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May 2015 Network with us, V-Kool and crayfish on May 6; with ISSGMT on May 20.
C2 Gone too young M/Y Sovereign Capt. Mark Price dies at age 59. A5
Mariachi and moustaches Sunrise Harbor wraps up the season with a fiesta. A11
Lost and found Yacht crew pitch in to help Vanuatu recover from storm. B1
Safety talk turns into hours of rest It happens sometimes at these roundtable discussions that we start to talk about one thing and end up talking about something else entirely. What was intended to be a conversation about mini-ISM turned into a lesson (for me) about the way the largest yachts manage hours of From the Bridge rest. Or rather, how Lucy Chabot Reed they don’t. It was a challenge for me to keep up. “The whole idea of mini-ISM is
that for small boats, it’s going to come and it’s a way for the guys to learn the ropes,” one captain said. “It’s going to happen. For crew who are going to move up, it’s a tool.” “It’s on-the-job training for advancement for everybody, to start to engage them in the culture of risk management,” said another. “It’s a big deal, but we’ve gotten used to it,” said a third. As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph
on page A12. What I really wanted to know was how mini-ISM impacts the crew and the operation of the yacht. When I asked that question, there was silence. “You really have to focus that question, because this is a huge topic,” one captain said. I tried again. “It’s a huge impact on crew to maintain hours of rest,” another captain said after a moment. “Fatigue is a major safety issue.” “How are they going to police and
See BRIDGE, page A12
Boat show proud Crew came out smiling for the 30th Palm Beach show. B8-9
TRITON SURVEY
Have you implemented an ISM program on your yacht? Not yet 5% Yes, full ISM 19% No 48% Yes, mini ISM 27% – Story, C1
Viking, Rybovich expand yachting into Riviera Beach By Dorie Cox
GETTING AROUND: More than 600 folks joined us at Triton Expo in April, sharing good food, great conversation and some fun and games. The next Expo is in October, but The Triton networks the first Wednesday of every month. See A8-9 for more photos PHOTOS/ DORIE COX and details.
For nearly a decade, yacht captains and crew have read about one boating company’s big plans for the area north of the Port of Palm Beach, a place where the world’s largest yachts will someday be able to come for service and dockage. And although contracts have been signed and equipment is starting to move, some changes are still a long way away. In the meantime, another boating company has quietly pieced together property, opened service facilities, built a school and partnered with the government to take a huge step toward that “someday.” This is the story of two boat companies working to change the face of Riviera Beach, a sleepy and troubled city north of West Palm Beach on Florida’s east coast, about 60 miles north of Ft. Lauderdale. Property owned by Rybovich and Viking Yachts – and deep-water access to them – is key to giving South Florida’s yachting industry what it needs: some growing room. Rybovich first announced plans to change in 2006. The current Rybovich facility in West Palm Beach is the one many captains already know: 52 wet
slips for yachts up to 120m in length, seven dry slips for up to 59m, a dry dock and trade shops. Crew likely know it best for its pool, cafe, and clubhouse near the docks. But Rybovich also owns property in Riviera Beach that is more than three times the size of the West Palm Beach operation, according to Carlos Vidueira, vice president of Rybovich. The company’s shipyard facilities eventually will relocate there, leaving room on the West Palm Beach property for condominiums, restaurant and retail space. The marina will remain available to megayachts. “The current shipyard operations in West Palm Beach will remain open and at maximum capacity until such time as they are relocated to the new Riviera Beach facility,” Vidueira said by e-mail. “Some yacht support services will remain in duplicate in West Palm Beach.” Also in Riviera Beach, Viking Yachts has built a Viking service center, a tuna tower fabricator, an electronics service facility and the Riviera Beach Maritime Academy. “These companies service Viking yachts and can also do work for other
See RIVIERA, page A14
A May 2015
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OWNER’S VIEW: Crew time off
May 2015 A
From family to luxury resort mode, service levels should match My last column on crew utilization generated some interesting comments, for which I am thankful. The crazy chef issue continues, but for $80,000 a year, it still seems like there should be a candidate out there. I could be wrong. One of the primary drivers of crew-level-andrest decisions should be based Owner’s View upon the level of Peter Herm service required by an owner and the boat itself. Over the past 25 years of yacht ownership and charter, I have experienced widely varying levels of service; some by design and some not. On my first foray into big boats more than 25 years ago, we had a 33m boat that was about as big as a 40m boat. We ran it from Maine to Alaska and back again over 18 months with six or seven crew. This was a varnish-free monster but it was older, thus engineering was a full-time job. (Ask me about overhauling a generator, pistons out, between San Francisco and Seattle.) During that adventure, we got to know the owners and crew of another 33m boat that ran with just a captain
and his wife. The owners did their own with five or six crew. Some of the crew laundry, made their own drinks (God are expected to serve guests from the forbid!) and helped with the wash time the first guest is up (to make and down. serve coffee I guess) until the last guest However, they rarely cruised with retires for the evening, presumably to more than two couples and theirs was mix the cocktails and hand out the a brand new boat. It was designed for towels in the hot tub disembarkation few crew and low maintenance. The process. crew and owners were good friends and These boats run with full guest the boat operated in what I will call the staterooms. Both tenders and Jetskis West Coast Family mode. Everybody are in constant motion most of the day. chipped in and did whatever was Another 33m boat we had for several necessary. years ran with Twenty five years an engineeringlater, I ran into The owners did their oriented captain, this captain at the the hardest working own laundry, made Palm Beach boat mate on the planet their own drinks (God show last month and a temporary forbid!) and helped on the same boat. mate or two for (Remember how long passages. This with the wash down. important I have required the owners said going to boat (my wife and kids) shows is? Here is a to perform some great example of why. You never know “crew” functions such as cooking, who you will bump into.) picking up after ourselves and even Now retired, he was filling in fetching our own drinks. I even got to temporarily while the owner searched do some of the driving when I was not for a new captain. The boat had gone mastering the drinking. through a massive, multimillion-dollar We had a great time on that yacht refit and now runs with five or six crew with that crew. Not necessarily better in what I call East Coast Luxury Resort than in East Coast Luxury Resort mode. mode, but maybe. Today, many boats of the same size Our current boat is now run East run in East Coast Luxury Resort mode Coast Luxury Resort style. My partners
are enjoying the full crew experience, from that first cup of coffee until that last cocktail and hot tub towel. The five or six crew definitely earn their keep when my partners are aboard. The trouble is that my family is still kind of stuck in the West Coast Family mode, which makes for some interesting challenges. My wife does not like to feel like a stranger in the galley, and we are always chided when we try to haul in our own dishes. So, in my search for a new boat, we may try a hybrid; slightly smaller boat with three or four crew where everybody chips in but maybe letting the crew handle things like the laundry and dishes. This boat will have no varnish and less finicky and fancy systems. And I know of a captain I can maybe, just maybe, haul out of retirement for one last hurrah. Wish me luck; the Med beckons. Bow west and high tide only... Peter Herm is the pen name for a real yacht owner who is an entrepreneur based on the East Coast of the U.S. It comes from Pieter Harmensz, original owner of the oldest known stock certificate in 1606, issued for a Dutch company with the largest shipping fleet in the world. Comments are welcome at editorial@the-triton.com.
A May 2015
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Opening U.S. tourism in Cuba will rise all of yachting’s tide By Lucy Chabot Reed Despite the reality that non-U.S. yachts and crew can and do travel to Cuba, the recent change in travel restrictions for Americans may be the biggest boost yachting has seen since the tech bubble. In a session titled “Cuba: The Last Frontier” at the Superyacht Summit in late March, a panel of yachting industry people indicated that once Americans are free to visit the island nation, the impact on yachting – not to mention the island – will be enormous.
“There’s a transformation going on right now in Cuba,” said Antonio Zamora, a foreign investment attorney in Miami and a Cuban-American. “You ask about nautical tourism, but without the United States, there is no nautical tourism. Maybe there are two boats from Spain, one boat from France. And that’s it. I see 30-40,000 boats going to Cuba [from the U.S.] each year.” “We spoke to the commercial director of Gaviota Marina Varadero, and he said ‘We’re waiting for you’,” said Marilyn DeMartini, who wrote about the island for Invictus magazine.
“The 1,000 slips they are building were empty, except for a handful of Canadian and European boats.” The biggest impact will be on the charter market, said Bob Saxon, president of International Yacht Collection in Ft. Lauderdale. While private yachts visit Cuba, the charter fleet has resisted because of the legal restrictions on Americans. “The charter market is a $1 billion market now,” Saxon said. “Ten years ago, it was $300 million. And there are 350 yachts over 100 feet spending the season in the Caribbean. You look in
[St. Maarten’s Simpson Bay] and it’s wall-to-wall white boats doing nothing. It used to be that 8-9 weeks [of charter] was the average … now it’s 3-4 weeks. “There’s two reasons for that,” he said. “First, the fleet has expanded exponentially and there has been no corresponding marketing effort to help promote it. And second, charter customers seek new destinations.” Several Caribbean islands have a high “misery factor”, he said. And while Tahiti has worked hard to become a charter destination, its distance precludes it from being a viable charter destination for much of the fleet. “With Cuba, you have the proximity to the U.S.” as well as the newness of the cruising grounds, Saxon said. “When restrictions are dropped, you will see a marked shift in the charter market.” About 78 percent of people who buy or build a yacht have chartered at least once, he said, so an easing of restrictions that boosts the charter market will have a ripple effect throughout yachting. “I see fully loaded boats coming out of Florida on their way to Cuba to enjoy the cruising,” he said. “The ultimate effect will be slow coming, but as facilities grow, it will come. That means jobs, and it’s great for the charter market.” The island is not yet ready to handle large yachts. Its existing marinas can handle yachts up to about 150 feet, but electrical and sewage systems are not what large yachts are used to. Yachts larger than 150 feet must anchor out. “People say there is no infrastructure, but the yachting infrastructure will happen as a result of demand,” Saxon said. “You don’t need infrastructure,” said Michael Reardon, a yacht management consultant in Ft. Lauderdale. “There are lots of places to anchor out. ... It’s not for the faint of heart, but for the adventurous, the island is huge and it [cruising there] can be done.” U.S. President Obama announced in December an easing of restrictions on Americans traveling to Cuba, but tourism is still not an accepted facet among the 12 categories of travel. A law has been proposed in the U.S. to eliminate tourism as a restriction, but it has not yet been voted on. “It will pass,” Zamora said. “If not this year, then next, but it will pass. I think it’s awful that Americans are restricted from traveling someplace. It’s offensive to Americans. It doesn’t make any sense.” The two-day Superyacht Summit was produced by the U.S. Superyacht Association and held the day before the Palm Beach International Boat Show opened on March 26. Lucy Chabot Reed is editor of The Triton. Comments: lucy@the-triton.com.
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Longtime captain of old Burger Sovereign dies at home Capt. Price dies at 59
Capt. Mark Price of M/Y Sovereign died March 23 at his apartment in Ft. Lauderdale. He had worked as captain onboard the 89-foot Burger for more than 20 years. He was 59. Terry Gallocher of Interrygal Engineering in Ft. Lauderdale did service work for Capt. Price’s boat for nearly 20 years and said the captain kept a well maintained boat. “He was a very likable guy,” Gallocher said. “And he had one of the nicest old boats you’ll see.” Chrissy Beck, a former stew and now owner of Lauderdale Diver in Ft. Lauderdale, met Capt. Price in 1988 when she first started working on yachts. “Mark taught me so much,” she said in an online note after hearing of his death. “He was dedicated to his career and owners, and was a great captain. He made friends everywhere he went. “Mark was a devoted father to his two sons, whom he just adored,” she said. “It is so sad to lose a long-time friend who truly was caring, kind and very professional. I will miss seeing his face with that big smile.” Capt. Price was divorced and leaves two children in the Bahamas. There are plans for a memorial on June 10 in Ft. Lauderdale. No further details
were available at press time. Watch for updates at www.the-triton.com. – Dorie Cox
No pilot needed in Maryland
Maryland’s governor signed a law in mid-April that allows yachts from 80200 feet and with a draft of less than 12 feet, regardless of flag, to move through state waters without a pilot, according to a story in the Baltimore Sun. The move makes dockage in Baltimore’s Inner Harbor and other areas in the Chesapeake Bay more accessible to yachts. The law took effect the next day.
NY caps sales tax on boats
Within hours of New York’s legislature signing its budget into law in the wee hours of April 1 – a $142 billion budget with a cap on sales tax due for vessels worth more than $230,000 – Capt. Tedd Greenwald had cancelled his yacht’s reservations for Connecticut and moved the owner’s yacht operations to New York City. The AmericanGreenwald
flagged 82-foot Viking will be homeported in America’s largest city when it is delivered later this spring. “It’s a big game changer for us,” Capt. Greenwald said. “The owner is registering the boat in New York state and our home port is New York City. I guess we can have a big apple house flag.” New York’s state budget caps sales tax on private planes and boats. Buyers will only pay state sales tax on the first $230,000 of the purchase price, making New York competitive with Florida and other East Coast states. The cap will take effect June 1. Within weeks of the cap passing, State Sen. Rich Funke said he had started conversations with his legislative colleagues to repeal it. – Lucy Chabot Reed
Thunderbolt opens lounge
Thunderbolt Marine in Savannah, Ga., has converted a house across the street from the front gate as a crew lounge. The Crew Lounge officially opened April 17. The house has been used by TMI over the years, including as offices for founder Bill Honey and current owner Bill Honey, Jr., the founder’s son. More recently, the canvas and upholstery shop was there, but it has
been relocated when the space was dedicated for crew. “It has truly been a team effort on the part of all TMI employees,” said Judy Salzman, project administrator for the yard. “Our craftsmen have added some truly special touches.”
Ocean Reef’s Fito retires
Ocean Reef ’s long-time dockmaster Fito Castellanos retired after 40 years with the company, 25 of those as dockmaster. Assistant dockmaster Tony Rodrigues has assumed the position.
Phuket aims to attract more yachts
Thailand’s tourism minister has created a special task force to come up with suggestions for changes to crew visas and yacht-charter regulations that will boost the chartering of foreign-flagged yachts in Thai waters, according to news reports in the Phuket
See NEWS BRIEFS, page A6
A May 2015
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Yacht managers cross the Arctic; smaller boat OK’d for AC35 NEWS BRIEFS, from page A5 Gazette. The goal is to have the changes in effect for next year. Tourism Minister Kobkarn Wattanavrangkul told the Gazette that the prime minister was in full support of bureaucratic changes to help boost marine tourism. “This is an important issue, as any changes will affect different types of visas and businesses,” she told the newspaper. “We must also consider internal security and safety measures a top priority, but I will support the
changes suggested because it means a lot for tourism,” she said. “We hope to have new rules in place by the end of this year to help secure the island’s position as the top yachting destination in the region.” Among the changes to boost marine tourism is a harbor expansion at the Deep Sea Port at Ao Makham that would allow long-term concessions. “We are looking at becoming attractive hosts for yachts, cruise liners and superyachts – all for long-stay, not just short stays,” Kobkarn told the Gazette. “This is what we aim to do and
I hope to have a clear picture set by the end of the year.”
Yachties cross the Arctic
The directors of London-based Y.Co – Gary Wright, Charlie Birkett and Yves Damette – teamed up with some rugby players from England and UK Royal Marines in early April and completed a 100km polar expedition to the Geographic North Pole, the highest point on Earth. Their goal was to raise £250,000 for two charities that help those with head injuries and brain tumors and members
of the military who have suffered in service. They had raised about twothirds that amount by the time their trip ended. For more information and to donate, visit www.head-north.org.
Yemen bans marine traffic
Yachts passing through the Gulf of Aden or the Red Sea have been alerted that navigation in Yemen’s territorial waters has been banned. Ships are not allowed into Yemen unless inspected and approved by Saudi-led coalition forces, according to a security advisory. The ban was put in place April 11. The Baltic and International Maritime Council has advised all vessels to transit the area at least 12 nautical miles outside Yemeni territorial waters, when possible.
Changes OK’d for America’s Cup
The 2017 America’s Cup will be raced on wing-sailed, foiling catamarans between 45 and 50 feet. In an effort to control costs, a majority of teams have agreed to the smaller vessels. The 2014 Cup raced on 72-foot cats. They hope the smaller boats will lower the barrier to entry, both technological and financial, for more teams. “This wasn’t an easy process,” said Oracle Team USA skipper Jimmy Spithill. “The established teams, ourselves included, were well down the path of designing an AC62. But there is a bigger picture to consider. We needed to bring the costs down, but we had to respect the design component of the event as that’s always been one of the biggest challenges in winning the America’s Cup.” “To be a global success, the America’s Cup needs to be accessible to the best teams, not just the biggest and wealthiest ones,” said Franck Cammas, the skipper of Team France. “So we must change in this way.” Not everyone agreed. Italian challenger Team Luna Rossa withdrew from the 35th America’s Cup over the change. In a statement, Team Luna Rossa said the change comes 10 months after the event authority already ruled on the vessel class, calling the procedure “illegitimate.” It also cites the added expense in changing direction now since it has been working on the AC62 model since January 2014.
USCG restricts vessels by NC bridge
The U.S. Coast Guard has adjusted the depth restrictions for the navigable waters surrounding the Herbert C. Bonner Bridge in North Carolina. Vessels with a draft greater than 5 feet are not allowed within 100 yards of the Bonner Bridge until further notice.
See NEWS BRIEFS, page A7
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Zeidel launches new designs; IGFA museum to relocate NEWS BRIEFS, from page A6 The Bonner Bridge has a fixed channel span with a clearance height of 65 feet that crosses Oregon Inlet. When shoaling impacts safe navigation through the fixed channel span, mariners have attempted to transit through alternate spans, which do not have a bridge fender and protection system. A bridge strike to an unprotected element of the Bonner Bridge may endanger motorists and mariners or affect the structural stability of the bridge. The North Carolina Department of Transportation reports pile supports of the Bonner Bridge have suffered significant section loss and are continually exposed to substructure erosion.
New uniform styles debut
Chelsey Perkins models Zeidel’s new line of crew apparel. PHOTO/LUCY REED Zeidel & Co., the yacht crew uniform company based in West Palm Beach, unveiled its new brand of crew apparel called See at the Palm Beach International Boat Show in late March. Previewed at the Ft. Lauderdale show in October, the line is now available, including two new skorts, three dresses, blouses, capris and shorts for men and women. They come in the classic line, which is in stock and always available; the deluxe line, which is custom colors of the existing designs; and the luxe line, which is a custom design. – Lucy Chabot Reed
U.S. considers wind farms in Hawaii The U.S. Bureau of Ocean Energy Management (BOEM) has received requests for the construction of two floating wind farms offshore from Oahu, Hawaii. The unsolicited requests, now available online, were received in January from AW Hawaii Wind (AWH) for the Oahu Northwest Project and
the Oahu South Project. Each project would see the construction of farms with a capacity of 408MW of renewable energy generated by 51 floating 8MW wind turbines. The proposals call for one farm to be 17 miles south of Oahu in depths of up to 700m and the other 12 miles northwest of Kaena Point in depths of up to 1,000m. Both farms would cover an area of about 12,000 acres. Hawaii’s clean energy initiative targets the use of 70 percent renewable energy by 2030, with 40 percent of its electricity production coming from
solar, wind and other renewables. To date, there are no offshore wind farms in operation in the U.S., although several developments are underway. The proposed Hawaiian projects would be in water depths at least five times greater than those currently proposed for the U.S. east coast.
IGFA museum to relocate
The International Game Fish Association (IGFA) announced in late March night that it will relocate its Fishing Hall of Fame and Museum from the first floor of its international
headquarters in South Florida to Springfield, Missouri, where it will be part of the new 315,000-squarefoot America’s Wildlife Museum and Aquarium operated by the Johnny Morris Foundation. Morris is the founder of Bass Pro Shops IGFA will continue to own its South Florida building, and keep its headquarters offices and library on the second and third floors. The first floor vacated by the museum will be renovated into a conservation and events center and operated by Bass Pro Shops.
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TRITON EXPO
e welcomed springtime with about 600 captains, crew and industry professionals at the Triton Expo in April. About 50 vendors set up their displays at Bahia Mar in Ft. Lauderdale to showcase their businesses for professionals who earn their livings running and caring for other people’s yachts. The 14th semi-annual event featured a variety of food vendors, cold beverages, and stiff competition between “yachtie gladiators” who raced an obstacle PHOTOS/DORIE COX course on tiny tricycles.
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TRITON NETWORKING
Plan the trip to network with Triton, ISSGMT Marine travel specialists ISSGMT will host Triton networking on the third Wednesday in May. All yacht captains, crew and industry professionals are welcome to join on May 20 at ISSGMT’s offices off 17th Street in Ft. Lauderdale from 6-8 p.m. Until then, learn more about from the yacht division team, Sales Manager Laurence Carlier and Sales Coordinator Shawn O’Brien. Q. Tell us about ISSGMT. ISSGMT is a niche travel agency dedicated to the yachting industry with booking agents in Europe, the USA and Canada available 24/7/365. Due to the nature of the yachting industry, ISSGMT is able to organize last minute travel, one-way with extra baggage allowance and with the flexibility of being refundable-changeable, often with no additional fees. Our agency provides marine fares on more than 50 airlines and their partners worldwide. Our goal is to save our clients time and money by presenting the best routes and fare options, including regular published airfares and low-cost airlines. Our staff ’s backgrounds encompass everything from airline experience, hospitality, cruise line and yacht management operations. Our team
can assist in English, Spanish, French, Italian and Creole. Because crew/maritime personnel travel is all we do, this comes into use every day and only serves to strengthen our understanding of the industry and our relationships with our clients. Q. Who can use your services? Captains and crew, of course, but also brokers, surveyors, technicians and shore-based management personnel traveling to/from a vessel. Please note everyone must carry a sponsorship letter outlining the purpose of the travel, including the yacht details, when flying on a marine fare regardless of whether one has a seafarer’s book in their possession or not. Q. What’s a ‘crew rate‘? A marine airfare is a negotiated oneway refundable/changeable ticket with extra baggage allowance; therefore, the flight reservations can be changed or cancelled at minimum or no fee. It is convenient when vessels need to fly in crew. This way they don’t need to purchase a round trip and lose the other part of the ticket. It is also cost effective, especially on international routes, as the one-way marine airfare will be cheaper than the published rate you would get online. The same rule applies for companies flying technicians or engineers to service the vessel - if they need to
extend their stay we can change the dates at minimal or no fees. Q. What is the difference between consolidated fares and crew fares? Consolidated airfares are usually cheaper but the tickets will carry some heavy restrictions. Basically it’s fly it or lose it. The marine airfare gives you more flexibility as it is refundable and changeable. So, it is best to use a consolidated airfare to book your vacation and use a crew fare to join the vessel. Q. How should crew connect? “We’re Always Open” so crew can email us 24/7 via info@flyissgmt.com or call us anytime +1 954 761 9595 (we also have VOIP International numbers). Q. I need a flight tomorrow, is that possible? All we normally need is at least one hour prior departure, as there is no advance purchase requirement on marine fares. In a case like that we suggest contacting us by phone versus email. Where would you like to go? ISS GMT is hosting Triton networking in the parking lot on May 20. No RSVPs are required; just bring business cards to network and meet new people. ISSGMT is located at 1800 SE 10th Ave., Suite 220, Ft. Lauderdale (33316). Contact at Shawn.OBrien@flyissgmt.com, +1 954761-9595
To lower spring temps, network with V-Kool As temperatures warm, The Triton invites captains, crew and industry professionals to stay cool at our monthly networking event on the first Wednesday in May. V-Kool of Florida hosts the casual event on May 6 from 6-8 p.m. in Ft. Lauderdale. No RSVP required. Until then learn more from V-Kool of Florida owner Scott Frischhertz. Q. What is V-Kool and what is the origin of the name? V-Kool is a clear window film which rejects more heat than tint. V-Kool is the only infrared reflecting film on the market. All other films absorb infrared. The V in V-Kool came from the angle that is formed when the sun’s infrared rays bounce off of the film. Q. How did you get into this? I am a former captain and met the owner of V-Kool on a charter in 2003. After he explained the film to me, I purchased a roll and installed the first piece of film on the boat I was running, M/Y Carib Queen. Q. Does it interfere with night vision? V-Kool does not contain any dye, which is found in conventional tint. The function of V-Kool is to only filter out infrared rays and allow visible light to pass through. As a result, it will not darken the room.
The product was named “One of the top 10 inventions of the millennium by Popular Science Magazine”. Q. But it’s not new, right? V-Kool was invented at MIT about 19 years ago. The product was recognized by Popular Science because it blocks heat without blocking light. Conventional tint blocks light which causes the homeowner or yacht crew to turn on their lights during cloudy days, dusk and dawn, therefore using more energy. Q. What is the best way for captains to learn that V-Kool is a good option for their yacht? We have been in business now for 11 years and have completed over 700 yachts. Captain, crew and owners can log onto our website and view a list of completed yachts. I’m sure they will know someone on the list. Q. How does the interior staff clean the windows? V-Kool is applied on the inside surface of the glass. It is cleaned with anything normally used on glass including ammonia based products. Q. Is this expensive? People ask me what the down side is to V-Kool. It is approximately twice the price of tint. Q. Many small businesses count on repeat customers, but it seems like with a business like yours,
you wouldn’t have many repeat customers. Once you have V-Kool, you don’t need to get it again, right? One of the drawbacks to this product is its longevity. Unless damaged by an outside force, V-Kool will last a very long time. We do get repeat business from yacht brokers, yacht management companies and shipyards. Q. You’ve been hosting this for years, why do you serve crayfish? I’m originally from New Orleans where crayfish parties are common place this time of year. When you’re standing around a table with a bunch of strangers eating crayfish, you can’t help but strike up a conversation. You’ll end up meeting people that you would not normally do so at a networking event. Q. Where do you get your crayfish? How do we eat them? I fly the crayfish in live from New Orleans. Crayfish are peeled similar to shrimp. You have to pinch the tails and suck the heads. We’ll be giving lessons at the event. The networking event is Wednesday, May 6th behind the V-Kool office located at 1304 SW 1st Ave., one block north of Tap 42 Bar and Grill in Ft. Lauderdale (33315). Visit www.V-Kool-florida.com for more details.
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TRAC adds U.S. dealers; builder moves; FYBA hires new director TRAC Ecological adds U.S. dealers
Ft. Lauderdale-based TRAC Ecological expanded its vessel services network with the certification of five new servicing dealers in Massachusetts, New Jersey and Washington. In Massachusetts, Diesel Smith of Harwich joins TRAC’s vessel service network as well as offering customers the option of purchasing TRAC products directly. TRAC’s New Jersey network expands with three dealers offering TRAC flushing service and TRAC product sales: Hoffman’s Marina in Brielle, Raritan Marina in Laurence Harbor, and Shark River Yacht Club in Neptune. Finally, Gig Harbor Marina & Boatyard joins TRAC’s network in Washington by offering its customers TRAC flushing services. Vessel servicing dealers certified by TRAC Ecological have been trained to clean onboard internal water systems using TRAC Barnacle Buster, a nontoxic and biodegradable marine growth remover specifically formulated for cleaning seawater-cooled equipment. Barnacle Buster can be re-circulated through seawater cooling systems, dissolving barnacles, zebra mussels, calcium, rust, lime and all other mineral deposits. Most services can be completed onboard in as quickly as one day and, in some cases, the equipment doesn’t need to be taken offline while the cleaning is under way. For more information, visit www. trac-online.com.
Builder moves to Stuart
Boat builder Ocean Master, which builds semi-custom center console fishing boats and yacht tenders to 33 feet, has relocated its headquarters from West Palm Beach to Stuart, Fla. Located between I-95 and Florida’s Turnpike, the new facility is close to the St. Lucie River and St. Lucie Inlet. It is 16,000 square feet, with a 26,000square-foot expansion planned as Ocean Master adds new models. “Plans are under way to begin producing a larger center console,” owner Mark Hauptner said. “Our new space will allow us to have more boats in production at any given time.” Ocean Master had been in WPB for 40 years. For more, visit www. oceanmasterboats.com.
FYBA names new executive director The board of directors of the Florida Yacht Brokers Association (FYBA) has named Cynthia Sailor executive director of the association. Her appointment became effective April 1. Sailor joins FYBA from Power & Motoryacht magazine where she was associate publisher. The magazine is owned by Active Interest Media’s (AIM), which also owns Show Management, organizers of South Florida’s in-water boat shows. FYBA owns the Yacht & Brokerage Show in Sailor Miami Beach. Her goals include adding new memberships beyond the core area of South Florida’s Broward County and new services for existing members.
Denison opens in St. Thomas
Denison Yacht Sales has opened an office in St. Thomas at American Yacht Harbor in Red Hook, on the east end of the island. Broker Wiley Sharp will manage operations. Sharp has worked as a charter captain and has managed large charter operations. Denison’s expansion to St. Thomas was fueled by the growth of the catamaran market over the past decade as well as the Caribbean’s worldwide appeal as a cruising ground for large boats, yacht charters, sailing and fishing. For more information, visit www. DensionYachtSales.com.
Nova names building for Harvey
Nova Southeastern University (NSU) has named its newest research facility the Guy Harvey Oceanographic Center in honor of the marine artist’s financial and research support. Opened in 2012, the center is a five-story, 87,000-square-foot research facility at Harvey the Port Everglades inlet. NSU has worked with Harvey for years through the Guy Harvey Research Institute (GHRI), where researchers and students study and learn about all aspects of the marine ecosystem. The building will also be identified on its roof, giving exposure to millions of travelers who fly into or out of Fort Lauderdale/Hollywood International Airport each year.
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estrec Marinas hosted its annual customer appreciation party at Sunrise Harbor Marina in mid-April, effectively marking the end of South Florida’s season. The Mexican-themed event featured folk dancers, fake moustaches and a real Mariachi band. Hundreds of captains, crew and industry pros danced into the PHOTOS/DAVID REED, LUCY REED night.
CREW NEWS
May 2015 A11
A12 May 2015 FROM THE BRIDGE FRONT: Safety Management
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Attendees of The Triton’s May Bridge luncheon were, from left, Robb Shannon of M/Y My Maggie, Andre Peens of M/Y Lazy Z, John Fleckenstein of M/Y Apogee, Patrick Allman (freelance), Robert Peel (freelance), Guy O’Connor of Fleet Relief, and Herb Magney of M/V Miss Aline. PHOTO/LUCY REED
ISM regulations onerous for yachts without enough crew BRIDGE, from page A1 enforce it?” a third captain asked. “They’re not,” another replied. “When it is going to be enforced is when the deckhand drops the tender on a guest and the lawyer takes him aside and says ‘Look, you’re in some trouble here. How did this happen?’ That’s when the s*** hits the fan. They can’t catch it otherwise, only when someone gets hurt.” So we got into a conversation about hours of work and rest, which has always been part of ISM but has become more of an issue thanks to MLC 2006. And while that is ultimately a safety issue, safety was not the main concern. “The impact is on the mate,” one captain said. “He’s the one with the most lost hours in the day, filling out paperwork that never gets read.” On full ISM yachts, which more than half the captains at the table regularly run, there is a report for each movement of the boat and a checklist for each procedure. “Everybody agrees that the laws were written for the commercial boat fleet,” a captain said. “We live with unrealistic expectations.” “For example,” another captain began, “take anchoring. Commercial vessels might anchor once in six weeks. … Private yachts can anchor five or six times a day. They don’t put the tender in the water like we do, …” “Or clean the mast, …” said a third. “Or put divers in the water to clean the waterline,” continued the other. “The whole system of ISM is great, but it’s set up for a lot less frenetic boats than ours,” another captain said.
OK, I think I understand. But aren’t all these safety-minded procedures things that good and safe captains do anyway? “Yes, but we’re not writing it all down all the time,” one captain said. “I think, in a way, it’s helped captains, but it’s made a lot more work,” another said. “We supposedly run safer.” “But there weren’t more accidents then than now,” a third captain said. “The potential liability then wasn’t as great,” replied another captain. “If you ran your Broward up on the rocks, you hauled it off and repaired it. Can you imagine what would happen today if that happened?” When I brought the conversation back to ISM’s impact on crew, the captains brought it right back to hours of rest. “What it means to crew? It exhausts them,” one captain said. “We’re kind of set up for a big fall,” said another. “The safety culture is great to have, but can we have it like this on yachts?” asked a third. To explain what he meant, one captain said he gets his crew ready for the season by starting six-day workweeks before the season even begins. On their crossing to the Med, they will work seven days. “There will be 48-hour turnarounds between charters until Sept. 2,” this captain said, and several others noted that the schedule sounds familiar. “I don’t know now – already – when I can give crew days off.” It starts to become a juggling act –
See BRIDGE, page A13
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Management helps captains keep up with ISM obligations BRIDGE, from page A12 implementing this safety management program – of doing drills as required on a particular day or using that day, instead, to give crew time off. “We always have to make these decisions,” a captain said. “I guess that’s why we get paid what we get paid, to figure out how to make it all work.” “It’s just killing crew in yachting,” said another. “If you want to comply, you must have a rotational, fixed plan,” said a third. “The only way is to hire more crew, or have relief crew at the dock everywhere you go,” another said. “Otherwise, either service breaks down for the owner and guests, or you don’t do it,” the third captain said. These captains began talking about solutions. One captain praised his management company and the designated person ashore who helps with a lot of these issues. Another captain was critical of the owner for the schedule the yacht keeps. “I get six weeks holiday a year, but I fight to get it,” one captain said. “The commercial side is clear with their schedule and culture. In yachting, we needed rotations for chief engineers 12 years ago. They demanded it.” At the captain’s level, though, they squeeze in a temporary relief guy to get time off. One captain suggested it would be worth it to the owner to pay for a support boat with extra crew to follow around the busy boat and provide relief throughout the vessel as needed. “We have to find a way to make it work because our neck is on the line,” he said. “The owner, they don’t get ISM,” another captain said. “They see their boat as their pride and joy. They don’t see it as a commercial operation. You can have 17 crew on a 74m yacht and even if it’s just the owner, it’s still not enough. You try to run it with less crew and the maintenance falls behind and the work backs up. Everyone’s stressed and that throws the crew dynamic off.” Another captain noted that the stews on one yacht created a rotational schedule and farmed out some of their duties. For example, when in port, they have the laundry picked up. “It’s becoming easier on bigger boats to set up with the owner from the getgo that this is how the boat has to be run, with rotations,” a captain said. “But on boats 200 feet and below, quick turnarounds make it hard. You have to learn how to structure crew better.” Technology is helping, they said. They talked about management software that includes these safety checklists. Then crew can approach
a task with an iPad and complete the required “paperwork” without having to sit at a desk sometime later. There was an intense conversation about inspections by both flag state and port state control. “If we can come up with yachting solutions to commercial problems, they’ll support us,” a captain said. They discussed the nuances between substantial and complete compliance. “Substantial compliance gets you through the door,” one captain said. “If your crew embraces safety management systems, that will get you through,” said another. One captain went so far as to write himself up for not fully complying with the plan. “I wrote it up as a nonconformity so it’s out there,” this captain said. “It gets to the manager and gets to flag state. That way, you can go to the owner and say we’re having this issue.” How did the owner react? “There’s only one way that they can react, with help,” he said. “I’m doing wrong. I need help. Please.” “I think that’s almost revolutionary what he’s done,” another captain noted. “I’ve identified the problem, the root cause: We don’t have enough crew,” the first captain said. “If it happens again …” That sort of thing ought to happen more, this captain said. While the regulations aren’t going away and are unlikely to change for yachts, at least owners and managers will know that they have to radically change the schedule or be caught in noncompliance. “And maybe on the owner’s side, they will know they need more crew,” a captain said. “My struggle is we still need to bring the owners around to the reality of the seriousness of the matter,” another captain said. “With ISM, I have issues. I need management. … This is not a place to save money. I need them involved and accountable.” Other captains mentioned the Manage My Vessel software that a manager created to help individual vessels and fleets better manage everything from job lists and maintenance programs to ISM checklists. “There’s no changing flag state or the culture of ISM,” one captain noted. “Somehow or other, though, they’re going to have to tweak it for yachts. We are overwhelmed with it.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. If you make your living working as a yacht captain, e-mail us for an invitation to our monthly Bridge luncheon.
May 2015 A13
A14 May 2015
FROM THE FRONT
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Viking Yachts owns about half the land in Riviera Beach’s 13-acre RENDERING PROVIDED redevelopment project on the ICW.
Viking is a partner in city’s $375 million development RIVIERA, from page A1
“The answer to poverty is economics, and education and fine boat builders,” said Kim Lukich, training,” Healey said. “If you can do who manages Florida human resources that, you have accomplished a mission.” for Viking Yacht staff. The non-profit Riviera Beach “The destination will bring us more Maritime Academy has 200 high business and allow us to expand as a school-aged students learning practical facility, build more and hire crew at and technical skills, and Viking is more jobs,” she said. “I’m excited.” making plans to build a second school Perhaps more importantly, Viking to reach 600 more students and Yacht’s parent company, Viking trainers. Developers, has acquired about 13 To give boats access to these acres in the area, which is about 50 changes in Riviera Beach, the U.S. percent of the Army Corps of city’s revitalization Engineers approved project. Viking was the dredging of The Florida Inland named a private 3,555 linear feet of Navigation District industry partner the Intracoastal has been contracted in the $375 million Waterway north of to dredge to a width project. Ground was the deepwater basin broken a year ago. of the Port of Palm of 125 feet and depth The Riviera Beach Beach to just south of 15 feet at mean Marina District is of the Blue Heron low tide. The project scheduled to include Boulevard Bridge. extended stay The Florida Inland should be started by corporate housing Navigation District the end of the year. for captains, crew has been contracted and other visitors; to dredge to a width marine tradesof 125 feet and focused office space, residential highdepth of 15 feet at mean low tide. The rise tower, a ship’s store, captains project has been permitted and should lounge, dive shop, bait and tackle, and be started by the end of the year. an international public market, said “Dredging from the port is very Tyler Alten, vice president of Viking positive as our yacht line is getting Developers. longer and Rybovich will be able to The first phase of the revitalization develop their business; it will help both is under way now and includes a of us,” Viking’s Alten said. “During the waterfront restaurant row, a new process, private operators will have the events center, a public promenade chance to contract out to dredge into and beach, and underground utilities their businesses. infrastructure. “We are making a maritime hub “Today, all the boats have electronics for megayachts and all size of boats,” and captains,” said Bob Healey Sr., he said. “In five years, this area will be founder of the company and now completely reinvigorated.” chairman. But the surrounding area from which to draw labor is poor, not Dorie Cox is associate editor of The giving nearby kids much access to Triton. Comments on this story are yachting’s good jobs. welcome at dorie@the-triton.com.
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All of our letters this month are in response to the April column by Peter Herm, our yacht owner who discussed his desire to use his boat a lot without wearing out his crew.
May 2015 A15
WRITE TO BE HEARD
CREW EYE
Three owners means yacht runs just like busy charter This is a subject/article I hope most owners read and truly think about [“Yacht runs full speed into turnaround, guests, crew schedules,” page A3, April issue]. It’s crucial for owner and crew relationships. The crew needs to learn the full preferences for an unknown large group of people – not just one family. I’m sure every family has different personal items, meals preferences, and different levels of service they expect. It can be difficult for crew to turnaround from one style of cruising to another with a non-stop itinerary and only 48 hours in between. Expect exhaustion by the end of each season. On our vessel, by the time we’re done this season, we will have worked more than 120 days with about nine days without guests on board. My work day starts at 6:30 a.m. and goes until just after 9 p.m., on average. Now, those days without guests were not full days off. A majority of interior and exterior turnover and projects are completed when guests are off the boat. We don’t just throw on bikinis and drink champagne the moment the guests fly away. (We wish.) Our season is coming to an end. We’ve actually started counting the days until we can head to an insanely busy yard period. The owner must please take into consideration that while the boat isn’t exactly charter, it is run just as a charter vessel is, just without the cash bonus at the end. A&A via the-triton.com
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ng. Tommy Howell captured this stunning sight in Marigot Bay last season. Here’s to another spectacular end to the Caribbean season.
Staff appropriately to limit hours of work With an owner’s party on board almost constantly, we staff sufficiently so that no one works more than 48 hours per week while the boat is moving or 40 hours per week when at her berth. Hours worked beyond that are compensated with equivalent time off as soon as possible. Crews with charter experience may expect to work longer hours and more consecutive days, but to have much more time off. Melvyn Miller Yacht owner
More hands make light work
Those of us who are captains or the go-to guys for an owner ... strive to “be ready when you are.” Our mission is Editor Lucy Chabot Reed, lucy@the-triton.com Associate Editor Dorie Cox, dorie@the-triton.com
Publisher David Reed, david@the-triton.com Advertising Sales Mike Price, mike@the-triton.com
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 it your canvas to share your views of yachting. Send photos to editorial@ the-triton.com. Be sure to include where it was taken, when, and what kind of equipment you used.
Production Manager Patty Weinert, patty@the-triton.com The Triton Directory Mike Price, mike@the-triton.com
to have the vessel in ready fashion as many days as possible, which means boat, crew, provisions, toys, etc. When the schedule is such that the crew runs out of time or is constantly right on the edge of not making a deadline, it causes internal stress on everyone. That does not go away just because you actually made the deadline. The crew all carry that feeling around with them … and it builds, causing people to snap at each other. The end is near for someone or all when that starts. From the description of how the boat operates, the answer is easy. Rub it with money. There is no substitute for extra hands. If you don’t want to pay what it takes to have enough crew for 48-hour turn
Contributors Carol Bareuther, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Peter Herm, Eng. Tommy Howell, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Capt. Bob Kimball, Brian Luke, Rich Merhige, Keith Murray, Capt. Mark O’Connell, Chief Stew Angela Orecchio, Rossmare Intl., Tom Serio, Capt. John Wampler, Capt. Jeff Werner
arounds, then your captain is correct: extra time between guests. Does this owner have any idea what it takes (in terms of time and manpower) to provision for feeding and watering 12 people for two weeks? Every owner should take a few days and run around with the crew to find out. Capt. Barry Robinson
Use it, and rotate
Use the boat every day of the year if you want to. You’ve earned it. Yes, crew need time off. If crew time off impinges on owner time, rotate crew. Boats should be used, and crew should work hard. Yet there has to be a balance. Capt. James Barrett Vol. 12, No. 2
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May 2015
B Section
Slow down splash-n-dash Before leaving the yard, check for these things. B2
Spit and polish Your diesel fuel needs a cleaning, too.
B3
Boat show work See friendly faces from the Palm Beach boat show. B8-9
Say it, say it now The best feedback comes immediately.
B12
Cuba laws Big yachts help little islands after storm remain but yacht travel is made easier CRUISING GROUNDS: Vanuatu
By Dorie Cox
Former yacht crew Sam and Jess Bell witnessed firsthand the devastation of category 5 Cyclone Pam when it hit the Republic of Vanuatu in the South Pacific Ocean on March 13. Winds as high as 165 mph wiped out structures and vegetation and killed up to 16 people on the 82island nation of 224,000 inhabitants. The Bells got right to work on recovery efforts the next day through their business, Kaleva Yachting Service Vanuatu (KVS), provisioning two large yachts headed in to help. The 169-foot (50m) support vessel M/Y Umbra arrived with helicopter and decks full of 10-liter containers to distribute fresh water. The 240foot luxury M/Y Dragonfly made and ferried fresh water via helicopter and tender. It was all hands on deck to get the water, food and medical aid ashore. “Crew have amazing skill sets, whether they change fuses, rewire a solar system, fix a generator, or something as simple as covering seedlings to shade from sun,” Sam Bell said. “Yacht crew have skills, passion and ability to get things done quickly and properly,” Jess Bell said. “Typically, things don’t happen quickly here.” The Bells started KVS more than six years ago, and two years ago they were designated as the disaster
A WELCOME SIGHT: M/Y Umbra arrives in Vanuatu the day after Cyclone Pam devastated the islands, bringing fresh water and food. PHOTO FROM FRANKANDPEGGY.COM aid relief team in Vanuatu for YachtAid Global, a volunteer relief organization that calls on yachts to bring aid to hard-to-reach coastal communities all over the world. With experience as crew on large sailing yachts such as S/Y Maltese Falcon, S/Y Blue Gold, S/Y Squall and others, the Bells were naturals to be part of the YAG team. “We started doing aid business because we realized the impact yachts have,” Jess Bell said. “I was so impressed with what yachts can do in a short time.” She saw it firsthand in Vanuatu last month.
Capt. Mike Gregory and his crew on M/Y Dragonfly made more than 62,000 liters of fresh water and transferred it to containers and then ashore to waiting islanders, along with tons of food. The crew went ashore and used chainsaws, axes and saws to move fallen trees, and they helped repair buildings. Crew also treated 250 islanders for trauma, wounds and infections in makeshift medical clinics they set up. Overall, Dragonfly distributed more than five tons of medical and
See CYCLONE, page B11
Palm Harbor to add docks By Lucy Chabot Reed Palm Harbor Marina in West Palm Beach is planning a 1,000-foot expansion that will see three finger piers stretch south off its southern dock. The finger piers will offer slips for yachts up to 160 feet, and several other slips will take yachts up to 120 feet. The T-head will have 290 feet of dockage.
The basin throughout the marina is 11 feet, and developers plan to extend that depth throughout the expansion as well. The marina is in the permitting phase and construction is expected to begin in June. Palm Harbor Marina Manager John Smundin announced the plans as the 30th Palm Beach International
See PALM HARBOR, page B6
Three finger piers will add 1,000 feet of dockage. PHOTO/LUCY REED
In January, the U.S. government made a major shift in policy regarding its trade with Cuba. After 54 years of strict trade embargo enforcement, the Treasury Department’s Office of Foreign Assets Control (OFAC) and the Commerce Department’s Bureau of Industry and Security (BIS) issued new rules to Rules of the Road implement these revisions to the Jake DesVergers embargo. As stated in the respective press releases, the policy changes are intended to engage and empower the Cuban people. This will be done by facilitating authorized travel to Cuba and certain related activities, facilitate the flow of information to, from, and within Cuba, and authorize certain limited activities related to trade with Cuba. Most important to emphasize in this month’s column is that the U.S. embargo of Cuba remains in effect. There has been no lifting of that law. Most Cuba-related activities continue to be prohibited for those parties and entities that are subject to the jurisdiction of the United States. The revisions to the trade embargo enforcement are limited in nature and scope. For example, the question that gets asked the most is if yachts can now visit the island. There is no change to the limitation on travel to Cuba for tourism. However, the policy amendments do authorize the following activities, subject to certain conditions: Travel to Cuba must be authorized within one of the existing categories. These include: travel for family visits; official business of the U.S. government, foreign governments, and certain intergovernmental organizations; journalistic activity; professional research and professional meetings; educational activities; religious activities; public performances, clinics, workshops, See RULES, page B13
B May 2015
FROM THE ENGINE ROOM: Engineer’s Angle
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Before splashing after refit, check on documents, spares As a yard period comes to a close, everyone is eager to wrap up and splash. But before leaving, there are crucial items that should be considered that will give captains and engineers peace of mind by verifying all the work done. 1. Documentation and inspections. Thoroughly document Engineer’s Angle everything that Rich Merhige was done on the vessel. Take photos before, during and after any service work being done. Take photos of original parts, and then the new parts that were installed in their place. Record serial and model numbers as well as cure dates for any rubber elements being used. In particular, check the following: l Appendages, rudder posts, rudders, skegs, bilge keels, stabilizers, etc. Report condition of seals and bearing clearances taken. l Hull voids that are inaccessible when the yacht is not drydocked: Check that all hull opening blanks and plugs are removed. Check that sea chests are bolted in place and watertight. l Zincs anodes: Indicate the number and location of zincs renewed. Make sure they are free of paint. l Sonar and fathom transducers: Make sure they are uncovered, free of paint, and watertight. l Running gear: Check propellers, shaft couplings, struts fairwaters, rope guards, and line cutters (if installed). Check tightness, condition and work accomplished. Check shaft seals or stuffing boxes for tightness and proper settings, report shaft bearing design clearances and readings taken. Check shaft coating and zincs for tightness and free of paint. l Sea valves: Check for tightness and record which valves were repaired or renewed. Initial reports such as those provided with prop reconditioning should be matched with finals for a quick comparative for future reference. Keep track of who the subcontractors are, the work they did, and the servicemen involved – same goes for project managers or yard personnel. Know what is being paid for, what was received, and warranties involved. If the vessel is classed, double check with the surveyor to make sure all paperwork is in order, and any relevant documentation was submitted correctly. It is always wise to have all of this documentation in both a digital format and hard copy. 2. Spares. No one ever wants to
be left hanging. This is especially true when an emergency comes up – like needing a seal serviced – and a service kit is not available. Use drydock time wisely to procure extra parts to have as spares. Always have access to extra seals, service kits with parts, and if applicable, any hard-to-come-by tools. 3. Schedule an experienced technician to be onboard when the vessel splashes to confirm there are no leaks and all is in order. Special attention should be paid to sea chest, sea valves and shaft seals. Shaft seals typically need to be vented to release any air. And make sure there is plenty of water injection for the seal and stern tube bearings. 4. Have a post-haul vibration analysis done. Although it may seem a bit redundant, especially if there was a major vibration issue before the haul out and it seems to be completely gone after service work is completed, a posthaul vibration analysis can still provide vital information that will serve as a reference point for future maintenance. A post-works survey will pinpoint exactly what was achieved during the yard period when compared to a prehaul survey report. The post-works survey can offer peace of mind, clarifying that important issues were addressed and giving the vessel “a clean bill of health.” It can also give recommendations for areas that should be monitored to avoid any unexpected surprises that could lead to outages or down time. Most importantly, it serves as documentation that you did your job by bringing the vessel to its proper mechanical standards during the yard period or point out deficiencies that weren’t correctly addressed or remedied by the service companies. After following these steps, captains and engineers can proceed to sea with confidence. Always do a dynamic pre-trip maintenance inspection that includes running all systems to test their proficiency. This includes electrical and hydraulic systems, and even bilge pumps. Always monitor seals to ensure they are being properly cooled, and perform the recommended maintenance checks on engines. With all this under your belt, you are well on your way to smooth sailing. Rich Merhige is the owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Ft. Lauderdale, which specializes in rotating and reciprocating machinery. This column is co-written by Teresa Drugatz, marketing manager at AME. Contact them through info@ AMEsolutions.com or +1 954-764-2678. Comments on this column are welcome at editorial@the-triton.com.
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MOTORING: Diesel Digest
May 2015 B
Onboard fuel polishing system serves as dialysis for your diesel The cornerstone of a diesel fuel maintenance program aboard a yacht is installing an onboard system that will polish the fuel and clean all the tanks. Fuel polishing systems can be powered by direct current or alternating current, depending on the available electrical supply aboard the yacht and the pumping capacity Diesel Digest Capt. Jeff Werner of the system. The fuel polishing process can be automated with a fully programmable control unit or operated with manually controlled timers, depending on one’s budget. The ideal tank cleaning system has dedicated pick-up and return tubes plumbed into each tank, including the day tank. The dedicated pick-up tube is placed lower in the tank than the normal pick-up tube for the engines. While a normal pick-up tube is located about 6 inches above the tank bottom, the dedicated tank cleaning pick-up tube is located less than an inch above the bottom of the tank. This allows more water and sludge to be suctioned up during the fuel polishing process, which assures a better job of tank
cleaning. The dedicated pick-up and return tubes from each tank are led into a distribution manifold that feeds the tank cleaning system. This arrangement allows each tank to be cleaned separately by the same piece of fuel polishing equipment. Since the hoses plumbed for tank cleaning are independent of the fuel supply and return hoses for operating the engines, the fuel can be cleaned while the vessel is under way and the engines are running. The best tank cleaning systems are multistage systems that use a variety of inline fuel conditioning and filtration technologies. Sizing the equipment to match the job is important. The flow rate of the pump that circulates the fuel through the tank cleaning equipment must match the capacity of the tank being cleaned. If a 3,000 gallon tank is being cleaned using a pump that has a flow rate of 150 gallons an hour, it will take 20 hours to clean that tank. But if the flow rate is 600 gallons an hour, the process will only take five hours. The first phase of fuel polishing is to pass the fuel through a magnetic conditioner that breaks apart the large clusters of hydrocarbon contaminants. The permanent magnets generate a
weak electrical field that separates the bonds holding together the large sediment molecules and disperses them. The next phase is a water coalescer and particulate filter, which removes free water, sludge, and organic and inorganic matter greater than 30 microns in size. The waste solution of oily water and sludge filtered out during this step is a biohazard and must be disposed of in an environmentally responsible manner. The last phase is final filtration in which particles down to a diameter of 3 microns or less are removed. This is the most critical step in the fuel cleaning process since particulate contamination is the No. 1 cause of failure in electronically controlled common rail fuel delivery systems in diesel engines. Newer common rail injectors spray fuel into cylinders at a pressure of up to 44,000 pounds per square inch (psi). That is an astounding amount of force since Niagara Falls only has a pressure of 870 psi. A tiny particle, less than a tenth of the width of a human hair, propelled at extremely high pressure will cut into the ball seat of an injector like a water jet metal cutter. Not only will the injector be permanently damaged, the piston can be damaged as well.
Associated repairs can tally into the tens of thousands of dollars per engine. During the tank cleaning process, an additive is used to dissolve sludge and slime that accumulates on the walls and baffles of the tanks. This procedure assures that mold and bacteria are removed from all tank surfaces to inhibit future growth. Use of a full spectrum additive during this step will also add lubricity to the diesel fuel, prevent corrosion, reduce carbon build up and stabilize the fuel. Ideally, fuel should be polished and the tanks cleaned whenever the yacht is refueled, or monthly if the yacht is not fueled frequently. Diesel fuel is the lifeblood of the main engines and generators aboard every yacht. Implementing and strictly adhering to a fuel preventive maintenance program is a simple and inexpensive alternative to the cost of repairing severely damaged high pressure pumps, injectors and pistons. Capt. Jeff Werner has been in yachting for more than 20 years on private and charter yachts, both sail and power. He is an instructor for RYA, MCA, USCG and US Sailing courses and owns Diesel Doctor (MyDieselDoctor.com). Comments on this column are welcome at editorial@the-triton.com.
B May 2015
ONBOARD EMERGENCIES: Sea Sick
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Identifying mini-stroke signs helps to prevent “the big one” Often when we hear of strokes, we think of the severe kind of strokes, the ones that are obvious when you see them. The person is usually left partially or fully paralyzed, has difficulty speaking or may be unable to speak at all. But it’s important to know that not all strokes are “The Big One”. Often, Sea Sick people have little Keith Murray or mini strokes, also called a transient ischemic attack (TIA). These mini strokes are often a warning that the big one is coming unless you seek immediate medical attention. Recognizing and treating TIAs may reduce a person’s risk of a major stroke. Often TIA symptoms are the same as those of stroke, only temporary. The short duration of these symptoms and lack of permanent brain injury is the main difference between a TIA and a stroke. My father had a mini stroke last year. His symptoms were not easily recognizable. I noticed a trail of peanuts throughout my home when he was visiting, dropping them while snacking as he walked around the house. My mother later noticed he shuffled, unlike his normal walk. It was not until later when he started to experience other symptoms that we realized he needed medical attention. After arriving at the hospital, the doctors initially saw no signs of a stroke. It was not until the second day that they discovered it was a mini stroke. Fortunately for my dad, he made a full recovery. He still has some numbness and loss of feeling in his face and arm, but otherwise he is in good condition. When reading this column today, please ask yourself if someone under your care – the yacht owner or one of his guests – were having a stroke, heart attack or other medical emergency, would you know what to do? Could you help them? A stroke is a life-threatening medical emergency that can cause paralysis, coma and death. It is the brain’s version of a heart attack. A stroke occurs when a blood clot blocks a blood vessel, interrupting blood flow to an area of the brain (ischemic stroke) or an artery bursts and blood leaks into brain tissue (hemorrhagic stroke). Think of a stroke as a plumbing problem. Either your pipes are blocked with rust (plaque) or the pipe is leaking. When either of these occurs, brain cells begin to die and brain damage occurs. Where the damage to the
brain occurs and how much of the brain is damaged will determine which symptoms the person will display, including: l Sudden numbness or weakness of the face, arm or leg, especially on one side of the body. l Sudden confusion, trouble speaking or understanding. l Sudden trouble seeing in one or both eyes. l Sudden trouble walking, dizziness, loss of balance or coordination. l Sudden, severe headache with no known cause. It should be noted that women may also experience different symptoms, including sudden face and limb pain, sudden hiccups, sudden nausea, sudden general weakness, sudden chest pain, sudden shortness of breath, or sudden heart palpitations. If you think someone may be having a stroke, act F.A.S.T. and do this simple test: F-Face: Ask the person to smile. Does one side of the face droop? A-Arms: Ask the person to raise both arms. Does one arm drift downward? S-Speech: Ask the person to repeat a simple phrase. Is their speech slurred or strange? T-Time: If you observe any of these signs, get medical attention immediately. Though it is not part of the test, note the time when the symptoms first began. There is only about a three-hour window for clot-busting medication to be given at the hospital. Recognizing that a person may be having a stroke and getting the person to a hospital as quickly as possible is the best way to help. Stay with the victim, place them in a position of comfort, and monitor their breathing and consciousness. To feel confident in your ability to help in a medical emergency, take a CPR, AED and First Aid refresher class every two years. Shipboard classes are especially helpful because they allow the crew to develop plans, review first aid supplies, and talk about medical emergencies as they relate to their crew, passengers and the various ports of call. The American Stroke Association has good information and a free app at www.strokeassociation.org. Keith Murray, a former firefighter EMT, owns The CPR School, a first-aid training company. He provides onboard training for yacht captains and crew and sells and services AEDs. Contact him at 877-6-AED-CPR, 877-623-3277 or www.TheCPRSchool.com. Comments on this column are welcome at editorial@ the-triton.com.
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TRAINING: On Course
Ticket doesn’t preclude need for ICC to drive tender in Med The International Certificate of Competency (ICC), properly known as the International Certificate for Operators of Pleasure Craft, has become the accepted qualification for pleasure craft operators in most European countries. In fact, it is the only international evidence of competence for pleasure boaters in Europe. On Course In general Brian Luke terms, an ICC is the recommended documentary evidence for the inland waterways of Europe and for inland and coastal waters of Mediterranean countries. For the coastal waters of Northern Europe, the ICC is generally not required, however, to all of these generalizations there are exceptions. The original intent of the ICC was to facilitate pleasure craft navigation on the Rhine and Danube rivers. Because these rivers pass through a number of countries, it became necessary to develop a Certificate of Competence (CoC) common to most, if not all, countries these rivers transect. An ICC is a document providing national proof of competence at the “Resolution 40” level when it comes to pleasure craft operations. (The ICC is issued under the U.N. Economic Commission for Europe (UNECE) Inland Transport Committee Working Party on Inland Water Transportation, Resolution 40.) This includes RIBs and other vessels used in conjunction with superyachts plying the waters of the Med. Since its inception as a CoC, the ICC has evolved into a document that allows yacht crew throughout the Med and inland waters of Europe to verify their competence in handling power and sailing vessels used in conjunction with the yacht to which they are employed. Crew members often incorrectly believe that they only need to abide with flag state rules. In reality, according to the U.N. Convention on the Law of the Sea (UNCLOS), they also need to abide by port state regulations. The requirement to provide proof of an ICC can vary with every port state, and enforcement is unpredictable. However, this does not in any way reduce a crew member’s responsibility to adhere to port state regulations. Due to the inconsistencies between countries, and even at the same port over time, many crew members are not used to a request to provide appropriate proof of competence by Port State Control. Without an ICC, they may be in violation of regulations
in those port states that require them. I remember the story of a superyacht bound for the Mediterranean a few years ago. Upon arrival, the captain launched his RIB and proceeded to shore. Within minutes, the RIB was stopped by Port State Control. The captain, possessing a 3000-ton CoC from the UK, wrongly believed he did not need an ICC since his current CoC was held to a much higher standard. Nonetheless, Port State Control issued the captain a citation and fine, stating that he needed an ICC. This could have happened to any crew member, therefore, it is imperative that any crew who may operate a yacht support vessel have an ICC in their possession while operating that vessel. Having only Power Boat Level II or Yachtmaster certificates is insufficient; they will not replace the ICC. Unlike an EU driving license for road vehicles, which all EU member states are obligated to accept, all EU member states are not obligated to accept an ICC. Generally, only those states that have adopted UNECE Resolution 40 must accept the ICC. Yet some countries that haven’t adopted Resolution 40, such as Spain and Greece, often ask visitors for it. Applying for an ICC is not difficult. The RYA is one of a few organizations that is authorized to issue an ICC on behalf of the MCA. Crew must be at least 16 years of age and possess one of the specified UK certificates, which include RYA Powerboat Level II, RYA Yachtmaster or any grade MCA Deck Officer Certificate of Competence. Crew who do not hold one of the specified RYA certificates may receive an ICC following an assessment from an RYA-approved training center. The ICC is accepted in the following UNECE countries that have adopted Resolutions 14 and/or 40: Austria, Belarus, Belgium, Bulgaria, Croatia, Czech Republic, Finland, France, Germany, Hungary, Ireland, Italy, Lithuania, Luxembourg, Netherlands, Poland, Romania, Serbia, Slovakia, Switzerland and United Kingdom. The following UNECE member states have not accepted Resolutions 14 or 40: Greece, Moldova, Portugal, Spain, Russian Federation, Serbia, Sweden, Ukraine and United States. So be sure to get an ICC to keep your career on course. Capt. Brian Luke is chief operations officer for International Crew Training in Ft. Lauderdale. He is an airline captain and holds a USCG 1600/3000ton master’s ticket. ICT trains crew for entry-level through 3000 ITC Master licenses, engineering and interior operations. Comments are welcome at editorial@the-triton.com.
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Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of April 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of April 15, 2014
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 641/688 Savannah, Ga. 530/NA Newport, R.I. 536/NA Caribbean St. Thomas, USVI 839/NA St. Maarten 790/NA Antigua 700/NA Valparaiso 488/NA North Atlantic Bermuda (Ireland Island) 785/NA Cape Verde 530/NA Azores 582/1,303 Canary Islands 667/934 Mediterranean Gibraltar 502/NA Barcelona, Spain 619/1,133 Palma de Mallorca, Spain NA/825 Antibes, France 545/1,271 San Remo, Italy 647/1,632 Naples, Italy 641/1,495 Venice, Italy 645/1,559 Corfu, Greece 503/1,109 Piraeus, Greece 486/1,091 Istanbul, Turkey 626/NA Malta 561/1,006 Tunis, Tunisia 709/NA Bizerte, Tunisia 709/NA Oceania Auckland, New Zealand 582/NA Sydney, Australia 573/NA Fiji 598/NA
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 881/916 Savannah, Ga. 885/NA Newport, R.I. 878/NA Caribbean St. Thomas, USVI 1,100/NA St. Maarten 1,111/NA Antigua 977/NA Valparaiso 692/NA North Atlantic Bermuda (Ireland Island) 971/NA Cape Verde 872/NA Azores 953/1,250 Canary Islands 835/1,218 Mediterranean Gibraltar 903/NA Barcelona, Spain 840/1,637 Palma de Mallorca, Spain NA/879 Antibes, France 869/1,804 San Remo, Italy 1,009/2,322 Naples, Italy 995/2,253 Venice, Italy 1,036/2,143 Corfu, Greece 1,057/2,107 Piraeus, Greece 1,043/1,872 Istanbul, Turkey 948/NA Malta 987/1,803 Tunis, Tunisia 867/NA Bizerte, Tunisia 871/NA Oceania Auckland, New Zealand 911/NA Sydney, Australia 906/NA Fiji 937/NA
*When available according to local customs.
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MARINAS / SHIPYARDS
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Turkish entry port reopens; Black charters out of Old Bahama Bay Turkish port of entry reopens The Turkish port of Bozburun is expected to reopen this cruising season for clearance procedures, according to C2C Yachting, yacht agents based in Turkey. Bozburun, 45km from Marmaris, is the closest point of entry from the Greek island of Symi (9nm) and was a popular entry point. Entry there was unavailable last season due to “repressive requests” from customs toward the town, C2C reports. “Apparently, all parties come to a mutual understanding and the port will be active for clearance procedures to visiting yachts in 2015,” C2C reports in its latest update.
Capt. Black charters return Legendary sportfishing Capt.
Billy Black has joined the company’s Expedition Outfitter program, and has begun operating sportfishing charters out of Old Bahama Bay Resort & Yacht Harbour on West End. Black, who has spent the past 40 years as a charter captain and operated a charter service out of Walker’s Cay from 1977 to 2004, has held many of the Bahamian Capt. Black record catches for blue marlin, white marlin, bluefin tuna, yellowfin tuna, dolphin, wahoo and sailfish. His 50-foot Hatteras S/V The Duchess has recently been re-powered. Old Bahama Bay is part of
Guy Harvey Outpost Resorts. For more information, visit www. guyharveyoutpost.com
Big Game gets $4.4 million refit
A $4.4 million renovation is under way at Bimini’s Big Game Club Resort & Marina. The upgrades include a rebuild of the property’s 75-slip marina (primarily docks A, B and C) for the resort’s 60-foot glass-bottom dive boat, the addition of a pool, and several capital improvements such as landscaping, painting, and new windows and sliding glass doors. The 51-room Big Game Club was purchased and re-opened by the Southern California-based Hankey Group of Companies in 2010 after a $3.5 million renovation that included all guest rooms, the new bar, Hemingway Rum Bar & Social Lounge
PHOTO BY PAT FORD and the Outfitter Shop. The hotel is currently managed by the Horizon Hotel Group. For more information, visit www. biggameclubbimini.com.
More slips means more room for show boats PALM HARBOR, from page B1 Boat Show opening in late March. By that afternoon, he said he had received several phone calls from megayacht captains already asking to reserve the space. The southern docks of the marina have been part of the boat show for the past few years, enabling it to attract more and larger yachts. This expansion promises to expand the show, too. The marina and dock expansion will be built by Marine Tech, the same company that built its existing concrete docks, in an effort to make it look as seamless as possible, Smundin said. The slips will have 100-amp, 480v, three-phase power, with the option to use single phase. An affiliate of Leisure Resorts, the company developing the project, has also received permit approval to build a 100-plus-room hotel on its parking lot, so Smundin said he is eager to offer its amenities including pool and spa to his marina customers. The property is also expected to have a yacht club and store. Leisure Resorts, owned by the Chase family, invested about $20 million to upgrade an existing marina into the modern 200-slip megayacht marina it is today. Lucy Chabot Reed is editor of The Triton. Comments are welcome at lucy@ the-triton.com.
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BOATS / BROKERS
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Several mid-size yachts sell; two larger Dutch yachts launch Northrop & Johnson has sold the 128-foot (39m) Hakvoort M/Y Snowbird by Wes Sanford (listed by Edmiston), and the 112-foot ketch S/Y Signe by Simon Turner. New to its central agency listings for sale is the 47m S/Y Troy (to be delivered this year) listed with David Seal for 29.5 million euros, the 117-foot Delta M/Y Stampede listed with Kevin Merrigan and Wes Sanford, the 110-foot M/Y Dear Henri built by Antago Yachts and listed with Philip Bell and Merrigan for $1.85 million, and the 87.5-foot M/Y Andiamo built by Warren Yachts and listed with Bell for $3.85 million. The firm also has four berths in Port Mirabello in La Spezia, Italy, listed for sale with Joanna Long. Two are 35m, one is 40m and one is 50m. New to its charter fleet is the 20m S/Y One Shot. Merle Wood and Associates has sold the 125-foot Heesen M/Y No Comment and the 121-foot (37m) Benetti M/Y Domani. New to its central agency listings for sale is the 143-foot Heesen M/Y Octopussy. Feadship has launched the 145foot (44m) M/Y Moon Sand. Designed in-house, Moon Sand (shown above)
its central agency listings for sale the 100-foot Camper & Nicholsons S/Y Oya listed with Alex Clarke for 1 million euros, the 95-foot Astondoa M/Y Holy Cow for $3.5 million, and the 72-foot Sunseeker Predator M/Y Masha II listed for $1.4 million.
has large windows and an absence of mullions in the bridge deck lounge, main lounge, dining area, study/lobby and forward owner’s stateroom. The tender is located on the sun deck rather than housed in its own garage, opening room for a swimming pool on the main deck aft, which features a lifting floor system where a section of the deck lowers to provide the pool depth required. Ocean Independence has sold the 84-foot (25m) Burger M/Y Jubilee. Camper & Nicholsons International has added to its central agency listings for sale the 89-foot (27m) Leopard M/Y Sea Lion II. New to its charter fleet is the 169foot (60m) Lurssen M/Y Solemates available in the Med this summer. Denison Yacht Sales has added to
Dutch builder Heesen Yachts has delivered the 50m M/Y Sibelle, shown below, a unique-looking vessel with a vertical stem. The custom yacht comes in under 500GT and is built with an aluminum hull and superstructure. Designed by Van Oossanen Naval Architects, with exterior lines by Frank Laupman from Omega architects and architectural bureau A-B Studio, the yacht cruises at 15 knots. In other company news, Heesen has appointed Rick van de Wetering a member of its board of directors for operations, replacing Hans Boerakker.
26 North Yachts has added to its central agency listings for sale the 117foot Bilgin M/Y Bac O Booc listed for less than $4 million. Fraser Yachts and V.Delta, part of V.Group, have entered into an agreement to provide project management services to the superyacht industry as VF Yachts. VF Yachts will focus on project management and refit supervision for yachts from 40m but with emphasis on yachts 60-140m. The venture will be jointly led by Chris Semmens (technical manager at Fraser) and Davide Lajolo (technical director at V.Delta). For more information, visit www. vfyachtservices.com. This summer, Churchill Yacht Partners’ 116-foot sailing yacht Whisper will donate a portion of her New England charters to Project Puffin, an organization that protects the rare seabirds and their historic nesting islands off the coast of Maine. Whisper will be in the 2015 Newport Charter Yacht Show in June 22-25, and is available for New England charters until early September. Charters begin at $60,000 a week (plus APA expenses). One percent of all the season’s charter sales will be donated to Project Puffin.
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CREW NEWS: Palm Beach International Boat Show
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Crew (clockwise from top left) of motoryachts Arianna, Double Down, Step One and Allegria were awarded for creativity on display during the Palm PHOTOS/LUCY REED, TOM SERIO Beach International Boat Show.
Creative crew awarded for top interior, exterior and job ideas Winners of the 2015 Top Notch Tabletop Challenge, featured at the Palm Beach International Boat Show, are: In the Luxe Interior category, first place goes to M/Y Arianna with stews Traci, Savannah and Georgia. Second place is M/Y Lady Sheridan with Chief Stew Rebecca McGee and stews Olivia Hope, Varushca Degenaar, Julie Oudgaard, Marijke Van Mouric. Third place is M/Y Allegria with Chief Stew Ania Broszkiewicz and stews Hanna Swieczkowska and Alice Steele. In the Outdoor Chic category, first place goes to M/Y Step One with Chief Stew Dani Thompson and Stew Chanel Marais. Second place is M/Y Lady Sheridan with Chief Stew Rebecca McGee and stews Olivia Hope, Varushca Degenaar, Julie Oudgaard, Marijke Van Mouric. Third place is M/Y Allegria with Chief Stew Ania Broszkiewicz and stews Hanna Swieczkowska and Alice Steele. In the Menu Design category, first place is M/Y Lady Sheridan and Chef Aron Tuckett and Sous Chef Elaine Van Wyk. Chief Stew Margaret Hill of M/ Y Double Down won both second
and third place for her two menus coinciding with the two table settings. In the Tip of the Day category, first place is M/Y Lady Sheridan. “When in the laundry, we use white chalk to mark those tough stains that you find on white shirts (pilot shirt are the worst!) around the collar as the powder helps absorb the oils and make the stain disappear in the wash.” Second place is M/Y Step One. “To keep hydrangeas fresh longer, take them out of the vase and place them headfirst (stem out of the water), fully submerged for about 2-3 hours in cold water. It revives them.” Third place is M/Y Namoh and Stew Joanne Hill. “To create a lit ice sculpture, add water to a balloon, freeze until the core is hard but you can still hear water in the middle. Pop the balloon and crack a hole. Drain the water and add led lights to the globe. Place upside down covering your hole onto a centerpiece. Your guests will be talking about it all week.” The contest is organized by Aqualuxe Outfitters in South Florida and judged through social media. Find designs and ideas from all the entrants at topnotchtabletop.com.
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rew and yachts were out in all their shiny happiness for the 30th annual Palm Beach International Boat Show in March. PHOTOS/TOM SERIO, LUCY REED
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YACHT CAREERS: Crew Coach
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Identify then eliminate, change or accept your energy drains I had a coaching client recently start a session stating that she felt completely drained, emotionally, physically drained. A great discussion ensued about what was draining her and what to do about it. Have you ever felt like that? That feeling of energy being drained from you by people, situations, Crew Coach unfinished Rob Gannon business, you know, the things of daily life? I think most of us have at one time or another. I know I have, but I’ve gotten better at cutting the energy drains off before they take me down. We are energy beings. We are also living holistic beings. Our thoughts have energy and habitual thoughts can really pack a punch. All this energy flow is connected. Our bodies are not separated from our heads. We can feel physically tired from our emotional energy system being overworked. We can put energy into our past with regrets or unresolved issues. And energy can go toward the future in a very draining way with worry. This
leaves us all with less energy for today. An effective way to deal with energy drains is to eliminate, change or accept. If we can just eliminate the energy drain, well, that pretty much takes care of it, right? It’s not always possible but sometimes we can end a draining relationship, leave a draining position or just deal with things we‘ve been putting off. By identifying the drain and eliminating it when possible, we have done ourselves some real good and you feel it, sometimes immediately. We may feel less tired. We may feel like the proverbial weight has been lifted and we sometimes ask ourselves why we didn’t eliminate this sooner. If eliminating is not possible, then we get to changing and accepting. One of spiritual teacher Wayne Dyer’s favorite sayings is: “when we change the way we look at things, the things we look at change.” Many energy drains and many of our so-called problems come from our thoughts or, rather, our innocent misuse of thought. We can convince ourselves that things are a certain way; I don’t know if you’ve noticed but we can sometimes be totally wrong. We often work with incomplete information.
Recently I got a little upset with a change in scheduling that I thought I should have been informed of. I was ready to make a phone call or to fire off a text stating my feelings but I stopped. I took a few moments, breathed and settled down. I decided to call a few minutes later and calmly talk about another matter and see where our conversation led. Well, I found out the reason this person overlooked informing me was her dog had been seriously ill for days and had died an hour before I called her. She had been so out of her mind with concern and then sadness that she overlooked contacting me. I’m so glad I didn’t respond immediately. I would have caused more pain at a terrible time. I tell you this because I felt the energy drain from the annoyance and inconvenience of not being informed but my thoughts were not accurate and were really unnecessary because I didn’t have all the information. The innocent misuse of thought, once again. Another approach to eliminating energy drain is to accept. Just tell yourself in a calm but unwavering way, this is the way things are right now and you’re fine and everything is going to be
fine. You have identified the drain and you realize the best approach -- maybe the only viable healthy option right now – is acceptance. This can sometimes be a tough one. Our egos and all these thoughts we’re so sure of are trying to convince us not to accept, but they are exactly what is adding to our energy drain. It’s the inner conflicts, the inner battles that drain us. It’s really often best to let it be. Let it go and free up that energy that you can surely use in other, more productive places. So if you’ve been feeling mentally drained, which will lead to physically drained, stop and take a look. What are the drains? Who are the drains? Identify where it’s all coming from and start releasing. Start before the mental and physical toll leads to illness. Our natural state is wellness, but we can also make ourselves unwell. Get a grip on those energy drains. Take the helm and be the captain of your ship. Enjoy the voyage. Rob Gannon is a 25-year licensed captain and certified life and wellness coach. He offers free sample coaching sessions and can be reached at rob@ yachtcrewcoach.com. Comments are welcome at editorial@the-triton.com.
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CRUISING NEWS: Vanuatu
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Vanuatu ready for benefits that yacht visits bring CYCLONE, from page B1 food aid. Recovery is happening in Vanuatu, but sources of water and food are ongoing concerns, said Capt. Mark Drewelow, YAG founder. “Some islands are dry islands, meaning no well water,” he said. “Rainy season is past and people are dependent on water deliveries.” Every where water tanks survived the storm, many collection systems did not, so YAG is working with other yachts to not only bring in water, but to make a lasting impact. “There is critical need for water for 110,000 people at last count,” Drewelow said. “The next yacht will focus on rebuilding of water collection systems and carry 1,000 feet of water transfer hose and three big water pumps.” The storm defoliated many islands, including much of the locals crops. Harvest of newly planted crops is still three months off so the need for food is huge until then, he said. Distribution of food to isolated communities is well suited to yachts, especially those with multiple tenders and helicopters. Although yachts can bring in emergency aid, it doesn’t take a disaster for yachts to help in remote areas, the Bells said. “Cruising yachts generally do that just by visiting,” Jess Bell said. “They spend four or five days in a village and end up helping. Yachts helped pre-Pam and they continue to help in this region. “Every cruiser that pays to see land-diving [precursor to bungee jumping type ritual] or buys food, whatever, it all helps where it is desperately needed. … More and more we’re seeing that yachts see the value of the visits.” “Superyacht and small yacht traffic is so important to the country’s outer island communities, particularly now when some of those affected communities could certainly use the financial support that the yachting industry provides each year,” said Capt. Justin Jenkin, owner of Vanuatu Yacht Services. “Being a large archipelago, many islands are undamaged,” he said. “There will be no problem at all for yachting tourism this season, which is beginning now. We have some yachts on the way and some already cruising through the islands. There are no government restrictions on travel between the islands.” Vanuatu is already recovering. In just a month, the islands have begun to look green again. “Around here they say, ‘wave a stick at the ground and it starts growing’,” Sam Bell said. “There wasn’t a leaf on a tree and now there are heaps of leaves with trees you can’t see through. It is fertile land.” And the volcano that draws many
guests hasn’t changed, either. Neither has the kindness of the native people. “It’s exactly as it was two days before the storm,” Jess Bell said. “All the sights and sounds are here. I wouldn’t advocate a guest trip this month, but people don’t come here to see the cities; they come to anchor out and those things are the same.” For information on how to help, visit www.yachtaidglobal.org. Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
Crew from M/Y Umbra filled hundreds of 10-liter water jugs and delievered them ashore. PHOTO FROM FRANKANDPEGGY.COM
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LEADERSHIP: Taking the Helm
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Keep feedback immediate; focus on behavior for change Critical feedback is crucial for your crew to know how well they’re doing and where they can improve. Leaders often face the common challenge of how to best give feedback. Should you ignore issues and address them at a three-, six- or 12month review? Or should you Taking the Helm micromanage in order to make Paul Ferdais sure no one makes mistakes? I recommend that any feedback you may have for your crew needs to be given as soon as possible after something negative happens, not held for a big review. The reason is twofold: You let your crew know what they’re doing improperly so they can change their behavior, and it lets him or her know you notice the work they’re doing. Noticing means you’re paying attention to the effort your crew puts into the job. Sometimes giving feedback is easy. If a deckhand scrubs the teak in a way you don’t like, he or she can be told to do it differently. It’s usually pretty easy to have this kind of conversation. On the other hand, if a chief engineer starts to come to work hungover, that may not get the immediate conversation it deserves. The hangovers may be ignored. The challenge with ignoring inappropriate behavior is that your crew will think it’s OK to continue to behave that way. Remember, feedback needs to be given in as supportive a way as possible. Feedback isn’t about attacking crew. As a leader, you do not correct the person; you correct the behavior. There is a difference. Supportive feedback comes from caring about the success of your crew. You want the best for your team so they can give you 100 percent. If you don’t care, he or she will be able to tell. Lastly, avoid the feedback sandwich. The feedback sandwich is when you give praise, immediately followed by negative feedback, followed again immediately by more praise. The problem with this “sandwich” is that if this is your normal way of giving critical feedback, people ignore the praise and wait for the bad news. Once they hear the bad news, they fixate on that and ignore the last piece of positive feedback. If the purpose of the feedback is to reinforce good behavior, keep it positive. If the purpose is to address performance, keep it corrective. Here’s a framework of eight steps that enable you to say anything to
anyone. This whole process should take no more than 5 minutes. 1. Start a conversation. Explain what you’re going to talk about and why. 2. Empathize with the other person. 3. Describe the behavior. 4. Share the impact the behavior has on others or the job. 5. Have a short conversation and ask the recipient for their perception of the situation. 6. Make a suggestion or request for what you’d like the person to do in the future. 7. Build an agreement on next steps (if any). 8. Say “Thank you.” The following example is a bit humorous, but it’s an example of how something simple can be discussed without hurting anyone’s feelings. Step One: Introduce the conversation. Make it about what you have seen. “Lisa, I want to talk about something I’ve noticed.” Step Two: Empathize. “I probably should have said something earlier. I’m sorry I didn’t.” Step Three: Describe the observed behavior. “I’ve noticed that when you come into the boat from working outside, your feet absolutely stink. Now it may be your shoes, but the odor is nasty.” Step Four: Share the impact or result of the behavior on other people. “There are people who have been physically ill after being in the crew mess with you.” Step Five: Have some dialogue. Allow the recipient to say whatever she needs to say. “What do you think? Have you noticed this yourself?” Step Six: Make a suggestion or request for what to do next time. “Here’s my request: Perhaps we can get a tin of shoe spray to help eliminate the smell. Would you be willing to use it from now on? Alternatively, let’s check and find out if there are a new pair of boat shoes you can use while on deck.” Step Seven: Agree on next steps. “OK, so we’ll try these new strategies to help eliminate the odor from your feet. Does that work for you?” Step Eight: Thank them for speaking with you. “Thanks.” Paul Ferdais is founder and CEO of The Marine Leadership Group (www. marineleadershipgroup.com) delivering leadership training workshops and coaching. He holds a master’s degree in leadership and worked from deckhand, to first officer on yachts. The Marine Leadership Group will host a free seminar on June 9. Comments are welcome at editorial@the-triton.com.
The Marine Leadership Group will host a free seminar
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www.the-triton.com FROM THE TECH FRONT: Rules of the Road
May 2015 B13
Marinas, facilities to update; self sufficient yachts to fare best RULES, from page B1 athletic and other competitions and exhibitions; support for the Cuban people; humanitarian projects; activities of private foundations or research or educational institutes; exportation, importation or transmission of information or information materials; and certain authorized export transactions. The change in the embargo rules revised the type of travel license required. Previously, a specific license had to be obtained through application. The above types of travel are now authorized by general license. Travel agents and airlines are now permitted to provide travel and carrier services without the need for a specific license from OFAC. U.S. insurance companies are permitted to provide travel coverage for authorized travel to Cuba. Travelers are no longer subject to a per diem rate and there is no specific dollar limit on expenses. In addition, travelers are now permitted to use U.S. credit and debit cards in Cuba. Visitors may also import up to $400 worth of goods (including up to $100 worth of alcohol or tobacco products) for personal use. Newly authorized with the trade embargo revisions are allowances for telecommunication. Previously, it was illegal for U.S. entities or those under U.S. jurisdiction to provide commercial telecommunications services in Cuba or linking third countries and Cuba. This will allow visitors to stay in contact off-island. Banks and financial institutions are now permitted to open correspondent accounts in Cuba to facilitate the processing of monetary transactions. The limits on remittances to Cuba have been raised and the dollar amounts for humanitarian projects, support for the Cuban people, and development of private business in Cuba are now generally permitted. A clause in the new embargo revisions is the allowance for foreignflagged vessels to enter the United States after engaging in certain trade with Cuba. This was previously not permitted. However, it is unclear what types of vessels fall under this allowance. In addition, while the embargo rules have been revised, not all U.S. laws have kept in step. The Trading with the Enemy Act specifically prohibits certain transactions with Cuba. So while certain portions of the enforcement have been eased, the law remains in effect. What about the response from Cuba? Do the people there favor these changes and expect an influx of yachts? An increase in visits is definitely foreseen. In speaking with several yacht agencies that operate in the Caribbean, they note an increase in construction
at several marinas. Most notably, the Ernest Hemingway International Nautical Club near Havana is moving toward modernization and expansion of its facilities. However, the infrastructure for yacht visits in Cuba remains poor. As reported by the Club’s commodore, there are no shipyards or nautical supply stores. High quality goods or sources for the same are non-existent. If a yacht were to visit Cuba, it would need to be nearly self-sufficient for the entire trip. Not to be left out of the potential growth, surrounding islands are also preparing for the future growth. The Port Authority of Jamaica is developing plans to expand several marinas on the island, including the famous Errol Flynn Marina in Port Antonio. It anticipates this new cruising area
to develop in similar fashion to the popular U.S. and British Virgin Islands region. In addition, building on its success with its new yacht registry, the Maritime Authority of Jamaica has also developed a Memorandum of Understanding (MOU) with the Cuban government. The contents of the MOU provide yachts flagged with Jamaica to be given preferential treatment in Cuban waters. Similar to the U.S. cruising license, these yachts will, in principle, be allowed to cruise around Cuba without the need for multiple checks. The port authorities in the Yucatan Peninsula of Mexico are also planning for new growth. Cancun is less than 100 miles from the western tip of Cuba, where several national parks and seashores are established.
We remain in the beginning stages of these changes and more are certainly on the way. Patience will be a necessary commodity as the revised bureaucracies are implemented and we discover the “new� island of Cuba. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB), an organization that provides flag-state inspection services to yachts on behalf of several administrations. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1 954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at editorial@the-triton.com.
B14 May 2015
CALENDAR OF EVENTS
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Conferences, shows, races spruce up spring time EVENT OF MONTH May 3-7 Mediterranean Yacht Show, Nafplion, Greece.
Organised by the Greek Yachting Association (GYA), show includes a yacht chef competition. www.mediterraneanyachtshow.gr
April 29 -May 4 East Med Yacht
Show, Poros Island, Greece. www. eastmedyachtshow.gr
May 1 The Future for Captains and
Crew conference, Palma de Mallorca, Spain. Topics cover finances, MLC and STCW, crew travel. www.quaynote.com
networking. www.the-triton.com
May 7 The Triton Bridge luncheon,
noon, Ft. Lauderdale. A roundtable discussion for yacht captains only. Request an invite from Editor Lucy Chabot Reed at lucy@the-triton.com or 954-525-0029. Space is limited.
May 8 Barcelona Yacht Rendezvous,
Marina Port Vell, Barcelona. Hosted by International SeaKeepers Society for Discovery Yachts. www.seakeepers.org
May 9 Sailorman “Thirty Plus & Totally
Nuts” sale and auction, Ft. Lauderdale. Informal auction of new and used yacht equipment. www.sailorman.com.
May 11-13 American Boating
June 3 The Triton networking with
Advanced Mechanical Enterprises in Ft. Lauderdale from 6-8 p.m. Stay tuned to www.the-triton.com for more details.
June 8 World Ocean Day. Communities around the globe raise awareness about the role of the ocean in our lives and the ways people can protect it. worldoceansday.org
June 12-14 161st New York Yacht Club Annual Regatta, the longest-running regatta in America. nyyc.org
June 12-15 55th annual Melbourne Boat Shows, Melbourne, Victoria, Australia. biavic.com.au/ melbourneboatshow
May 1 USSA Golf Tournament, Ft.
June 15-21 The U.S. Open
Lauderdale. U.S. Superyacht event for the southeast region. ussuperyacht.com
Congress, Washington D.C. Legislative conference for recreational boating industry leaders to formulate policy for a unified front. www.nmma.org
May 1-3 Hong Kong Gold Coast Boat
May 12-17 17th annual Trawler Fest,
June 16-17 Superyacht Summit and
Show, Castle Peak Bay, Hong Kong. www.hongkonggoldcoastboatshow.com
Anacortes, Wash. trawlerfest.com
May 6 The Triton’s monthly networking
Kidnapping, Hijack and Hostagetaking, London, UK. The conference is for ship operators, governments, regulatory bodies, industry associations, private security organizations, insurance companies and coastguards. www.quaynote.com
event (the first Wednesday of every month from 6-8 p.m.) with V-Kool in Ft. Lauderdale. Join us for casual
May 13-14 6th Annual Tackling
May 13-24 68th Cannes Film Festival, France. www.festival-cannes.com
May 20 The Triton’s networking event
(the occasional third Wednesday of the month from 6-8 p.m.) with ISSGMT in Ft. Lauderdale. www.the-triton.com
May 21-24 Sanctuary Cove
International Boat Show, Queensland, Australia. www. sanctuarycoveboatshow.com.au
May 21-24 Monaco Grand Prix,
Monaco. Hosted by Automobile Club de Monaco. www.acm.mc
May 29-31 Panama International Boat Show. Produced by Show Management and held at Flamenco Marina in Panama. www.showmanagement.com
May 30 Yacht Hop and Cruise, Ft. Lauderdale. Event to benefit the Children’s Diagnostic Treatment Center. waterwaysoiree.com
June 2-6 Loro Piana Superyacht Regatta, Sardinia. www. loropianasuperyachtregatta.com
June 2-7 International Cruising Boat Expo. Brewer Essex Island Marina, Essex, Conn. www.passagemaker.com
Championship, Chambers Bay, University Place, Wash. One of golf ’s majors tournaments. www.usopen.com Electronics Expo, San Diego. Covers development programs, networking and more for the superyacht industry. www.ussuperyacht.com
June 17 Summer break. No Triton
networking for the third Wednesday during June. Stay tuned to www.thetriton.com.
June 17-20 Superyacht Cup, Palma de Mallorca, Spain. The longest running superyacht regatta in Europe. www. thesuperyachtcup.com.
June 18-21 12th annual San
Diego Yacht and Boat Show. This year’s show includes an expanded selection of superyachts, in partnership with the U.S. and San Diego Superyacht Association. www. sandiegoyachtandboatshow.com
June 20 2nd annual Marine Industry
Day. A showcase for Broward County, Florida’s marine industry hosted by Marine Industries Association of South Florida (MIASF) to promote the industry. To be held at Esplanade Park in Ft. Lauderdale www.miasf.org
MAKING PLANS June 22-25 Newport Charter Yacht Show, Newport, RI.
Dedicated to yacht charter professionals, agents, owners, brokers and captains showcasing yachts up to 225 feet. Includes seminars, yacht hops, culinary competition. www. newportchartershow.com
The Triton
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SPOTTED: Palm Beach, Utah
Triton Spotters
The latest show news, crew photos, event listings and the ever popular Boat Show Bingo keep crew reading the Triton Today at boat shows. Crew were “spotted” on the docks during the recent Palm Beach International Boat PHOTOS/LUCY REED AND TOM SERIO Show.
Capt. Bob Kimball enjoys The Triton at 11,000 feet on his annual birthday ski trip in Utah. This marks his 20th year making the trip. Here’s to 20 more Capt. Bob.
Where have you taken your Triton lately? Whether reading on your laptop, tablet, smart phone or in print, show us how you get your crew news. Send photos to editorial@the-triton.com.
May 2015 B15
C Section
May 2015
First Wednesday is fun See shots of Triton networking with Viking SurfSUP. C2
Skip fast find healthy Eating right, especially during downtime, is a challenge C3
Too much of a good thing It’s important to balance the protein in your diet. C4
Gazpacho and cobbler Tantalizing treats for the eye, heart, memories of youth. C6-7
TRITON SURVEY: Safety management
Safety procedures in place; not all internationally compliant I attended a seminar in March than 300 tons. About 30 percent are on where the fleet manager for a large vessels 300-500 tons, and 23 percent brokerage house warned the captains are on vessels larger than 500 tons. and managers in the room that the Also, 60 percent are on vessels that are International Safety strictly private, with a quarter that are Management Code predominantly private but available for (ISM) rules were charter. Just one respondent was on a coming down to strictly charter vessel with no owner yachts as small use; that vessel is 300-500 tons. as 300 tons, that We began simply by asking Have surveyors were you implemented an ISM or miniTriton Survey following ISM ISM program on your yacht? Lucy Chabot Reed guidelines in doing Slightly more than half – 53 percent their inspections, – have not. Among the rest, 27 percent and that more and more of the industry have the mini-ISM and 20 percent will be tasked with following some have full ISM. A majority of those who sort of ISM on their vessels, no matter have some sort of safety management if they are private or charter, large or program onboard are on vessels over small. 300 tons (38 percent on vessels 300-500 Still, a majority of the world’s yachts tons; 38 percent on vessels over 500 are smaller than tons). Do you have procedures for 500 tons (even Still, about a smaller than 300 quarter of our things like departure/arrival tons) and in private respondents who and anchoring? use, making them said they have exempt from some sort of ISM these regulations plan onboard run under most flags vessels less than I wondered how 300 tons. No common safety We’ll begin 25% Yes, management plans with the majority. informal are on yachts today, We asked those 41% so we surveyed captains who do yacht captains to not have a safety Yes, find out. management plan formal More than 60 in place on their 34% captains responded, yachts, Do you about half of whom have procedures are on vessels less for things like
HANGING IN THE BALANCE: Most yacht have crew adhere to some sort of safety rules while on the job, but not all are International Safety Management PHOTO BY MARKOCONNELL.PHOTODECK.COM Code compliant. departure, arrival, anchoring/ mooring and bunkering? About three-quarters do. More than 40 percent said their procedures are informal and not written down;
basically the procedures they use to train their crew. Slightly more than a third have more formal, written types
See ISM, page C8
Focus on job, service got stew through dark hours, hardship
Stew Cues Alene Keenan
They say strength lies in adversity. I have certainly had my share of that. If I hadn’t been able to delve deeper into service during some major life events, I don’t think I could have
managed. But as an offshoot of hardship and the growth and development that occurred, I have the pleasure of announcing the completion of a sizeable project: a self-published book called “The Yacht Guru’s Bible: The Service Manual for Every Yacht”. It’s not a be-all and tell-all book. It is written to provide a framework of service skills that are required for stews
on yachts and for high-end hospitality in general. It was inspired by my desire to give back something of lasting value to others. Some readers may recall the account of my experience in New York City on Sept. 11, 2001. As the new chief stew on a yacht based at Chelsea Piers, we were close to Ground Zero and pretty much witnessed the entire tragedy when those planes hit the World Trade
Center towers. It was harrowing, to say the least, but I was amazed at how quickly people showed up to help. Many of the volunteers were personally devastated, but still they lined the streets and set up triage stations. It was our duty to get out there, too, and do our part. The night of the attack I sat on the
See STEW, page C12
C May 2015 TRITON NETWORKING: Viking Surf’SUP
T
here was no joke at April Fools networking with yacht crew and industry professionals during the Triton event with Viking SurfSUP in Ft. Lauderdale. About 200 people gathered for regular first Wednesday of the month networking, this time at Bahia Cabana Beach Resort Marina Restaurant and Bar by the beach. PHOTOS/DORIE COX, SHALOM WEISS, LUCY REED
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HEALTH: The Yachtie Glow
Clarify hunger. Stop snack monster on weekend watch Weekend watch on a sunny day can be brutal. The only redeeming quality is that you are forced to do everything you’ve been putting off for months like pay your bills online, upload your travel photos and catch up on Netflix movies. In between that, most of us alleviate our boredom by The Yachtie Glow snacking. As I sit Angela Orecchio here now, I know that if I was out on my bike or skateboarding on the beach I wouldn’t feel hungry. But I’m not outside; I’m inside at the crew mess table, listening to the little voices in my head tempt me to snack. The only difference with the little voice now and the little voice a few years ago is that I now know what the snacking feeling may be instead of true hunger and what to snack on to keep me feeling clear, focused and energized. It’s not snacking that is the issue; it’s why you snack and what you snack on that leaves you feeling worse – physically and mentally – than at the 7:30 a.m. start of your watch.
Why do we snack?
1. We are truly hungry. 2. We are thirsty. 3. We are bored. 1. Hungry: Plan ahead for your weekend watch and make sure you have healthy snacks for yourself. Make sure you have enough fruit, dried fruit such as dates, or even fruit bars. Better yet, eat enough healthy carbohydrates in the day such as fruit or grains to stay full until the next meal. 2. Thirsty: Most often, we mistake our thirst for hunger. Keep a water bottle next to you all day and make sure to drink 1 liter of water when you first wake up and up to a liter 30 minutes before meals. Drinking during or right after meals can dilute your digestive juices and make digesting far slower, which will make you tired. When you feel like your stomach is empty and you’re craving something to snack on, drink water first. 3. Bored: This reason isn’t as easy to beat because you’re stuck inside, but finding something uplifting to do
will help take your focus away from snacking. Call someone on the phone, watch a movie or read something to take your mind off of snacking out of boredom.
Skip the fast, easy food
The No. 1 way to avoid snacking is to avoid being hungry between meals. By being prepared and knowing a few key ways to make foods taste good quickly you will be able to stick to your healthy lifestyle even if you’re busy. My food preparation time has halved and the quality of taste has doubled by implementing these seven tips: 1. Learn how to combine fresh and dried herbs and don’t be afraid to use an abundance of them. (Try basil, cilantro and thyme with a tomato base, for example.) 2. Chop produce ingredients smaller than you’re used to. Gourmet chefs always do this and there is a reason. It tastes different and often, it tastes better. Plus, the smaller the ingredients, the less chewing you will need to do. 3. Don’t be afraid to massage ingredients together with your hands for a unique taste (avocado massaged into finely chopped veggies and herbs, for example). 4. Know which produce creates which essential flavors in a dish and try to balance them all (celery: salt; carrots: sweet; escarole: bitter; etc.). This is part of having the satisfied feeling you seek at the end of a meal. 5. Learn how to make a variety of healthy sauces, dressings and soups and have a few that are your “go-to” recipes that you can change slightly as you see fit. These keep well for a few days so they save a lot of time. 6. Don’t be afraid to try new things. Even if it doesn’t turn out the best, in the end you will have learned another important lesson in food combining. 7. Take notes about which flavor combinations you like and don’t like. Adjust accordingly for new dishes. Angela Orecchio is a chief stew and certified health coach. This column was edited from entries in her blog, The Yachtie Glow (www.angelaorecchio. com), which offers tips for crew on how to be healthy, fit and happy on board. Comments are welcome at editorial@ the-triton.com.
May 2015 C
C May 2015 NUTRITION: Take It In
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It’s good, but don’t overdo it; power of protein in amount There is something about meat First, choose natural food sources that has satisfied our cravings since of protein rather than protein in pills, caveman days. Today, these proteinpowders or other potions. This way, rich foods are still at the center of our you get all the vitamins and minerals plates. In fact, along with the protein in these foods. locally sourced Protein-rich foods include red meat, meats and poultry, fish and seafood; eggs and seafood rated as dairy products such as milk, cheese the top culinary and yogurt; soybeans and soy products; trend of 2015 dried beans and peas; and nuts and in the National seeds. Restaurant Choose lean meats or trim off Association’s extra fat before cooking, take skin off ‘What’s Hot in chicken after baking and buy low-fat or Take It In 2015’, a survey skim dairy products to get the benefits Carol Bareuther of nearly 1,300 of protein without excessive cholesterol American Culinary and fat. Federation member chefs. In addition, cook meats by baking, In addition, protein is the hottest boiling, broiling or grilling rather than functional food trend, basically frying. Plant-based sources of protein the top nutrient added to foods such as soy, beans, peas, nuts and seeds such as beverages for a specific are cholesterol free. Plus, these foods purpose, especially enhanced athletic contain dietary fiber that can add performance, synergistically to according to a the satiety effect 2014-released protein provides. report by New Second, York market practice research firm moderation Packaged Facts. when it comes However, the to portion size. power of protein The World Health lies in not eating Organization too much or too recommends an little, but just the Protein-rich Italian meats on display intake of 30 to 60 right amount. in a mouth-watering deli off the grams of protein Protein, Campo de’ Fiori open air market in daily for adults along with over the age of PHOTO/DEAN BARNES Rome. carbohydrates 18, with the range and fats, are the depending on three calorie-providing nutrients in height, weight and gender. This equals our diets. Protein’s benefits range from 4 to 8 ounces a day. growth and repair of our body’s cells That’s not very much. Four ounces is and tissues to more trendy help such as one egg and one small boneless chicken providing satiety by stabilizing blood breast. Eight ounces is 1 cup of milk, sugar levels, promoting weight loss due one egg, and a palm-sized serving of to the satiety effect, preventing loss of lean meat, chicken or fish. It’s not hard muscle mass as we age, and pepping up to get all the protein you need in a day. athletic performance and recovery after Third, eat protein strategically. For an intense workout. satiety, add a lean slice of turkey, piece But more protein isn’t better. Eating of cheese or handful of nuts to a green too much, especially in combination vegetable salad or to a snack of carrot with a low-carb diet, can cause a and celery sticks or piece of fresh fruit. number of problems. First, this kind Eat protein at every meal to prevent of diet puts your body into a state of muscle loss, as well as using those ketosis, with symptoms like bad breath muscles in physical activity. A protein and nausea. Severe effects over the long snack such as a cup of yogurt, a hardterm include liver and kidney damage. boiled egg or a cheese stick within 30 Secondly, fatty protein foods can minutes after completing a workout elevate blood cholesterol and increase can help muscles recover more quickly. the risk of heart disease and stroke. And have fun with protein. Pick up Thirdly, protein excess can strain your some locally sourced meat and seafood kidneys, lead to kidney stones and in all the terrific places you cruise, such increase the risk of osteoporosis. as New Zealand lamb, Alaskan salmon On the other hand, too little protein or Prosciutto de Parma. It will help you can cause muscle loss, skin problems feel full in more ways than one. and hair loss, and increase your risk of infections. Carol Bareuther is a registered dietitian There are three ways to eat the right and a regular contributor to The Triton. amount of protein and optimize its Comments on this column are welcome intake. at editorial@the-triton.com.
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IN THE GALLEY: Culinary Waves
Don’t leave a trail; try these tips to maintain your galley Usually, a yacht chef is in a department of one. On larger yachts, there can be a crew chef or a sous chef, or both. And with larger numbers of souls in the galley, general upkeep, cleaning and maintenance is scheduled and completed. But what if you are the only one in the galley? Do you schedule time for Culinary Waves maintenance and Mary Beth cleaning or does it Lawton Johnson happen only when you have time? Granted, with everything chefs have going on, from cooking, prepping, stocking, shopping, inventory and budgets, it’s hard to schedule time for routine cleaning and maintenance. Even simple things like knife sharpening can get forgotten if it’s not part of a routine. And I can say that busy charter chefs can’t always keep their galleys as clean as they want. I have walked onto charter yachts and seen crumbs in a drawer near the silverware or stains near the under-counter lights. If you find that scheduling maintenance for cleaning the galley or taking care of the necessary upkeep bites into your cooking time, here are several tips that might offer solutions. 1. Align the galley with the interior crew to help facilitate the necessary cleanings. On one charter yacht I worked on, a stew would clean out the walk-in each week. After all, crew go in and out of the walk-in all the time, grabbing snacks and storing their own food. With that comes dirt, old food, etc. So the interior crew pitched in and took turns cleaning the pantry and walk-in just like every other crew area of the yacht. 2. By the same token, pitch in to help stews when they are making plans for meals. Let them know what you
are cooking so they can make the best decisions on place settings, napkins and theme. Chefs are just as much as part of the team, even in a department of one. 3. On many yachts when not on charter or owner’s trip, the crew give the chef a night off and cook for themselves, giving the chef a chance to do paperwork, maintenance or simply take a break. I love sitting at the crew mess, waiting for dinner to be served. (All you cooking crew out there, don’t forget to clean the galley when you are done. Having to cleaning up after a “night off ” misses the point.) 4. After you finish preparing a meal, hone your knives. I make the effort to do this every time. That way, they are always ready for the next use. 5. As you wipe down countertops, open up a drawer and wipe that too. By the end of the week, all your drawers will get wiped out. Give appliances sitting on the countertop a wipe as well. Too many times, I have walked into a new galley and been greeted by the captain or chief stew and the first thing out of their mouth was how dirty the last chef left the galley. I have never seen a galley really dirty, but they almost always need a good cleaning. If you want to be called back to work another charter, or even remembered for how good a chef you were, take the time to clean your galley to the point of spotless. The stews will definitely remember that they didn’t have to go behind you to clean it. More importantly, the captain will remember it, too. Don’t be that “dirty” chef. Work as a team to keep the galley maintained. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 25 years. Comments on this column are welcome at editorial@thetriton.com.
May 2015 C
C May 2015 IN THE GALLEY: Top Shelf
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Melon, tomato citrus gazpacho with mint oil and pickled heirloom carrots There is a not-so-subtle element that is often overlooked by chefs: balance. Sure, a plate can look and taste fantastic, but what has actually gone into that dish that has your taste buds doing the proverbial shuffle? I only ever want the best for my crew and guests. Regardless if I am making cheeseburgers or fresh granola, I apply the same mindset of achieving the same goal: balance. To me, balance involves taste and sight, but also health. There are many ways to achieve tasty meals other than by adding two pounds of Irish butter. Given the direction foodies are going, do some research into healthy alternatives when planning your next menu and pay it forward with health. I find great ideas for healthier alternatives on Facebook at the Lin Organic Life page and Jennifer Minnaar’s page. This gazpacho is great for lunch or as a dinner starter. It resonates freshness and is just so easy to prepare, store and plate. Makes 12 portions. Ingredients: 2 Tbsp olive oil 1 red onion, chopped 8 extra ripe Roma tomatoes, chopped 1 tsp crushed garlic 1 celery stalk, chopped 1 tsp cayenne pepper 2 cups chicken or vegetable stock 1 cup fresh squeezed orange juice 2 cucumbers, deseeded and chopped 1/4 cantaloupe melon, deseeded and chopped 1/4 honeydew melon, deseeded and chopped Salt and pepper In a saucepan heated to med-high, add oil and heat for 30 seconds. Add onion and cook for 3 minutes. Add the tomatoes, garlic, celery and cayenne and cook for 5 minutes more. Add the chicken stock and OJ and bring to a boil. Reduce heat to low and simmer for 15 minutes. Remove from the heat and allow to cool completely. Once the tomato mix is cool, add it to a Vita Mix. Add the remaining ingredients and blend on high for 1 minute. Salt and pepper to taste and blend on high for 10 seconds more. Pass the mixture through a sieve and store in the fridge until completely cold.
For the mint oil: 1 bunch mint, leaves removed and thoroughly washed 1 pinch salt 1 Tbsp apple cider vinegar 1 cup extra virgin olive oil 1 bunch green onion tops Place all the ingredients in a Vita Mix and blend on high for 1 minute. Pass through a fine sieve into a squeeze bottle and store in fridge. For the pickled carrots: 3 cups water 1 cup apple cider vinegar 1/4 cup sea salt 1 Tbsp coriander seeds 1 lb. baby heirloom carrots (mixed colors), tops cut off and sliced thinly In a saucepan, add the water, vinegar, salt and coriander seeds and bring to a boil. Add the carrots, place lid on pot and remove from heat. Allow to sit for 30 minutes. Drain carrots and remove seeds. Cool completely. To plate: Ladle the gazpacho into a soup bowl (preferably a bowl with a larger lip so you can stack the carrots) until it reaches halfway. Then place 5-6 pickled carrot pieces into the bowl followed by mint oil (no more than a teaspoon). I added blue corn chips to my most recent serving and I highly recommend it for the added texture. Mark Godbeer, a culinary-trained chef from South Africa, has been professionally cooking for more than 11 years, 9 of which have been on yachts (chefmarkgodbeer.com). Comments on this recipe are welcome at editorial@thetriton.com.
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IN THE GALLEY: Crew Mess
Mixed Berry Cobbler In 1989, I delivered a 54-foot Bertram from Hong Kong to Guam and stayed for a year and a half to start the owner’s charter fishing operation. While there, I attended an outdoor Maxi Priest concert. Being 6-foot-1 and heads and shoulders taller than most of the Chamorro people there, I spotted a tall blond fellow to whom I gravitated. Steven Brownsea was an Australian captain who ran a Japanese sailing/ racing syndicate and was on Guam as a stop-over en route to the U.S. West Coast. We became instant friends. For the next 25 years, Steven and I have crossed wakes on occasion until he hung up his foul weather boots and took a full-time position on a 127foot Crescent based in San Diego. So, it was with great pleasure that my old seadog of a friend would show up in South Florida recently with yacht and chef/wife in tow. This Easter, Steven and Heather invited me to a holiday brunch aboard the Crescent and I was assigned dessert. I chose a variation on the blackberry cobbler that was standard fare growing up in the Pacific Northwest. Ingredients: 1 cup turbinado (unrefined cane sugar) 1/3 cup cornstarch 2 cups fresh raspberries 2 cups fresh blueberries 2 cups fresh blackberries 2 Tbsp lemon juice 1 cup all-purpose flour 1/4 cup packed brown sugar 3/4 tsp baking powder
1/4 tsp salt 1/4 tsp ground nutmeg 1/4 cup butter, room temperature 2-3 Tbsp warm water Heat oven to 400 degrees F. Grease a 2-quart casserole dish with spray shortening. In a 4-quart skillet over medium heat mix the sugar and cornstarch. As the mixture starts to melt, add the berries and lemon juice and toss until evenly coated. Heat to boiling (about 4 minutes). Stir constantly until mixture thickens slightly. Transfer to the casserole dish. In a large bowl, mix flour, brown sugar, baking powder, salt and nutmeg. Cut in butter using two crisscross knives until it looks like crumbles. Mix in enough warm water until it forms a soft dough. Drop the dough by the tablespoon atop the berry mixture. Into the pre-heated oven, bake the cobbler for 25-30 minutes or until the crust is golden brown. Serve warm with whipped cream or ice cream. Enjoy. JW Capt. John Wampler has worked on yachts for more than 25 years. He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break. Contact him through www.yachtaide.com. Comments on this column are welcome at editorial@ the-triton.com.
May 2015 C
C May 2015 TRITON SURVEY: Safety management
How do you follow your miniISM program? We don’t 6% More than required 12%
How does the mini-ISM work for you?
It’s useful 24% Same as before 47%
Fully 47% Partially 35%
Too nit-picky 29%
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With mini-ISM, do you have checklists for procedures?
How does having the plan impact your crew?
No 6%
Not much 6%
Not really 18% Yes 47% Sort of 29%
Some 94%
Captains will comply when mandated, to stay ahead of game ISM, from page C1 of procedures that crew are trained to. About a quarter have no procedures. We also asked those without a safety management plan onboard Do you expect that your vessel will adopt an ISM plan eventually? More than three-quarters said no. “Not unless we have to,” said the captain of a strictly private yacht under 300 tons. “Too small a boat for all this stuff. Then again, with government departments getting bigger and bigger, who knows.” “I feel that my in-house procedures are adequate,” said a captain in yachting more than 20 years who runs a strictly private yacht less than 300 tons. Yet a handful of our respondents noted that while they do not yet operate a safety management program, they expect to implement one soon. “It’s coming,” said the captain of a strictly private yacht 300-500 tons. “More importantly, though, the safety culture of ISM is good and beneficial to all on yachts, from owners to crew.”
“Only to stay ahead of the game,” said the captain of a strictly private yacht less than 300 tons. “ISM can be a burden to follow, which is why it must be kept simple,” said the captain of a strictly charter yacht 300-500 tons who expects to implement it eventually. “But if followed and policies and procedures are in place, it will make a more efficient and safe operation. When ISM is first implemented on a vessel, it is difficult to get the crew to follow the policies and procedures. Changing a safety culture on a vessel that never implemented much on safety finds the ISM extremely difficult to adapt. But once it is, the operation runs much better. The downfall is paperwork, which is why the ISM must be kept simple.”
Mini-ISM
Among those captains who did run yachts with a safety management program – 47 percent of our respondents – we turned our next
questions to those with mini-ISM, 27 percent of respondents. Since on many yachts it is not required (neither by law, nor by flag), we wondered How do you follow it? The largest group – 47 percent – follow it fully, noting that it was useful to implement and reviewed regularly. The next largest group – 35 percent – follow it partially, noting that it was good to implement, but it hasn’t been used much since. About 12 percent note that they follow it more than required, including completing checklists and reports even though they aren’t required. Just one respondent said the program isn’t followed at all. We wondered, too, if it made a difference, so we asked How does it work for you? The largest group, almost half, said having a mini-ISM is basically what they were doing anyway, just making it more official. “We follow the mini-ISM guidelines, but not to a T,” said the captain of a
strictly private yacht less than 300 tons. “We don’t write the reports, but we basically follow the structure and implement and record everything that we do, defects log, futures repairs/ shipyard lists, safety inspections monthly, etc. “I feel we are doing a good job of keeping up on the systems and practices of the yacht with the crew complement that we have, along with our normal daily maintenance and duties,” this captain said. “The yacht is 299 GRT; flag state required us to have mini ISM in place and operational,” said a captain who runs a yacht less than 300 tons with a mix of charter and owner use. “It was a lot of work to get it set up and running without shore-based help. We passed Cayman Island survey the first time and only had to modify the system slightly. It was well received by crew and I believe it was beneficial to all, but it’s hard to keep up and running with such a small crew (seven) on a very
See ISM, page C9
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Safety rules are good but not as one-size-fits-all ISM, from page C8 busy boat.” About 30 percent said mini-ISM was too nit-picky for their tastes. “We need one person to spend hours a day filling out forms for stupid things like anchoring and passage plans that are supposed to make us safe,” said the captain of a yacht 300-500 tons that is a mix of private and charter use. “This adds so many work hours to a work week, and then the MLC comes along and now we have to spend another day each week filling in more forms that make sure we don’t work too many hours? “Yachting is too much like government work now,” this captain said. “It used to be about crew members traveling and seeing things while making money along the way. I feel like the safety stuff is too much most of the time. Of course, I didn’t wear a seatbelt or a bike helmet when I was growing up either. In fact, we rode in the back of the pickup truck – standing up – most of the time.” “Safety and drills are good practice and we generally agree with them, but the one-size-fits-all approach to the regs, especially with regard to rescue boat drills, is unrealistic on yachts of our size,” said the captain of a yacht 300-500 tons that is predominantly private. “As with most government regulation, the move toward even more rules and procedures will overrun our ability to remain in compliance. I believe that yachts of less than nine or 10 crew, where everyone plays multiple roles in operations as well as hospitality, will find it impossible to do it all.” A quarter of these respondents with mini-ISM plans said theirs was useful, practical and appropriately serious. We asked this group of captains, too, Do you have checklists for things like departure, arrival, anchoring/ mooring and bunkering? These answers broke down exactly as those from captain who do not have an ISM program onboard. Basically, threequarters have these procedures in some form or another. Half said they were the official, printed out checklists ISM requires. About 30 percent said “sort of ”, that their procedures are available for crew to view when needed but they weren’t checklists that need to be filled out. “Our checklists are laminated and used as a guide,” said the captain of predominantly private yacht 300-500 tons. “We do not fill out a separate one each time.” About 20 percent said “not really,” that their official procedures are part of the plan but they aren’t looked at much. Just one respondent said they don’t have these checklists. A big part of full ISM is the
Have you found the plan difficult to follow? (mini-ISM)
Have you found the plan difficult to follow? (full ISM)
Yes 47% No 53%
paperwork, so we wondered if miniISM yachts had a similar issue, so we asked How does having the plan impact your crew? Almost all respondents said the plan has some impact, noting that it took time to create and implement, but once in place, it has become routine. One respondent said there was not much impact. None of our respondents chose “a lot”.
How do you handle the added workload of full ISM? We can’t do it 8% It’s a struggle 25%
Fine 67%
And finally, we asked Have you found mini-ISM difficult to follow, time consuming or unreasonable in its requirements? Slightly more than half said no. “The paperwork is onerous and difficult to achieve high standards on a busy yacht,” said the captain of a strictly private yacht 300-500 tons that is working on an ISM plan. “However, all of us can see the advantages so we make our best effort to comply with it in its entirety.”
Full ISM
Among those captains who run yachts with full ISM, we asked How do you handle the additional workload? Two-thirds said they manage it fine, that either they aren’t that busy or the yacht operates with rotations to get it all done while still complying with hours of work and rest.
Yes 50%
No 50%
“If you are organized and you plan your filing system, you can do this no problem,” said the captain of a strictly private yacht over 500 tons. “Since reaching this size, I have always had ISM or mini-ISM and never had an issue. It’s just a fact of life at sea.” “We are busy and most crew don’t have a rotation but we have learned how to handle the bureaucracy,” said the captain of a strictly private yacht larger than 500 tons. “The first officer, along with assistance from the second officer, looks after the ISM/ISPS,” said the captain of a predominantly charter yacht over 500 tons. A quarter of respondents said full ISM is a struggle juggling crew and duties, and noted that some things get missed. Just one of our respondents on a full-ISM yacht said the crew cannot keep up with the workload completely. We asked them, too, Have you found full ISM difficult to follow, time consuming or unreasonable in its requirements? Exactly half said yes, half said no. “I am fortunate to have enough crew to allow me a dedicated first officer who pretty much does nothing but ISM,” said the captain of a predominantly private yacht larger than 500 tons who answered yes. “Everything gets accomplished and we are constantly on top of changes and all parameters of completion. I pity the smaller vessels that do not have enough crew to dedicate one person to this job. It is unbelievable the amount of time it takes; how a captain is supposed to accomplish this on his own and run his vessel is beyond me.”
Safety management
We asked all captains on boats with safety management programs Has anyone ever asked to see it or check that it’s being followed? The most common authority to ask about the plan were flag state inspectors, with whom two-thirds of our respondents interacted.
See ISM, page C10
C10 May 2015 TRITON SURVEY: Safety management
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Plan or not, onboard culture is enhanced with safety discussion ISM, from page C9 The next most common authority to ask (by 45 percent of our respondents) were surveyors, followed closed (by 38 percent of respondents) by port state control officers. “Every large vessel should keep up with all the bureaucracies so as to maintain a record of compliance for if and when the vessel sells,” said the captain of a strictly private yacht over
one owner requires it on their vessel.
All aboard
We asked all our respondents – those who have a safety management plan as well as those who do not - if they believed ISM and mini-ISM brings a change of culture onboard, that everyone becomes more safety conscious. Almost two-thirds thought it did. “Yes,” said a captain in yachting more than 20 years. “Every effort to make crew aware of safety and how respond in emergency or critical Who decides the yacht should to situations is positive and useful, have a safety management way beyond the initial difficulties to accept the implementation and the program? paperwork that goes with it. Once The owner 3% crew understand that it’s just a tool beneficial for their own good and that Other make them more professional, in my 7% experience they do stick to it.” The “It also forces everyone to take (at manager least) minimal steps to actually be 14% more safe,” said a captain in yachting The law more than 20 years who runs a yacht 48% with full ISM. The “I have had crew leave an ISM captain culture and join a smaller boat without, 28% let standards slip because of lack of safety culture, and end up in serious accidents,” said a captain in yachting more than 25 years who runs a yacht with full ISM. “One guy ended up 500 tons running full ISM. in a coma after a fall from washing A quarter of our respondents said no overboard without a harness.” one had ever asked to see their plan. “It tends to make crew more aware But about 14 percent of respondents of the practices and operations of the said the owner checked up on it, and yacht,” said a captain in yachting more one captain said a lawyer did. than 10 years who runs a vessel less “Smaller yacht captains need to get than 300 tons with mini-ISM. “More on-the- ball about how they approach crew have become safety conscious this issue,” said a captain in yachting and appreciate the efforts put forth more than 30 years. “If the owner or into making it that way as well as other authority is being a part of the not checking what process. It breeds they do then, most ‘Safety is something accountability and often, nothing will not finger pointing that you live by because be done.” if something you recognize its We neglected is not working to offer yacht importance,’ said a or properly managers or captain in yachting maintained.” designated person About a quarter more than 25 years with ashore as options didn’t agree. no safety management in the list, which “Safety is 15 percent of program onboard. something that respondents you live by because mentioned. you recognize its We were curious to know Who importance,” said a captain in yachting decided the yacht should have a more than 25 years with no safety safety management program? management program onboard. “ISM The largest group – 48 percent is a set of rules that you must follow at – said the law requires ISM or minitime of inspection. If you don’t live by ISM on their vessel because of flag and those principles every day, inspection tonnage. or not, you will eventually pay for it. The next largest group – 28 percent The requirements of ISM may be valid – said the captains themselves decided issues but the idea that just because it it. is a rule people will always follow it is Fourteen percent said it was the not true.” manager; and 7 percent said it was some combination of all the above. Just See ISM, page C11
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Safety a priority but paperwork adds work said captains A few thoughts from captains about ISM and safety management in general. Our crew is already safety conscious. We do more than would be required with ISM. Who needs the extra paperwork? l
l
l
After more than 20 years as captain and officer onboard both smaller and large yachts, I have created mini-ISM systems for under 500 ton yachts. It is doable. A captain just has to be organized, proactive and a leader to crew. The captain also has to create a clear message to the owner how important this is to have the time to accomplish. The problem is that the average captain does not have the leadership, organizational or proactive capabilities to accomplish this.
Document does not make vessel safe; actions do ISM, from page C10 “We were already safety conscious and have procedures for everything,” said the captain of a yacht over 500 tons who said his vessel does not run a safety management program. “I think it’s mostly a waste of time, but the younger crew members seem to take to it very easily because they have grown up in an environment that is always fearful,” said a captain in yachting more than 20 years who runs a yacht with mini-ISM. “If we don’t hold safety meetings, they get a little worried.” “Safety is already drilled on our vessel,” said a captain in yachting more than 30 years who runs a private yacht less than 300 tons without an ISM program. “A piece of paper saying we’re safe isn’t going to make it so.” And there were a handful of respondents who said “it depends”. “Only if there was a lack of safety awareness beforehand,” said a captain in yachting more than 10 years. “ISM and other safety requirements are all derived from accidents that have happened and are responses to them. If you have a lax safety attitude on board, ISM was written for you.” Lucy Chabot Reed is editor of The Triton. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, e-mail lucy@the-triton. com to be added.
l
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On a larger boat with many crew, senior crew can’t be everywhere to direct actions so training and independent thinking become more important. l
l
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Safety is our primary concern; safety of the guests, safety of the crew, safety of the vessel, in that order. l
l
l
There needs to be a lower size limit for this type of stuff. What is that size? I don’t honestly know. Safety is good; going overboard (no pun intended) on smaller private vessels’ rules and regulations is just not going to work. l
l
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I’m just glad I don’t have to operate under ISM. l
l
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It’s proven that it [ISM] is a better way to live. Teaches situational awareness. l
l
l
It works for cruise ships and others, but it’s too much at the yacht level, especially when you are private and do not charter. A few things are good and necessary, but a good manager/captain can handle these things. l
l
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In many cases, it is almost impossible to equip and follow the rules on a small private yacht. The yacht I run is only 128 feet but is 340 ITC. We are strictly pleasure and private use of the owner along the East Coast and maybe the Bahamas. The idea that we would have to comply with rules designed for large, world-traveling vessels because an architect’s pencil
stroke resulted in 40 registered tons is ridiculous. l
l
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Enforced safety is the only really effective safety. The challenge is to keep ahead of the paperwork. l
l
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As a whole, it is a good thing. The down side to mini-ISM is that we have to do all the same things as full ISM (although I feel the inspectors may give you an easier time on mini-ISM inspections) without a DP or shorebased management, so there is a lot of responsibility in getting the system set up and correct without support. Mini-ISM should not exist. If ISM is to be implemented, it should be with shore-based management to improve consistency and easier to operate on yachts with smaller crews.
C12 May 2015 INTERIOR: Stew Cues
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Service to others the key to job and personal success for stew STEW, from page C1 sundeck and watched the smoldering sky. I couldn’t help but think of all the souls lost that day. The grief was almost palpable. What really hurt me was the image I carried of everyone who worked there and all who rushed to the scene to help: hundreds of firemen climbing up hundreds of steps in full gear; policemen, security guards, all of the shopkeepers, service workers, and so many others working in the many businesses there who made the ultimate sacrifice in the line of duty. Amid the devastation and ruin, they answered the call to serve and their legacy remains. Realizing that the world truly is a better place because of their sacrifice helped me push through those heartbreaking days. We stayed in New York for a while and volunteered for relief projects. The citizens of that great city inspired me and lit a fire in my heart. For the first time in my life I realized that I could give something of value to the world on a daily basis: service. At Chelsea Piers, there was work to do 24 hours a day. It might not be much, but I felt better when I helped out, even if it was just loading water onto trucks to be taken down to Ground Zero. As Ghandi said, “the best way to find yourself is to lose yourself in service to others.” Little did I know that the melancholy surrounding Sept. 11 would be compounded by a more personal blow. Shortly after we arrived in St. Barts for our winter season that year I learned that my nephew had died. His sudden and unexpected death was the first of several in my immediate family. Within the next few years we lost his sister, his father, several aunts, my father, and my mother. I would have to say that during this time I went through my personal “dark night of the soul”. I was lost and sad and terribly worried about my family. It was service to others that pulled me back. Despite my grief, I found strength I didn’t know I had by focusing on my job. It occurred to me that service is a basic trait of my nature, and part of who I am. I lost myself in reading and writing about service for at least an hour every
day. I devoured books about service, wine, housekeeping. My efforts to move past sorrow kept me aligned with my true self and helped me organize my thoughts about what I thought a stew should be, and what stews need to know to do our best. I realized that service is my calling. It is common to find your calling after suffering difficulty. I developed a passion for service, and the energy of that passion pushed me on. I saw that I could channel my knowledge, my skills and my years of experience to define service in a way that would take me in a new direction. When I started my Yacht Stew Solutions education and training business and began writing this column for The Triton, I knew I was on the right track. The timing was right for me to give back by mentoring, educating and supporting others. A calling carries a duty to serve something greater than the self. I truly believe that the service industry provides the highest calling there is. My vision of service rose like a Phoenix from the ashes of Sept. 11, and I will never forget that, but it is through writing about service and training others that I have found the perfect way to pursue my life’s purpose. This fulfills me and creates significance in my life. How lucky I am to have found this fabulous arena, with such incredible situations and locations to serve in. As is so often the case in yachting, it was a networking event that put me in the same room as my soon-to-be editor, Lucy Reed. I am eternally grateful to The Triton for the opportunity to reach so many people with my monthly column, and for the platform to explore more service topics. My research, life experiences and passion are summed up in the pages of my book, with the goal of creating a framework, providing insight, making intellectual progress and adding lasting value by offering what stews need to know once they land that elusive job on a yacht. Alene Keenan has been a yacht stew for more than 20 years. She teaches at MPT and offers customized onboard interior training and consulting through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Comments are welcome at editorial@the-triton.com.
Find Alene Keenan’s self-published book called “The Yacht Guru’s Bible: The Service Manual for Every Yacht” on Create Space at www.createspace. com/5377000 and on Amazon.com.
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