales and marketing for Insetta Boatworks, ran sea trials on the Insetta 45 during the Miami show.

"We’re honored and proud to be a part of this epic event, and for Bermuda itself," MacDonald said. "We will supply VIP chase boats for each race program."

Built in St. Mary's, Ga., the boats' research and development is impressive, said Insetta's corporate Capt. Chris Day. He ran a boat for the Miami show.

"It sounds cliche, but the Insetta handles like a dream, very smooth," Capt. Day said. "Even at speed it feels like a yacht."

The chase boats will be on the water during the America's Cup, Boat International's Superyacht Regatta and the America's Cup J Class Regatta.. The competitions run May 26 - June 27.

"This is exciting," MacDonald said. "We are in the action and on the course."

Dorie Cox is editor of Triton Today.

Comments at dorie@the-triton.com.

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Capt. Forderer's simple acts change lives during travels

By Lucy Chabot Reed When Capt. Tim Forderer tells the story about helping a school on Komodo Island build a fence to keep the dragons from attacking the kids, he stops to rub his upper arm. When he talks about how a woman he met there was inspired to create 40 libraries in remote villages, he rubs his entire arm.

Goosebumps.

These stories happened to him years ago but he still gets goosebumps when he talks about them. That sense of making a difference, of really changing lives, stays with him and helps drive him.

“When you get on this path of doing good along the way, it just keeps going and going,” Capt. Forderer

said during a news conference during Yachts Miami Beach, recounting his nine-year relationship with YachtAid Global and their efforts to help people in communities all over the world.

Capt. Forderer has taken the owners and S/Y Vivid, a 27m Jongert, around the world twice, reaching the polar ice caps at both ends of the Earth.

“A month after my interview, we were sailing between icebergs as large as these yachts,” he said, pointing to the largest yachts in the show, most nearing 200 feet. “I wake up every morning so incredibly grateful to be able to do this.

And I know that the moment I stop being grateful it will all go away.”

A big believer in karma, Capt.

Forderer said his interaction with the San Diego-based charity of YachtAid

YachtAid Global honors Capt. Tim Forderer's charity work around the globe while working onboard S/Y Vivid, a 27m Jongert.

PHOTO/DORIE COX Global has changed his life. Friends with YAG founder and former captain Mark Drewelow, Capt. Forderer once asked for his advice about how to help an impoverished community he was visiting in Indonesia. Drewelow’s advice was to find the village elder and tell them what he wanted to do.

When he did that in Komodo Island, a simple task of dropping off school and

medical supplies became a request from the school headmaster to help them build a fence to keep the dragons out.

“The law of karma tells us that the more we give, the more we do, the more of service we are, then the more enhanced our experience will be,” he said. “We know we are going to super impoverished countries. A blow-up football, some books, a bar of soap can

March 2017

go a long way.”

A woman Capt. Forderer met in Komodo, Nila Tanzil, was so inspired by the fence event that she created Rainbow Reading Gardens and there are now libraries in 40 remote places in eastern Indonesia. She’s done a TED talk and has just written a book, the first chapter dedicated to her experience with Capt. Forderer.

“Through YAG, we’ve supported all her libraries with clean drinking water.”

These filters cost about $50 each and will provide clean drinking water for 100 people for about five years.

“It’s a game changer,” Capt. Forderer explained. “So much of their day is spent finding and making fresh water that when we can set these up, it’s a game changer.”

They come in packages about half the size of a pillow.

“When I get back to California, I put about 30 of them in a duffle bag and take them with me.”

He figures over the past decade that he’s distributed more than 70 filters,

giving more than 70,000 people access to clean drinking water.

More than 40 yachts and their crews have participated in YAG missions in the past decade, including Capt.

Winston Joyce Clark of M/Y Big Fish, Capt Mike Gregory of M/Y Dragonfly, Capt. Brendon Pomeroy of M/Y Beija Flor, and Capt. Aaron Abramowitz of M/Y Mine Games.

Capt. Forderer was honored with YAG’s first Humanitarian Award yesterday during Yachts Miami Beach.

“This is the first time we’ve stopped and tallied it all up,” he said in accepting the award. “It’s amazing what we’ve been able to accomplish.”

Capt. Abramowitz, who oversaw delivery of emergency relief items to West End in Grand Bahamas after Hurricane Matthew last fall, attended the press conference to support YAG’s efforts and came away a fan.

“I was impressed by his level of commitment, not only to YAG but also to his own thing,” he said. “I’ve never heard of anyone doing what he’s done.

I just wish more captains knew about YAG and were willing to help out. It’s not that difficult and the rewards are enormous.”

Capt. Forderer’s advice for other crew traveling the world is to simply look for opportunities to help. When something is identified, visit village elders and offer to help. Contact the yacht’s agent or YAG, which can help make connections immediately or arrange for supplies to follow.

“This is not a story about Tim and Vivid,” Capt. Forderer said. “We just represent boats around the world that have done this. I hope that in telling our story, we can inspire others to get involved.”

To see a well-done video of the Dragonfly crew’s efforts after Cyclone Pam in Vanuatu, visit www.crowdrise. com/yachtaidglobal/fundraiser/yachtaidglobal Lucy Chabot Reed is publisher and founding editor of The Triton. Comments are welcome at lucy@the-triton.com.

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Capt. Tim Forderer distributes water filters and guesses he has helped more than 70,000 people access clean drinking water.

PHOTO/LUCY REED

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, 2016

Region

Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 511/546 Savannah, Ga. 658/NA Newport, R.I. 726/NA Caribbean St. Thomas, USVI 760/NA St. Maarten 724/NA Antigua 713/NA Valparaiso 535/NA North Atlantic Bermuda (Ireland Island) 595/NA Cape Verde 474/NA Azores 593/1,188 Canary Islands 753/763 Mediterranean Gibraltar 514/NA Barcelona, Spain 503/1,112 Palma de Mallorca, Spain NA/1,325 Antibes, France 498/1,339 San Remo, Italy 636/1,581 Naples, Italy 583/1,517 Venice, Italy 646/1,918 Corfu, Greece 556/1,331 Piraeus, Greece 514/1,278 Istanbul, Turkey 651/NA Malta 763/1,239 Tunis, Tunisia 465/NA Bizerte, Tunisia 464/NA Oceania Auckland, New Zealand 619/NA Sydney, Australia 577/NA Fiji 643/534

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

*When available according to local customs.

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Traffic down, quality good but most expect increases as the show grows YMB from page 1 running north and south in the Indian Creek Waterway.

“The new layout is great,” said Northrop & Johnson broker Cromwell Littlejohn. “And I don’t see any reduction in the number of attendees with us now charging $20 a head; traffic is better than it was last year.

“There were known owners walking around with their broker, looking for their next boat,” he said, noting that he has shown one 112-foot Westport to an existing yacht owner four times during the show. “But we haven’t yet seen the number of offers the traffic would have us believe would be coming.”

Several captains showing their vessels were happy with the quality of people walking the docks.

"We had a lot of people visit,” said Capt. Bertrand Ruat of the 120-foot Sanlorenzo M/Y Rare Diamond. “I think we talked to real buyers."

But throughout his career of working yacht shows, he has learned patience.

"Lots of clients like this boat, but people don't get too excited during shows," he said. "It's usually weeks or months later that you find out they are interested because they are shopping.

Then they realize this is good buy."

Most crew and exhibitors agreed that traffic was light, but that wasn’t necessarily bad.

"The pulse was kind of slow, brokers and sales managers said the same thing," said Capt. Bill Jarratt of the 94-foot Lazzara M/Y IV Tranquility. "I'm not sure if it was them charging admission or a sign of the times."

He said the new layout seemed fine, and IV Tranquility was in a good spot right in middle of everything. He said it's a wait-and-see with results from the visitors the yacht did see.

"It's hard to tell if we saw qualified people," he said. "We had plenty of charter interest. No one seemed uber enthused."

He did attribute the admission fee to less Saturday and Sunday foot traffic.

"I thought this weekend would be a madhouse with nothing but kids and families, but that didn’t happen," Capt.

Jarratt said. "We saw adults asking generic questions and doing their thing."

The captain found one of the biggest issues was explaining to people exactly where the boat was. First people often were unclear about the two boat shows taking place in the Miami area at the same time, aside from the two locations for Yachts Miami Beach, he said. The 76th annual Miami International Boat Show relocated last year from the Miami Beach Convention Center to the Miami Marine Stadium Park on Virginia Key and takes place at the same time.

“It was difficult to tell people where I was, or to find a hamburger, or a specific manufacturer,” Capt. Jarratt said. “There was no clear direction for people to understand the layout for all the shows, nothing to help with what type of boats are where. When you go in a mall or hospital, it's color-coded. We need 'you are here' and 'here is where megayachts are' signs."

So, like a captain using dead reckoning, he stepped out off the dock to look for landmarks to be able to tell visitors, 'I'm right across from this hotel, then see this and we're by that', he said.

M/Y True North is one of the few yachts docked side-to in this year's show. Stew Whitney and Chef Steve Anderson love their slip.

"I have heard not one person complain about the changes," Steve Anderson said. "There is still a lot of foot traffic and the changes keep out some of the riff-raff."

"I kind of like that once you're in the show, you stay in," Whitney Anderson said, referring to the floating docks that eliminate the need to walk out to the sidewalk to reach the next area of the show.

Sherry Ellis was chef on M/Y Scott Free when she first attended the Miami Beach show in 1999. Working with Hargrave in the years since, she has regularly worked the show and likes the changes.

"It feels great here, like Fifth Avenue," Ellis said on the docks on opening day.

"I like the quality this year; these people are all yachties and boaties."

Capt. Paul Simon and Chief Stew Kayla Edwards are working on one of

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Yachts Miami Beach

the new Westports.

"Because it used to be free, the [new] fee may deter some, but people will still come," Capt. Simon said. "It's still a great event. You can come spend a day walking the show and it's cheaper than hanging out on South Beach. And who doesn't want to hang out around boats all day?”

Show builds at Island Gardens

For 27 years, Yachts Miami Beach was in one location on Collins Avenue in Miami Beach but two years ago the show expanded to include larger yachts at Island Gardens Deep Harbour marina about six miles miles away on Watson Island.

Several brokers and captains at Island Gardens said they showed their yachts to just one or two serious buyers each day.

“This could be a fabulous venue,” IYC broker Mark Elliott said from the docks at Island Gardens. “This is a great marina in a great location. However, without the proper advertising and marketing, no one knows about it.”

Several brokers were patient with the low turn-out, especially as this new piece of the show finds its footing.

“This is a great expansion because all the yachts are in one spot,” said Will Christie, a broker with Y.Co in London.

“It’s going to gain momentum the longer it goes.”

When told one broker would not return next year because of the low traffic, he said, “That’s short-sighted.

We all have to invest in it to make it succeed. It’s not realistic to expect it to be swarming with people in the first few years.”

The Watson Island location has a lot going for it: a vibrant city across the water, South Beach and its nightlife just two miles away, and a skyline that is world class.

“This is probably one of the finest

venues in the world,” said Littlejohn, a past president of the International Yacht Brokers Association, which co-owns the show with Show Management.

Still, he acknowledged that traffic was light, but that was to be expected.

“If you take 30 boats anywhere in the world and put them in a show, you are not going to see the thousands of people we’re used to seeing when you put 500 boats together in a show,” he said. “This is a show for qualified and potential buyers. You don’t need throngs. You have throngs of people here and the buyers will not come.”

He wondered how many yachts and attendees were at the first Monaco show, and he recalled his first trip to the Ft. Lauderdale show in 1983 when it was contained to one marina at Bahia Mar. “This is just the third year of this show,” Littlejohn said. “The top brokerage companies in the world are here. As the brokerage community embraces this show and invites their client base, we’ll see more and more clients walking the docks.’

A broker friend of Capt. Roy Hodges worked the show at Collins Avenue and told him that while foot traffic was good, there weren’t many clients among them.

“It’s a little confusing,” said Capt.

Hodges of the 161-foot Christensen M/Y Match Point docked at Island Gardens. “Usually after an election, people are buying. They haven’t been spending money for six months to a year before because of the uncertainty.

But that doesn’t seem to be working like that at this show.”

He paused to watch a seaplane land nearby.

“That’s the most entertainment we’ve had.”

Dorie Cox is editor and Lucy Chabot Reed is publisher of The Triton.

Comments on this story are welcome at editor@the-triton.com.

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Make a plan to deal with extra sewage before it hits the fan Rules of the Road Capt. Jake DesVergers

With the planned races for the America’s Cup in Bermuda this spring and summer, many yachts are planning to visit this small island. With such an influx of people, it naturally causes a burden on the local environment.

The discharge of raw sewage into the sea can create a health hazard. While in coastal areas, sewage can also lead to oxygen depletion and obvious visual pollution, a major problem for countries with large tourist industries.

Ironic to these regulations, the main sources of human-produced sewage are land-based such as municipal sewers or treatment plants.

Annex IV of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78) contains a set of regulations regarding the discharge of sewage into the sea, ships’ equipment and systems for the control of discharge, the provision of facilities at ports for the reception of sewage, and requirements for survey and certification. It also includes a model International Sewage Pollution Prevention Certificate to be issued by shipping administrations to ships under their jurisdiction.

On the high seas, the oceans are capable of assimilating raw sewage through natural bacterial action, and therefore the regulations in Annex IV of MARPOL 73/78 prohibit ships from discharging sewage within a specified distance of land, unless they have in operation an approved treatment plant.

As part of the rules, governments are required to ensure the provision of adequate reception facilities at ports and terminals for the reception of sewage.

The MARPOL Annex entered into force on Sept. 27, 2003, nearly 30 years after its original adoption. A revised Annex was adopted on April 1, 2004, with an entry-into-force date of Aug. 1, 2005. The revised Annex applies to new ships and yachts engaged in international voyages, of 400 gross tons and above and/or those ships and yachts certified to carry more than 15 persons.

Existing ships and yachts were required to comply with the provisions five years after the date of entry into force, namely from Sept. 27, 2008. This

regulation affects both private and commercially registered yachts.

Since most yachts are not specifically “certified” for the number of persons they may carry, how is the 15-person threshold calculated? Most flag administrations determine the number of persons by referencing either the supplements to the Cargo Ship Safety Equipment Certificate or the Certificate of Compliance to the Large Yacht Code.

When a yacht does not hold either one, such as a private yacht, then the number is the total number of persons for whom overnight accommodations can be provided. This includes guests and crew.

The Annex requires yachts to be fitted with either a sewage treatment plant, a sewage comminuting and disinfecting system, or a sewage holding tank.

Upon completion of a successful initial survey by the flag administration or an organization recognized by the administration (such as the classification society or nominated surveyor), the yacht will be issued an ISPP certificate.

Regulations dictate that the yacht will be re-surveyed every five years, or as determined by the administration.

The discharge of sewage into the sea will be prohibited, except when the ship has in operation an approved sewage treatment plant or is discharging comminuted and disinfected sewage using an approved system at a distance of more than three nautical miles from the nearest land; or is discharging sewage that is not comminuted or disinfected at a distance of more than 12 nautical miles from the nearest land.

Many locations, especially those in environmentally sensitive areas, are designated as Zero-Discharge Zones.

This means that no effluent, raw or treated, may be discharged. Severe penalties can be levied, in addition to potential criminal charges and jail time.

For the America’s Cup, authorities are planning to verify compliance on each visiting vessel. Because many yachts are being permitted to carry an extended number of guests as race observers, the increase of sewage created and the subsequent need to treat and/ or store it must be properly planned. Do not wait until the high-level alarms are blaring and figuratively “hitting the fan”.

Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (www. yachtbureau.org). Comments are welcome at editor@the-triton.com.

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Law intended to clean exhaust unintentionally hurts engines Diesel Digest Capt. Jeff Werner

The worldwide effort to combat global warming is part and parcel to the daily operations aboard a yacht.

Both the International Maritime Organization (IMO) and the U.S. Environmental Protection Agency (EPA) give yacht captains and engineers diesel engine standards and guidelines to follow.

IMO MARPOL Annex VI limits the main air pollutants contained in marine engine exhaust gases.

Engine manufacturers comply by adding advanced technology to newly manufactured diesel engines that will reduce pollution to mandated levels.

They have tweaked the combustion process as much as possible, and tacked on new “after engine” treatments to achieve the necessary results.

There is one variable left to fine tune in the equation for cleaner emissions, which is diesel fuel quality. To the rescue comes ASTM, an international

group that develops and publishes a range of technical standards, including those for diesel fuels. About six years ago, ASTM revised D975, better known as “Standard Specification for Diesel Fuel Oils”, which was adopted by most oil companies and their refineries selling to U.S. markets.

For yacht engines and generators, Grade No. 2-D is the fuel used aboard. It is defined as a “general purpose, middle distillate fuel for use in diesel engines … especially useful in applications with conditions of varying speed and load”.

A close look at the fine print of D975 reveals the following: Grade No. 2-D diesel can contain up to 5 percent biodiesel and still be labeled as 2-D. Biodiesel is added to help increase fuel lubricity that was lost when most sulfur was removed from fuel blends.

Grade No. 2-D diesel can contain up to 500 parts per million of water and sediment. That means, if a yacht bunkers 10,000 gallons of fuel, it can contain up to five gallons of water and still be sold legally as meeting specifications.

Doug Haugh, president of Mansfield

Energy, a large U.S. diesel supplier, writes, “The challenge with using increasing amounts of biodiesel is that, at the temperature and pressures of modern diesel engines, there are likely to be deposits formed in the engine.

“With sulfur removed, diesel fuel can hold far less water in solution. When that water drops out of solution in tanks, the bacteria and algae that feed on the hydrocarbons start having quite a feast. In the process these organisms are creating a hideous mess inside diesel tanks of all shapes and sizes … .

“So if you are dumping nearly a fivegallon pail of water in your diesel tank every time you get a load of diesel and that low-sulfur diesel no longer holds water in suspension, let’s guess what we find in our tanks at the end of the year. I am not even going to talk about the sediment part of the specification.

Let’s just assume running dirt through an engine with two to four micron clearances is, on the face of it, a really bad idea.”

In July, the EPA released a study that showed that 83 percent of diesel tank systems exhibited moderate-to-severe

corrosion, and 75 percent of those maintaining the fuel tanks had no idea it was happening. Not only does water in fuel contribute to corrosion, so do the caustic waste products of the microbes living in the diesel fuel.

The key to living with ASTM D975 is establishing a scheduled maintenance program for the fuel stored in a yacht’s fuel tanks. This program includes visually inspecting inside the fuel tank for fuel color, odors and corrosion; inspecting for rust; using a waterfinding paste to check for water; sampling fuel in the tank and testing its quality against standard benchmarks; treating fuel with a fuel additive; and regular fuel polishing.

With this program, diesel engines will run trouble-free longer.

Capt. Jeff Werner is a 25-year veteran of the yachting industry as a captain on private and charter yachts, both sail and power, and a certified instructor for the RYA, MCA, USCG and US Sailing. He also owns Diesel Doctor (MyDieselDoctor.com). Comments are welcome at editor@the-triton.com.

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Know the Florida current – the southern leg of the Gulf Stream Sea Science Scott McDowell

The strong northward current between the eastern shore of Florida and the Bahamas is officially named the Florida Current (FC), as clarified by Dr. Arthur Mariano of the University of Miami. Mariano has created an excellent website illustrating all surface currents in the world’s oceans (visit oceancurrents.rsmas.miami.edu).

Floridians often call their local current the Gulf Stream (GS), but the FC is actually the initial, southern leg of the GS system, which extends along the eastern shore of the United States and into high latitudes of the central North Atlantic.

Although South Florida’s indigenous populations, which date back 12,000 years, had likely encountered the strong current, Ponce de Leon was the first European to encounter it in 1513 during his search for the Fountain of Youth. He named the landmass “La Florida” as the discovery was made during the Easter season, called Pascua Florida (Festival of Flowers).

Numerous oceanographic studies have been conducted to determine the FC’s spatial characteristics as well as the physics that drive this intense current. East of southern Florida, the FC has northward surface-currents with maximum speeds of 5 knots, which vary with the season due to a variety of oceanographic factors. Its width near Miami is roughly 30 miles. Speeds of the FC decrease with depth, penetrating to a maximum of about 3,000 feet.

The volume of water transported by the FC is huge, estimated at 30 million cubic meters per second. This flow rate is roughly 1,700 times that of the Mississippi River. To better appreciate the volume flow of the FC, imagine a wall of water 30 miles wide, 3 feet thick and 2,000 feet high. This much water flows north in the FC each second.

The temperature of the FC water closely matches that of the surface water in the Gulf of Mexico, it’s source.

In winter, warm waters of the FC contrast sharply with the relatively cool, nearshore waters along the Atlantic coast of Florida. Boaters easily recognize the western edge of the FC by the sharp surface temperature gradient. During summer, however, the 85-degree water

in the core of the FC is minimally warmer than the local waters offshore Florida and surface temperature gradients are often non-existent.

Flow within the FC varies by season, with strongest flow in July and weakest in October; fluctuations can achieve 30 percent of the average flow. Research has shown that flow variability is associated with atmospheric processes, namely the build-up of the Bermuda High and strengthening of the westward-blowing trade winds that peak in summer. Other flow variability in the FC occurs on timescales of days to weeks due to flow turbulence.

Note that trade winds from the east are perpendicular to the Florida coast, which raises the question of how they can impact the northward flow of the FC. Because the broad trades also drive westward surface currents in the Caribbean, this increases flow into the Gulf of Mexico through the Yucatan Straits between Mexico and the western tip of Cuba. In order for the Gulf to maintain a constant level (a physical necessity), outflow also must increase, causing intensification of the FC through the Florida Straits.

Within the Gulf of Mexico, the majority of the entering Caribbean water remains as a coherent flow (like another river) that heads north into the central Gulf. This flow has been named the Loop Current because it turns clockwise, first to the east, then southward along the western shore of Florida, eventually turning eastward to exit the Gulf between northern Cuba and the southern tip of Florida. The flow hugs the left shore and turns counterclockwise to the north, as the beginning of the FC. The majority of the water in the FC consists of Gulf water via the Loop Current but a lesser amount of flow joins the FC from westward flow through various passages in the Bahamas.

My next article will describe the northern elements of the mighty Gulf Stream, whose volume flow increases by a factor of five as it extends thousands of miles to the northeast, nearly across the North Atlantic.

Scott E. McDowell has a doctorate in ocean physics, is a licensed captain and author of Marinas: a Complete Guide, available at www.scottemcdowell.com.

Comment at editor@the-triton.com.

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Shingles most common in older adults, weak immune systems Sea Sick Keith Murray

Last month, a friend called to tell me he had shingles, and no, he was not talking about his roof. Most of us have heard about shingles but few truly understand what it is.

The first question we want to know is “Can I catch shingles from someone who has it?” The answer is yes and no.

Shingles is caused by the varicellazoster virus, the same virus that causes chickenpox. We can catch it if we have not had chickenpox or if we have a compromised immune system. The virus is spread through contact with the open blisters of an infected person.

Once the blisters scab over, they are no longer contagious.

Shingles occurs when the virus reactivates in the body. Most of us had chickenpox as a child and forgot about it. Well, it can come back. What happens is the chickenpox virus goes to sleep in the nerve roots. In some people, it stays dormant forever. In others, the virus “wakes up” when disease, stress or

aging weakens the immune system.

Shingles is most common in older adults and people who have weak immune systems have a lot of stress, an injury or are taking certain medicines.

The majority who get it make a full recovery and are unlikely to get it again.

According to the U.S. Centers for Disease Control, almost one in three people will develop shingles, also known as zoster or herpes zoster, in their life.

There are an estimated 1 million cases of shingles each year in this country.

Even children can get shingles.

However the risk of getting it increases as we age. Half of all cases occur in men and women 60 years old or older.

Early symptoms include headache, sensitivity to light, and flu-like symptoms without a fever. The patient often feels itching, tingling or pain where a band, strip or small area of rash may appear several days or weeks later.

A rash can appear anywhere on the body but will be on only one side.

The rash will first form blisters, then scab over, and finally clear up over a few weeks. This rash is the clearest sign of shingles. It is more painful than itchy.

The nerve roots that supply sensation

to the skin run in pathways on each side of the body. When the virus becomes reactivated, it travels up the nerve roots to the area of skin supplied by those specific nerves. This is why the rash can wrap around either side of the body, usually from the middle of the back toward the chest. It can also appear on the face around one eye. It is possible to have more than one area of rash.

Shingles develops in stages: 1. Prodromal stage (before the rash appears) 2. Pain, burning, tickling, tingling, and/or numbness occurs in the area around the affected nerves several days or weeks before a rash appears. The discomfort usually occurs on the chest or back, but it may occur on the belly, head, face, neck, or one arm or leg.

3. Flu-like symptoms (usually without a fever) such as chills, stomachache, or diarrhea. This may occur before or when the rash begins.

4. Swelling and tenderness of the lymph nodes may occur.

5. Active stage (rash and blisters appear). Pain, described as “piercing needles in the skin” may occur along with the skin rash.

6. A band, strip, or small area of rash appears. It can appear anywhere on the body but will be on only one side, the left or right. Blisters will form. Fluid inside the blisters is clear at first but may become cloudy after three or four days.

Not everyone will get a rash.

7. The rash may occur on the forehead, cheek, nose, and around one eye. If the rash happens near the eye, this requires prompt medical attention as vision may be in danger.

8. Blisters may break open, ooze, and scab over in about five days. The rash heals in two to four weeks, although some scars may remain.

There is a single injection vaccine for shingles. People over 60 should talk with their doctor about it. The CDC recommends the vaccine (Zostavax) for adults age 60 and older, whether they’ve already had shingles or not.

Trained as an emergency medical technician, Keith Murray now owns The CPR School, which provides onboard CPR, AED and first-aid training as well as AED sales and service (www.

TheCPRSchool.com). Comments are welcome at editor@the-triton.com.

38 Business

The-Triton.com March 2017

Quantum unveils retractable stabilizer, new HQ

By Lucy Chabot Reed

Quantum founder and president John Allen in the atrium of his new corporate headquarters in South Florida. He started the business in 1985 in Portsmouth, R.I., and now employs more than 50 people.

PHOTO/LUCY REED

Ft. Lauderdale-based Quantum Marine Engineering has introduced a new stabilizer system, using the occasion to officially open its new world headquarters building.

The Dyna-Foil is a retractable stabilizer that uses a foil design that allows for a self-induced lift for ZeroSpeed operation and an efficient life-to-drag coefficient for under way operations.

Previously housed in three buildings, Quantum has invested more than $10 million in a new 30,000-square-foot headquarters building in the Port 95 business park south of State Road 84 and west of I-95.

Designed by Saltz Michelson architects and LEED-certified to minimize energy consumption, it has a contemporary design that includes a two-story workshop, work station for on-the-road sales and service techs, workout room and showers, kitchen and offices.

Positioned on the second floor is a high-tech training room for courses in

the maintenance and operation of its systems, a facet required by the military portion of the business. Quantum supplies machinery for several naval fleets around the world, including Egypt, Morocco, Holland and Brunei, as well as the U.S. Coast Guard. Quantum is also involved in a U.S. Navy project to retrofit 14 active duty ships across the globe. Military contracts now make up about 30 percent of Quantum’s business, Allen said.

Quantum’s new building sits on three acres, with two of them reserved for parking that still contain more than 30 large oak trees. The parking area is paved with pervious concrete.

The monochromatic interior is

punctuated with colorful photographs of employees and their motorcycles and cars, poised around the famous murals of Miami’s Wynwood neighborhood.

Quantum founder and president John Allen started the business in 1985 in Portsmouth, R.I., but was soon traveling to Ft. Lauderdale to sell his products and services. In 2003, he relocated to South Florida and now employs more than 50 people.

Visit the new, three-story building at 3685 S.W. 30th Ave., Ft. Lauderdale (33312).

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

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March 2017 The-Triton.com

Danelec Marine’s ECDIS approved; Isobutanol a go with EPA Danelec gets OK for new ECDIS

Denmark-based Danelec Marine received approval from DNV GL for its new ECDIS models DM700 and DM800 G2, meaning the products meet all applicable technical requirements, including the new IEC 61174 Ed. 4, IHO-52 and IHO S-64 performance standards.

The Danelec DM800 G2 and DM700 ECDIS models are based on a custombuilt computer running on Linux-based software. ECDIS is Electronic Chart Display and Information Systems.

“We are providing free upgrades for installed legacy DM800 ECDIS products,” said Hans Ottosen, CEO of Danelec Marine. “In some cases this will involve swapping out the older hardware, but for existing DM800 G2 installations, it’s simply a matter of software upgrades which can be installed by the ship’s crew.”

To learn more visit www.danelecmarine.com.

Free LED guide helps upgrades

Hella Marine has published a free guide for upgrading onboard products to LED. The 20-page booklet (pictured above), “10 Things to Consider When Purchasing LED Lighting”, makes selecting and installing new lighting easier for boat owners and crew by exploring 10 key factors in LED lamp selection, including light output, beam angle, power consumption, color temperature, thermal management, construction materials, sealing, electromagnetic interference, cost and warranties.

Download the booklet at www. hellamarine.com/en/news/10-thingsbooklet.html.

EPA OKs route for Isobutanol

Colorado-based biofuel company Gevo has been approved by the U.S. Environmental Protection Agency for its isobutanol to be an advanced biofuel under the Renewable Fuel Standard program (RFS). The biofuel uses starch

from feed corn to produce an alcohol.

With a partial substitution of fossilbased energy sources with green energy sources, such as biogas, it should be possible for Gevo to achieve the 50 percent or greater greenhouse gas emissions (GHG) reduction needed to claim the advanced D5 Renewable Identification Number (RIN).

“The new EPA pathway combines the lowest cost carbohydrate feedstock sources with green energy, resulting in advanced fuels with a significant GHG reduction,” Gevo CEO Patrick Gruber said. “It is worth noting that this pathway leads to the only advanced biofuel that has potential to significantly lower GHGs while also generating large

amounts of protein for animal feed. This feed corn, which is not used for human consumption, is what the local farmers are calling ‘low-carbon corn’ because of the advanced farming techniques they use to minimize chemical inputs, the low-till/no-till fields that are building up soil carbon, and the high yields that they achieve, which minimizes land use. We expect that the approval of this pathway will open up new business opportunities for Gevo, while driving sustainable environmental improvements.”

Golf balls made of fish food

FunAir’s new partner, Barcelona-based Albus Golf, makes marine-friendly golf

balls made of fish food. FunAir met with Albert Buscato, founder of Albus Golf, and decided the eco-friendly golf balls made the perfect partner for the FunAir Yacht Golf.

The patented and non-toxic Ecobioballs will dissolve into fish food within 2-6 days depending on conditions, and can be purchased separately with the yacht logo printed on them.

To find out more visit www.FunAir. com.

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The-Triton.com March 2017

Captains, officers must develop a culture of challenge on yachts On Course Capt. Brian Luke

The maritime community is roughly 7,000 years old, yet from a professional standpoint it falls woefully behind the only 100-year-old aviation industry.

Many cruise ship companies are altering course to make their operations safer and more efficient, based upon an aviation model. Over the next two months, I will discuss how the yachting industry has lessons to learn from the airline industry when it comes to managing today’s complex vessels.

When it comes to superyacht bridge crew operations, there is really little difference from a modern cruise ship or commercial airliner. All are generally organized with a strong hierarchal structure. On a yacht, the captain is in command, and during the departure and arrival phases of passages is almost always physically conning the vessel.

Unfortunately, important decisions and actions at critical moments are often based on a plan that may be known only to the captain. Within this hierarchy, the other bridge officers and crew are often passive bystanders. The industry has historically experienced a high number of incidents where this scenario is one of the major contributors in the chain of events leading up to an accident.

During the early 1990s, the maritime industry was introduced to Bridge Resource Management (BRM) as a way to reduce the number of accidents caused by this type of single-point failure. Notably, this was roughly 10 years behind BRM introduction in the commercial aviation industry.

BRM courses focus on developing assertiveness and encouraging officers and crew to speak up when a senior officer deviates from a plan known to the bridge team. It is easy to discuss assertiveness in a classroom, but hard to implement in real life.

Assuming that a good operational environment where the culture of challenge is well established, and that the captain shares his or her plan with the entire team, another challenge to optimally managing bridge resources is effectively managing information.

For example, the captain must establish the operational limitations to a passage or berthing plan such that a junior officer will know when they

have been exceeded. An agreed-upon passage plan from berth to berth, with navigational and other limitations displayed and highlighted during briefings and throughout the execution, is one aspect of this information management. Not sharing the details and operational expectations makes it difficult to effectively challenge the execution of the plan.

The captain must always remain in command and be the sole individual with the responsibility to implement and execute this passage plan. He or she must also be effectively supported, and effectively challenged, by the rest of the team. The demands of operating a superyacht on the high seas and in confined quarters must not be dependent upon the skills of a single individual, no matter how experienced.

Any changes to the plan require officers and crew to work as a team.

Hence, BRM theory is not the only solution required to improve safety to the level required. The captain may have to move from an active conning to a monitoring and leadership role.

This is similar to the airline industry.

Most airlines now divide duties on the flight deck into the “flying pilot” and the “non-flying pilot”. The captain is still in command but the actual flying and monitoring of the aircraft are duties specific to the current role of the two pilots. The flying pilot, whether junior or senior to the other, is always monitored by the non-flying pilot and any deviations from the flight plan are immediately challenged.

This new approach is showing the way forward for the maritime industry and is a positive component of the industry’s evolution. The superyacht community can learn much from the way the airline and now the cruise ship industries approach crew training.

I’m not suggesting that green crew tell the captain how to run his or her ship, but when was the last time a lower-ranking crew member challenged a yacht captain? It happens often in the airline world and is quickly gaining favor in the cruise ship industry. Maybe it’s about time we started to rethink our bridge management in the superyacht sector as well.

Capt. Brian Luke is president of Bluewater Crew Training USA (formerly ICT) in Ft. Lauderdale. Comments are welcome at editor@the-triton.com.

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March 2017 The-Triton.com

To grow as a leader, discover what you need to stop doing Taking the Helm Paul Ferdais

We all know that leadership includes many things: communicating, building effective teams, making decisions, etc.

To develop those skills, leaders will read books, attend seminars and take training courses.

What is often overlooked is what a leader needs to stop doing.

Management gurus’ guru Peter Drucker has said, “We spend a lot of time teaching leaders what to do. We don’t spend enough time teaching leaders what to stop. Half the leaders I have met don’t need to learn what to do.

They need to learn what to stop.”

In other words, learning something new isn’t necessarily the key to leadership. Rather, if leaders and leaders-in-training examine their behaviors with a critical eye, they may realize that they’re holding themselves back because of something they do unconsciously.

Everyone has personal characteristics that may annoy or upset others. If

we become aware and modify those behaviors, we’ll succeed at a higher level.

For example, we all know people who are know-it-alls. They may very well know the answer to a challenge in the workplace but if others aren’t given the opportunity to arrive at a solution on their own, team engagement diminishes.

Changing know-it-all behavior goes a long way toward building teamwork and being seen as a leader.

Another problem found in successful people is the need to win or be right.

Winning at all costs in all situations is the No. 1 challenge to effective leadership as most other behaviors that hold us back derive from this attitude.

An unconscious obsession with winning will show up everywhere, not just in the workplace, but in the home with our partner, in parent/child relationships, between team members, and in many social situations.

Perhaps we argue too much because we want our view to prevail (i.e., it’s all about winning). Maybe we’re guilty of putting other people down as a stealthy way of positioning them beneath us (again, winning). So many things we do that annoy people stem from needlessly

trying to be the alpha male (or female) in any situation (i.e., the winner).

As important as winning may be, a leader can become more successful if he/ she actively suppress this urge.

Another behavior leaders are usually unaware of is the need to add too much value. What I mean by this is when an idea is presented, the leader says something like, “That’s a great idea, but it would work better if you … .”

This is a variation of the alwayswinning pattern, as we feel we need to contribute somehow, or show we see a better way. This behavior deflates the person who originally came up with the suggestion or idea.

The main issue with this behavior is that the suggestion may improve the overall idea by 5 percent, but will have reduced the execution by 50 percent because the idea has been taken away from the originator. It’s not their idea anymore. Whatever is gained from adding to the idea is lost many times over due to decreased commitment to the concept.

These are only three examples of behaviors that leaders can stop doing in order to improve. The best way

for a leader to discover his or her shortcomings is to participate in a 360-degree feedback assessment, where everyone around the leader has an opportunity to evaluate the leader’s performance. This includes what the leader does well and what they can improve.

Doing a 360-degree feedback assessment takes courage and humility.

Leaders are going to hear things they might not want to hear. They may find out they’re successful because the people around them ignore negative behaviors, but won’t for much longer.

Whatever form of feedback we get, we have to make sure to act on what others tell us. It’s all fine and dandy to read about what we can improve, but feedback is only effective when acted upon. It’s important to find out what we should stop doing and then stop doing it. You’ll find your leadership increases perceptibly.

A former first officer, Paul Ferdais is founder and CEO of The Marine Leadership Group (www. marineleadershipgroup.com). Comments are welcome at editor@the-triton.com.

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Small steps can lead to large changes; time to take first one Crew Coach Capt. Rob Gannon

I’ve had a couple of conversations lately about feeling stuck, folks not knowing where or how to start making big changes. One chat was with a person in yachting and another was with a client I’m coaching outside of yachting.

When a theme presents itself from multiple sources, I usually consider writing about it because I’m pretty sure there are others who can relate.

Probably the most common issue I’m contacted about in yachting revolves around the idea of “should I stay or should I go”, that wondering about what to do next. This can be a difficult, even agonizing period marked by fears, doubt and frustration. It can be hard for some to handle and understand alone, and that’s one of the reasons why coaching has really exploded on the scene in the last decade. This is the area I have studied, and I speak with new people all the time with a similar story. So let’s see if I can break down this feeling of being stuck and shed light on the process of change, transition and reinvention.

There comes a time in our lives when we feel we need to make some changes.

These can sometimes be small changes, which are usually pretty easy and straightforward, or bigger life changers that really grab ahold of us and won’t let us go until we pay attention and act.

What I have learned through my research and working with clients is that it’s the process of taking action – this taking of the steps required – where the breaks can be put on. This is often caused by fear, especially fear of the unknown and of making a mistake.

It’s quite an understandable reaction, but fear is never really a good operating system. We all have a self-protecting mechanism in our brains, our fight or flight response, but that was designed for the bigger life-and-death decisions of our early ancestors’ survival. It shouldn’t control our day-to-day decisions.

Some of our fears are connected to our egos that try to resist change and keep us playing small and familiar.

Some of our fears come from our past.

We’re good at dredging them up and using them as an anchor to make sure we don’t go anywhere.

In his book “Getting Unstuck”, author Timothy Butler explains this

idea of working from the past this way: “Psychologists often use the term ‘mental model’ or ‘cognitive map’ to describe the inner roadmap we use, consciously or not, to find our way through each day and to make decisions, big or small. A mental model can be seen as an accumulation of a lifetime’s learning about what works and what doesn’t.

“The problem with any mental model is that it always operates on information from the past. In contrast, true vision is never an arrangement or rearrangement of solutions that have worked in previous circumstances, but springs from the immediacy of today.”

I like that. True vision is forward looking; it can’t be run by the past. Yes, we must live and learn, but the wake cannot steer the boat.

I have heard this very thing from clients about the past steering things.

There is a feeling that because a business idea or a relationship didn’t work in the past that kind of situation must be avoided now. But this can fall under the heading of that was then and this is now. We always handle things with the level of understanding we have at the time. We are not who we were 10 or 20 years ago. I certainly hope there has been some evolving and growth.

To handle change, we must be forward thinking because that’s the direction we’re going. When we can release our conditioned responses and beliefs, we can be surprised by the feelings, the energy we let in.

This is a process, making changes, and sometimes we are not ready. We can’t find the will to act. This is when the small steps need to be taken so we can start to live what our imaginations are leading us to.

You may have heard the quote from the great ancient teacher Lao Tzu: “The journey of a thousand miles begins with a single step.”

So making big changes, like any process, must begin. Sometimes it comes down this quote I love from writer Anais Nin: “And the day came when the risk to remain tight in the bud was more painful than the risk it took to blossom.”

Enjoy the voyage.

Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach (www.yachtcrewcoach.com).

Comment at editor@the-triton.com.

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From the Bridge Start with work list, request weekly report and get approval INVOICES from page 1 they double as important records of maintenance.

We asked a group of captains gathered for our second annual refitfocused roundtable discussion at the Refit Conference in Ft. Lauderdale what works best when it comes to invoices, those often flimsy pieces of paper that carry much weight.

“I did a refit at a yard in Jacksonville that was probably the easiest invoice ever to be received,” one captain said about a 10-week, 25-year Lloyd’s survey at BAE Systems Ship Repair. “You went in with a work list and they gave you a fixed cost on each item. This was approved by the owner. You would get a weekly report showing each one of your repair items. On the right side, you would have colors -- red, yellow, green, waiting to be started, under way and complete -- with the dollar figure beside each one of what money had been spend.”

“Our procedure with Derecktor was very close to that,” said another captain who has not only been a yacht captain but also a shipyard manager. “It was basically an Excel spreadsheet and we would do a progress payment every two weeks. Each week, I would get the latest edition of that Excel spreadsheet.

Although it wasn’t color-coded, it would

show me the amounts that had been billed to that job order number, and at the end of the sheet was either a blank space for a time and materials project or a figure, which is the figure they had given me. … I felt that was the clearest I’ve dealt with.”

Individual comments in these discussions are not attributed to any particular captain in order to encourage frank and open discussion. The attending captains are identified in an accompanying photograph.

When it comes to smaller shipyards and subcontractors, however, sometimes invoices aren’t so good.

They aren’t detailed enough, the captains said, often lacking even the basics of phone number and payment information not to mention a breakdown of labor hours per specific task.

“We need to be able to determine what has been done and what you are paying for as opposed to what was originally proposed,” a captain said.

“The planning that we put into our projects helps us a lot,” said another captain who uses a software program called SharePoint from Microsoft to create purchase orders. “We keep a running yard control sheet. We know every job that we want to do, pretty much. We go through the entire list with the yard. There’s a purchase order

attached to each one of those jobs and that’s the only way it gets paid.

I’m finishing a $3.5 million refit at Derecktor’s right now and we’re within $100,000 of where we thought we would be.”

So how much detail is required on an invoice? These captains made the distinction between small and large jobs, noting that the larger the job, the more detailed the invoice needs to be. That small-large definition is based pretty much on value.

“If it’s a simple job, you don’t require such a detailed invoice,” one captain said. “To me it’s all dollar value, it’s all cost.”

So, the bigger the job, the more detailed the invoice?

“Yes,” this captain agreed. “You need a more detailed scope of work to begin with, and the invoice should reflect the work that was done. Whenever you’re doing a project, especially where flag state or class is involved, the invoices are actually your proof that the work was done.”

“We use the invoices as a record, as well,” noted another captain. “We did a refit five years ago, and we’ve referred back to that book many times during this one to compare prices.”

When invoices become part of the official record of a classed vessel, they cannot have a captain’s or engineer’s

notes on them, they said. They must be complete when submitted, so that’s why these captains wanted more details, including part numbers and labor hours.

We were curious to learn if the estimate or pre-work contract could double as the invoice, and these captains said it should not.

“It’s a proposal,” one captain said.

“I want a bill for what we had done, including the side jobs along the way.”

“It goes back to pre-planning,” another said.

“Absolutely,” said a third.

“When they sign off on the purchase order I’ve handed them, they’re telling me that that’s what they’re going to bill me when the job’s done,” said the captain who creates purchase orders for the yard work.

“In general, most contractors and vendors do a good job,” one captain said. “On the whole, they understand what we need, and most of the time, that’s what we get. Any good captain will discuss the scope, and it’s planned for at the beginning. The invoicing, the billing, and the payment of the bill is also planned for at that time, before you start, especially with a contractor you don’t know.”

One of these captains’ pet peeves was late invoices. They mostly agreed that invoices should be submitted as close to the end of the job as possible, but certainly no longer than a week or two later.

“But sometimes you don’t get it for a month afterward,” one captain said as others groaned. “I have left a yard with basically everything paid and arrive three weeks later in Nantucket and there’s an email that shows up. ‘Here’s another $18,000 we didn’t have ready when you left.’ ” “That’s the frustrating part, because you’ve declared the project complete with the owner,” another captain said.

“And then all of a sudden, there’s some discrepancy. Your job is to represent the interests of the boat and the owner.

I’m not sure you can do it fairly with everybody at that stage, a couple weeks later, a couple months later, trying to recount what was done. Is it a legitimate bill? Is it truly the work that they did?”

“That’s why I want a version of the invoice at least every two weeks,” a third

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45

From the Bridge captain said. “When I get that final bill, the most I want to be looking at is the last two weeks because we already agreed to everything to this point.”

When it comes to paying, there’s a shift happening where owners and the owner’s accounting people would rather not pay by credit card, which invariably includes the 3 percent processing fee that businesses normally absorb. So checks, especially electronic checks, and wire transfers are preferred.

Except for that last bill.

“For that final bill, just the last couple of weeks, a credit card is the fastest and best way to get out of the yard,” a captain said.

“The problem with paying by credit card is you pay the invoice, and three weeks later when you’re trying to balance accounts, they don’t match because the fee has been tacked on.”

These captains offered this advice for vendors, subcontractors and shipyards that supply invoices: 1. Make sure there’s a clear description of the work done.

“You can’t just say bottom job,” one captain said. “How much paint did you use? I insist in gallons, not in coats. For zincs, tell me how many you replaced and where. If you replaced them all, then that’s fine, say that.

“And each one of those jobs is its own little P.O., it’s own job number.”

2. And a separate list of parts. For engine room repairs, they want the part numbers, too, or at least a description of the equipment worked with.

“That’s something you can show to the flag state or class and say ‘this is when it was last replaced’,” a captain said.

3. With technical work, include the name of the technician so next time (if the work was good) the captain can ask for someone specifically.

4. They prefer hours to be broken down and, when appropriate, divided among driving time, shop time and onboard time.

“Most of the time you don’t get the time sheets; all you get is a summary of the hours,” one captain said. “One of the things I like to do is have the mate, or whoever is on watch that day, log whoever is coming on board and just roughly keep track of it.”

“I can never get that to match, by the way,” another captain said as others chuckled in agreement.

“You never will, but if you have a

Attendees of The Triton’s March From the Bridge lunch were, from left, Herb Magney, Mike Mullen of M/Y Relentless, W. Tucker Yingling, Don Anderson, Martin Secot of M/Y Arthur’s Way, Wendy Umla (freelance), Bill Hipple of M/Y Lady Kath, Rusty Allen of the Natita fleet, Glen Allen of Fleet Miami, Ron Gonsalves of M/Y Red PHOTO/DORIE COX Pearl. rough idea, it helps,” the first captain said.

5. The best practice was to include a purchase order or job number for every item so that time can be logged to each job.

“I don’t want to see that there were four guys on the boat today and their 32 hours are all on this project and none on this job down here,” a captain said, referring to a spreadsheet labor tally.

“One thing I’d like to see on invoices,

and quite often it’s not there, is a simple phone number,” another captain pointed out.

“That’s why our P.O. system works so well,” a captain said. “We have it right there on the PO.” 6. These captains also want payment and/or wiring instructions, too. If not included on the invoice, then attached and accessible.

“And please, just go ahead and send the credit card authorization form along

with the invoice so I don’t have to ask for it a second time,” a captain said.

Lucy Chabot Reed is publisher and founding editor of The Triton.

Comments on this story are welcome at editor@the-triton.com. Captains who make their living running someone else’s yacht are welcome to join in the conversation. Email us for an invitation to our monthly From the Bridge captains roundtable discussion.

46 News

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Compliant or not, yachts use proper harness, rail and tracks SAFETY from page 1 "This is an important topic to talk about," he said as he described the yacht's procedures. "We have no walkaround deck on the second level so we have a U-track installed to clean and maintain the yacht."

When the yacht was recently painted, the access track and other hardware were taken off. That's when Capt.

Pomeroy took a second look.

"When we removed the existing sail track, we found that there was a considerable amount of corrosion on the track itself, especially where the stainless steel fasteners were coming into contact with the aluminum track, and causing corrosion due to dissimilar metals," he said. "The bearings on the existing car were worn out and flat."

These rail and car systems are installed by companies such as Nance & Underwood Rigging and Sails in Ft. Lauderdale. General Manager Houston C. Murphy is a big proponent of crew safety.

"At least three recent falls have occurred here within the last year," Murphy said. "I cannot say worldwide how many people are hurt using systems designed to hold fenders or using poorly designed systems."

He understands that the hardware is not considered attractive on many yachts, and he has been told that owners don't want to see the rail run the length of the yacht. The company offers a powder coating to hide them.

Murphy plays by the book and recites requirements from the Maritime and Coastguard Agency (MCA) for certified tracks, systems, installations and annual inspections.

"Crew have to have a five-point safety harness while in the bosun's chair,” Murphy said. “The track has to have two cars to hold a person, and some have three.” The third car can hold cleaning supplies and tools.

"You need to know how to raise and lower yourself, for example, if you want to go down to a window and back up,” he said. “We have guys that show crew how to properly use their hiking gear."

He thinks non-compliant yachts can still follow safe procedures.

"The problem we have had is that they don't follow rules until someone gets hurt," Murphy said.

It's just that fear that leads Capt.

Pomeroy to take extra precautions with compliance and training for work-overthe-side equipment.

"It's worth it to spend more; it is cheap insurance," Capt. Pomeroy said.

"No one uses it without being trained on how to attach, utilize and detach. We often have contractors, like varnishers, polishers and painters, that need to use the track as well, and they are trained same as crew."

"I have faced a lot of resistance when telling crews not to secure harnesses with a bowline among other issues," Capt. Hezelgrave said in an email. "I think climbing courses would benefit crews no end."

In January, the U.S. Coast Guard (USCG) issued a Marine Safety Alert following a fatality of a crew member on board a bulk carrier. Although the ship was not Marshall Island flag, International Registries considered the information important for yacht crew, according to Peter Chesla, safety and technical manager for yachts at the company. The RMI Maritime Administrator issued a Yacht Safety Advisory (YSA).

"The YSA was issued to owners, captains and industry stakeholders as a reminder that even if you have a Safety Management System in place, the crew must fully implement the SMS requirements, including ensuring properly using safety equipment, adequate supervision of work teams, and the proper equipment and training are in place, among others," Chesla said.

But for crew cleaning yachts, it's just part of the job. Medora Mate Tom Coleman enjoys working over the side. Occasionally, he and his wife go to a rock-climbing gym; they're not serious climbers, but he's comfortable at heights. He learned many of his safety techniques from years working racing and sailboat charters in the Caribbean.

"At 120 feet up the mast, that will cure your fear of heights”, Coleman said.

But he notices some yacht crew work with unsafe equipment or procedures.

"Occasionally, when I see those crew, I wonder why they are doing it that way?" Coleman said. "I have never been in a situation where I was asked to work when it was unsafe. You do wonder if crew don't know better. Are people ignoring rules or under pressure to get things done?"

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Compliant safety access systems are checked and double checked, including annual load testing.

PHOTO/HOUSTON C. MURPHY

Will Williamson stresses safety as an instructor at Bluewater. He said overthe-side-work ranks as one of the more risky crew tasks.

"I cringe when I hear some of these stories," Williamson said. "You're taking your life in your hands."

He encourages crew to take responsibility to check their own gear and be informed.

"If you're new to something and someone tells you to go do it, you have every right to say, 'time out'," Williamson said.

Most maritime training facilities do not teach a course specifically focused on working over the side, but basics are covered in classes such as the Efficient Deckhand Course and Able Seaman.

But references are available for everyone to read, especially on non-compliant yachts.

"The bible is the Code of Safe Working, chapters 14 and 17," Williamson said in reference to the MCA’s Code of Safe Working Practices.

There are things all crew can do to make their work over the side better, according to both Carroll and Coleman.

"It seems like it should be easy but there are many steps involved," Coleman said. "It's a multi-step job. Get into the habit of doing everything right.

If you miss steps, it doesn't work."

First, the rail has to be installed correctly, as Capt. Pomeroy learned when the yacht was painted. M/Y Medora crew use the two-line system, one line for the crew in a harness and another safety line, which is the standard system for classed yachts.

Once Coleman has clipped his line

to the access rail, he checks the clips by leaning back to confirm they will hold.

And after working, he waits to unclip when he is safely inside the rail.

"How you get into the system is important,” he said. “For our boat, I can stand on railing, sit on counter and clip in before going over. I'm never at risk of falling while clipping in."

But he has seen that many rails don't extend to an accessible part of the yacht, instead crew have to be over the side before they can reach to clip in.

"The first part of the rail, where I get on, is an area where I don't need to clip in to clean there," Coleman said. "But the track needs to go that far to clip in.

"If you do it right, it's safe," he said.

"But if you're doing it wrong, it is not worth. You don't want to flip or lose concentration for a few seconds."

Carroll said it is important to always have one line clipped at all times. And both men said it is important to have another crew member nearby while working overboard.

"In reality, yachts don't always have someone there," Coleman said. "Some yachts don't have enough crew to have a person stand watch, so charge your radio."

He advises to lay out all the gear.

"It doesn't take any time to visually check the harness and harness lines," he said. “Sometimes, you put on the harness and it's all twisted. It's better to stop and look at it first."

Then think through the entire job for scope and supplies, he said.

"Set out the water hose, know the distance of the work," Coleman said.

"You don't want to get to the end of the rail and not have enough hose. Fill the vinegar, top off the cleaning products, have a microfiber cloth and tie your sunglasses on.

"When you're cleaning the windows, have the interior staff check from the inside," he said. "You want to do a good job so you don't have to go back."

"You want to be redundant, be comfortable, and check your gear," Carroll said. "Be aware, be awake. This is one of the more risky things crew do, and yachts are not designed in a friendly way for this."

"You can do something a hundred times," Coleman said. "But it doesn't matter if you get injured on the onehundred-and-first time."

Dorie Cox is editor of The Triton.

Comments on this story are welcome at dorie@the-triton.com.

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The-Triton.com March 2017

Crew can deploy simple video rig for big shark research data

By Dorie Cox Yacht crew, owners and even guests can make a difference in the diminishing shark and ray populations through a partnership with Global FinPrint and International Seakeepers Society (ISS). Requirements include one month advance travel notice, bait storage and potential SCUBA gear.

About 100 million sharks are estimated to be removed from the ocean every year, said Mark Bond, with Florida International University (FIU), and he wants to learn how to help by using Global FinPrint's baited remote underwater video (BRUV). These are easily deployed by boats around the world; yachts can sign up and take a few

wherever they travel.

Angela Rosenberg worked on the ISS’s test trip with Capt. Jean Diedericks on M/Y Fugitive last year to help define the project for crew to handle on their own. She said the BRUVs come in a compact travel case, take one minute to set up, are lightweight, and can be handled by one person. She was previously director of programs at ISS and is now president of AGARI foundation.

"When you're on site, you bait the cage, lower the cage and leave it in the water for 60 to 90 minutes," Rosenberg said.

From a tender, she dropped four at a time in four prime shark locations, logged the time in, then picked them up

and dropped them in a new location.

"My background is in research for 12 years, and this is easiest I've ever done," she said. "The best part is that it's compact enough to store and it's not time sensitive. If crew don't have time, they don't have to do it. Or if they want to entertain guests, they can do a bunch in a day. It works around your schedule completely."

Scientist do all the paperwork, captains do not have to deal with permits, and the BRUV can store in the lazarette, under a bed or with dive gear, she said.

"I like that anyone can do it; it's perfect for yachting," Rosenberg said.

"Because it's so easy, crew are very willing to do a couple and it returns a

ton of data for a little work for science."

Yachts were first invited to sign up for the program during the Fort Lauderdale International Boat Show in November and ISS was on the docks during the Miami shows. Yacht crew are especially desired for this research because they can provide a more efficient way to do the research than divers or tagging.

"We want to avoid false data, which often happened when divers are in the water trying to get video," scientist Bond said. "This is so much more effective than hooking one shark at a time; it allows for better comparisons. Yachts can also help us reach remote places.

"Twenty-five percent of the shark species are threatened with extinction," he said. "Imagine if this was a terrestrial extinction. It's just hard to visualize sharks because they are in the sea, so we want to locate these areas where they are."

The waterways are integral to yacht crew's lives, and crew are often interested in conservation. So is Capt.

Diedericks, and that's why he enjoyed working with Global FinPrint. He also sees a new personal interest through his 6- and 7-year-old children. But he said it is hard to be proactive.

"This is simple, even though we have such busy lives," Capt. Diedericks said.

"It's nice to be part of this. Anything we can do to help."

For more information, contact Julienne Beblo, ISS’s associate director of programs, at +1 305-448-7089 or Julienne@seakeepers.org, or visit www. seakeepers.org or globalfinprint.org.

Dorie Cox is editor of The Triton.

Comments on this story are welcome at dorie@the-triton.com.

Crew deploy equipment for shark research from M/Y Fugitive's tender during the test trip with the International SeaKeepers Society.

PHOTO/INTERNATIONAL SEAKEEPERS SOCIETY

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March 2017 The-Triton.com

Marinas / Shipyards New marina planned for Ibiza

A new megayacht marina, Sovren Marina of Ibiza, is under construction in Ibiza, Spain. Sovren Marina, the marina specialist division of Sovren House Group, was granted permission by The Balearic Islands Port Authority (APB) to create the facility in time for the summer season. Ibiza has historically been a hotspot for the smaller superyacht segment with marinas such as Botafoch, Ibiza Magna and Marina Ibiza. Sovren’s new development will target larger superyachts, offering 16 berths in total, including one 185m and one 125m alongside berth as well as 16 stern-to berths for yachts up to 100m.

For more information visit sovrenhousegroup.com.

Palma yard reducing pollution

STP Shipyard in Palma (pictured above) has registered for the Carbon Footprint environmental certification, which takes a baseline measurement of fuel and electricity consumption and then follows a plan to reduce it.

To calculate the Carbon Footprint, the shipyard has considered the consumption of fuel and electricity in all areas of work including offices, maintenance, machinery, vehicles, etc.

The yard’s environmental staff also created a Green Point inside the yard for waste management and recycling of waste material as well as several other programs to reduce, manage and recycle waste.

IGY names Caribbean team

Barcelona facilities invest

Between 2016 and 2017, the shipyards MB92 (pictured above) and Varador 2000 and the marinas OneOcean Port Vell, Marina Vela and Mataró Marina Barcelona will have invested up to 92.3 million euros in their facilities.

Their aim is to expand their capacity and the services destined to the superyachts, which inject to the local economy about 2 million euros per year per boat.

The five facilities are part of Barcelona Cluster Nautic, an 84-member local marine industry trade association. One of its focuses is to attract superyachts to Barcelona ​​as a base for Mediterranean cruises as well as repairs and maintenance.

Marinas of the Barcelona’s metropolitan area can accommodate 300 large yachts.

The largest investment is being made by MB92, a 76,000-square-meter shipyard in the Port of Barcelona. The company is investing 45 million euros in a new 4,000-ton lift to haul boats up to 105m.

Sean Devaux has been promoted to general manager of IGY Marinas’ Rodney Bay Marina in St. Lucia, Elizabeth DiDomenico now serves as general manager of the company’s American Yacht Harbor in St. Thomas, and Phil Blake was hired as general manager of The Yacht Haven Grande, which includes the marina and The Shops at Yacht Haven Grande.

Prior to his promotion, Devaux served as boatyard manager, followed by operations manager at the St. Lucia marina. A St. Lucia native and an active member in the community, Devaux is president of the St. Lucia Game Fishing Association and serves as maritime director on the board of the St. Lucia Hotel Tourism Association.

DiDomenico began her tenure at the St. Thomas marina as office administrator before she was promoted to her most recent position as operations manager.

Blake joins the IGY Marinas management team with more than a decade of experience in managing marine, marina and yacht club properties in Singapore, Thailand and Dubai. Blake also worked with IGY Marinas in 2007 where he commissioned and managed a new marina on behalf of the company. A

See marinas, page 50

50 News

The-Triton.com March 2017

Marinas / Shipyards MARINAS from page 49 Certified Marina Manager (CMM), the New Zealand native is also a qualified mechanical engineer and offshore yachtmaster instructor.

Newport yard helps ABSAR

Rhode Island-based Newport Shipyard raised about $6,300 for Antigua and Barbuda Search and Rescue (ABSAR) at the annual Wobbly Race fundraiser in Antigua on Feb. 3.

Ten teams entered this year's race, which features a Build Your Own Boat (BYOB) format where yacht captains and crew build a 'boat' using two sheets of plywood and other supplies (left).

"Our theme was ‘rock star', which meant the teams were asked to dress up as their favorite rock stars and decorate their boats accordingly," said Eli Dana, Newport Shipyard general manager, who helps run the event. "We love supporting and hosting the Wobbly Club because all the money raised goes

to an important and very worthy cause."

Teams pay $100 to enter the race and $25 for each sheet of plywood to build their boats. The fleet has just under three hours to build their vessel (anything goes, but no engines are allowed). Boats are launched from the beach and race around the docks to the other side of the marina. A veteran panel of judges ranks each team on costumes, overall theme, and on-the-water performance.

"All money raised helps ABSAR buy supplies and keep our equipment running and well maintained," said Julie Harvey Esty, an ABSAR volunteer who lives with her husband and children in Antigua. "We strive to support superyacht captains, crew and their families while they're in Antigua and we could not do it without donations and events like the Wobbly Race.”

Porto Montenegro receives honors

Porto Montenegro received The Yacht Harbour Association’s (TYHA) Superyacht Marina of Distinction Award 2015 to 2017, during a ceremony held during the London Boat Show in January.

Jon White, general manager of The Yacht Harbour Association said this is the first year of the Marina of Distinction, which honors a marina with three consecutive years of customer service excellence, as voted for by its customers in the Marina of the Year competition.

For more information on the awards visit www.tyha.co.uk.

Yachts win Refit Excellence awards

Several yachts received recognition for their yard periods at the second annual Refit Excellence Awards during the Refit International Exhibition & Conference in Ft. Lauderdale in late January.

The award for best poweryacht refit between 50 and 100 feet went to M/Y Reel Steel. Best poweryacht refit over 100 feet went to M/Y Scout. The award for best sailing yacht refit went to S/Y Swan 80-002. M/T Cuttin' Up was awarded for best accomplishment for a yacht refit.

An independent panel of judges selected the winners based on not only the finished yacht, but on the teamwork, problem-solving and efficiency of everyone involved in the refit, including the boatyard, captain, owner, designer, surveyor and management.

Nominations for the 2018 Refit Excellence Awards will open late summer.

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March 2017 The-Triton.com

Boats / Brokers Recent sales

M/Y I Love This Boat, a 145-foot (44m) Christensen, listed with Northrop & Johnson broker Joe Foggia.

M/Y Buckpasser, a 121-foot Hitachi Zosen, by Camper & Nicholsons.

M/Y Twilight, a 118-foot Burger built in 1985, by Northrop & Johnson.

M/Y Z One, a 116-foot (35.5m) Azimut launched in 2009, listed with The WOY and sold by Iconovista.

A new 35m Azimut, the fifth hull in its Grande 35 Metri line, on the first day of Yachts Miami Beach. It will be delivered next spring.

A 112-foot (34m) Westport, listed with Northrop & Johnson broker Joe Foggia.

Two new-build Triton Submarines submersibles, the sixth and seventh of model 3300/3 built in Florida. Fraser brokers Liz Howard and Jan Jaap Minnema represented the buyer, with Eyos Expeditions assisting.

New to the sales fleet

M/Y Amore Mio, a 148-foot sports yacht, listed with Heesen Yachts in the Netherlands for just under 26 million euros.

M/Y At Last, a 145-foot (44m) Heesen launched in 1990, listed with Northrop & Johnson brokers Kristen Klein and Kevin Merrigan for $7.4 million.

M/Y Drew, a 138-foot (42m) Benetti, listed with Northrop & Johnson brokers Kevin Merrigan and Wes Sanford for $18.75 million.

M/Y Geosand, a 138-foot (42m) Baglietto, listed with Camper & Nicholsons for 12.5 million euros.

M/Y Sea Dreams, a 132-foot (40m) yacht launched in 1995 by Northcoast Yachts, now listed with Merle Wood & Associates broker John Cohen for $4.5 million.

M/Y SOC, a 122-foot Delta built in 1997, now listed with Denison Yacht Sales broker Kurt Bosshardt for just under $5 million.

M/Y Saudades, a 118-foot (36m) CNL, delivered in 1981 and refit in 2009, listed with Northrop & Johnson, for 1.5 million euros with brokers Joost Goverts and Edward Dickinson.

M/Y Sandy, a 108-foot Pershing launched last year, listed with Abys Yachting for just under 10 million euros.

M/Y Reposado, a 104-foot yacht built

by Crescent in 2000, listed with Denison Yacht Sales broker Jarrett Hiebert for $3.1 million.

M/Y Stella Del Nord, an 86-foot CDM Darwin expedition yacht, listed with Denison Yacht sales.

Recent launches, deliveries

M/Y Jubilee, a 361-foot (110m) Oceanco, launched the largest yacht ever built in The Netherlands. Burgess represents the owner.

The keel has been laid for M/Y YN 18556, a Heesen 56m steel-hulled yacht with Peter Brown of Burgess as owner's representative.

ISA Yachts launched the second model of the new series ISA Super Sport. The two models are 121- and 141foot composite yachts.

News in the charter fleet

M/Y Elysian, a 197-foot Abeking and Rasmussen, now available with Denison Yachts.

M/Y Wildflour, a 156-foot Delta Marine, built in 2008, listed with Denison Yachts.

M/Y Drew, a 138-foot Benetti built

in 2016, now available with Northrop & Johnson.

M/Y Clicia, a 137-foot (42m) Baglietto formerly known as Natori, now listed for charter with Camper & Nicholsons.

M/Y Cheetah Moon, a 127-foot (39m) yacht built by Nicolini in 1986, now listed with Camper & Nicholsons.

M/Y Touch, 120-foot Louisbourg, listed with Camper & Nicholsons.

S/Y Rapture, 98-foot Southern Wind, listed with Camper & Nicholsons.

52 Triton Networking

The-Triton.com March 2017

Perry & Neblett The law firm of Perry & Neblett will host Triton Networking on the first Wednesday in March, March 1.

Come join us from 6-8 p.m. as we welcome the firm to the Ft. Lauderdale neighborhood as it opens its first office outside of Miami.

Partner Jim Perry is an accomplished trial attorney and Perry is hands-on with his clients and business. Bring a legal question for some casual advice, and enjoy in some springtime camaraderie on the first Wednesday of March.

Until then, let Perry explain a little more about Perry & Neblett.

Q. Tell us about your firm. What do you specialize in?

Perry & Neblett is a full-service admiralty and maritime law firm with offices in Ft. Lauderdale and Miami.

The firm has experience and expertise on maritime legal matters including, but not limited to, personal injury and wrongful death claims, crew wage claims, chartering, vessel documentation, marine insurance, liens, salvage and repatriation.

Q. What sorts of things can you do for yacht captains and crew?

My firm has represented a number of captains and crew in claims for unpaid wages, repatriation, personal injury and other crew-related issues.

Q. What sorts of things should captains and crew do to help you do your job better?

My golden rule for captains and crew is not to sign anything important without a quick legal review.

I can't tell you how many captains and crew have signed a document without really understanding that they were signing away all of their legal rights.

I am happy to help a crew member review a proposed employment agreement, or any other important document, at no charge.

It's my way of saying thank you to the marine industry.

Q. A lot of times, mariners are hesitant to call an attorney. When should they?

There is an old adage about an ounce

of prevention being worth a pound of cure. And it still holds true today. Most of the big problems facing a captain and crew can be avoided with a little bit of prevention.

Employment issues involving wages, repatriation and health care can easily be addressed in an employment agreement at the beginning of a new job. Most big problems start as little problems. That's when a mariner should call a maritime attorney.

Don't let things escalate out of control.

Q. Americans are often criticized for being litigious. What do you think about that stereotype?

I don't think Americans are overly litigious. I think that Americans are not afraid to stand up for their legal rights.

Fortunately, our legal system is one of the few in the world that affords the "little guy" an opportunity to have his day in court.

Q. Tell us about your staff.

I am fortunate to have a great team in our Ft. Lauderdale office. Gino Butto is a terrific maritime attorney, and can be found at most Triton Networking events.

Tracy is our marine documentation specialist and her southern "twang" can be heard up and down 17th Street.

Judy Richardson is our litigation paralegal, and probably the first person someone calling in will talk to.

Everyone in the firm is an avid boater and loves working in the marine industry.

Q. And what’s this new thing you are planning called Open Bar? We are working on a monthly gettogether where captains and crew can stop in at our office on 17th Street and ask any type of legal question they may have.

We are going to host the questionand-answer session out on our patio and serve cold beverages, hence the name Open Bar. All captains, crew and yacht industry professionals are welcome to join us on March 1 from 6-8 p.m. at 1650 S.E. 17th St., Suite 200 (33316).

Event will be held in the Art Institute building, not the bank building just to the west.

No RSVP required. Just bring a smile and some business cards. You never know who you might meet at Triton Networking.

March 2017 The-Triton.com

Triton Networking 53

Florida Luxurious Properties The real estate brokerage firm of Florida Luxurious Properties will host Triton Networking on the third Wednesday in March (March 15).

All captains, crew and industry pros are welcome to join us from 6-8 p.m. and get the skinny on waterfront properties in and around Ft. Lauderdale.

Jones-Bernard Until then, learn a little more about Florida Luxurious Properties from broker owner Julie Jones-Bernard.

Q. Tell us about your firm. What do you specialize in?

Florida Luxurious Properties has a team of realtors with extensive expertise in all areas of real estate, especially luxury ocean and waterfront properties.

We specialize exclusively in the $1-million-plus market. Florida Luxurious Properties agents have achieved record-breaking sales in some of Ft. Lauderdale’s most prestigious neighborhoods.

Florida Luxurious Properties is associated with the Seafarers Association, Tomorrow’s Rainbow and Broward Association for the Homeless.

I also work alongside the Florida Yacht Brokers Association.

Q. It’s unusual to have a real estate company in the pages of The Triton.

Why do you advertise with us?

Ft. Lauderdale is known as the Venice of America, making the boating community an important aspect of the South Florida lifestyle.

Having worked with many yacht owners, captains and brokers, I enjoy finding the perfect, deepwater dockage for my customers in the Florida sunshine.

Yacht captains are often very influential in the decision-making process, plus there are many parallels to the marketing and sales strategies when selling a luxury yacht.

Q. What sorts of requests do you see from captains and owners for property?

Yacht owners often consult their captains when it comes to property acquisition for the purposes of accommodating their vessel. Savvy yacht owners and captains require more detailed information on dockage,

waterways and bridges than the average person buying on the water. Proximity to the inlet is key to many buyers of waterfront properties.

Many of the properties I list offer significant savings on marina fees for the yacht owner.

Security and privacy are also important aspects.

Q. It’s a pretty good time to buy now, isn’t it?

Many investment experts say that due to stock market highs, 2017 will be a great year for real estate purchases in South Florida. They expect interest rates to rise some eventually, but market observers don’t anticipate a major pullback in buying.

There is also pent-up demand from last year that is fueling the market.

We at Florida Luxurious Properties have seen consistency in the market and feel confident the South Florida real estate market will continue to prosper.

Ft. Lauderdale remains the Yachting Capital of the World, and dockage for 100-foot-plus yachts is at a premium.

Plus, there may be tax advantages for some buyers.

Q. Do you have any advice for someone wanting to buy on the water?

What should they be careful of and look out for?

Without the proper knowledge, preparation and an experienced real estate agent on your side, the process of buying a waterfront property can quickly turn into an expensive, timeconsuming challenge.

Like most major purchases, planning ahead and asking the right questions can save you time and money.

For example, if you plan to dock a boat at your new property, be sure to consider not only your current but future boating needs. If you have a mid-size vessel now, but plan to buy a larger one in the future, make sure the water’s depth and bridge heights can accommodate the larger boat at your new home.

Your agent should be knowledgeable on boating setbacks, canal widths and depths.

All captains, crew and industry professionals are invited to join us on March 15 from 6-8 p.m. at 2438 E. Las Olas Blvd. (33301) in Florida Luxurious Properties’ offices. No RSVP necessary.

Just bring a smile and business cards because you never know who you’ll meet at Triton Networking.

54 Calendar EVENTS OF THE MONTH March 23-26 32nd annual Palm Beach International Boat Show, West Palm Beach, Fl.

More than $1.2 billion worth of boats, yachts and accessories from 8-foot inflatables to superyachts of nearly 300 feet. In-water portion of the show is on the Intracoastal Waterway along Flagler Drive.

Show entrances are at Evernia St./ Flagler Dr. and North Clematis St./ Flagler Dr. Free shuttle buses. www. showmanagement.com

March 1 The Triton’s monthly network-

ing event (the first Wednesday of every month from 6-8 p.m.) with Perry & Neblett, Ft. Lauderdale. Join us for casual networking, no RSVP required. www.the-triton.com

March 2 The Triton Bridge luncheon,

noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@the-triton. com or 954-525-0029. Space is limited.

March 3-5 15th annual Savannah Boat Show, Savannah, Ga. www.savannahboatshow.com

March 4 40th annual Waterway Clean-

up, Ft. Lauderdale area. Organized and sponsored by the Marine Industries Association of South Florida, it is Broward County's largest environmental event with about 2,000 volunteers and 70 boats gathering debris. Join The Triton at George English Park (www.the-triton. com). www.waterwaycleanup.org

March 8-10 MYBA Broker Seminar,

Nice, France. Seminars cover charter, sale and purchase, and yacht management. www.myba-association.com

March 8-12 Moscow International Boat and Yacht Show, Russia. eng.mosboatshow.ru/boat March 10-12 Firestone Grand Prix of

St. Petersburg, Fl. Boaters can reserve a slip at Acura Yacht Club. For details, call +1 727-898-4639 or email kgreen@ gpstpete.com. www.gpstpete.com

March 13-16 Seatrade Cruise Global, Ft. Lauderdale. For cruise line companies, suppliers, travel agents and partners. www.cruiseshippingevents.com

The-Triton.com March 2017

March 14 U.S. Superyacht Association S.E. Regional networking event. www. ussuperyacht.com March 15 The Triton’s monthly networking event (the third Wednesday of most months from 6-8 p.m.) with Florida Luxurious Properties in Ft. Lauderdale. www.the-triton.com March 15 Miami to Havana Race. Inaugural race by Coral Reef Yacht Club and Hemingway International Yacht Club of Cuba. www.havanarace.org March 15-17 Commercial Marine Expo (CME), Providence, R.I. Commercial marine trade show for military, tugs, repair, construction and fishing. www. comarexpo.com

March 16-19 St. Barths Bucket Regatta.

A regatta open to yachts over 100 feet (31m). www.bucketregattas.com

March 17 114th annual Marine Engineering Science and Technology (IMarEST) annual dinner. Guildhall, London. imarest.org March 21 U.S. Superyacht Association Superyacht Summit, West Palm Beach.

Education, networking and action for yachting industry professionals. ussuperyacht.com March 24 Top Notch Tabletop by Aqualuxe photoshoot. Interior staff share tabletop tips and showcase their creativity and design in this non-competitive event in four categories: Luxe Interior Tabletop, Outdoor Chic, Menu Design and Tip of the Day. Topnotchtabletop. com March 29-31 Seatec Sea, Technology

and Design, Carrara, Italy. International exhibition of technologies, subcontracting and design for boats, megayachts and ships. www.sea-tec.it

MAKING PLANS April 5, Triton Expo 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.

About 40 vendors, food and beverages, music and networking. www.the-triton.com

Write to be Heard 55

March 2017 The-Triton.com

Letters to the Editor

Age of captains fires up readers at both ends of spectrum Age discrimination real

Regarding Capt. Rob Gannon's Crew Coach column "Age, experience make captains more desireable, not less" [page 35, February issue], let me just say there is age discrimination out there, without a doubt. I am in my 60s and have found my job pool drying up.

A captain should be hired on his experience and physical capabilities; he/ she should not be judged just by age alone. Just because we are older does not mean we do not know how to operate all the high-tech equipment on the bridge.

I know ECDIS, ARPA, chart plotters, weather faxes, GMDSS, internet, Word, Excel.

One's age should not disallow them a job opportunity, it should open up more doors for them. I know I would want an older, more experienced master running my megayacht. These miles of lines on our aged faces should speak for themselves.

Capt. Paul Figuenick

Age doesn’t make the captain

As a late-20s master commanding a 50m+ yacht, I would have to look at both side of the coin. I have sailed commercial shipping and now yachting.

I have more miles under my Sperrys than all my crew totaled. Older masters in the sector, I feel, are not into change (MLC, ECDIS, STCW2010, ISM).

On modern super- to gigayachts, the systems are extremely tech-based and full of ISM paperwork. When I sailed as X/O with senior masters, they had the officers do all the paperwork and passage planning, not because of rank but because they had no experience with ECDIS, ISM and ISPS. Just like many of these new young yacht owners, they want the newest tech onboard and a master who can assist them with the IOS system onboard.

I still have many mentors who are senior in age I call regularly for advice and to double-check an Atlantic crossing passage plan, speak to about crew issues, and to learn from. And they call me to ask about renewing their STCW and how to update their iPad. Charter Captain, who requested to remain anonymous

Managers get in the way

Paul's comments are on target but I find those of Charter Captain

CREW EYE Crew see yachting like no one else can. Send us images of yachting as you see it, in all its beauty and luxury, or all its toughness and tedium. Consider this page your canvas to share your views of yachting. Send photos to dorie@ the-triton.com. Be sure to include where it was taken, when, and what kind of equipment you used.

C

apt. David Sloate (in referee shirt, center) and the crew of the 157-foot Trinity M/Y Cocktails took the owner’s desire to have fun on Super Bowl Sunday to heart, with costumes and the game on every screen, including the nine on the bridge. condescending to the older salts out there. Heaven help him with all his technology if the lightning strikes one day and he has to actually look past the video games and out of the windows.

I truly hope it does not, but a little humility might not go amiss with this rather brash-sounding youngster.

But I digress. The main reason, I believe, that older captains are discriminated against can be laid at the feet of the all-consuming management companies who, through their brokers, convince inexperienced owners (who now abound … sorry, but true) that without their 24\7 shoreside support, their floating hotel will never be run properly.

With young, non-wrinkled captains this may well be true. Thats why management companies employ them.

Help is always just a phone call away to your manager. And the owner pays, and pays, and pays in all the hidden ways.

Such companies don’t want a captain to call up one of his career long, reliable contacts to quickly supply a part or assistance at a port at the true value.

Heaven help the captain who puts his owner first and carefully organizes all

About 50 guests – most Miami Dolphins fans – enjoyed the vessel and the crew’s efforts, though they weren’t all thrilled that division rival New England Patriots edged out the win.

See Capt. Dan, from the program’s S/F Miss Cocktails, in a photo on www.the-triton.com.

his department heads to determine just what is required at the next refit, and who then shops the work around to the best, fairest shipyard.

The youngsters have not had time to learn ship-wide management skills and don't have the life skills to maintain a proper captain\owner business relationship and in the process help reduce running costs. They are thus beholden to the company that gave them the job, to keep the job. Us oldies have and do, and are being squeezed out.

It's just money, but it's the owners money, and they are being milked and they don't see it.

Capt. Cesare Capuano

New owners lack tradition

This trend is not recent; it started many years ago as generation of older yacht owners was being replaced by younger owners. The wisdom and experience of seasoned mariners was something valued by the older generation of yacht owners, but that mindset seemed to fade with younger owners new to the game.

When younger owners trended

toward scheduling being a priority over weather concerns and keeping an itinerary superseded sea conditions, I opted out and crossed over full time into the tug and barge side of the industry. There was a lot to be said for the tradition and respect that went with seasoned veterans. That seems to be a distant memory.

Randy Cole

Owners decide, period

As the “brash-sounding youngster” with all my fancy electronics, if the worst case lightening strike was to happen, I would be just fine. Randy is closer to correct with younger owners wanting crew closer to the age of the primary and most of the guests. My boss is 45, his wife late 30s, and very active. I know he would not want a crew member older than he is commanding his yacht.

Management companies are a funny situation. As we charter heavily, we are fully managed by the same central agent we use for charter. They did not place me onboard but have offered me larger,

See WRITE, page 56

56 Write to be Heard

The-Triton.com March 2017

Letters to the Editor WRITE, from page 55 newer vessels to progress in their fleet.

Management companies are a doubleedged situation.

I was just offered to take over a slightly larger vessel that had a 60-yearold-plus master due to his desire to have more leave. I have no home, no wife, no kids, and no personal life (just how owners and management like it).

The older master has a wife, kids, house, and desires to enjoy them, which he deserves, but this active program wants a captain 100 percent dedicated to the program and vessel.

The owners want a captain onboard every night. So a younger captain with less desires and looking for more experience is a logical fit compared to the senior master.

No one is right or wrong, but in yachting, the owners will always get what they want and what they pay for.

If the elderly owner wants Long John Silver and his white beard commanding his yacht, he will get it; if the 22-year-old tech billionaire wants a young captain to drive the boat from an iPad, there is a captain for him, too.

Charter Captain

Young doesn’t mean inexperienced After working as a captain for more than 20 years, why are these guys still looking for jobs well into their 60s when land-based people are looking at retirement?

As for the comments concerning young captains who don't have enough experience, this isn't like 20 years ago when you could pretty much manoeuvre yourself into a captain’s position with a few months of classes and a handful of seatime. These “young” and “inexperienced” captains have had to jump through hoops for their

licenses and spend a small fortune whilst working their way through the ranks gaining seatime and experience at each step.

First Officer Mandi Formoso Via Facebook

Mariners know rogues are real

Ahh, rogue waves [“Rogue waves are real and more frequent than mariners think”, page 32, February issue]. They have been known by mariners since time began; it’s the rest of the public that didn’t believe us? I am a chief engineer, now onboard megayachts, but I did do commercial freezer cargo way back in the day. I have sailed in conditions that Disney couldn’t recreate in their films.

Chief Eng. Mark Jackson Hadley

Turned in guns useless

Regarding “Deciding to carry weapons onboard involves more than security” [page 28, February issue], before traveling on an extended trip to the Caribbean, we researched all destination gun laws and decided to leave our weapons at home. On many islands, you are required to turn in your weapons and all ammunition, thereby rendering the benefit moot.

Fred Brodsky

Support your local broker

Good advice from a yacht owner’s perspective [“Boat shows can build a crew member’s career” on Facebook and page 11, February issue,]. Yacht brokers work extremely hard, and cooperation from crew and service providers alike can lead to more opportunity for all.

I particularly absorbed the advice on making compliments to people within six feet in a networking situation. Thank you for sharing.

David Hole

March 2017 The-Triton.com

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The-Triton.com March 2017

March 2017 The-Triton.com

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62 Triton Spotter

The-Triton.com March 2017

Bahamas and Florida

Crew on M/Y True North took a break during Yachts Miami Beach on Collins Avenue to read the news in their Triton.

Do you read The Triton on a smart phone, tablet, laptop or in print?

Show us by sending your Triton Spotter to editor@the-triton.com.

Patti Trusel of Pier One Yacht Charters in Ft. Lauderdale spotted this Triton in the crew lounge at Emerald Bay Marina in the Exumas.

Capt. Joe Walier, left, and Capt. David Marks of M/Y Wildflour took their Triton along on the return trip from Sint Maarten to the Rybovich yard in South Florida.