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November 2013 Ft. Lauderdale show calendar on A4. Poker run/networking on Nov. 20. See C2.
A12 Becoming a pilgrim A walk along the Camino de Santiago clears the soul. B1
It can happen fast Be prepared with updated oil spill plan; rules clarified. B1
A packed house in Monaco Photos, awards and updates from 23rd annual show. A10
Chef’s job not shown Reality in the galley needs to be seen above deck.
C1
Fires on yachts pose new risks for firefighters By Dorie Cox
Crew members from the 75m Lurssen M/Y Northern Star, left, and the 70m expedition yacht M/Y Amadeus, right, visit via tender while working the Monaco Yacht Show in late September. For PHOTO/ALISON RESE more about this year’s show, see pages A10-11.
Relationship, not price, lands vendor loyalty As the economy changes, it seems that the yachting industry had shifted over the past few months. That may be because of the time of year, and we don’t discard that. So we asked the captains gathered at our monthly From the Bridge roundtable Lucy Chabot Reed From the Bridge luncheon what they experienced this summer and fall, wherever their travels took them, in terms of vendors. Were they as eager for business as they were a year ago? Did they offer discounts without even being asked? The first thing that came to mind for these captains was shipyards (it being boat show season in Ft. Lauderdale and all). “It takes more time to get things done and it costs the owner more money,” one captain said. “Personnel are strapped all over the yard, that’s for sure,” said another. As always, individual comments are not attributed to any one captain in particular so as to
encourage frank and open discussion. The attending captains are identified in a photograph on page A9. They compared notes on the different yards in town, how busy some had become, and how others seem to have lost their traditional foothold. They had different preferences based on whether they could bring in their contractors. But they all agreed that Derecktor-Florida, with is new 820ton lift, has changed the dynamic among shipyards in South Florida. “Some yards have grown, some have shrunk,” one captain said. “And Derecktor’s put that big lift in so now everyone wants to go there.” “We were hauled at Derecktor the first of the year and they couldn’t get us out of there fast enough,” another captain said. “They’re busier now, that was very apparent to me. ... We were there in 2001 and they kept us there forever.” They also discussed the impact that the Rybovich shipyard near West Palm Beach has had on the industry in South Florida. The size of vessel it attracts – and the vendors who follow them – has put it on the map.
“One of the things you’re missing in all of that is Rybovich,” one captain said. “I’m not a huge fan, but for the past two years, they’ve been the place to be.” “Rybovich has forced people’s hands,” another said. “No one else can do it here. But now Derecktors is chasing Rybovich to keep that work in Ft. Lauderdale.” Not too long ago, it seemed, space was available and gave captains and owners pretty much whatever they asked for, just happy for the work. Those days may be gone. “The things you’re negotiating for now is service,” one captain said. “You’re not coming to the yard and saying, ‘I’m spending X amount and I demand this.’ You’re lucky to get in there.” “Every yard up north is busier than before,” another said. “Of course, there are more yards here so it’s harder to see.” Despite the uptick in yachts getting work done, these captains said that they don’t have much trouble getting their chosen vendor to take their call. “It’s still a lot of who you know
See BRIDGE, page A9
As Capt. Dan Corcoran leads the tour single-file through a narrow passageway onboard the 151-foot M/Y Freedom, Davie Fire Capt. Miguel Ferrer stops in the doorway. When his firefighters are suited up for a fire, they may barely fit through this frame. He realizes this is only one of the challenges to fighting a fire on a yacht. “We come onboard with two hoses and eight guys and we’ll be bottled up here in the door,” Ferrer said. “With an airpack and a hose, you are not turning around in here. … In firefighting, it’s one of the most important things: you don’t put yourself in a situation you can’t back out of.” About 15 land-based South Florida firefighters met in mid-October in Ft. Lauderdale to learn differences between fighting fires in structures and on yachts. Officers from Ft. Lauderdale Fire-Rescue and Davie Fire-Rescue received advanced classroom training, did onboard burn simulation exercises and took yacht inspection tours for firsthand knowledge to take back to their departments. The three-day program is the second one organized by American International Group (AIG),
See FIRE, page A9
TRITON SURVEY: Issues in yachting
Captains, what is the biggest issue you are dealing with in the industry?
Ethics 19%
Other 19% Management 6%
Owners 20%
Sales brokers 4% Brokers 4% Rules and regulations 27%
Insurance 2%
– Story, C1
A November 2013 WHAT’S INSIDE
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Long day’s journey
It took former stew Franki Black two weeks of walking to get here. Find out where she ended up on PHOTO PROVIDED page B1.
Advertiser directory C16 Boats / Brokers B5 Boat show news A10 Business Briefs A14-15 Business Cards C17-19 Calendar of events B14 Calendar, FLIBS events A4 Columns: From the Bridge A1 Crew Coach C8 Crew’s Mess C6 Culinary Waves C1 Interior: Stew Cues C5 Guest: Taxes C5 Guest: Fires C5 Nutrition C4
Personal Finance C15 Onboard Emergencies B2 Rules of the Road B1 Top Shelf C7 Crew News A3 Cruising Grounds B1 Fuel prices B5 Marinas / Shipyards B6,9 Networking Q and A C2 Networking photos A12,C3 News Briefs A5-8 News A16 Technology Briefs B3-4 Triton Spotter B15 Triton Survey C1 Write to Be Heard A22-23
T h e Tr i t o n ; M e g ay a c h t n e w s fo r c a p t a i n s a n d c r e w
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Former captain helps make for smoother yacht handover By Dorie Cox Capt. Jonathan Parmet is at the helm of the 84-foot M/Y Audrey’s Place and an alarm is sounding. It’s a low pressure gauge reading in the engine room. The yacht’s former captain happens to be onboard and offers assistance. “If I’d had an ordinary mate on this trip, I could have lost an engine,” Parmet said after returning to safe navigation. But his “mate” on this trip is Capt. John Maze, who ran this yacht for about 13 years. Changes of command on yachts range from difficult to smooth, and this handover is a fluid, productive transition. “John knew exactly where to go, what to fix, and what to hold his finger on,” Parmet said after the alarm stopped. “Now I know what needs to be fixed this week. We can hold off on upholstery but we can’t run without the fuel pump.” The two captains first met when the yacht was for sale, but built their relationship after the new owner gave Parmet the job. Soon, Maze found work on a different yacht. Yet Maze made himself available to help Parmet through those sometimesconfusing first few days onboard. He usually helps captains transition onto the yachts he leaves because he knows how much it helps. “I like to give all the information and let them work for two to three weeks,” Maze said. “But nobody remembers half that stuff, so I say call me in a couple of weeks and I’ll come over.” It especially works in this case because it is a mutually beneficial relationship. Maze helps Parmet learn the yacht and Parmet crews for Maze on deliveries and trips up and down the New River in Ft. Lauderdale. “I help him, and he helps me,” Maze said. “He doesn’t charge me, I don’t charge him,” Parmet said. Both men are knowledgeable and competent, but enjoy a light-hearted banter on this trip. “It would have been hell to figure everything out,” Parmet said. “It’s not like a new boat where you turn it on and it works. It’s more like, ‘What is that gum holding together? Where is water leaking from? What did your boss wait for my boss to fix?’” New owners often bring new priorities to projects and timelines, so work crew are onboard while the yacht heads up to New River Marina. They removed the air handler at the dock and it took three men to cart off the length of big black duct. Temporary rubber runners are laid in the salon and furniture is covered and taped. Interior panels lean against every wall.
Capt. John Maze, left, helps Capt. Jonathan Parmet on the bridge in PHOTO/DORIE COX October. Parmet said he would have eventually figured everything out on his own, but Maze showed him some of the more complex issues. “This yacht has an in-depth fuel transfer system with six tanks, it’s not a regular system,” Parmet said. “John walked me through optimizing it and walked me through an oil change.” Parmet said to run the yacht efficiently he has to monitor which fuel in which tank is being used when. “I could eventually figure that out, but it would take a long time,” he said. There are things that former captains can share that makes the job easier for the new captain onboard. “He gave me the important names,” Parmet said. “He said, ‘here’s the contact at Hatteras that knows about this...’ and ‘this is the only guy I would let near this..’. “He showed me where things are, like unmarked switches,” he said. “I couldn’t find the lights on the arch to save my life.” Parmet realizes how fortunate he is because not all changes of command are easy. “When you have a guy that walks away, you are left with unanswered questions,” Parmet said. “John has been instrumental in me getting a good start aboard this vessel and we’ve become friends as well.” “Here’s a guy that has been in command of this for the last 13 years and he graciously gives me command,” Parmet said. “Did you see how respectful he was? “Yes, he’s in my speed dial.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
November 2013 A
A November 2013 FT. LAUDERDALE INTERNATIONAL BOAT SHOW CALENDAR
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Ft. Lauderdale show events: parties, seminars, golf and more Oct. 25 Yacht Chandlers 5th annual
Customer Appreciation party, Seminole Hard Rock Hotel and Casino, Hollywood, Fla. The theme is The White Party. Invitation only for captains and crew,;runs 7:30-11 p.m. www.yachtchandlers.com
Oct. 26 National Marine Yacht Bikers
Poker Run, Ft. Lauderdale. Event is open to everyone, rain or shine. Check-in 8 a.m. at National Marine Suppliers, departure is 10 a.m. with final destination at Seminole Hard Rock Hotel and Casino. All classic cars
and convertibles are welcome. www. nationalmarine.com
Regency Pier 66 Resort and Marina, Ft. Lauderdale. www.ftmlc.org
Oct. 29 Ft. Lauderdale Mariners’
Oct. 30 ISS (International Superyacht
Oct. 29 Ft. Lauderdale Mariners’ Club
Oct. 30 Marine Industry Happy Hour,
Oct. 30 Ft. Lauderdale Mariners’ Club
Oct. 31- Nov. 4 54th annual Fort
Club Golf tournament, Ft. Lauderdale Country Club. Morning play and lunch, open to all. www.ftlmc.org Marine seminar “Meet the speakers” reception. www.ftlmc.org Marine seminar “Climate Change, It’s Not Just the Weather,” Hyatt
Society) annual Gala for Design and Leadership, DCOTA, Dania Beach, Fla. 7 p.m. www.superyachtsociety.org Bimini Boatyard Bar and Grill. 5-7 p.m. biminiboatyard.com Lauderdale International Boat Show. World’s largest in-water boat show
includes SeaFair yacht, AIM Pavilion, Performance Village, Sportfish Village, CruiserPort, Superyacht Builders Association (SYBAss) Pavilion and Yacht Builders tent connected by shuttles and water transportation. Locations are Bahia Mar Fort Lauderdale Beach Hotel and Yachting Center, Hall of Fame Marina, Las Olas Municipal Marina, Hilton Fort Lauderdale Marina, Sails Marina, and the Greater Fort Lauderdale/Broward County Convention Center. Preview day is Thursday, Oct. 31 ($36 online, $38 at the show); and general admission tickets are $20 online, $22 at the show. Download MyBoatShow for details. Call +1 954-764-7642, +1 800940-7642, www.showmanagement.com.
Oct. 31 SYBAss (Superyacht Builders
Association) Florida Sunset event as part of ‘The Superyacht Experience’, 69 p.m. www.sybass.org
Oct. 31 International SeaKeepers
Foundation Founders dinner, Lauderdale Yacht Club, Ft. Lauderdale. SeaKeepers hosts this dinner to honor donors, 7-10 p.m. www.seakeepers.org
Nov. 1 Lurssen Oktoberfest, Hugh
Taylor Birch State Park. Invitation only event. www.lurssen.com
Nov. 2 9th annual National Marine
Suppliers customer appreciation party, Ft. Lauderdale. “Think pink, yachts and yachts of pink” theme. At Las Olas Riverfront, 300 SW 1st Ave. RSVP at +1 954-764-0975, www.natlmarine.com.
Nov. 2 6th annual Guy Harvey Ocean Foundation Fundraiser, IGFA Fishing Hall of Fame and Museum, Dania Beach, Fla. 6 to 10 p.m. Individual tickets are $300. www.guyharvey.com
Nov. 3 Party in Paradise
benefitting Marine Industry Cares Foundation, aboard the MIASF Aqualounge at FLIBS. 3-6 p.m. www. marineindustrycares.org
Nov. 3 Daylight saving time ends. Set clocks back one hour in most United States. www.timeanddate.com
Nov. 4 Crew Network Crew Party.
Fraser Yachts stand at FLIBS. Crew from Crew Network invited to celebrate show, 5 p.m. www.fraseryachts.com
Nov. 4 City of Ft. Lauderdale Marine Workshop, MIASF at Aqualounge. RSVP required. miasf.org
Nov. 9 Crew4Yachts Crew party, Ft.
Lauderdale. Annual party after the show for yacht crew; 7 p.m. Crew4Crew, 1093 SE 17th Street, + 1 954-764-8995, www.crew4crew.net.
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NEWS BRIEFS
November 2013 A
Spain drops metriculation tax; Sevenstar buys Dockwise Spain drops fee on chartering
Spain legislators have voted to drop the maximum length exemption of 15m for vessels, basically eliminating the matriculation tax for charter yachts. Yachts wishing to charter in Spanish waters still must need to be granted permission and licensed, however. “The best news imaginable for any and every yachting business in Barcelona, and beyond,” said Norma Trease, director of Salamanca Group’s Marine Division, which is developing Marina Port Vell in the city. “All of us at Marina Port Vell and Salamanca Group salute the foresight and brave forward movements shown by the Spanish government. Bravo.” The tax amendment will allow Spain to participate in this market in the same conditions than surrounding countries, according to an online post by Alex Chumillas, director of the yachting division of Tax Marine, a part of Barcelona Tax & Law law firm. “This is the result of so many peoples’ efforts involved that have been working behind the scenes for many year and definitely will help to activate charter business in Spain,” Chumillas wrote. “It is expected to see the effect of this measure on next year’s 2014 charter season.” For more, visit www.taxmarine.com and click on “articles”.
Dockwise acquired by Sevenstar
Holland-based Sevenstar Yacht Transport acquired on Oct. 17 Ft. Lauderdale-based Dockwise Yacht Transport for $40 million. The acquisition includes two of Dockwise’s yacht transport ships, the Super Servant IV and its newest vessel, Yacht Express, both of which operate the float on/float off method of transport. In addition to the vessels, Sevenstar plans to keep all Dockwise’s employees, including the crew on its ships and the office staff in Ft. Lauderdale, according to Catalina Bujor, PR and marketing officer for the company. “It’s really business as usual, just under a different parent company,” she said. “It’s a great addition to their portfolio. They just acquired the best yacht transport company out there.” Royal Boskalis Westminster N.V. acquired Dockwise in March to expand its marine services sector. The yacht transport division of Dockwise “have no strategic value and do not fit with the group’s existing core business,” Boskalis said in a statement. Boskalis focuses in the maritime dredging, infrastructure and services sectors. “There were really no synergies in our businesses,” Bujor said. “They
See NEWS BRIEFS, page A6
A year later: surviving Sandy just fine When we sought out a photograph to help us illustrate our front page story about Hurricane Sandy in the December 2012 issue, we wanted one that said more than “flooding.” Our reporting revealed that large yachts, and the professional crew who run them, survived the storm and subsequent water surges just fine. So we found this photograph of M/Y Georgiana docked inside at Dennis Connor’s North Cove Marina in lower Manhattan as the storm came ashore in New Jersey on Oct. 29. As white water completely covers the face dock, the 92-foot yacht rode out the storm with simple line adjustments. “We were absolutely fine,” said Capt. Hamish Chilvers, who was doing a handover and was onboard for the storm. “I wouldn’t have wanted to be on the Jersey shore, but at North Cove, it was fine. It was calmer in there at the height of the storm than it is midday with all the ferries going past.” Had the winds been coming from any other direction than northeast, east or southeast, he said, “we would have been in real trouble, but with
FILE PHOTO/ROBERT SIMKO
all the buildings in Manhattan, it’s a hurricane hole.” The yacht was tied to the ground, with a stern line on the massive bollards ashore. Capt. Chilvers uses Commanders’ Weather out of New Hampshire for his weather updates and credited the company with keeping him safe. “You think about running out of Florida for hurricane season, but you get a lot of storms up there, too,” he said. “It’s rare for them to touch down up there, but you do get the weather. Being up in New England is just as dangerous as being down here [in Florida]. You can get hit just as easily in Nantucket Sound as you can around here.” – Lucy Chabot Reed
A November 2013 NEWS BRIEFS
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Captain arrested; fire sinks yacht; MLC begins NEWS BRIEFS from page A5 specialize in heavy lifts and the transporting of luxury yachts was not in their portfolio.” Sevenstar is already in the business of transporting yachts, though until now used cranes in a lift on/lift off method. With eight days before the Ft. Lauderdale International Boat Show, Bujor said there was no time to rebrand DYT so visitors to the show will see its familiar orange booth. “It’s an exciting and challenging time,” Bujor said. “There’s some uncertainty, of course, but it really should be a great merger.” – Lucy Chabot Reed
Captain arrested with cocaine
Capt. Jonathan Costenbader of the 106-foot Lazarra M/Y Secret Spot was arrested Oct. 6 as he unloaded duffel bags filled with cocaine at Palm Harbor Marina in West Palm Beach, Fla. Michelle Daniel, who was onboard at the time, and Steven Davis, who attempted to receive the drugs, were also arrested. All three were charged with conspiracy to import more than 5 kilograms of cocaine and conspiracy to possess with intent to deliver. Eleven bags, about 621 pounds, of cocaine were seized by authorities, according to news reports.
Reports said Costenbader received the cocaine from a vessel in waters off the Bahamas and planned to deliver the bags to Davis. According to a story in the Palm Beach Post, prosecutors said Costenbader and Daniel ran a similar trip on the same yacht in August, allegedly smuggling in 485 pounds of cocaine worth about $550,000. – Dorie Cox
Yacht sinks in Australia
The 135-foot (41m) M/Y Seafaris caught fire and sank off the coast of Australia on Oct. 3, according to news reports. Eight crew and eight guests abandoned ship and were rescued about 90 minutes later by a freighter. No injuries were reported. The yacht sits in 20m of water near the Great Barrier Reef north of Cairns. Officials are monitoring the site for pollution. The yacht was launched in 2006 by Forgacs Shipyard in Newcastle, New South Wales, and ran charters to the reef. The cause of the fire has not yet been determined.
M/Y A owner sues over paint job
Russian yacht owner Andrey Melnichenko, owner of the 390-foot (119m) M/Y A built by Blohm + Voss, has sued Akzo Nobel for $100 million over an unsatisfactory paint job. The paint company repainted the vessel at its own expense, but Melnichenko was still not satisfied and filed suit in a New Jersey court. His claim includes $24 million to cover the cost of repainting the vessel, alongside a monthly sum of $4 million to pay for a replacement yacht during the 18 months it will take to repaint M/Y A.
NOAD format changes
The U.S. Coast Guard no longer accepts advanced Notice of Arrival/ Departures (NOADs) filed online with the InfoPath Template 6.0 or 6.1, Workbook 7.0, and OCS Notice of Arrival (NOA) Workbook 1.0. Users should use NOAD InfoPath Template 6.2.1, NOAD Workbook 7.1 or OCS Notice of Arrival (NOA) Workbook 1.1. They can be downloaded from the Downloads section of the NVMC Web site, www.nvmc.uscg.gov. It is requested that the Workbooks are completed electronically and then sent via e-mail or imported into the eNOAD web application, according to a USCG press release. Alteration of the official workbook will result in significant delays in processing. The Workbooks must be kept saved as XLS format documents.
USCG extends credential deadline
Because of the 16-day partial U.S. government shutdown in early October, the U.S. Coast Guard announced that
mariners whose credentials expire between Oct. 1 and Nov. 30 will receive an extension until Dec. 31. The Coast Guard could not process mariner credentials during the shutdown. Any mariner affected should visit the National Maritime Center’s website www.uscg.mil/nmc to print the letter granting this extension. The Coast Guard will issue a new credential for mariners that might sail on international routes. Those mariners whose credential expires between Oct. 1 and Nov. 30, 2013, and scheduled to sail internationally should contact the National Maritime Center at 1-888-427-5662, by e-mail at iasknmc@uscg.mil or from abroad at +1 304-433-3400.
First month of MLC detains eight
During the first month of enforcement under the new Maritime Labour Convention (MLC 2006), eight vessels were detained for deficiencies, meaning 12 percent of the total of 68 detentions were MLC related. The detentions were imposed by four port states: Canada (three ships), Denmark (one ship), the Russian Federation (one ship) and Spain (three ships). The detained ships were flying the flag of Cyprus (two ships), Liberia, the Marshall Islands, the Netherlands, Panama (two ships) and Tanzania. Other interesting figures during the first month of MLC: A total of 4,260 deficiencies have been recorded; 494 deficiencies (11.5 percent) were related to ILO Conventions; 30 of these (6.1 percent) were serious enough for detention; 23 of those 30 (76.7 percent) were related to breaches of the MLC and resulted in the detention of eight individual ships; The total number of detentions was 68 during 1,532 inspections, which resulted in a detention rate of 4.4 percent. The MLC 2006 applies to all ships engaged in commercial activities. It entered into force on Aug. 20. Only member states who ratified the MLC 2006 on or before Aug. 20, 2012, can conduct port state control inspections on their requirements.
Port Everglades to deepen
The Florida Seaport Transportation and Economic Development (FSTED) Council approved $16.5 million for Port Everglades to lengthen a cruise berth and to extend the port’s Southport turning notch to allow for more cargo berths. The projects come before the Florida Legislature for approval this spring. FSTED allocated $1.85 million to lengthen Slip 2, which includes Berth 4 and is used for cruise ships, by 250
See NEWS BRIEFS, page A7
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Fire hits S.C. town; Australia to challenge for America’s Cup NEWS BRIEFS from page A6 feet westward. Once completed in September 2016, Slip 2 will be 1,150 feet long and 42 feet deep. Cruise terminal 4 is being updated as part of an estimated $13.4 million renovation project. Groundbreaking is slated for May, with completion expected before the fall. About $14.7 million will be used to lengthen the Southport turning notch for cargo ships from 900 to 2,400 feet, which will allow for up to five new cargo berths.
Fire damages history S.C. town
More than a half-dozen historic buildings were damaged or destroyed by fire on Sept. 25 in the small waterfront town of Georgetown, S.C., on the Sampit River, a popular stop for smaller yachts along the ICW. The early-morning fire on Front Street also damaged the finger piers connecting the stores to Harborwalk, though the pedestrian area was not damaged, according to stories in the Georgetown Times. The fire was mostly contained by the time it reached the Georgetown Maritime Museum, according to a story by Soundings Trade Only. No one was injured, although about 10 people who lived in apartments above the buildings lost their homes. No marinas were affected by the fire.
Australians challenge for Cup
The day after Oracle Team USA retained the America’s Cup in late September, Australia winemaker and sailor Bob Oatley challenged the defender for the next America’s Cup. The challenge, accepted by Oracle owner Larry Ellison, was made by the
Hamilton Island Yacht Club, located on the edge of the Great Barrier Reef. The Hamilton Island Yacht Club will be the challenger of record, helping shape the rules for the 35th America’s Cup along with the Golden Gate Yacht Club (GGYC) and other challengers. “Given Australia’s previous success in the America’s Cup, the Admiral’s Cup and Olympic yachting, and as proud Australians, we think it is time for our nation to be back in our sport’s pinnacle event,” Oatley said in a statement. Australia hasn’t competed in the America’s Cup since 2000 when its effort was led by skipper Jimmy Spithill, who was then 20, according to a story in the Associated Press. Spithill led Oracle Team USA to back-to-back America’s Cup victories, and was one of four Australians on the 11-man crew, which had one American onboard for the final 14 races. In 1983, Australia II beat Dennis Conner’s Liberty to end the New York Yacht Club’s 132-year winning streak in the America’s Cup. The GGYC and Hamilton Island Yacht Club are expected to have a protocol for the 35th America’s Cup in place by early next year, the AP reported. The protocol will have the dates, venues, class of boat and other details.
America’s Cup yacht to get recycled Boeing and Oracle Team USA, winner of the 34th America’s Cup, are collaborating to recycle 7,000 pounds of carbon fiber from USA-71, a yacht built for the America’s Cup campaign in 2003. The hull and mast of the racing yacht will be processed and
See NEWS BRIEFS, page A8
Grand day for National Marine
National Marine Suppliers held a grand opening party in midOctober for its new retail location at Bahia Mar in Ft. Lauderdale. Crew and industry turned out to support the store, which includes personal and sport items as well as cleaning and work supplies. The store’s team includes, from left, Tom Rowe, sales associate Jeffrey Ospina, marketing representative Jessica Sheehan, store co-managers Kay Thomson and Ivan Caro, NMS owner Dean du Toit, and assistant manager Greg Bailey. PHOTO/LUCY REED
November 2013 A
A November 2013
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Maine Maritime gets grant to develop emissions research lab NEWS BRIEFS from page A6 repurposed, a first-of-its-kind effort for what will likely be the largest carbon structure ever recycled. Working with research partners, they will use a technique developed to recycle composite materials from Boeing’s 787 Dreamliner, which is 50 percent composite by weight and 20 percent more fuel-efficient than similarly sized aircraft. “The introduction of composites in yacht construction was a major step in our sport,” said Chris Sitzenstock of Oracle Team USA logistics. “Now, we have the ability to work with Boeing
to take the next steps in composite recycling, and to help reduce our environmental footprint. We will also look to recycle carbon components remaining from the build of our yachts.” Boeing and Oracle Team USA will work with the University of Nottingham in the UK and MIT-RCF, a South Carolina company specializing in repurposing carbon fiber components. The companies have not determined the post-recycling use of the yacht’s carbon fiber, though potential end uses include consumer and industrial products.
School to R&D on emissions
Maine Maritime Academy has been awarded a federal grant from the U.S. Department of Transportation for $1.4 million – the largest in the school’s history – to develop a Marine Engine Testing and Emissions Laboratory (METEL). The state-of-the-art facility will focus on the research and development of emissions reductions technologies and engine efficiency enhancement technologies for marine and related power plants to meet MARPOL emissions regulations. “Maine Maritime Academy’s
engineering and transportation education programs are addressing critical workforce needs,” said academy President William J. Brennan. “Our specialized programs, combined with our fully capable working waterfront, make it possible for students to be involved in hands-on research in these new technologies that have the potential for worldwide impact to the marine transportation sector.” The grant is one of 33 awarded to U.S. University Transportation Centers. “With our academic collaborator, the University of Maine at Orono, and commercial partners Sea Change Group, Global Marine Solutions, and Thermoelectric Power Systems, we are working to implement marine diesel engine performance and emissionsreduction improvements that are commercially viable and cost-effective,” said Richard Kimball, professor of engineering at Maine Maritime and project director/principal investigator of METEL. For details, visit mainemaritime.edu.
Freighter takes Northwest Passage A massive freighter completed a voyage through the hazardous Arctic Northwest Passage for the first time in late September, according to a story by the Reuters news service. The 225m M/V Nordic Orion left Pacific port of Vancouver and arrived in the Finnish port of Pori two weeks later, according to AIS shipping data, making the trip about a week shorter than if the ship had passed through the Panama Canal. “The Northwest Passage is more than 1,000 nautical miles shorter than the traditional shipping route through the Panama Canal and will save time, fuel and reduce carbon dioxide emissions, but even more importantly increase the amount of cargo per transit 25 percent,” said Nordic Bulk Carriers, Danish operator of the ship. As the ice continues to melt, some experts have estimated that shipping via the Arctic could account for a quarter of the cargo traffic between Europe and Asia by 2030.
St. Augustine dredging begins
The U.S. Army Corps of Engineers in Jacksonville has begun dredging operations within the St. Augustine Inlet Federal Channel. About 120,000 cubic yards of beachquality sand will be dredged from the channel and placed on the beach within Anastasia State Park. This dredging will restore the inlet down to the 16-foot authorized depth. The dredging operation is being funded with money by the U.S. government to relieve impacts of Hurricane Sandy in 2012. For questions, contact Shelley Trulock, project manager, at +1 904232-3292.
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FROM THE BRIDGE: Vendors
Attendees of The Triton’s October Bridge luncheon were, from left, Rafael Cervantes Mataix, Joe Schumann, Ben Schmidt (freelance), Phil Taylor (freelance), Carl Maughan of M/Y Seafari and M/Y Eagle II, Kelly Esser of M/Y Mary Alice II, and Terry Roche. PHOTO/LUCY REED
Vendors quick to take captains calls; three bids not a standard BRIDGE from page A1 in Ft. Lauderdale, and in Palma and Antibes,” one captain said. “I’m a customer; I have a relationship with my guy at the yard. I can go in and talk to anyone and get the job done.” “My engine guy is backed up right now, but I called him for a sea trial and he said, yup, he’s coming,” said another. “That’s where an experienced captain gives the owner value,” said a third. This veered the conversation into one about the importance of relationships captains have not only with shipyards but with vendors in general. “If you develop a proper relationship and pay on time, then when you get in a bind, they help you out,” one captain said. “Like when I was in the Caribbean and the exhaust broke, they came. I had developed the proper relationship, paid my bills on time.” At the recent Ft. Lauderdale Yacht Symposium, one panel discussion brought up the practice of captains getting three bids, and how it was counterproductive to relationship building. So I asked the captains if they always get three bids. “I do,” one captain said. “Price is always an issue, especially for the guy I work for.” But he was in the minority. “There was a time when I got 2-3 estimates but these days, no,” another said. “I might get three quotes once, but the next time, there’s no need,” said a third. “Now, I go back to my guy every time.” “If your guy gives you a good price over and over again, it’s a waste of everybody’s time to get quotes,” another captain said. “You know that your guy will give you the best price, so you don’t bother.” “I’ve been very fortunate to have owners who aren’t particularly interested in accounts,” said the first captain. “They put their trust in you. It takes a little time, but it makes our job so much easier. There’s a responsibility, though, to be safe with their money.”
The captains agreed that it all depends on the boss. “There are some you’ll go the extra mile for, and some you won’t because it’s not reciprocated,” one captain said. The three-quote policy often comes from the yacht’s manager, which may not trust the captain as the owner does. “A bit of influence can be a positive or a negative from a management company,” one captain said. “Management companies insist I use a provider I’m dead set against, and suggest something I wouldn’t even consider.” “You steer people and the owner toward the vendors you’ve dealt with before and who did a good job,” another said. The original captain who needs three quotes said he was concerned his relationships might suffer. “With this owner, I need estimates for everything,” that captain said. “It’s so much of a battle. I have vendors I’ve known for a long time who don’t want to do it. They don’t need the business and they tell me, we don’t need the hassle.” “When you have good relationships, three quotes pushes them to the breaking point,” another said. “And it gets around that you only want three quotes.” “Some companies have started charging for an estimate,” said a third. “They’re so busy now, and they know you aren’t going to use them because you never have.” One captain said all his favorite service providers are busy now, but he still refers them to his colleagues. “The good guys that we use and like, you want to keep them in business,” this captain said. “It comes down to two things: having people you know, and paying them when they’re done. Then the next time you call, they say ‘no problem, when do you need me?’” 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.
November 2013 A
A10 November 2013 MONACO YACHT SHOW
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Crew at their best during 23rd annual Monaco Yacht Show More than 200 yachts assembled in Monaco for the 23rd annual Monaco Yacht Show,the industry’s largest gathering of its largest yachts anywhere in the world. Just half were in the show, with the remaining yachts anchored in the harbor. The professional crew who maintain and operate them were also there, exhibiting their show best. PHOTOS/ALISON RESE
PYA assembles speakers, offers updates on regulations By Alison Rese The Professional Yachting Association held its annual meeting in Monaco, assembling several speakers on a range of topics. Richard Schiferli, director general of the Paris Memorandum of Understanding (MOU) for Port State Control, spoke extensively about the MOU and its effect on yachts. Port control inspects all aspects of shipping, including commercial yachts. Port State Control officers enforce compliance. Deficiencies need to be rectified and there is detention for any unseaworthy vessel. Private yachts are not subject to Port State Control. Commercial yachts are subject to Port State Control at all times. Yachts that alternate between commercial and private will be assessed case-by-case, he said. It is the responsibility of the master to provide evidence to the officer on the status of the yacht. Some flag states require yachts to be inspected. An initial inspection might take two hours and would
always include a look at the galley, storage spaces and crew facilities. If a deficiency of any sort is found, it could develop into a more detailed inspection. These could include a radio certificate out of date, license expired, etc. In his update on training, Capt. Roger Towner, chief examiner with the MCA, said though things were in the process of change, there was little new. He was strong on the fact that celestial navigation is an absolute necessity for 500- and 3,000-ton licenses. He said he was appalled when officiating at a recent exam that out of 20 candidates who all got asked the same question, only three got the correct answer. Beginning Jan. 1, all 500- and 3,000ton licenses will contain a celestial exam set by an MCA training provider. They will have to use a celestial body, other than the moon, by which to fix a position. They will also have to correct a compass error by aptitude or amplitude. Site reduction tables or any other method may be used. Calculators will not be permitted.
Officers of the watch must sit an Efficient Deckhand examination. The test includes basic knot tying, basic splicing and safe working practices. It is a one-week course with an exam at the end. By 2017, an officer of the watch and first mate must also have HELM training. HELM is Human Element, Leadership and Management training. The MCA’s classes for this began in August. Towner added that there will eventually be a requirement pertaining to ships’ cooks, though not immediately. For every 10 crew, a yacht must have a certified ship’s cook. Towner noted that he is still working on whether Australian license holders can use their sea time to sit for the MCA 500-ton license. Edward Zammit Lewis, parliamentary secretary of the ministry for the economy, investment and small business in Malta, urged yacht captains to consider his island nation as a superyacht port. The past few years have been a period of great transformation for
Malta, he said, relaying the country’s desire to make it an even more important destination for luxury yachts. The PYA recently opened a base there. David Wyatt of the International Hydrographic Organization talked about the group’s purpose, which is to establish international standards of data capture. Less than 10 percent of the world has been surveyed to standard, he said. The fifth semi-annual meeting will be held in Monaco in 2014. Joey Meen, director of PYA guest training, spoke about the PYAsponsored interior training, designed to create a sustainable industry standard for interior crew. There are 23 PYAaccredited training facilities worldwide helping to define an industry standard and define career paths for interior crew on all levels, including stews and chefs. Alison Rese is a freelance writer in South Africa and owner of Super Crew, a training facility in Gordon’s Bay. Comments on this story are welcome at editorial@the-triton.com.
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MONACO YACHT SHOW
November 2013 A11
Da Silva charter captain of year at Fraser captains’ dinner By Alison Rese Amidst the razzle and dazzle of the 23rd Monaco Yacht Show in late September, Fraser Yachts staged its 13th annual captains’ dinner at the Monaco Yacht Club. The firm selected among its 52 charter yachts under management Capt. Watson da Silva of the 60m M/Y Paraffin as its charter captain of the year. Capt. da Silva was complimented on doing a great deal behind the scenes and keeping both professionalism and safely on board his vessel paramount. He received the award for attention to detail and for dealing with difficult itineraries and challenging demands as a serious and professional captain. Among the fleet’s yachts larger than 50m, Capt. Jorgen Gormsen and his crew on M/Y Ulysses took the honors. This crew was recommended for “being like a SWAT team; highly trained, ready to go and always prepared for anything.” This was the yacht’s first
CNI honors top charter crew in Med By Alison Rese Camper & Nicholsons hosted its first ever charter crew awards at the Monaco Yacht Show in September honoring the top crew in its fleet for the Med season. Best Interior Crew was given to the team on M/Y Silver Angel. Best Exterior Crew was given to the team on M/Y Mary Jean. Best Crew Food was found aboard M/Y Swan. Best Engineer was honored aboard M/Y Samira. Best Whole Crew was the team on M/Y Mary Jean. Best Mentor was Anjit Thapa Magar, the bosun aboard M/Y Mary Jean. And the Best Yachting Newcomer was Katherine Goodsell, a deckhand on M/Y Mary Jean. “I have goose bumps, I’m so proud,” Capt. Danielle de Vere of M/Y Mary Jean told the crowd after her yacht and crew picked up four of the seven honors. “There are so many amazing yachts and crew amongst us and to be voted by our peers as the ‘All Stars’ is truly an honor. Everybody knows it takes a special something for a crew to meld together and work as one.”
season and its crew completed eight weeks of charters. The yacht is nearly booked for the Caribbean winter season, according to Fraser Marketing Director Peter Coote, who announced the winners. The Ulysses crew were on charter during the event, but Capt. Gormsen asked Coote to say a few words on his behalf. “I think we got the most difficult prize, the one with the biggest emphasis on teamwork,” Coote said for Gormsen. “From the laundry girls to deck hands, they are the ones who make it possible for the ones in the
front of the bus to shine and give guests what they want.” Gormsen also thanked the owner for listening when he asked that crew not be let go in the slow season. Best charter yacht under 50m in the Fraser fleet went to M/Y Kai, led by Capt. Cameron and Chief Stew Nikki Lee after scoring 10 out of 10 on all the feedback forms.
Capt. Watson da Silva of the 60m M/Y Paraffin was honored as Fraser’s charter captain of the year at its PHOTO ALISON RESE dinner.
A12 November 2013 TRITON EXPO
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ore than 600 captains, crew and industry professionals gathered for the Triton Expo on Oct. 9 at Maritime Professional Training in Ft. Lauderdale. Tables of vendors of goods and services, a career coach speaker and the popular resume clinic, made the evening productive for networking. The semi-annual event included PHOTOS/DORIE COX barbecue, beverages and music.
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TRITON EXPO
November 2013 A13
A14 November 2013 BUSINESS BRIEFS
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Companies expand with new services, offices Medical company offers medics
MedAire, an International SOS company, has launched a new service that places medical professionals on vessels. Doctors, nurses, paramedics and specialists are available for shortterm or long-term placements based on a yacht’s needs. MedAire offers comprehensive medical solutions for yachts, including medical kits, first aid and first responder training, remote medical advice and global assistance. For more, visit www.medaire.com.
Tess opens in West Palm Beach
Tess/Imtech Marine USA, an electrical service provider to yachts, has opened a second service facility in West Palm Beach to service its customers in the Rybovich shipyard. Its other service office is in Ft. Lauderdale. The new TESS/Imtech service facility is located at 849 15th St., Unit 3, Lake Park, Fla., 33403, which is about 10 minutes from Rybovich and the Port of Palm Beach.
Denison opens in Seattle
Ft. Lauderdale-based brokerage Denison Yacht Sales has opened its seventh location, now at Boatworld Marina on Lake Union in Seattle. The new office is led by Brad Pilz, who has
Yacht company-sponsored race car finishes first place The car sponsored in part by Crew Unlimited won the national championship in its class for the Sports Car Club of America in mid-September. The Nissan 260-Z was driven by Greg Ira, (shown in the white jumpsuit) husband of Crew Unlimited owner Ami Ira. The past three years, Ira has finished second. PHOTO PROVIDED
more than 20 years of yacht service and brokerage experience. It offers brokerage and new boat sales, with an emphasis on the Beneteau GT line, Pirelli yacht tenders and Austin Parker. In addition to the new Seattle location, Denison has offices in Ft. Lauderdale; St. Petersburg, Fla.; Marina del Rey, Calif.; Newport Beach, Calif.; Holland, Mich.; and San Carlos, Mexico. For more information, visit www. denisonyachtsales.com.
Agent opens in Andaman Islands Yacht agents Asia Pacific Superyachts has launched a new
service, Asia Pacific Superyachts Andamans Islands, a provisioning service for the Indian Ocean islands. The Andaman Archipelago is more than 400 miles northwest of Phuket in the Bay of Bengal. Most of the provisions will be brought from mainland India by flight and APS will arrange for delivery directly to the yacht.
FLIR closes offices, realign business Oregon-based FLIR Systems, manufacturer of sensor systems
See BUSINESS BRIEFS, page A15
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BUSINESS BRIEFS
November 2013 A15
Chandlery acquires chandlery; Sea School adds simulator BUSINESS BRIEFS, from page A14 including thermal imaging systems, plans to close as many as six locations in the United States and Europe and transfer operations to larger FLIR facilities. It also intends to consolidate its optics and laser manufacturing. Third quarter revenue was negatively impacted by weakness in markets that have exposure to the U.S. federal government, the company said in a press release. For more information, visit www.FLIR.com.
Yacht Chandlers acquires Amanzi
Ft. Lauderdale-based provisioner Yacht Chandlers has acquired Amanzi Marine, the Ft. Lauderdale-based chandlery launched in 2011 by Kardinal Marine. Amanzi’s Ryan Alberton will join the Yacht Chandlers sales team. Terms of the deal were not disclosed. For more, visit www.yachtchandlers. com or www.kardinalmarine.com.
Dometic acquires Livos
Dometic Group has acquired Livos Technologies, a provider of engine room ventilation equipment. The acquisition will broaden Dometic’s offering with new marine applications such as axial fans, centrifugal blowers, smoke and fire dampers, and electronic
fan controls, the company said in statement. For more information, visit www.dometic.com.
before coming together this spring. For more information, visit www. kgchyachtrecruitment.com.
more than 30 years. The new office is at 840 N.E. 20th Ave.
Sea School opens simulator
Crew insurance company expands
Neptune Group moves office
Alabama-based Sea School Mobile, part of Ocean and Coastwise Educational Services in Bayou La Batre, has acquired a Nautis full mission bridge simulator and instructor station. The new DNV Class B certified simulator features a 180-degree external view angle, which exceeds the minimum 120-degree angle required for DNV Class B simulators. It allows Sea School to offer Advanced ship handling & maneuvering, ECDIS Model Course 1.27, Radar/ARPA Model Course 1.07, VHF Radio Communications, Navigational Instruments (GPS, AIS, Echo Sounder, and Speed Log), and GMDSS Radio Communications Model Course 1.26, the school said. For more, visit www.seaschool.com.
Crew agents open firm
Crew agents Kendra Grey and Christine Hodgson have opened their own crew placement agency, KGCH Yacht Recruitment. Each woman has more than 15 years in yachting. They met at Luxury Yacht Group and each worked at other placement agencies in Ft. Lauderdale
Ft. Lauderdale-based Crew Insurance Services has taken on a new name and expanded its product portfolio to include yacht insurance in addition to crew medical insurance. Founded in 2002 by Maria Karlsson, the company is now named Superyacht Insurance Group (SYIG). Capt. Stephen Rodda has joined the company as its European consultant. Rodda has run yachts and ships for
Ft. Lauderdale-based Neptune Group Yachting, a charter and crew placement company, has moved its headquarters to 17th Street. The new address is 1003 S.E. 17th St., Suite 200, Fort Lauderdale, Fla., 33316, above Smallwood’s. The phone number remains the same; +1 954-524-7978. For more information, visit www. ngyi.com.
A16 November 2013 YACHTING SYMPOSIUM
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First yacht symposium offers support for industry, tips for crew By Lucy Chabot Reed Ft. Lauderdale Mayor Jack Seiler opened the first Fort Lauderdale Yachting Symposium in October by telling the audience of crew and business owners how important the yachting industry is to the city. “This industry is so vitally important to the city of Ft. Lauderdale,” he said. “We are all sensing that we have turned a corner. There’s optimism again.” Seiler noted that as the economy has rebounded, so has the city, which has seen 18 months of increases in home prices, and home sales that are up 11 percent in the second quarter. Unemployment, too, has declined. “There is no better job than a job in the marine industry because of its ability to sustain a family,” Seiler said. “You can’t support a family on a tourism job salary. Don’t get me wrong; tourism is great for the local economy and for sales tax revenues, but it doesn’t sustain a community. “That’s why we want the marine industry to come back,” he said. “The marine industry is not just about the wealthy; it’s about an impact that crosses all economic sectors. Your success is so important to our community.” Seiler ticked off several projects that have or will benefit yachts in Ft.
Lauderdale, including the dredging of 3 miles of the Intracoastal from the 17th Street bridge to Sunrise Boulevard bridge, slated to begin this spring. The city will dredge into Bahia Mar, Las Olas and Hall of Fame marinas. “Dredging the ICW without that is like building I-95 with no off ramps,” he said. “We have to do it.” And as for the 54th annual Ft. Lauderdale International Boat Show held each fall, he assured attendees that the city would not allow anything to hinder or hamper it. “No event that we hold in the state of Florida has the economic impact of the Ft. Lauderdale International Boat Show,” he said. “Nothing will happen to Bahia Mar that will impact the boat show. We are committed to the boat show and to you all succeeding.” In parting, he urged attendees to email him with ideas on how the city can support the yachting industry, jack.seiler@fortlauderdale.gov. “No good idea starts in government,” he said. “E-mail me.” The full-day Fort Lauderdale Yachting Symposium on Oct. 3 included about 30 speakers in panel discussions on topics ranging from crew training and leadership to provisioning and shipyards. It was organized by King’s Institute. In another session, placement agents
offered these tips and advice.
Resume tips
Have a clear objective. This is who I am, what I can offer the program and what I want. Not money. Take the time and expense to produce a professional-looking resume. Spell check it, get a professional photo taken. Our industry is about perfection and attention to detail. Make it easy to read. Bullet points, some bold headers. Make sure it is readable on electronic mediums. Bullet points are vitally important.
What not to do
Don’t wear much cologne, perfume. Don’t use social media-type photos. Facial recognition is key. Don’t let people searching you on the Internet find your social media pages. Learn how to change your privacy settings so it’s not visible. Don’t work for the money. Build your career; the money will come. Don’t show up for an interview in beach attire; first impressions matter. Don’t use a fun-sounding e-mail address. Change it to a professionalsounding one. Don’t jump job to job. Develop longevity with a minimum of a year, but it really should be longer. Interview the
vessel so it’s a good fit for you. Don’t expect to move to a senior position without putting time in. Learn your job and do it well, then move up. Don’t ask about salary or time off in your interview. Educate yourself about the job and yacht. Ask your agent for help there, and with the salary range. Don’t dress inappropriately. Dress for the job you want. Less than 10 percent of crew have an appropriate professional photograph.
Career advice
Focus on the path you want. Invest in your career. Have ENG1 and STCW done when you walk in. Be a team player. Work together to make everyone’s job flow. Be positive. This is the hospitality industry. Smile. Think positively. Find a mentor. Getting perspective on yourself or your career objective isn’t easy with someone on your boat. You need an external perspective. Have a good attitude. People who succeed in this industry want to make others happy. Keep your word; that’s your most valuable asset. This is a small industry. Break your word once and it gets around. Lucy Chabot Reed is editor of The Triton. Comments are welcome: lucy@ the-triton.com.
The Triton
www.the-triton.com YACHTING SYMPOSIUM: Crew insurance
November 2013 A17
MLC, ACA laws don’t have to impact yacht crew adversely By Mark Bononi There’s a lot going on that impacts yacht owners, captains and crew with respect to health insurance. There’s the MLC 2006, which addresses commercial (charter) vessel health care requirements on a global scale and the Affordable Care Act (ACA), which applies to U.S. taxpaying crew. Both of these new pieces of legislation are misunderstood and rumors abound, so let’s try to sort out the facts. The MLC 2006 does not require yacht owners to provide crew health insurance carte blanche. What it does say, in short (as really has always been the case), is that if a crew member is sick or injured while in service to the vessel, the vessel owner is responsible to make sure that crew member receives medical care at no cost to the crew member. There are some limited insurance requirements (or rather “financial security must be obtained”) under MLC 2006 as it pertains to crew, but they are essentially death or permanent disability requirements from accident or occupational illness and repatriation. The challenge with MLC is that it does not dictate the amount that should be paid in the event of death or permanent disability, therefore each flag state may need to be consulted. The language you use in your Seafarers’ Employment Agreement (SEA) is critical because it is easy to create a situation where the yacht owner is contractually obligated to pay a sum that potentially is not insured against, or where no sum is actually defined. The bottom line on MLC 2006 is that it does not change the need for individual crew members to make sure that they have adequate health insurance that meets their specific needs.
ACA means US crew need coverage
So what about the ACA? How is that impacting the yacht crew insurance world? The ACA, like MLC, remains somewhat vague in exact language. But the main point to understand is that for yacht crew who are U.S. taxpayers will be required to prove to the IRS that they have a health insurance plan that the IRS says satisfies the requirement. The current challenge is that no guidance has been given on this as it relates to whether any insurer that is located outside the U.S., as many yacht crew insurance carriers are, has any plan that the IRS considers to be satisfactory. So for now, for captains and crew who want to be assured that they are in compliance with the ACA, the only way
to do so is to purchase an insurance plan from a U.S. carrier. Crew have until the end of March 2014 before the IRS will start to consider those U.S. taxpaying crew as being out of compliance and potentially subject to penalty (first year is $95 or 1 percent of your income, whichever is higher). The IRS can check this because every U.S. insurer is required to report to the IRS every person it insures via their social security number. This then, theoretically, would be cross referenced to each taxpayer’s filing to see whether he or she is in agreement, just like it does with a person’s income reported on their W-2s or 1099s. But will you be audited? To that I must ask have you ever been audited before? It’s a question that people who
currently do not have or cannot afford health insurance are contemplating. For crew, the question changes slightly. As a crew member, if I’m going to be in the U.S. less than half the year, why should I bother buying a plan that I’ll probably never use when I already have my own non-U.S. insurance carrier policy that works fine wherever I am? We are hopeful that the IRS will someday agree that it makes sense to accept comprehensive non-U.S. insurer plans as being not only compliant, but best suited to people who spend most of their time outside the U.S. In the meantime, for all U.S. crew, what you need to be aware of is that unless you work on a vessel that is U.S. flagged with more than 50 crew, your employer is not responsible for providing you with an ACA-compliant
health insurance policy. In fact, regardless of your nationality, I think you should tout on your resume or CV that you already have your own health insurance when you are job seeking. Not only does this establish you as a person who understands that you are responsible for your own existence, but it also makes you more employable. The current status and future implications of MLC and the ACA are being monitored carefully by those who provide insurance to the yachting community, and it’s important that you stay informed. Mark Bononi is director of the yacht division of MHG Insurance Brokers in Ft. Lauderdale. Contact him at 954-5483576. Comments on this column are welcome at editorial@the-triton.com.
A18 November 2013 FROM THE FRONT: Fire
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Top concerns are clear; safety issues to discuss FIRE, from page A1 Atlass Insurance and Resolve Marine to educate firefighters, marinas and yacht crew how to better prepare for when fire units are called to a yacht fire. After classroom training at Resolve Marine and fire simulation in Resolve Maritime Academy’s Gray Manatee, the group met at Roscioli Yachting Center where they toured the yard and three vessels. Rob McInnis, business development manager at Roscioli, led a follow-up discussion where he and attendees discovered that many of their questions did not have clear answers. Answers or not, all participants agreed on top concerns in case of fire, the first being personal safety. “The question will be life safety; that defines our tactics,” Ferrer said. “Fire departments have to assume there are people onboard.” Firefighters asked how they can know who is on a yacht. “Marinas don’t monitor people
onboard each vessel at all times,” McInnis said. “MCA yachts require 24hour watch, but not all yachts.” The number of people onboard can change during the night and weekends, he said. Some yachts have a whiteboard for crew to check in and out, but workers may be on and off throughout the day. “And captains may leave shoes on the dock as decoy, so that doesn’t always indicate crew onboard,” one of the attendees said. In case of a fire, since there may not be anyone on site to confirm that everyone is safe, a search would be the firefighters’ first course of action. To understand the magnitude of a such a search, Ferrer pulled the fire/safety plan from the red plastic tube strapped on the passarelle on their way onboard and shared it will the team. “This is important because first thing, we go through the rooms to assess,” Ferrer said. “The biggest issue is you’ll get
Davie Fire Capt. Miguel Ferrer, left, studies the fire plan as Bosun Allen Caldwell, center, and Deckhand Nick Offringa show him M/Y Freedom’s PHOTO/DORIE COX layout during a fire training session in mid-October. lost,” Capt. Corcoran said while First Officer Hadrian Roesch, Deckhand Nick Offringa and Bosun Allen Caldwell showed firefighters the yacht’s extensive layout. Freedom’s fire/safety plan is kept near the entrance and engine room. It shows the floorplan marked with life saving equipment, fire suppression systems, extinguishers, fire stations, fuel valves, alarms and much more. “This is huge,” Corcoran said. “When people walk through they have no clue the magnitude.” Corcoran said the firefighters could take the copies of plan to take to familiarize themselves with the layout and the 60 safety icons. This led to a discussion of how difficult it would be for firefighters who board wearing more gear than most crew bring for a season. The base uniform is 48 pounds of suit, hood, boots, helmet, goggles and gloves, Ferrer said. And when the firefighters search for crew, that may put themselves in danger. “Plus, all of the crew will carry hand tools because we don’t know what we’ll run into,” he said. The second concern is exposure
protection, Ferrer said. That means isolating the fire to protect surrounding people and property. This may mean moving nearby yachts. “If we need someone to move yachts to safety, who’s called?,” an attendee said. “We don’t care who moves it.” That brings up a good point that we will get an answer to, McInnis said. Another concern is how to fight the fire, Ferrer said. Firefighters first looked at possible limitations to getting their trucks near slips, including obstacles such as work trucks, visiting cars and overhangs on the marina sheds.Then they located marina power shut-offs and possible water sources to use. The firefighters discussed problems in gaining safe access to a burning yacht. They looked at docks, obstructions and how to get onboard. Firefighters boarded a refit surrounded by scaffolding and enclosed in plastic to discuss how to safely cross floating docks with gear and hoses. The firefighters made mental notes of what they were seeing. Although all questions were not answered during the event, firefighters, crew and marina managers walked away with topics to discuss with their teams. Several participants said they can now clearly visualize challenges and plan how to address them. “We’re the first in on a fire, so we survey all the questions,” Ferrer said. “Today we learned that when we get to a fire on a yacht, we have to take a second to look at the options.” What does Ferrer hope captains will learn from this? He pulled out his fireman’s helmet and points to a velcro strip where a plastic name tag stays. “We have this system with our name and we hand it to one person doing accountability,” Ferrer said. If yachts have a similar system to confirm there are no people onboard, the firefighters will not have to search, he said. “I hope the captains learn about accountability.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
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OTHER VOICES: Retirement
Now’s the time to think about taxes and your financial future As I work with more and more yacht captains, I’ve learned that many of them share a common goal: turning their current abundant liquid wealth into something they can count on in retirement. In the past few years, a new planning tool has been developed that can be used to help provide just that. Roth 401(k)s Guest Column are a unique Matthew Sanes way for yacht captains (especially those who have set up LLCs, S-corps or partnerships) to not only set money aside that grows tax free, but also to allow their businesses to make “donations” toward their retirement. Let me explain. Let’s consider the situation of Mr. Yacht Captain, a 42-year-old New Englander who moved to South Florida in the 1990s with his family. He spent years honing his skills, working his way up from small to large vessels. Unfortunately, he hadn’t spent much time building his own financial future. His total income last year, paid to him through his S-Corporation, was $175,000. He wanted to set up a retirement plan to set aside at least $30,000 a year. His ultimate goal is to retire and live on a beach in Central America by the age of 62. If I had a client like Mr. Yacht Captain, I would recommend he and his corporation look into establishing a Solo Roth 401(k). Roth IRAs have been around a while, as have 401(k)s, but in 2006, the U.S. Congress changed the rules to allow traditional 401(k) plans to use Roth contribution accounts. In a traditional 401(k), employees’ contributions are contributed pre-tax and the money grows tax deferred in the plan. Employers can match a portion of their employees’ contributions as a way to reward and retain them. When the employee makes withdrawals in the future, the money is taxed. Roth 401(k)s work differently. They offer a small business owner the best of both worlds: a tax deduction today for their business and some tax-free withdrawals in the future. This is accomplished by using two separate accounts in the plan: a Roth 401(k) and traditional 401(k) account. Employee contributions go into the Roth account; employer matching contributions go to the traditional 401(k) account. Because he has no employees (aside from himself), Mr. Yacht Captain’s Roth 401(k) is considered a “solo” plan. In a solo plan, the business owner wears two
hats: the employee and the employer. Solo plans have the same rules and requirements as other retirement plans with more than one participant. The main difference is they are easier to set up and administer. Inside his Solo Roth 401(k), he would be able to choose from a variety of investment options. Depending on his financial situation, investment objectives, time horizon and risk tolerance, he would be able to choose from mutual funds, Exchange Traded Funds (ETFs) and private money managers. For 2013, Mr. Yacht Captain could contribute up to $17,500 from his after-tax wages into the plan. He wouldn’t receive a tax deduction on this contribution as it goes into the Roth account. However, it will grow in this account tax free. When he makes withdrawals during retirement (meeting certain requirements), he’ll pay no income taxes on the contributions or growth from this account. Also, keep in mind that withdrawals made prior to age 59 1/2 from both Roth and traditional 401(k) accounts may be subject to a 10 percent early withdrawal penalty. Mr. Yacht Captain’s S-corp will also contribute $12,500 into the traditional 401(k) part of his company’s plan. This will be a tax deduction to his S-corp that will ultimately pass through to him as the owner, giving him a deduction of about $3,500, assuming a 28 percent tax bracket. In retirement, he will have to pay income taxes on the withdrawals that come from the traditional 401(k) account. In this scenario, he gets the best of both worlds: a tax deduction for his company today and some tax-free earnings from the Roth account. If he is able to contribute $30,000 a year in his Solo Roth 401(k) for the next 20 years, he could potentially have a nest egg of about $1.2 million, assuming he receives a hypothetical 7 percent return on his investments. There are a variety of retirement plan options out there for individuals and businesses. Important factors business owners should consider as part of the decision include contribution goals, the nature of their business, income, number of employees, and cost sensitivity. If you don’t have a retirement savings plan in place for your business, now is a great time of the year to look into establishing one. Matthew Sanes is a financial adviser with Wealth Innovations in South Florida. Contact him through www. wealth-innovations.com or at +1 954607-3644. Comments are welcome at editorial@the-triton.com.
November 2013 A19
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OTHER VOICES: Fire prevention
Maintenance, precautions go far to prevent fire onboard There are few things more leaks, and look for other evidence of dangerous on a boat or yacht than a small leaks, such as an oily sheen in the fire. They can spread quickly, and there bilge. is nowhere to get away from the heat Overheating of the engine or and the smoke, transmission can also cause fire, so short of check the oil of both as well as the abandoning the coolant level and the raw water intake vessel. each time you use the boat. That is exactly If there is an what two boaters electrical or fuel – one in Florida fire, never use and one in North water to try to put Carolina – had it out. Use a fire to do when their extinguisher of the boats caught appropriate type. fire in separate Fire extinguishers Guest Column incidents in early are required by the FRANK ATLASS June. U.S. Coast Guard In one case on all vessels with the boat was destroyed; in the other the an engine and boat had to be towed to keep it from should be rated for coming into contact with other vessels Type A, B, and C in a busy waterway. Both men were fires, which means rescued, but as the yachting industry they will handle knows, help is not always readily oil, grease, and available when boating. electrical fires, as well as wood, paper, Fires can even occur when a boat is cushions and other materials common not being used. In January 2011, a fire on boats. at McCotter’s Marina in North Carolina Each fire extinguisher should be destroyed an entire dock and more checked often to ensure that it is than 25 boats, and still charged. three people were Automatic fire treated for burns More than half of boat suppression and hypothermia systems can fires are reportedly after being forced also be installed caused by electrical into the water by in engine problems. the flames. compartments to Fortunately, put out flames as A periodic check of there are simple soon as they start. electrical connections, precautions that If the fire especially highcan help reduce cannot be the risk of fire, and extinguished, amperage connections reduce the risk of remember that such as shore power injury or major personal safety is cables, alternators and damage if one does more important occur. than property. battery chargers is More than half Get as far away vitally important. of boat fires are as possible, even reportedly caused if that means by electrical entering the water. problems. Through diligent maintenance of The fire at McCotter’s is believed electrical systems, engines and fuel to have started at a bad connection systems, and by carrying proper safety between the boat and its shore power equipment including fire extinguishers, cable. vessel damage, insurance claims, A periodic check of electrical injuries, and loss of life due to fire can connections, especially high-amperage be prevented or minimized. connections such as shore power Being in the marine insurance cables, alternators and battery chargers business for more than 30 years, is vitally important. we frequently see claims regarding If a wire, connector, or the accidents that could have been surrounding area looks blackened or prevented with a little maintenance shows other evidence of heat damage, and extra precaution at the dock. replace it immediately. Frank Atlass is founder and CEO Use proper crimps, terminals or solders with waterproof heat shrink for of Atlass Insurance Group in Ft. Lauderdale. He established the all connections; wires twisted together company’s Florida insurance office in and taped up have no place on a boat. 1981 and insures in the United States, Engine problems and fuel leaks are Latin America, Europe and Asia. Comments on this column are welcome another major cause of fires aboard. at editorial@the-triton.com. Check the fuel system regularly for
November 2013 A21
A22 November 2013 WRITE TO BE HEARD
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Captain: Insurance companies do not charge more to hire Americans [Editor’s note: In our survey about issues in yachting this month (see story, page C1), this captain offered a detailed opinion about discrimination as it applied to American crew and her interpretation of the U.S. Affordable Care Act. (See a story on that on page A17.) This captain’s comments are included here in their entirety, with her permission.] Often, the reasons that yacht owners or captains (mostly captains) state for not hiring U.S. citizens is based on false information that U.S. crew are more litigious. This is absolutely false, and every P&I insurance provider – European, UK or otherwise – has stated that, in fact, it is other nationalities that have led in lawsuits against owners, not U.S. crew. There is also false information that “most” P&I insurance providers charge an extra premium to hire U.S. crew. In
fact, this is not as common as many purport it to be and is only required by a very few P&I providers, and it is dwindling. Any extra cost is usually minimal in the scheme of things. Very importantly, the reason has nothing to do with litigiousness. It has to do with the cost of hiring lawyers in the U.S. Because U.S. citizens have an “inalienable right” to take any lawsuit to a U.S. court, the “risk factor” is calculated as higher by insurance actuaries, who do not use statistics from an individual industry (such as yachting). They use more broad-based statistics, like national averages. Also, some nationalities have no choices and must take any claim to the court in the country in which the claim happened, which may or may not cost less for the insurance company. However, many captains will use the excuse of “my insurance policy
will not allow me to hire Americans” as an excuse not to hire U.S. crew just because they can. Who is going to check their policy to prove that what they say is false? Not one insurance provider has told me that they will not insure Americans, and most do not charge any extra premium. It becomes a personal choice by the captain, and many captains, out of their personal discriminatory desires, choose not to hire U.S. crew based upon completely false information. On a related issue, with the ACA health care reform in the U.S., it must be made clear in our industry that this does not make U.S. crew less desirable to hire, nor does it affect the yacht owner and their health insurance premiums. The rumors have already started circulating, rumors that are based upon wrong information.
The ACA with have no affect on yacht owner premiums or the cost to hire U.S. crew. In fact, with ACA requiring U.S. citizens to hold their own insurance, if U.S. crew members have their own health insurance policy, they are of less expense to a yacht owner. Professional crew of any nationality should be responsible for their own health coverage “assurance” to some extent, be it a nationally provided or private policy, and not depend upon the insurance coverage of a yacht owner. U.S. crew have many choices for health coverage and many are better than the nationally provided health care of many Western countries. U.S. crew can be insured in the U.S. and abroad. I have a policy that does just that, and it is not so expensive. I suggest that U.S. crew put it on their CV that they are covered. Capt. Denise Fox
Captains group to help with career, business growth The captains proposing the formation of a Yacht Captains Association believe that career and business development opportunities can best be facilitated by an organization that exists for the benefit of yacht captains and that is governed by yacht captains. The proposed YCA will thus have a key focus on providing yacht captains opportunities for career development and business start-up and incubation initiatives. We understand that most captains’ careers have the potential to stall and even derail following the inevitable decision to move ashore. Unquestionably, the decision to relinquish command is one of the most difficult a captain will have to make. We think that a captains organization can and should help individuals and their families adjust to these changing career circumstances, and we also believe that we can best establish links, facilitate powerful relationships and work in close cooperation with individual captains to assist them transition their careers. As an organization that has its members’ interests first and foremost, a Yacht Captains Association can work with education providers to establish partnerships, create relationships with business leaders and members of the corporate world to implement a range of services to help captains manage their career transition. We believe that ultimately we can implement these strategies across the globe in whatever location we have clusters of yacht captains living. Capt. Ian Bone
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WRITE TO BE HEARD
What about liability with dayworkers? I have just read your piece about the group of captains discussing the use of dayworkers [From the Bridge: “Dayworking crew a ‘necessary evil’ in getting it all done,” page A1, October issue]. I’m amazed that nobody raised the multiple employment and insurances issues associated with employing casual labor. It makes sense that they would have covered this side of the question, especially in light of the Jones Act. I know of one instance where a young dayworker was injured while working on a yacht in Florida and the yacht has had to spend a fortune on his medical bills. I’m a captain, based in the Med, and I’ve been having to deal with this issue for years. Generally I’ll get clearance from the yacht’s insurers (which may involve increasing the number of insured crew) and then put them on the crew list but that won’t now work for MLC 2006 compliant yachts. A Med-based captain
Dayworkers need insurance?
I enjoyed the article on the day workers, as that is how I started in this industry, 1977, Greece, $10/day and I got lunch. There is one point that was missed, and that is insurance. If the dayworker has an accident and either hurts himself, someone else, the vessel he is on or another vessel, how is that handled? Just something for all parties to think about. Do you sign them on as crew, ask the dayworker to provide proof of insurance, not only health, but property, or what? Mark Russell, project manager Derecktor – Florida
November 2013 A23
Capt./Eng. Henning Heineman shot this with seal with a Sony E-33 sporting a G 70400 lens at the port of Everett north docks in Washington. He had just finished bringing the 110-foot Queenship M/Y Audra Anne from Whittier, Alaska, to Everett, where it’s berthed for the winter.
C
rew Eye is the forum for images of yachting as only crew can see it. Send your photos to editorial@the-triton.com. Be sure to include where it was taken, when, and what kind of equipment you used. Capt. Noah Henschel, a captain with the Port Everglades Pilots Association, shot these yachts with an Olympus Tough Stylus. These yachts are even more imposing with dramatic processing: A photo of M/Y A in Port Everglades this year and Cape Ann Towing taking M/Y Dream through the 17th Street Causeway bridge in Ft. Lauderdale.
Editor’s Note: The captains did discuss the insurance issues, but each had his own way of dealing with it and we didn’t want to appear as though we endorsed any one method. We have organized a roundtable discussion with players in the insurance and legal fields to address this issue. Watch for that story in the December issue. Editor Lucy Chabot Reed, lucy@the-triton.com Associate Editor Dorie Cox, dorie@the-triton.com Publisher David Reed, david@the-triton.com
Production Manager Patty Weinert, patty@the-triton.com
Advertising Sales Mike Price, mike@the-triton.com
The Triton Directory Mike Price, mike@the-triton.com
Contributors Frank Atlass, Carol Bareuther, Franki Black, Capt. Ian Bone, Mark Bononi, Capt. Mark A. Cline, Capt. Jake DesVergers, Capt. Denise Fox, Capt. Rob Gannon, Chef Mark Godbeer, Capt./Eng. Henning Heineman, Capt. Noah Henschel, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Keith Murray, Alison Rese, Rossmare Intl., Matthew Sanes, Capt. John Wampler
Vol. 10, No. 8
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November 2013
B Section
Burst brings emergency Onboard, appendicitis can be a serious situation. B2
Technology news Stabilizers, antennas, gensets electrical systems and more. B3
Sales and charters posted Brokerages announce news from Monaco to Califorina. B5
Vessel oil spill response plan rules clarified
THE ROAD LESS TRAVELED
simply for the sake of giving. He left with two words: buen camino. Those would be the two most common words I’d hear on the trek. Camino is Spanish for “path”, and it’s figurative as well as literal. Everyone who walks the Camino de Santiago travels his own path. During my walk, I befriended a painter from America, a 67-year-old Canadian woman who has lovers on every continent, and a dentist from Switzerland who walked the entire way with his dog. One morning I had coffee with an American author fighting cancer. I heard about a woman walking the
Faithful readers of The Triton may recall my very first column on the Nontank Vessel Response Plan (NTVRP) way back in 2006. At that time, the U.S. Coast Guard (USCG) required immediate action in regards to oil spill response operations. It needed to expand its program that applied only to tankers. Known by the Rules of the Road acronym of OPA 90, Jake DesVergers those regulations stemmed from the Oil Pollution Act of 1990, which was enacted in direct response to the events of the Exxon Valdez. In December 2004, there was a major ship accident of a bulk carrier named the Selandang Ayu. While suffering a main engine loss about 100 miles from Dutch Harbor, Alaska, continued efforts to tow her and safely anchor were not successful. The subsequent grounding of the ship split the hull in half. The resulting damage caused her fuel oil and diesel tanks to spill in excess of 335,000 gallons. Due to the size of the ship, her fuel oil capacity was equivalent to many tankers. Being located on a remote part of the Alaskan coast, the absence of any formal plan for oil spill response while specifically in U.S. waters added to the environmental damage. The USCG published an initial implementation deadline of August 2005. What was missing from that initial notice were the actual regulations for compliance. The USCG issued a series of Navigation and Vessel Inspection Circulars (NVIC) to guide ship owners. This interim guidance was to be used until the USCG finalized the regulations required by the law. Fast-forward eight years to September 2013 and we see that the USCG has finalized those regulations. Scheduled to officially take effect on Oct. 30, 2013, the regulations correspond to the law and will
See TRAVEL, page B12
See RULES, page B11
Former yacht stew Franki Black (second from right) completed a two-week walk from Leon to Finisterre, Spain. She celebrated the culmination with new friends at the Cathedral de Santiago. Black (below) on the PHOTOS PROVIDED road with her 7kg backpack.
Earning your holiday stripes in Spain Camino de Santiago, world’s oldest pilgrimage, is perfect for yacht crew By Franki Black Holiday options for yachties are plentiful, but few are as lifechanging as a pilgrimage. So with South Africa’s chilly winter fast approaching, I decided to take a walk in warmer climes. Like most yachties, I always opt for adventurous and natural vacations. A recent trip to Spain’s Camino de Santiago, the world’s oldest pilgrimage, ticked all the boxes. On average, I walked between 20 and 30kms per day and, like all other pilgrims, my final destination was the Cathedral of Santiago de Compostela. I chose a two-week stretch of the camino from Leon to Finisterre
Largest in Caribbean Puerto Rico’s Puerto Del Rey slated for revitalization. B6
(255 miles). Nervously, I hit the trial they call “the French way” with just
a 7kg backpack. The camino spirit soon came to me; I met four pilgrims within the first hour, followed by an Italian man who handed me a rose,
B November 2013 ONBOARD EMERGENCIES: Sea Sick
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Possibly fatal, appendicitis at sea a real emergency onboard Last month, I was teaching a class for pharmacy students, when my telephone rang. It was my father calling me from his cell phone. I knew something was wrong; my dad never uses his cell phone. He said my mother’s appendix had burst, she was in the hospital and would require Sea Sick emergency Keith Murray surgery. After class, I rushed to the hospital to be by my mother’s side. I am happy to report, after two weeks, my mom’s condition has improved and she is returning to normal. Appendicitis is the inflammation of the appendix and is a true medical emergency. Practically, the only treatment is the surgical removal of the four-inch organ, which dangles off the beginning of the large intestine. The medical community agrees that the appendix can be removed without causing adverse health consequences but its function is unclear. Some theories indicate that it is part of our immune system in childhood. Another theory is that the appendix is a vestigial organ, one that was useful to our ancestors who ate different foods and needed it to aid in digestion, but which is now nearly useless. If an inflamed appendix is not removed, it will perforate or burst, causing infectious waste to spill into the body’s abdominal cavity resulting in peritonitis. Peritonitis is the inflammation of the peritoneum, the layer of cells lining the inner wall of the abdomen and pelvis. Left untreated, appendicitis and peritonitis are often fatal. My mother was lucky. Within hours, a surgeon was removing her appendix. Imagine onboard a yacht and someone is having severe abdominal pain. How
far is medical care? Appendicitis can be serious, even deadly. Anyone can develop appendicitis. It mostly strikes people between the ages of 10 and 30. But it can also strike people in their late 60s. The Mayo Clinic lists the following signs and symptoms of appendicitis: If someone exhibits these symptoms, seek medical attention immediately. Early on, the most common symptom is an aching pain in the torso that moves around a bit. There may be some nausea and sometimes vomiting, which may persist, despite a loss of appetite. As the inflammation spreads, the pain may become sharper and more severe. The abdomen may swell a bit. The pain settles in the lower right abdomen at what’s known as the McBurney point. This point is about halfway between the navel and the top of the right pelvic bone. The condition carries a low-grade fever that starts after other symptoms appear. There can be constipation and an inability to pass gas, or diarrhea. While at sea, there is little anyone can do to treat appendicitis. If appendicitis is suspected, contact a doctor and alert the captain. If appendicitis is suspected before heading out to sea, get checked out before leaving port. Avoid giving the patient anything to eat or drink as this could complicate or delay surgery. Avoid laxatives, antibiotics or pain medications because these can make diagnosing the problem more difficult and increases the risk of rupturing the appendix. Keith Murray, a former firefighter EMT, owns The CPR School, a first-aid training company. He provides onboard training for yacht captains and crew and sells and services AEDs. Contact him at 877-6-AED-CPR, 877-623-3277 or www.TheCPRSchool.com. Comments on this column are welcome at editorial@ the-triton.com.
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TECHNOLOGY BRIEFS
November 2013 B
Retractable stabilizer, fleet broadband and antenna launch New fin stabilizer launches
DMS Holland debuted at METS AntiRoll, a roll damping system specifically designed for superyachts. AntiRoll provides stabilization both under way and at zerospeed with a dual-axis fin stabilizer, which rotates while sailing and flaps at anchor. The curved, highaspect ratio fin reduces the drag by between 50 and 75 percent whilst sailing. In addition, with the fin flapping at zerospeed as opposed to rotating, a greater lifting force is generated providing a more stable platform. The fin is also retractable and can be partly folded back into the hull. AntiRoll uses a hybrid drive system resulting in relatively low power requirements. AntiRoll has been granted a patent and is in the PCT-route for international patenting. The first application will be on a motor yacht being designed and built in The Netherlands, according to a company statement.
For more information, visit www. dmsholland.com
For more information, visit www.e3s. com.
E3 offers VSAT-like fleet service
New VSAT antenna smaller
E3 has introduced FleetBroadband (FB) Service for Yachts, a faster service comparable to VSAT that it created in partnership with Inmarsat. FB for Yachts also has a competitive pricing plan, offering unlimited data at a monthly fixed price. The initial contract term is three months, which is renewable on a monthly basis. The service uses FleetBroadband antennas and terminals that many yachts already have on-board, making switching easy. FB for Yachts is the first step to Global Xpress (GX), a new service planned for global availability from the end of 2014. With up to 50Mb broadband, GX can be used alongside FB for Yachts. FB for Yachts is a global service, delivered through one operator so there’s no need for automatic beam switching. Voice calling is part of the service and works in parallel with the broadband data service. It can be used to supplement a bandwidth upgrade on an existing VSAT or as a backup service should the VSAT fail or be in shadow.
UK-based Cobham unveiled its latest high-performance VSAT antenna at the Monaco Yacht Show in September. SAILOR 800 VSAT is a three-axis stabilized Ku-band antenna system with an 83 cm reflector dish, which provides the same radio performance as competing 1m antennae. Cobham’s new antenna offers reliable, near-global, high throughput connectivity for e-mail, web browsing, IP applications, VPN, conference calling, etc. SAILOR 800 VSAT is based on the same technology platform as Cobham’s SAILOR 900 VSAT 1m antenna. For more information, visit www. cobham.com.
WhisperPower launches for yachts
Holland-based WhisperPower introduced at METS a series of ready-to-install electrical systems for recreational craft from 25 to 90 feet. The new product range consists of various system kits for both smaller and larger yachts and includes both generators and power solutions. Those aimed at the smaller yachts include maintenance free
batteries (for service, engine starting and thruster), smart multiple output battery chargers and optional inverter and inverter/ charger combinations for 230 V 50 hz power provision. For larger system requirements, the product range includes universal 90-260 VAC 50/60 Hz shore power support systems and a new range of high efficient super silent generators. The new Genverter variable speed generators, based on Permanent Magnet alternators, are 30 percent smaller and lighter compared with traditional generators, while audible sound levels reach less than 46 dBA inside the yacht. WhisperPower systems can be combined with other suppliers to offer additional features and extended functionality. In addition, WhisperPower also launched three battery product ranges: the Supreme Charger range (smart three-stage chargers fitted with three equal outputs, enabling the charge of three separate batteries), DC-DC converters that connect 12V DC devices and batteries to a main 24V DC system, and lithium ION batteries. For more information, visit www. whisperpower.com.
See TECH BRIEFS, page B4
B November 2013 TECHNOLOGY BRIEFS
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Genset for continuous duty; flat-fee for nav charts introduced TECH BRIEFS, from page B3
Northern Lights launches genset
Seattle-based Northern Lights introduced the M99C13 generator set at the 2013 International WorkBoat Show in early October. Rated for 99kW at 60 Hz (1800 RPM), it is U.S. EPA Tier III compliant. The M99C13 is built for continuous duty operation and is based on a base engine designed for long-life durability with replaceable wet cylinder liners, liquid-cooled turbos and cast-iron exhaust manifolds. Hoses, gaskets and belts have been minimized and most service points have been grouped on a single side to simplify maintenance. For more information, visit www. northern-lights.com.
Jeppesen offer flat fee for ENCs
Colorado-based Jeppesen has introducing FlatFee licensing for its official Electronic Navigation Charts (ENCs) to meet the growing need for flexible, expandable navigation solutions that help mariners more accurately predict annual charting costs. Jeppesen FlatFee lets mariners purchase some or all of nine worldwide zones at a fixed price. Once purchased, vessels are able to view and use all charts, for both voyage planning and navigation, without limitations, for a subscription term of one year. If sailing needs change, additional zone subscriptions can be added without having to create new licenses. Jeppesen uses a variation of existing licensing methods to ensure accurate processing of Hydrographic Office commissions. For more infomation, visit www. jeppesen.com/marine/commercial. Jeppesen is a subsidiary of The Boeing Company.
KEP debuts ECDIS-certified displays
Kessler-Ellis Products (KEP) Marine, a manufacturer of sunlight-readable marine displays, marine hardware and software products, has debuted its new
line of ECDIS-certified monitors and computers. Manufactured in the U.S., the suite of displays comply with IMO regulations requiring Electronic Chart Display and Information System (ECDIS) equipment and keeps electronic charts updated. KEP’s displays includes multi-touch options and are available in sizes for most installation applications. The ECDIS-certified computers are offered in multiple configurations. KEP Marine displays and computers are backed by a two-year, worldwide, advanced replacement warranty.
New AIS products launched
UK-based McMurdo introduced three new AIS products to the U.S. market at the 2013 International WorkBoat Show in October. The Smartfind M5 AIS Class A Transponder gives mariners the ability to view at a glance the AIS status of vessels around them and provides access to a host of detailed navigation information. It incorporates a comprehensive AIS MOB and AIS SART alarm to aid MOB recovery. The system provides on-screen Indication and internal buzzer when any AIS SART/MOB TXID is received. It
also allows a “buddy list” of the vessels own AIS MOB IDs and associated crew name and has a steer to rescue MOB casualty target screen. The Smartfind M15 AIS Receiver will decode all AIS messages that are transmitted by AIS Class A, Class B transponders, AIS SARTs, AIS MOBs and Aids To Navigation. It is designed with dual-channel receivers for optimal performance. The company has also developed the Smartfind M10 AIS Class B Transponder for smaller, non-SOLAS vessels where the complexity of a Class A Transponder is not necessary. It transmits vessel position information as well as receiving all AIS targets within about 20 miles of the boat. Using the built-in GPS receiver, the Smartfind M10 determines position, speed and course, and once this is combined with other navigational information, it is automatically transmitted without any user interaction. This device has not been authorized as required by the rules of the Federal Communications Commission and is not offered for sale until authorization is obtained. For more information, visit www. mcmurdomarine.com.
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BOATS / BROKERS
Yachts JL Seagull, Starlight, Mirage, Seacall, Capricorn sell Fraser Yachts has recently sold the 145-foot (44m) Benetti M/Y JL Seagull listed at 9.9 million euros with Vassilis Fotilas in Monaco, and the 119foot (36m) M/Y Seacall listed at $1.8 million with James Nason and Patrick McConnell in San Diego. The brokerage has added to its central agency listings for sale a 154-foot (47m) new build Proteksan Turquoise for 22.5 million euros listed with Stuart Larsen in Ft. Lauderdale and Fotilas in Monaco, the 129-foot (39m) Heesen M/Y Serenity J for 11 million euros with Jan Jaap Minnema in Monaco, and the 1126-foot (38m) Sunseeker M/Y Never Say Never for $15.5 million with Antoine Larricq in Monaco and Larsen in Ft. Lauderdale. New to the firm’s charter fleet include the 162-foot (50m) Benetti M/Y Rima in the Western Med through agent Bertrand Mattei in Monaco, the 142-foot (43m) Richmond M/Y Crowned Eagle in the Western Med through agent Patricia Codere in Ft. Lauderdale, the 107-foot (33m) S/Y Inukshuk in the Caribbean this winter through agent Anita Dodds in Ft. Lauderdale, the 97-foot (30m) Hargrave M/Y HP4 in Florida and the Bahamas through Dodds, and the 95-foot (29m) Ferretti M/Y Alandrea in the Caribbean this winter through Codere. In related news, Fabio Ermetto, recently appointed president of Yachtique, a superyacht services organization, the Azimut Benetti Group announced that Ermetto will also be the new chairman of Fraser Yachts. Ermetto was most recently sales and marketing director of the Heesen shipyard in Holland for the past six years. Former CEO Hein Velema has joined ISA Yachts as head of sales and marketing.
euros, the 116-foot Azimut M/Y Vivere with Sanford and Doyle for $6.9 million, the 89-foot M/Y Luchya with Goverts for 1.9 million euros, and the 80-foot Nautor’s Swan S/Y Conquistador with Goverts for 2.9 million euros. The brokerage also hired Philip Bell as a new sales broker in Ft. Lauderdale. Bell spent 12 years on yachts as an engineer and project manager.
Ft. Lauderdale-based IYC has sold the 132-foot (40m) Heesen M/Y Mirage by Alan Leigh for the buyer, broker Dennis DeLong of The Yacht Brokerage for the seller;
BYS, the brokerage division of Burger Boat Company, has added to its central agency listings for sale the 145foot (44m) Heesen M/Y At Last for $9.9 million, and the 75-foot (23m) Lazzara M/Y Lovin’ Life for $2.4 million.
Northrop & Johnson has recently sold the 113-foot (34m) Hatteras M/Y Capricorn (renamed M/Y Victoria) by Bill Titus in Newport, the 106-foot M/Y Starlight by Wes Sanford (listing), the 100-foot Azimut M/Y Melimar (renamed M/Y Grand Barossa) by Sean Doyle (selling), the 100-foot M/Y Aquarius W by Kevin Merrigan and Simon A. Turner (listing) and George Fortune (selling), the 100-foot Broward M/Y Escape by Turner. The firm added to its new central agency listings for sale the 257-foot M/Y Delphine with Joost Goverts for 38 million euros, the 123-foot Heesen M/Y Li-Lien with Sanford for 10.9 million
Camper & Nicholsons International has added to its new central agency listings for sale the 208foot (63m) Lurssen M/Y Polar Star, the 153-foot (47m) M/Y Project 12 built by Cantieri di Pisa. Merle Wood & Associates has added to its central agency listings for sale the 193-foot Austal M/Y Idol (in a joint listing with Fraser), the 116-foot Azimut M/Y La Dea (in a joint listing with IYC), and the 115-foot CBI Navi M/Y Aquarius. Moran Yacht & Ship has added to its new central agency listings for sale the 130-foot (40m) Horizon M/Y After You for 6.7 million euros, and the 122foot (37m) Heesen M/Y Perle Noire for 12.5 million euros.
Whyko Company signs new construction for a 105’ Benetti (above) Sail Division. The Italy-based yacht brokerage Whyko Company has signed a contract for the construction and delivery of a new 105-foot (32m) Benetti M/Y BSD 105 RS. Delivery is expected in the spring.
Denison Yacht Sales has added to its central agency listings for sale the 103-foot Cheoy Lee M/Y Blue Sky for $2.25 million, Ft. Lauderdale-based All Ocean Yachts has added to its central agency listings for sale the 98-foot (30m) Inace explorer M/Y Boundless for $7.99 million. Cheoy Lee’s Alpha Series Express Yacht line has added a new 87-foot Express Sportbridge, which it will debut at the Ft. Lauderdale International Boat Show.
November 2013 B
Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Oct. 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Oct. 15, 2012.
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 870/927 Savannah, Ga. 884/NA Newport, R.I. 898/NA Caribbean St. Thomas, USVI 1,100/NA St. Maarten 1,153/NA Antigua 970/NA Valparaiso 914/NA North Atlantic Bermuda (Ireland Island) 1,108/NA Cape Verde 874/NA Azores 965/NA Canary Islands 988/1,314 Mediterranean Gibraltar 916/NA Barcelona, Spain 945/1,757 Palma de Mallorca, Spain NA/1,820 Antibes, France 922/1,826 San Remo, Italy 1,058/2,305 Naples, Italy 976/2,034 Venice, Italy 1,044/2,278 Corfu, Greece 1,105/2,040 Piraeus, Greece 1,037/1,851 Istanbul, Turkey 947/NA Malta 1,186/1,946 Tunis, Tunisia 889/NA Bizerte, Tunisia 894/NA Oceania Auckland, New Zealand 921/NA Sydney, Australia 935/NA Fiji 942/NA
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 930/990 Savannah, Ga. 900/NA Newport, R.I. 995/NA Caribbean St. Thomas, USVI 1,055/NA St. Maarten 1,080/NA Antigua 1,195/NA Valparaiso 945/NA North Atlantic Bermuda (Ireland Island) 1,025/NA Cape Verde 1,010/NA Azores 965/NA Canary Islands 970/NA Mediterranean Gibraltar 940/NA Barcelona, Spain 960/NA Palma de Mallorca, Spain N/A/1,860 Antibes, France 965/1,885 San Remo, Italy 1,110/2,345 Naples, Italy 1,150/2,395 Venice, Italy 965/2,340 Corfu, Greece 1095/1,920 Piraeus, Greece 1080/1,890 Istanbul, Turkey 990/NA Malta 940/1,720 Tunis, Tunisia 950/NA Bizerte, Tunisia 955/NA Oceania Auckland, New Zealand 1,010/NA Sydney, Australia 1,015/NA Fiji 1,020/NA
*When available according to local customs.
B November 2013 MARINA NEWS
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The 1,300-plus yacht capacity marina at Puerto Rico’s Puerto Del Rey is slated for revitalization and redevelopment. PHOTO PROVIDED
New owners have big plans for Puerto Del Rey marina in P.R. By Carol Bareuther New owners of Puerto Rico’s Puerto Del Rey plan to revitalize the marina and turn it into a global yachting destination. Putnam Bridge Funding, a hedge fund with offices in Greenwich, Conn., and San Juan, purchased the 1,300-plus yacht capacity marina, the largest in the Caribbean, in June after the previous owners filed for bankruptcy protection in January. “Puerto Del Rey is a property that can’t be replicated for a variety of reasons,” said Nicholas Prouty, chief executive officer of Putnam, which specializes in acquisitions of landmark real estate assets in the U.S., Puerto Rico and Europe. This is the company’s first marina. “We saw it was in bankruptcy, knew there was a window of opportunity to go after it and turn it into something special.” The property was acquired by Putnam’s Puerto Rico-based subsidiary for a reported $47.5 million. The group plans to pump $400 million more into renovations and redevelopment. Included in the acquisition are 90 acres of land surrounding the marina that includes the fuel dock, a boatyard with a 165-ton lift, an on-site U.S. Customs & Immigration office, commercial buildings, residential buildings and a heliport. Putnam’s master plan calls for a substantial rehabilitation of existing facilities in the 1988-built marina such as bathrooms, public areas, restaurants and retail shops, plus the installation of a new security system by the end of 2013. Marina upgrades include the
construction of 200 dry slips in 2014. Currently there are 354 dry slips and 960 wet slips. The wet slips accommodate yachts from 30 to 200 feet, including space for up to 10 megayachts. The marina’s entrance draft is 12 feet, and 13-15 feet at the slips. Upgrades of slip-side pedestals will include cameras so that owners can check on their vessels or work of service providers from a remote location. Boatyard improvements include cement and rebar reinforced tie-downs for storm season and an increase in onsite repair contractors. New additions call for the construction of a swimming pool, yacht club, gym and full-service watersports center. Plans also include development of a 300-unit eco-sensitive condominium community. Design plans for this community are expected to be finalized by the end of the year. Putnam intends to invest in the service-related side of the business, too. “Puerto Rico is often described as the gateway to the Caribbean; I view it differently,” Prouty said. “It’s a place of arrivals. It’s a destination due to elements we are providing, plus all the other attributes like great airlift, on-island attractions and the close proximity to other islands such as the U.S. and British Virgin Islands. Key for us is to deliver a level of service expected from other luxury marinas around the world and un-paralleled in the Caribbean.” Carol Bareuther is a freelance writer in St. Thomas. Comments on this story are welcome at editorial@the-triton.com.
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MARINAS / SHIPYARDS
Emerald Bay upgrades fuel tanks; marina perk program combines Emerald Bay improves fuel facility
The Marina at Emerald Bay in Great Exuma, Bahamas, is upgrading its fuel service facility. All tanks at the facility, – including the 90,000-gallon dockside diesel capacity and the 25,000gallon gasoline capacity – are being reconditioned, cleaned and repainted. The fuel “farm” facility is getting a new catwalk and steps. The project was expected to be completed in October.
D-Marin marinas create programs
D-Marin Marinas Group, which has a network of 10 marinas (above) in Turkey, Greece and Croatia, has combined the benefits of its three customer programs into D-Marin World. D-Marin’s overall capacity reaches almost 9,000 berths, which makes it the largest international chain of marinas in the regions. After joining any of the annual customer programs – named Passenger, Explorer and Conqueror – a yacht owner can take advantage of berthing options, advantages, and rewards. Other programs such as Plus 1, the DCat Club and the soon-to-be-launched Superyacht Freedom programs will offer seasonal benefits. The Passenger program enables the customer with an annual berthing contract to visit other D-Marin marinas for up to 30 days without paying extra berthing fees. The Explorer program lets the yacht create its own annual berthing package, securing a berth at multiple D-Marin marinas, choosing the duration at each marina. The Conqueror program allows yachts to berth at D-Marin marinas any time, as long as the owner wants, with priority, even without notice. The Plus 1 program enables an owner to invite a friend to join D-Marin Marinas Group. If he signs an annual agreement, the proposer receives one month free berthing. D-Marin World destinations are in Bodrum, Göcek and Didim in Turkey; Mandalina, Dalmacija and Borik in Croatia; and Flisvos Marina, Zea, Gouvia and Lefkas in Greece. D-Marin is part of the Doğuş Group, one of the largest private-sector conglomerates in Turkey, with a portfolio of about 180 companies. It
entered the marina industry in 2003. The group is still acquiring marinas throughout the Mediterranean. For more information, visit www.d-marin. com.
Ocean Alexander in Taiwan
Alexander Marine, the manufacturer of Ocean Alexander yachts, announced an expansion to its manufacturing facility in Kaohsiung, Taiwan, to meet a demand for larger yachts. With nine new boats sold this summer, Alexander Marine will close its yard in China to consolidate personnel into one yard. “There’s been a very strong response to our designs in the 90-foot and 112foot range,” Kevin Tseng, executive vice president of Alexander Marine, said in a news release. “Many of our owners stay with us as they move up in size and we want to continue to maintain our high standards … by expanding the Taiwan yard and bringing our highly skilled employees back into one location.”
Bradford dealer for Venture boats
Ft. Lauderdale-based Bradford Marine has been selected the exclusive dealer for Venture Boat Company in Broward County, Fla., and the Bahamas. “Venture boats are a great choice for any fisherman, make excellent tenders for our customers’ yachts, and can be individually customized at our facility,” said Paul Engle, president of Bradford Marine, in a press release. Venture, under new owner Lee Heaton, has undergone a modernization, adding a number of improvements to its existing models. Venture builds a semi-custom line of boats, including a 23-foot bay boat, a 27-foot center console and 34- and 39foot open fishermen. “Venture has updated every aspect of its business to provide unmatched customer service and attention to detail,” Venture COO Carl “JR” Herndon said. “We are dedicated to highperformance and quality, using only the best materials.” For more information, visit www. bradford-marine.com.
Maine shipyard to relocate
Maine boatyard owner Phineas Sprague Jr. sold his 10-acre Portland Co. Marine Complex this summer and bought or leased 23 acres nearby to relocate his Portland Yacht Services boatyard, according to a story on MaineBiz.biz. The new site is on West Commercial Street, adjacent to the International Marine Terminal and the Casco Bay Bridge, the newspaper reported. In late
See MARINAS, page B10
November 2013 B
B10 November 2013 MARINAS / SHIPYARDS
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Portland complex to relocate; San Francisco marina upgrades MARINAS, from page B9 August, Sprague announced he was buying Gowen Marine, just east of the property. MaineBiz.biz has an extensive question-and-answer feature with Sprague discussing both his and the city’s long-term plans for its working and commercial waterfront zones.
Bay area marina upgrades
The city-owned Oyster Point Marina in San Francisco has recently completed replacement of piers 8 and 11. With direct access to the bay, Washington-based Bellingham Marine was general contractor. Oyster Point’s existing 20-year-old glu-lam, timber system was replaced with Bellingham Marine’s concrete floating docks fitted with upgraded utilities and
accessories. Demolition started in January. The marina’s guest dock, dock 8, was the first to be replaced and now provides 156 feet of side-tie moorage. Power and potable water are available on the dock. Pier 11 was replaced with a 332-foot long main walk with 24 single berth slips for boats up to 45 feet. The old docks were given to the America’s Cup to provide temporary moorage for racers over the summer. They will later be donated. Oyster Point marina boasts 455 berths, a boat launch, fuel dock and a 300-foot fishing pier. Other amenities include a 33-acre park with hiking and jogging trail, picnic facilities and a 2.5acre sandy beach.
ISA Yachts hires Velema
Italian builder ISA Yachts has hired
former Fraser Yachts CEO Hein Velema as head of sales and marketing. “This is the type of challenge that I simply cannot resist, the chance to ensure that a first-class company receives the recognition it deserves,” Velema said in a press release. Velema started his yachting career at Feadship in the Netherlands, where he spent 11 years building one of the top brands in the global superyacht world. In 2007, he joined Fraser in Monaco as worldwide director of sales and became CEO in 2009. As head of sales and marketing at ISA Yachts, Velema will be part of the management team and play an active role in the further development of the yard, its brand and its product portfolio. ISA – International Shipyards Ancona – has delivered 28 superyachts.
It builds in both fiberglass and steel in the 30-70m range, and is developing new lines to eventually build yachts up to 100m. “We are going to focus on increasing our marketing efforts in order to build a clearly identifiable and distinct brand,” Chairman Michael Mogilevsky said. “Hein will help us develop a centrally managed sales network, reflecting our belief that the current market requires a fresh approach to sales and marketing. The task now is … to show that ISA is the best and most efficient yacht builder in Italy, on a par with the best yards in Germany and the Netherlands.” Marcello Maggi, ISA Yachts’ previous sales and marketing head, will continue to support and represent ISA to a group of clients. The 12-year-old company opened an office in Ft. Lauderdale in May. For more information, visit www. isayachts.com.
Marina near Barcelona grows
Mataró Marina Barcelona (above) attracted several new clients during the Monaco Yacht Show, yachts that will spend the winter at the marina. Located a few miles north of the city, the marina is operated by Varador 2000 and has been open about two years, according to a company statement. It accommodates yachts from 20-50m. The Varador 200 shipyard is nearby in Arenys de Mar where customers can find technicians to handle all marine skills, including mechanical, carpentry, joinery, painting, electronics, hydraulics and welding.
Jersey marina honored
The Cape May County Chamber of Commerce honored South Jersey Marina for its efforts to beautify its property after a fire last summer and superstorm Sandy in late October last year. In August of 2012, the marina suffered a fire that destroyed its restaurant and yacht sales office, and rendered most other marina offices, heads and retail spaces unusable. Two months later, Superstorm Sandy flooded the first floor of the marina. After an eight-month restoration, the marina now has laundry facilities, showers and heads, a new Saltwater Café, and a new retail outlet, Fathoms. A new ships store will eventually house a delicatessen. For more information, visit www. southjerseymarina.com.
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www.the-triton.com FROM THE TECH FRONT: Rules of the Road
Private and commercial must have response plan completed RULES from page B1 require all owners and operators of selfpropelled nontank vessels of 400 gross tonnage and greater to prepare and submit an oil spill response plan. For yachts, this includes all types, private or commercially registered. The new regulations are nearly identical to the NVIC and amendments issued since 2005. The rules specify the content of a response plan and address, among other issues, the requirement to plan for responding to a worst case oil discharge and a substantial threat of such a discharge. Additionally, it updates the regulations relating to the international Shipboard Oil Pollution Emergency Plan (SOPEP) requirements as they apply to certain nontank vessels and tank vessels under the U.S. flag. The rule adds a new section to the Code of Federal Regulations (CFR), 33 CFR part 155, subpart J, Nontank Vessel Response Plans (33 CFR 155.5010155.5075) and revises portions of 33 CFR parts 151, 155, and 160. As stipulated a response plan must: Be consistent with the requirements of the National Contingency Plan and Area Contingency Plans; Identify the qualified individual having full authority to implement removal actions, and require immediate communications between that individual and the appropriate federal official and the persons providing personnel and equipment; Identify, and ensure by contract or other approved means the availability of, private personnel and equipment necessary to remove to the maximum extent practicable a worst-case discharge (including a discharge resulting from fire or explosion), and to mitigate or prevent a substantial threat of such a discharge; and Describe the training, equipment testing, periodic unannounced drills, and response actions of persons on the vessel or at the facility, to be carried out under the plan to ensure the safety of the vessel or facility and to mitigate or prevent the discharge, or the substantial threat of a discharge. The NTVRP requirements align to the existing tank vessel response plan requirements, including common definitions and plan elements. However, while tank vessels must comply with all functional elements listed in the CFR, the USCG has tailored the requirements for some nontank vessels. This is best illustrated in the NTVRP’s planning elements, specifically the criteria for response services. They are scaled to oil capacity. For smaller nontank vessels with corresponding smaller oil capacities, there are fewer NTVRP functional planning requirements. As such, the
The M/V Selendang Ayu aground in PHOTO PROVIDED 2004. response services a nontank vessel owner must plan for are scaled to the oil capacity and risk of the vessel. Doing so allows the USCG to minimize the burden in carrying out the statutory mandate and focus on those vessels that present the greatest risk to the environment should a breach occur. Lastly, the final rule implements a new stipulation. It mandates vessel owners or operators to submit their vessel response plan control number as part of the already-required advance notice of arrival (ANOA) information. This new pre-screening process may foreshadow possible yacht entries being denied due to noncompliance with the NTVRP regulations. This requirement has been in place since 2005, most yachts that call upon U.S. waters already have an NTVRP in place. However, the captain must ensure the plan is current and accurate. During the course of our work on board multiple yachts, IYB surveyors have observed that many yachts possess a written plan, but it does not reflect the current owner or other important details. Unlike the SOPEP manual, the NTVRP has a mandatory U.S.-based shoreside component that must be tested on a quarterly basis. If you run a yacht that this regulation applies to and you are unaware of the name of your Qualified Individual, how to contact that person, or if the oil spill response equipment is available, take action immediately. Do not wait until your ANOA is denied and the scramble begins. 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.
November 2013 B11
B12 November 2013 CREW NEWS: Camino de Santiago
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Pilgrims walk for love, health, solitude or to hit the bars TRAVEL, from page B1 way on crutches and a grandmother completing the way with her granddaughter. I met a number of Polish people who walked for religious reasons and I often bumped into an American history professor and a group of his students there for academic reasons.
met filmmakers, chefs, bank managers, surfers, families and candlestick makers walking the way. During the Middle Ages, pilgrims walked the way to find salvation, healing and renewal. Rituals, tradition and spirituality were the main drivers of the camino experience.
Relationship tales
Modern-day pilgrims do it for a range of reasons that far exceed religion; some to find love, some for healing and others simply to lose weight. Some people chose a solitary and spiritual journey, while others (especially the Irish) made use of every bar along the route. The camino really is what you want
I heard about many camino romances. Some were summer flings, while others led to marriages … or affairs. There were many people who walked the camino to heal from divorces and breakups. One girl spent hours each day walking and crying over lost love. I
Religion not only reason
Black with a good samaritan who handed food and beverages to pilgrims PHOTOS PROVIDED on the walk on the Camino de Santiago.
Camino de Santiago Bay of Biscay Santiago de Compostela Atlantic Ocean
SPAIN Finisterre
León
GALICIA
Camino de Santiago is a pilgrimage through Spain. Franki Black walked GRAPHIC/CHRISTINE ABBOTT, ABBOTT DESIGNS from Leon to Finisterre. it to be. During my journey I walked through Time alone in nature, coupled landscapes filled with red poppies, with walking alongside strangers, did vineyards, cherry trees, ultra-modern something good windmills and for my soul. Much snowcapped like life on a yacht, mountains. Old Time alone in nature, the camino is a stone villages lined coupled with walking microcosm of life. the rural landscape alongside strangers, did Some people walk and from time to the entire way time do-gooders something good for my together, whereas would emerge soul. others simply say in the middle of Much like life on a hello and move on. nowhere to hand The experience out fruits and wise yacht, the camino is a is known to open insights. microcosm of life. people up. Perfect Some people walk strangers who Galicia a mixture the entire way together, may not share a Halfway into language think my walk, I entered whereas others simply nothing of striking Galicia, Spain’s say hello and move on. up conversations. Celtic-infused The experience is known province. I entered All human emotions are to open people up. Galicia by way of put to the test; a steep hill only to from patience to be rewarded with determination to spectacular views empathy. Pilgrims carry their own load from O Cebreiro, an old town famous in the form of a backpack and therefore for its cheese. only essentials can be taken. Excess, Galicia is a perfect blend of Spanish luxury and a five-day work week and Irish cultures where Celtic music, become distant memories. dance and symbols mark the land. As a province filled with folklore, Galicia is famous for its witches. Word has it that these medicine women are still around and ready to cure aches and pains through herb concoctions. A scallop shell, unique to the Galician coastline, has long been the symbol of the Camino de Santiago. People mark their status as pilgrims by dangling these seawares from their backpacks. Today pilgrims return home with the prized Compostela, a certificate of completion, but during the Middle Ages a shell was the only proof.
Rituals abound
Other rituals are as strong as ever on the way. At the base of a large cross on a mountaintop, past a town called Astorga, pilgrims deposit small stones that represent sins, burdens, love or whatever is of importance to them. The religious flavor of the camino See TRAVEL, page B13
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www.the-triton.com CREW NEWS: Camino de Santiago
November 2013 B13
Roommates in dorms a challenge to proper rest TRAVEL, from page B12 is tangible through churches and monasteries along the route. Samos, a quiet village on a detour trail from Triacastela, boasts one of Spain’s most ancient monasteries dating back to the 6th century. Today’s pilgrimage is a far cry from how it used to be in the Middle Ages. Local residents have long since cottoned onto the idea of making money from passing pilgrims, so cafes are plentiful and beckon with delicious coffee, croissants, tortillas, sandwiches and beer. Pilgrim accommodation is also in high supply and comes in the form of an alburgue, the local name for dormitory-style rooms and communal bathrooms. This was perhaps the most challenging part of my camino experience as snoring and unhygienic roommates often left me sleep deprived. Besides these humbling discomforts, I found the alburgues to be fantastic meeting places where stories are exchanged, blisters are compared and friendships are made over shared meals. With aching legs, I finally reached Santiago de Compostela. Walking beside a melting pot of pilgrims I hastily made my way to the cathedral. Its sheer height and intricacy took my breath away and all around overwhelmed pilgrims cried, fell flat on the plaza or simply stared at the majestic building. Besides its extraordinary cathedral, Santiago is an enchanting European city. Its old town is filled with bagpipers, opera singers and guitarists, while a constant stream of pilgrims flood its streets. I regained my strength in Santiago, before taking on three more days of walking to Finisterra, a coastal village that was thought to be the end of the world in the Middle Ages. I crossed mountains, rivers and farms until I reached Finisterra. The last evening was bittersweet, as I bid farewell to newfound friends. With fellow pilgrims, we headed to
A Gaudi church seen on the camino.
Finisterra’s vast rock outcrop for its famous sunset. Reflective pilgrims sat all around us, watching the wild ways of the Atlantic. I could feel the energy of this sacred space and for a few minutes I believed that it was indeed the end of the world. Former yacht stew Frankie Black now lives and works in South Africa. Comments on this story are welcome at editorial@the-triton.com.
The author walked the camino through Spain.
PHOTO PROVIDED
B14 November 2013 CALENDAR OF EVENTS
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U.S., British Virgin Islands host shows, film festival mid-month EVENT OF THE MONTH Nov. 16 Fort Yachtie Da International Film Festival, Cinema Paradiso, Ft. Lauderdale
A video competition between yacht crew who compete to earn an Oscar fish trophy and cash prizes. Dress code is yachtie black tie. Portion of proceeds benefitting Marine Industry Cares Foundation. 7-midnight. www.fortyachtieda.com For events during Fort Lauderdale International Boat Show, please see separate calendar on page A4.
Nov. 3 Daylight saving time ends at 2
a.m.. Set clocks back one hour in most states. www.timeanddate.com
Nov. 4-6 39th annual Virgin Islands
Charteryacht League, Yacht Haven Grande Marina, St. Thomas, USVI. Events include, culinary competition, 80s party. www.vicl.org
Nov. 7-10 32nd BVI Charter Yacht
show, Nanny Cay, Tortola, British Virgin Islands. www.bvicrewedyachts.com
Nov. 8 The Triton Bridge luncheon,
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Active captains only. RSVP to Editor Lucy Reed at lucy@the-triton.com or 954-525-0029. Space is limited.
Nov. 9 Crew4Yachts Crew party, Ft.
Lauderdale. Annual party for yacht crew held after the Fort Lauderdale boat show. To be in the plaza parking lot of Crew4Crew, 1093 SE 17th Street, + 1 95-764-8995, www.crew4crew.net.
Nov. 10-14 Intermediate Marina
Management course, Ft. Lauderdale. Course by the International Marina Institute to become a certified marina manager or certified marina operator. www.marinaassociation.org
Nov 14 Lloyd’s Register, Miami. PSC
training for practical approach to Port State Control course. www.lr.org.
Nov. 15-17 Ladies, Let’s Go Fishing!
Florida Keys University, Tavernier, Fla. www.ladiesletsgofishing.com.
Nov. 17-24 Miami Book Fair, Miami. The Street Fair runs Nov. 22-24. www.miamibookfair.com
Nov. 18-20 Global Superyacht
Forum, Amsterdam. New-technology sessions, panel debates on core topics, and one-on-one interviews. www. superyachtevents.com
Nov. 19-21 Marine Equipment
Trade Show, Amsterdam. Expecting 15,000 international marine industry professionals to convene for networking, innovation and business. www.metstrade.com
Nov. 20 The Triton’s monthly
networking event on the first Wednesday of every month from 6-8 p.m. This month is a poker run sponsored by Yachty Rentals. www.the-triton.com
Dec. Holiday boat parade finder. A Web
site that lists holiday boat parades in the United States by state or date. www. boatus.com/events
Dec. 5-8 36th Annual St. Petersburg
Power and Sailboat Show, St. Petersburg, Fla. ShowManagement.com
Dec. 6 The Triton’s monthly networking event on the first Wednesday of every month from 6-8 p.m. Sponsored by West Marine in Ft. Lauderdale. www.the-triton.com
Dec. 6-12 52nd annual Antigua
Charter Yacht Show, Antigua. Yachts will be at Nelson’s Dockyard Marina, the Falmouth Harbour Marina and the Antigua Yacht Club Marina. This year’s Concours de Chef theme is “The Raw Food Luncheon Challenge.” antiguayachtshow.com
Dec. 14 Seminole Hard Rock
Winterfest Boat Parade, Ft. Lauderdale. The parade travels east on the New River and north on the Intracoastal to Lake Santa Barbara in Pompano Beach. Starts in downtown Ft. Lauderdale at 6:30 p.m. winterfestparade.com
MAKING PLANS Feb. 13-17 The Yacht and Brokerage Show, Miami Beach
The megayacht part of the Miami International Boat Show runs inwater along a one-mile stretch of the Indian Creek Waterway. Free, www.showmanagement.com. Running concurrently is the Miami International Boat Show at the Miami Beach Convention Center and Sea Isle Marina and Yachting Center. Strictly Sail will be at the Miamarina at Bayside. Free shuttle bus, www.miamiboatshow.com.
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SPOTTED: Italy, Nevada
Triton Spotters
Quantum Group carried a Triton on their annual motorcycle ride in early September. The group posed outside the (allegedly) world famous Chicken Ranch Brothel in Pahrump, Nev. in early September. Ten motorcycles traveled from Las Vegas to Death Valley via the Hoover Dam, then west to Mt. Whitney, south to the Sequoia National Park, into Yosemite Valley and then on to the Reno Air Races via Lake Tahoe. Pictured are (back row from left) Jayne Allen, Sandy Yawn, Peter Florence, Lindsay Baxter, Claudia Potamkin, Byron Stauffer, John Barth, Mike Bellinder; (front row from left) Peter Grenfell, Dave Reeve.
The Triton was spotted in front of the recently righted MS Costa Concordia in the hands of Publisher David Reed. Reed took a day off from the Monaco Yacht Show to drive down to Isola del Giglio, Italy, in late September. The ship had been stuck off the coast since it hit a rock in January 2012.
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.
November 2013 B15
C Section
Calling all scooters Join Triton poker run with Yachty Rentals on Nov. 20.
November 2013
C2
Surf’s up at networking See photos from Ward’s Marine Electric’s flashback event. C3
Whole, skim, condensed Milk varieties include a dizzying array of choices. C4
Compensation, quality of crew concerns and rules and regulations are a few of issues of importance to captains and crew in the November Triton survey. TRITON FILE PHOTOS
Crew prioritize their top concerns in yachting Bump into any captain or crew member at a networking event and ask them how things are going and you’ll likely get an earful about something. They aren’t complaining, really, but rather venting. As we all know too well, each yacht operates differently. There are few conditions that apply to all yachts or to all crew, so it makes it tricky for anyone who attempts to generalize on a topic, such as in this survey, for example. Even asking a simple question about a favorite destination, we are given answers such as “anywhere that’s away from the dock” and “anywhere closer to home.” So this month, we tried something different. We asked our captains and crew readers to tell us what their issues are, in an attempt to hone in on the topics they would have us tackle. We divided up this yachting industry
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Crew meals, picky guests, part of reality
TRITON SURVEY: Issues in yachting
By Lucy Chabot Reed
Gaining respect inside Interior crew have option with leadership course.
into three categories: personal, operational and industrywide. By “issues”, we didn’t mean to imply “problems”. The areas noted were simply areas that perhaps need attention in our industry, elements that might impact how captains and crew do their jobs and how they succeed in their careers. We considered this survey a starting point and plan to address these topics in more depth in the coming months. We weren’t really surprised to discover that the responses of the nearly 100 captains and crew who took this month’s survey were pretty evenly split. In the first, more personal question, we asked What is the single biggest issue you are dealing with in yachting as it applies to your personal involvement? The top two concerns captains and crew have are leadership abilities (we didn’t distinguish between their
own or that of their superior) and compensation, each at nearly 20 percent of responses. “Captains know how to drive a boat and have no management experience whatsoever,” said a first officer in yachting more than 10 years. “Sitting in a classroom for a week does not teach management.” “Salaries are not keeping up,” said the engineer on a yacht 180-200 feet. “There are better-paid jobs outside yachting for engineers, and I’m leaving yachting.” “Finding that, without any type of human resources, the management skills are less than appropriate,” said a stew aged 26-30 in yachting less than three years. “Superiors do not properly deal with crew or boat issues with professionalism. Language and temper are two of the biggest issues. And lower level employees do not have a ‘higher power’ to reach out to for help in an
See SURVEY, page C10
Now that the yachting reality show “Below Deck” is over for the season, I thought I would take a moment to put the depicted chef and galley in perspective. Ben, the chef among all of his crew members, actually added a light and airy mood to the show, and some professionalism to all the drama that Culinary Waves unfolded among Mary Beth the other crew Lawton Johnson members. Between the irresponsible ego-driven deckie and his “actually lasted through the season” chippie girlfriend and the stoic chief stew, it was a pleasure watching Ben work. He seemed to be the only one with a sense of humor and certainly was the only one shown to lighten an otherwise dismal situation. (Although in the final episode, Eddie sure turned out to be a funny guy.) But what we didn’t see was the bigger picture. The show did not paint an accurate picture of the hard work yacht crew put forth and instead showed mostly dissension among the crew. If the captain I worked with ever heard a crew member talk to him the way those young crew did, those crew would be on the dock in a heart beat. You are replaceable as a crew member; don’t ever forget that. What they don’t show is that not only did Ben cook for the picky guests but also for the crew every day, especially on those long and arduous charter days. We chefs have to pull it all together based on preference sheets that are usually not complete and can change at a drop of a hat, not to mention an extra guest coming onboard, or a previously undisclosed food preference or allergy. Not only do we have to take all that
See WAVES, page C6
C November 2013 TRITON NETWORKING: Yachty Rentals
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Calling all scooters to ride the Triton poker run on Nov. 20 Hop, skip or jump to The Triton’s monthly networking event on Nov. 20 with Yachty Rentals. This is our annual poker run to raise money for The Triton scholarship to help students in the Broward College marine training program. This is our fifth year raising money for the kids at Broward College. Join us at 5:30 p.m. to pick up a scooter (deposits will be required) or bring your own, a bicycle, or even a skateboard to tool around on this short course behind Lester’s. The ride is simple. Ten dollars buys you a hand. Pick up cards at Yachty Rentals, National Marine Suppliers, Advanced Mechanical Enterprises and Elite Marine, returning to Yachty Rentals for the final draw. Regular Triton networking follows, which runs 6-8 p.m. as always. Until then, learn about Yachty Rentals from its owners, Rai and Cynthea DeSousa. Q. What does Yachty Rentals & Repair do? As a scooter and car rental service, we provide reliable transportation. We provide the best rates and cater to yacht crew. As a repair service, basically, if it has wheels, we can fix it. We provide professional scooter and car repairs.
And we do oil changes, tire balancing, Q. At Yachty Rentals, who are brake work, tune-ups, suspension work, captains and crew most likely to alternators, pumps, belts and pulleys. work with? For scooter repairs we have a They will always work with the two full service shop. Broken down? No owners, that being Boss Lady Cynthea problem, we and Rai DeSousa. offer towing. We believe that our Q. Tell us This is our annual customers’ needs about your poker run to raise and satisfaction mechanics? come first. Our technicians money for The Triton are certified and scholarship to help Q. How did you trained to ensure students in the Broward get the idea for that your car or College marine training this company? scooter is fixed Rai: As a the right way, the program. dayworker without first time. Our goal Join us at 5:30 p.m. any transportation, is to provide our on scooter, bicycle, or stranded or stuck customers with in Derecktor’s, I honest, quality even skateboard to tool found out how service in a timely around on this short hard, if not almost manner. course behind Lester’s. impossible, it was to find any means Q. So how do of transport. crew rent a ride? When I did find Call 855-55it, I found that it was pretty far away Scoot or check one out right online at and oh, so very expensive. www.yachtyrentals.com. Q. How long have you been in the industry? Rai has worked in the yachting and boating industry for more than 11 years.
Q. Do riders get training? Do they have to wear a helmet? Yes, they get training. And the helmet is not required if you are older than 25, but we always give out helmets
for free and offer ‘’crash courses.’’ LOL, that course is actually on how not to crash. Q. Where do people pick up a scooter? We offer two convenient locations as well as other options. Come to our business behind Lesters and we’re now at the new National Marine location at Bahia Mar. Or call us for a delivery. We will deliver the scooter or car directly to your door. Q. What is your best rental saga or repair story? A Swiss tourist took one of our scooters all the way to South Carolina. Then called us from the airport saying that the scooter was available for pickup. Our best repair story was when we had to fish one out of the Intracoastal Waterway. The engineer said, “Oh, everything will be alright, all you have to do is replace the battery.” Contact Yachty Rentals at 855-55SCOOT, +1 954-226-9177, yachtyrentals. com. Join the event south of S.R. 84 in the neighborhood behind Lester’s Diner at 205 S.W. 28th St., Ft. Lauderdale (33315).
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NETWORKING LAST MONTH: Ward’s Marine Electric
M
ore than 300 captains, crew and industry professionals gathered with Ward’s Marine Electric for Triton networking on the third Wednesday in October. Attendees got their feet in the sand, reminisced with classic cars and enjoyed music, food and tours of the facility, all to celebrate 10 years in the company’s new headquarters. PHOTOS/DORIE COX
November 2013 C
C November 2013 NUTRITION: Take It In
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When it comes to nutrition, not all milks are created equal Got milk? Sure. But the real question is what kind? Milk comes in a dizzying array of types from fresh whole fat to skim, buttermilk, evaporated, condensed and powdered. Mankind has been drinking milk from cows, sheep and goats since these animals were first domesticated Take It In as early as 9000 B.C. Carol Bareuther Today, about 85 percent of all milk produced around the globe comes from cows. Commercial dairies pasteurize, homogenize and fortify their milk. Pasteurization is the process of heating the milk to temperature high enough to kill microorganisms that could cause either disease or spoilage. Homogenization is where fresh milk is mixed so that the cream doesn’t rise to the top, but instead stays in suspension in one equal and fluid mix. And milk is often fortified with Vitamin D. Reduced-, low- and fat-free milk is fortified with Vitamin A.
Fresh milk
It wasn’t until the 1950s that cow’s milk was processed to offer different
amount of fat. Whole milk contains the most fat of all milk choices with 8 grams in each 1-cup serving and 150 calories. Two percent milk may sound low in fat, but it isn’t considering that whole milk is 3.25 percent fat. In fact, 2 percent milk is termed “reduced fat” not “low fat”. It contains 5 grams of fat and 120 calories per cup. One percent milk is classified as “low fat” and offers 2 grams of fat and 100 calories per cup. If you want the least amount of fat in your milk, choose skim. One cup of skim milk is “fat-free” with 90 calories per serving. Skim milk might taste like water if you’re accustomed to drinking whole milk since the fat in whole milk provides a certain creamy mouth feel. A good way to make the change is to start with 2 percent, then gradually drop to 1 percent and finally skim. Skim milk provides the added benefit of an extra gram of protein per serving (9 grams versus 8 in whole milk), over twice as much Vitamin A due to fortification and more calcium, magnesium, phosphorus, potassium and zinc than whole milk. Buttermilk may sound even higher in fat than whole milk, but it isn’t. Traditionally, it was the low-fat liquid left over after milk or cream was churned to make butter. Today, buttermilk is made from low-fat or
fat-free milk that has lactic acid added to give it its tangy taste and creamy texture. One cup of low-fat buttermilk provides 2 grams of fat and 100 calories.
essential ingredient in recipes for key lime pie, other types of creamy pies, and flans.
Canned milk
You guessed it: Powdered milk is made from removing almost all of the water from regular milk. The most abundant type of powdered dry milk is nonfat. Whole and low-fat dry milks are also available, however the higher fat content shortens the shelf life of these milks. When a can of powdered nonfat milk is unopened, the contents inside remain good for 2 to 10 years past its expiration date. Once the powder is reconstituted with water (mix 1/3 cup of powder into 1 cup of water), shelf life is reduced to 4-5 days. One cup of reconstituted powdered nonfat dry milk contains 80 calories and 0 grams of fat. Use of nonfat powdered milk is a good and inexpensive way to fortify the protein content in a food or beverage. Two tablespoons provide 3 grams of high quality protein. You can stir this powder into regular milk, yogurt, puddings, cream soups and hot cereals.
The two types of canned milk are evaporated and condensed. Evaporated milk is made by removing some 60 percent of the water. It’s typically used in baking or to make creamier hot cereal such as oatmeal or cream of wheat. Evaporated whole milk contains 320 calories and 16 grams of fat per 1-cup serving. Evaporated nonfat milk provides 200 calories and 1 gram of fat per cup. The big benefit of canned milk is that, unopened, it stays good for 15 months. That makes it possible to have milk when fresh isn’t available or would have soured. Sweetened condensed milk is akin to evaporated milk in that about half the fluid is removed. However, lots of sugar is added as a preservative. One cup of sweetened condensed whole milk serves up 982 calories and 3 grams of fat, while an identical serving size of fat-free sweetened condensed milk has 880 calories and 0 grams of fat. Clearly it’s the high sugar and calorie content of this product, rather than fat, which makes it less nutritious. Sweetened condensed milk is an
Powdered milk
Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at editorial@the-triton.com.
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INTERIOR: Stew Cues
November 2013 C
Leadership, management training needed for all crew onboard With the advent of the HELM (Human Elements of Leadership and Management) leadership course requirements coming into effect, members of the yachting industry are taking notice. As a chief stew, I have seen instances of crew mismanagement and lack of effective crew leadership policies Stew Cues more than once. Alene Keenan Regulated training is taken seriously; non-regulated training that does not meet a specific USCG or MCA criteria is not. And stew training, particularly, is not taken seriously. When I started in yachting, I had already traveled a lot and had had more than one career. With four years of college psych classes under my belt, I thought I had seen every human relationship scenario imaginable, and that I could take control of any situation that came up. Well, I was wrong. There is a lot more to management than trying to “fix” someone or sweep an issue under the rug. In my first year of yachting, I once went so far as to bail a crew member out of jail without telling the captain. What was I thinking? That I could handle it myself, I guess. I thought I understood the underlying motives that people had for everything, including immature, unprofessional behavior. And I assumed that with the proper discipline and guidance, they could be put on the right path and be a contributing member of the team. I still think that is true, but I have a larger, more realistic understanding now. As a more “mature” chief stew, I had a tendency to step in and take responsibility for leadership whenever I felt it was needed. When I look back, I now realize that I embraced leadership, but I had a problem with management. Like many stews who have service hearts, sometimes I cared too much about being nice to be an effective manager. And that backfired on me more than once. I have a different perspective now. Life took a turn, and I saw another side. In May 2001, I took my STCW training at MPT. On Sept. 11 of that year, I was in New York City and we witnessed the attack on the twin towers. Life can turn serious in an instant, and I watched our captain pull out management and leadership skills I didn’t know he possessed. It was tough, because he was caught off guard, too, but it was his job to point us in the right direction. He stepped up to the plate and owned it. I found new tools within myself, and I learned a lot from him. Now, mind you, I’m not saying that
my STCW training prepared me in any way for what we witnessed that day, but it helped us prepare to react as a team. STCW was one of the steps leading to regulation within the yachting industry. The HELM management program is a MCA/USCG regulated class. People will have to take it. Among other things, it contains: The 10 core safety leadership qualities, The difference between leadership and management, Individual and team motivation, Attributes of an effective leader, Creating, leading and managing teams, Recording and documenting the results of change, Onboard training, Learning and coaching, and The mentoring relationship. This mandatory HELM leadership
course that licensed crew will have to take offers a unique educational opportunity for learning, and for implementing a permanent change in skill level. But it is also an opportunity for heads of departments to work together to create leadership teams. When crew members take courses they don’t have to take, using their owns resources and their time off, they should be commended. That knowledge becomes a part of who we are. Education adds value to life. Those who choose to further their education do so not only to enhance their work skills and what they do, but to illuminate who they are and who they want to be. It is distressing to me that interior crew courses do not have the same level of respect as regulatory classes. They are just as important because they add value to our lives and add impact to our
careers. Often, interior crew do not get the support and encouragement they deserve from captains or owners. Those who elect to take courses on their own do so for no reason other than that they want to do a better job. In my opinion, they are super stews. It is my hope that stews and their captains will take the HELM courses and co-create a management program that works for them. Alene Keenan has been a megayacht stew for more than 20 years. She teaches at MPT in Ft. Lauderdale and offers interior crew training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Download her book, The Yacht Service Bible: The Service Manual for Every Yacht, on her site or amazon.com. Comments on this column are welcome at editorial@thetriton.com.
C November 2013 IN THE GALLEY: Crew Mess
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Chicken and broccoli casserole Twenty years ago, I assisted an owner deliver a 47-foot Chris Craft Constellation down the Arkansas and Mississippi rivers to Destin, Fla. In Vicksberg, Miss., I discovered an antebellum rooming house that held dinner for its tenants and those who walked up its steps. I was welcomed in and seated at a huge table with a large Lazy Susan loaded with things like fried chicken, greens, okra, and banana pudding. Good, home-style, Southern cooking. I just couldn’t get enough of this casserole. I asked the owner/cook for recipe but she wouldn’t give it up. I was undeterred. After some trial and error, I created my own, which has satisfied many a guest over the years. Ingredients: 3 lemons, juiced 2 tbsps olive oil 4 cloves garlic, crushed 1 tbsp marjoram 3 boneless, skinless chicken breasts 1 26-oz. can condensed cream of chicken soup 4 cups broccoli flowerettes 2 ½ cups cornbread stuffing mix 1 10-oz can shoepeg (white) corn (Optional) Turkey or andouille sausage Juice the lemons and whisk in oil and garlic. Place the chicken breasts, one at a time, in a quart-sized freezer bag and flatten with a rolling pin. Cut into 1- to 2-inch chunks and marinate in the oil mixture 15 minutes. Strain in a colander and toss in the marjoram. Pre-heat oven to 350 degrees. Fry chicken in a hot skillet or wok. (I season the skillet with smoked bacon for added flavor.) Because the chicken absorbed the oil mixture, it releases the liquid as it cooks. Cover the
pan to poach the chicken to a juicy tenderness. In an 8x8, two-quart casserole dish, begin with a layer the soup, topped with chicken, broccoli. Repeat, ending with soup. Top with the corn. Prepare the stuffing according to package instructions. (While fluffing it, I like to drizzle a little maple syrup in.) Cap the casserole, leaving the corners exposed for escaping heat. Place casserole on a cookie sheet and place on the center rack and bake for 30 minutes. Then let sit for 10 minutes before plating. Capt. John Wampler has worked on yachts for more than 25 years. He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break. Contact him through www.yachtaide.com. Comments are welcome at editorial@the-triton.com.
Chef portrayed as calm, but the show didn’t share his workload WAVES from page C1 into consideration, we also have to put up with overtired crew, who are sometimes not so nice to us. On a yacht, especially with crew we don’t know too well, the quarters become very small very fast. You learn quickly about other crew members’ habits. And you figure out pretty fast, too, what irks you. I really liked how Ben confronted the second stew about her drinking. He stood up for how he felt to clear the air in the small galley. Left unsaid, that kind of stuff gets unbearable. What really stood out to me about Ben was the fact that, off the cuff, he was calm, cool and knew what to do to accomplish the task at hand. What struck me as weird was that he was shown outside the galley more than inside. I know it’s TV and all, but really, why can’t the producers paint a more accurate picture of what happens onboard? I can never get away from the galley on charter, whether to provision
or just to go for a walk to get off the yacht for a minute. The only time I can get away is if the owners or guests left the vessel, and usually then its to do some provisioning. But usually, the chief stew shops in my place. That is how busy we are. This show showed yacht crew hanging out in the water or in their bunks most of the time, chatting. On charter, I never see my bunk until 11 o’clock at night. The other thing the show didn’t show was multiple courses. I’m sure Ben made them, but come on. Where is the food? Grown men do not eat only chilled curried lentil soup for lunch. It just does not happen. Well, I guess it could happen, but not on any yacht or charter I’ve ever been on. Where are the multiple courses in this show? Where are the shots of the chef getting his hands dirty and whipping out some truly magnificent second, third and fourth courses? Again, the show
See WAVES, page C7
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IN THE GALLEY: Top Shelf
White chocolate cheesecake There are so many versions of cheesecake. Everybody has their own preference. Me, I prefer one that is quick to make, delicious and extremely versatile. This recipe is just the platform. It’s the “choose your own adventure” kind of cheesecake. It can be served as is or you can add flavors and mix it up. As this is a gelatin-set dessert, be aware of ingredients that prohibit it from setting, including ginger, kiwi and pineapple. It’s not just the taste that you can alter to make this dish unique, it’s the shape and presentation as well. I used silicone moulds to create the dome look. Instead of graham cracker base, I used unflavored pop rocks. It’s all about your interpretation and vision. I just hope this helps to get you there.
I split the batter in thirds and added to each strawberries, passion fruit and blueberries, then served them all as a cheesecake tasting plate. PHOTO/MARK GODBEER
Ingredients: 1 cup cream 2 8-ounce packages cream cheese 2 teaspoons gelatin 3 tablespoons cold water 1 cup white chocolate morsels Additional flavors: 1 cup washed strawberries 1 cup washed blueberries 1/2 cup passion fruit pulp 1 cup sugar Directions: Place cold water in a bowl and sprinkle gelatin over. Let stand 5 minutes to allow the gelatin to bloom and become sponge like. In a heavy-bottom pot over lowmedium heat, add cream and chocolate, stir until melted, incorporated and smooth. Once the gelatin has bloomed, add it to the cream mixture and stir in completely until it has dissolved. Add the cream cheese to the cream mixture, remove from heat and stir. This mixture can be poured into moulds, set in the fridge and, in a few hours, voila, white chocolate cheesecake. In a food processor, blend strawberries and 1/3 cup sugar (this is one way of making coulis; once blended and strained, use it to garnish any desserts; keep it in a squeeze bottle).
Over medium heat in small sauce pan, warm mixture, stirring constantly. (Heat the fruit because some fruit contain the enzyme bromelain, which prevents gelatin from setting. By heating, we kill the enzyme, allowing the gelatin to set as usual.) In a separate bowl, add 1/3 of the cheesecake batter and the coulis and mix well, place in desired moulds and refrigerate for at least 3 hours. Repeat this method with the remaining cheesecake batter and fruits. Garnish option: I used pop rocks as my base but if you prefer something more traditional, place a handful of graham crackers in a food processor and blend till they are crumbs. Place the set cheesecakes on a plate and spoon the desired amount of graham cracker crumbs, garnish with fruit and enjoy. 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. Comments on this recipe are welcome at editorial@the-triton.com.
Most charter captains agree that the chef is up first and down last WAVES from page C6 was not an honest depiction of what happens on a yacht. It makes cooking look like a breeze. It is not. Ask any charter captain who has the hardest job on the yacht and he will likely tell you the chef. We work alone, are up first, and go to bed last. Still, through it all, Ben remains neutral, focused, and professional, but I would have liked to have seen more of
his food. I must give him kudos for his quick thinking in turning a hot curried lentil soup into a cold one for the leather-toting vegans. I hope he keeps up the humor. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 20 years. Comments on this column are welcome at editorial@thetriton.com.
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C November 2013 YACHT CAREERS: Crew Coach
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Beyond creds, the best crew have a hard-to-define quality I’d like to start my column this She was stunning but she really didn’t month by thanking all those who have any game and didn’t last. On the attended my seminar at the Triton other hand, when I hired because of the Expo in October. We had a great light, the sparkle in the eyes, the vibe discussion and the great attitude, these were my about emotional star performers every time. These were intelligence and the crew who shined. how it is essential On charter, it’s the little things that for working on a set you apart, and much of the time, yacht. it’s your crew. Guests return because of This ability crew. It isn’t about their looks; it’s about to manage that “it”. The interesting thing is that ourselves and our anyone becomes more attractive when relationships is “it” emanates from that authentic place Crew Coach truly an art and deep in their being. Rob Gannon a science but it One of the things I love about my mostly comes work as a life coach for captains and into play after you are already hired. crew is I have interesting, meaningful You may get to demonstrate a little conversations with the people in emotional maturity in an interview but this industry. Two come to mind as I really it is tested on nearly a daily basis write this. Both were women looking in the job. for positions on yachts. One was This important skill may not get you concerned she didn’t have the right hired, but what does? look and the other was concerned she Besides the certificates and the wasn’t the right age. experience, what is that intangible As I spoke with them I couldn’t thing that gets one person hired and help but notice, regardless of the look another passed over? What do we call and the age, that these two women that? What is “it”? glowed, radiating a special quality that There are some terms that come to was attractive and would put them in mind in trying to categorize what that positions on yachts. I reassured them certain unique thing we all possess is. that the right opportunity was coming, Words like presence, vibe, energy and not just to help them feel better but aura come to mind, but sometimes we because I truly believed it. can’t even find a word for that “feeling” So I hope those in position to hire you get from someone. We just know recognize this beautiful gift -- this we feel it and I believe it’s especially “it” that many trying to break into the important in the yachting industry. industry possess -- as the valuable, If I run a land-based business and I desirable trait it is. To those who need a bookkeeper who will have their possess “it”, keep shining. The right own office, the importance of their situation will head your way. “presence” goes down, and at 5 o’clock we all go home. Rob Gannon is a 25-year licensed Now I imagine there may be captains captain and certified life and wellness (or whoever is hiring crew) out there coach (www.yachtcrewcoach.com). who may just look at credentials, but I Comments on this column are welcome would bet (if I were a betting man) that at editorial@the-triton.com. they are probably in the minority. If you’ve been in this game awhile, you know what I’m talking about here. Yes, the credentials need to be in order but once that bar is met, who you hire often comes down to something else, something more personal. It comes back to “it”. Let me be clear: I’m not talking about looks when I talk about “it”. What I’m talking about goes deeper than skin. Presence, attitude, vibe and energy all go beyond the surface. That light in the eye, an ease and quiet confidence goes beyond the surface. This is what I looked for when I was hiring. I’ll The author speaks at the Triton Expo in admit I hired once for looks. October. PHOTO/TONI MILLER
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November 2013 C
C10 November 2013 TRITON SURVEY: Issues in Yachting
What is the biggest issue in yachting as it applies to you personally? Retirement 16%
Captains, what is the biggest issue as it applies to you personally? Relationships 15%
Relationships 14% Other 17%
Other 17%
Compensation 18%
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Training 4%
What is the biggest issue on the operation of your vessel? Maintenance schedule 11%
Schedule of use 9%
Leadership skills 11%
Vendors 7%
Licensing 10% Compensation 19%
Leadership skills 18%
Retirement 25%
Training 2%
Cap the
Other 11%
Finances 18%
Licensing 12%
The Triton
Physical imitations 7% Crew 36%
Dockage 2%
Financial concerns include compensation, retirement; personal i SURVEY, from page C1 inappropriately handled situation.” “Poor management from superior positions, poor communication with crew, lack of proper training and assistance, not given the opportunity to progress,” said a stew aged 31-35 in yachting less than three years. “Salaries not keeping pace with increased cost of living,” said a captain in yachting more than 15 years. “And lack of time off for personal life.” The next largest group at about 16 percent was concerned about retirement. When we looked at the responses from just captains, retirement issues shot to the top of the list by 25 percent of respondents, followed by compensation by nearly 20 percent. Among our full complement of respondents, other pressing issues were relationships and licensing. “Having a need to see family and friends and not having the time to do so,” said a chief stew in yachting 4-6 years. “Wanting to feel as though you have a somewhat normal life and still work on yachts. Rotational positions offered to more than just captain and engineers would be really great and help keep crew around on their vessels longer.” “It is so difficult to have a normal life,” said a captain in yachting more than 10 years. “Staying in touch via e-mail or/and phone is far
from normal.” “Managing time between the yacht and dedication to the family,” said the captain of a yacht 120-140 feet. “Letting go from being ‘the captain’ to just being the daddy. Shutting down even on Sunday when the owner keeps sending messages from his iPad at 6:30 a.m. and 10:30 p.m.” Interestingly, very few respondents noted training as an issue. Many of our respondents chose “other” and opted to add a different concern. Chief among those were discrimination in hiring and alcohol. “The most pressing issue for me? Alcoholic captains and crew,” said a captain in yachting more than 30 years. “I can’t even count the number of times I have rescued a yacht owner because his captain [messed] something up because he was drunk or hungover. And, of course, we caught a few crew in their bliss. “No problems right now,” said a captain in yachting more than 25 years. “Life’s good.” In the next question, we asked captains and crew What is the single biggest issue you are dealing with as it applies to the operation of your vessel? Crew issues were the dominant concern, as chosen by more than a third of respondents. “Time for crew training, hours of rest requirements to meet, dayto-day crew issues such as time off and medical needs all require time and scheduling,” said the captain of a yacht 140-160 feet.
“Novice crew expecting too muc integrity toward the commitments yacht 160-180 feet. “Captains are going from zero to yachting more than 15 years. “To g their salaries and bring the engine “Captains often do what’s only b said the chief stew on a yacht 140there are people working beneath t voice and advocate to the boss. If c after their best interests, they will crew because no one wants to wor the [nerve] to stand up for their cr because coming in under budget m time off, saying no to the owner ev is burnt out and suffering. Unrealis for so long before people move on. never change as long as people are as much money as they possibly ca Finances and funding for the ya common concern, chosen by abou “Owner not paying the bills or g to pay contractors and other expen more than 25 years. “I had to leave on the owner side of things. All cre
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TRITON SURVEY: Issues in Yachting
ptains, what is the biggest issue on e operation of your vessel? Maintenance schedule Other 12% 10% Vendors 8%
What is the biggest issue you are dealing with in the industry?
Other 18%
Crew 32%
Schedule of use 4% Dockage 4%
Captains, what is the biggest issue you are dealing with in the industry?
Owners 15%
Physical limitations 8%
Finances 22%
November 2013 C11
Ethics 19%
Other 19%
Management 6%
Management 12% Ethics 23%
Rules and regulations 25%
Charter brokers 3% Sales brokers 2% Insurance 1%
Sales brokers 4% Charter brokers 4%
Owners 20% Rules and regulations 27%
Insurance 2%
issues cover family, relationships; training not priority for most
ch too soon, and a lack of s they make,” said the captain of a
o hero,” said an engineer in get their first job, they will lower eers down with them.” best for them and their career,” -160 feet. “They don’t realize them who look to them to be the captains just continue to look see themselves blowing through rk for someone who doesn’t have rew. That means not being cheap means a bonus for them, giving very now and then when the crew stic expectations can only be met . But this is something that will e in the business of simply making an.” acht was the second most ut 18 percent. giving me the money or authority nses,” said a captain in yachting e the job due to poor management ew left as well.”
“Crew not getting paid for several months at a time, not getting an adequate budget from the owner to run the boat, boat credit card being denied when used for shopping, and our vendors and marinas not being paid on time,” said a stew on a yacht 180-200 feet. Interestingly, when we looked at how just captains answered this question, we got the same top two answers in basically the same percentages. Among respondents as whole, about 11 percent of respondents offered “other” concerns as it related to operations. Chief among them were safety and management, which sounded similar to concerns over leadership skills (or the lack thereof). “Captain runs over something or aground because he’s not paying attention,” said the stew on a yacht 80-100 feet. “Poor management; it all filters down,” said the first officer of a yacht 140-160 feet. Slightly more than 10 percent noted that maintenance schedules were a problem. “The yacht is used so much there is no time for maintenance,” said a deckhand on a yacht 100-120 feet. “Maintenance should be a lot more proactive, not reactive,” said the engineer on a yacht 200-220 feet. “Owners want to operate cheaper with less crew and maintenance, getting by on less money than needed to operate the vessel correctly and safely,” said the captain of a yacht 100-120 feet. “I was on a fractional ownership boat, four owners with each
getting a week per month,” said the mate on a yacht 80-100 feet. “There was no down time to stop, get parts or have a technical support person come to the boat. The vessel was moving every day. It was a new boat that did not have all the bugs worked out and it needed some love. Management would not let us catch up, which is going to hurt them in the long run.” Slightly less than 10 percent noted the schedule of use was a concern. “Only once in 30-odd years have I worked for someone who scheduled three months in advance,” said the chef on a yacht 80100 feet. “It was a joy, even allowing for pre-ordering (planting) of produce from the boss’s farm. It is never easy trying to find out when owners want to use their boat, but the good owners respect their crew and give adequate advance notice.” “There’s no schedule,” said the chief stew on a yacht larger than 220 feet. “The owner is changing plans constantly. There’s no ‘end of season’ so we’re just constantly on standby. It makes it hard to get bigger jobs done.” “Last-minute usage can be difficult to deal with no matter how used to it you are,” said a chief stew in yachting more than 10 years. Even captains with ideal scenarios find the schedule can be challenging. “Great owners, open checkbook, however their use of the yacht
See SURVEY, page C12
C12 November 2013 TRITON SURVEY: Issues in Yachting
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Rules, regulations, requirements biggest issues onboard today SURVEY, from page C11 privately and the addition of another smaller boat not originally mentioned upon hiring has been taxing the crew resources, time management and attention to details on both yachts,” said a captain in yachting more than 10 years. And finally, we wanted to know What is the single biggest issue you are dealing with in yachting as an industry? Topping the list at more than a quarter of respondents was rules and regulations, including flag state requirements, international conventions, customs rules and visas. “Being fully up-to-date with these as they are always changing,” said a first officer in yachting less than 10 years. “The yacht business never should of been tied in with the shipping and cruise ships in the rules,” said the captain of a yacht 100-120 feet. “Yachts operate differently and with different manning requirements. Also, this new 200-ton yachtmasters ticket from the MCA, it is a joke license. Make one trip to New England and back to Florida as a deckhand and you now are eligible to sit for a captain licence, 200 tons. People are getting this license and think they can be a captain or a mate without experience. It is a joke and
should not be allowed.” “Some MCA regulations keep me way too much tied to a desk, taking much time out of my work day that could be better spent doing actual work rather than writing about it,” said the engineer on a yacht 120-140 feet. “I think that safety is the premise behind the continuing increase of rules and regulations and that is a good thing, but running a private and charter yacht with limited personnel while providing 24/7 VIP service is becoming more and more of a challenge and will require creative solutions,” said a captain in yachting more than 30 years. Coming in a close second at 23 percent among issues of concern industry-wide was ethics. “Knowing how many people get false sea time to be eligible to take exam,” said a captain in yachting more than 25 years. “Honesty,” said the captain of a yacht 100-120 feet. “The crew, the owners, and the brokers; everyone is out for themselves. Loyalty is out.” “People are not always thoughtful of others in the same situation,” said a stew in yachting less than three years. “Sometimes it can seem like it’s every man/woman for themselves.” “Professional work ethics, not being able to approach the captain, etc., to
discuss employment issues such as pay, performance, reviews, etc.,” said a stew on a yacht 180-200 feet. “Lack of confidentiality.” “When checking ‘ethics,’ I mean me as a person within yachting as an industry and my behaviors on and off the boat, work routines, personal discipline, ship’s finances, personal finances, avoiding overindulgence with alcohol, etc.,” said the captain of a yacht less than 80 feet. “Ethics is a much spoken about subject in yachting,” said the captain of a yacht 140-160 feet. “It encompasses the role of the sales broker or shoreside management to owners and their management and use of the yacht to the professionalism of captains and crew. If all factors lived with integrity and good ethics we would have a great industry. But reality shows us that it is not this way, in general. “What is the answer?” this captain continued. “For sure it would start with owner education. If an owner is at least given the best “impartial” information on all levels when they purchase their yacht, then there would be less of the drama and problems that we all hear so much about.” Owners (15.4 percent) and the role of management (12 percent) made up the bulk of the remaining responses. “Too many owners feeling that full
management is necessary, thereby giving rise to a middleman who profits most from turmoil within the yacht’s operation,” said the captain of a yacht 160-180 feet. “An owner who hires an experienced captain should expect a high caliber of service and stewardship, however, you get what you pay for. I have learned the hard way that most crew members are unwilling to work their way up through the ranks, matching their experience with their tickets. Everyone wants to fast track, and it’s too easy to obtain the higher licenses, so you end up with chief mate 3000gts who don’t have any wheel time, etc. “Management was invented by brokerage houses to create a stable income stream where there was only commission before,” this captain, in yachting more than 15 years, continued. “Although they can serve a useful purpose if their services are contained, much like the crew agent who profits off turnover, the manager uses turmoil in the operation to justify increasing his influence and his fee.” Surprisingly (considering how often captains complain about them), only 2 percent of respondents thought the role of brokers was a problem in yachting. “Brokers are still suggesting captains
See SURVEY, page C13
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Crew offer suggestions for solutions to issues SURVEY, from page C12 for a job based on the good-ol-boy network rather than on suitability for the job,” said a captain in yachting more than 25 years. “If it suits them rather than the owner, then the job is yours.” “Brokers cannot tell the truth,” said a captain in yachting more than 15 years. “What does the yacht cost? Why is everything a secret? They chase away more new yacht owners than they help. Boomers are selling their companies and can buy a yacht now, but the yacht brokers lie, lie, lie.” This industry-wide question gave us our biggest variance when we zeroed in on just captains. For captains, like our group as a whole, the top industry issue was rules and regulations. But matters concerning the owner tied with ethics for second (along with the “other” category). The role of management fell a distant third with only 5.8 percent of captains citing this as an area of concern. When we asked for “other” options, our respondents didn’t disappoint, naming age discrimination and crew as their top concerns. “Brokers and owners want young guys,” said a captain aged 61-65 in yachting more than 25 years. “Trying to get an interview because I’m over 50 and perhaps overqualified,” said a chef in yachting more than 25
years. “I find it embarrassing to see the shortage of proper crew attitude, starting with the way they drive tenders around other yachts and crew drunk, screaming around the docks, when we have charter or owners onboard,” said the captain on a yacht 120-140 feet. In addition to wanting to know the issues captains and crew are dealing with, we wondered Can anything be done about these issues? Our respondents were positive. More than 90 percent said yes, including 44 percent who believed all the issues were resolvable. “Ask MCA about a 200-ton yachtmaster license, how people really qualify, when even to get a 100-ton U.S. licence you need over 700 days sea service,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “Experience means safer boating and more qualified people. Try to help get somebody from the yachting and boating field to help represent the industry. We need fair representation at the decisions for American sailors. We need to lobby with the IMF and have separate rules for the yachting industry, instead of large ship rules, which do not apply to yachting and charters.” “Anyone in managerial positions should be properly educated in conflict resolution, communication, etc.,” said a stew in yachting 4-6 years. “Have management companies encourage
Can anything be done about these issues? Yes, all 44%
Yes, some 48%
No 8%
crew in higher positions to take courses related to these issues. As of now, so many crew members in management positions often aren’t educated or experienced in this field, resulting in vessels being poorly run and decisions being made by undereducated individuals. No multimillion-dollar company would hire just anyone to run their company and manage their teams, so why do yachts?” “The management company should listen to their engineer and captains,” said a mate in yachting 4-6 years. “In my case, they don’t fully understand how important the maintenance schedule is to keep the boat fully
See SURVEY, page C14
More thoughts on what’s up for captains, crew Here are some of the issues captains and crew say they are dealing with.
Personal issues
l I feel like I work with people who no longer care about what they do or have a passion for it anymore. l Developing financial and education incentives to keep crew. l Trying to get quality people to do the tasks they are assigned to do in a professional manner. l The captain doesn’t like to give us time off after a trip with the boss. We have to fight for every day off. l Finding a happy medium between home and travel. Work and the related travel usually win out. l Never-ending new courses. l Incompetent captains, directly attributed to “puppy schools” that crank out captain licenses like bubble gum cards. No one pays their dues any more. A 25-year-old captaining a 125foot yacht? Are you kidding? l Captains texting while at the helm. l Learning how not to be taken advantage of. l Trying to get time to get to the next level without leaving present job. l Sometimes the owner gets too involved with the management of the yacht.
l Finding out how the changes apply to our crew health insurance policies. So far I haven’t seen any info on the subject. [Editor’s note: See page A17.] l Getting owner and management to subscribe to performance-based salary reviews that are not subjective. l A chief stew with bad time management, people skills. l Expensive, time consuming, complicated rule system to reach certain licenses, required courses that don’t make sense (anymore) and/or have no use in daily work-life. l Rotational work. Being 330 days away from home is no longer an option. l The yacht is for sale. Will she sell? Uncertainty for self, crew and immediate future.
Operational issues
l Owners expect the captain to carry some costs prior to being reimbursed. l We are expected to conform to MLC in work hours but, because of MLC, we have less space for crew. The ethos of this industry is guest service and if that goes downhill then we are failing as an industry. l Crew who are not legal to be in U.S. and the owners who hire them due to economic benefits. l MLC, boss not wanting to do it.
l If you give 100 percent, the owners will suck up 150 percent. It is very difficult to put a limit to the abuse. l How to plan for repair and clean. l A poor yard period with low but sadly not uncommon standards. l If you’re not in Ft. Lauderdale, vendors are slim pickings. l Lack of berths. l Owners hesitant to do needed repairs now. l Old boat with many system failing, and management that doesn’t get it. l Low quality new crew provided by agencies, at least on deck side. Most of the deckies don’t have the yacht rating certificate. They think only STCW95 is needed for that position. l Keeping everyone happy and motivated.
Industry issues
Captains without leadership skills. Unwillingness to try green crew. l Keeping owner happy with the yacht’s condition at the best possible price while keeping her ready for use. l Lots of young, scruffy, uneducated, no life skills, no work ethic ‘kids’. l Finding out information and keeping up to date. l Owner doesn’t listen, fires crew in yard periods, none of work gets done. l l
C14 November 2013 TRITON SURVEY: Issues in Yachting
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Crew split on whether industry topics actually being addressed SURVEY, from page C13 functional. They promise the world. And when they come to the ship and things are not as promised, you and your team look bad. If only we could have waited, had the time to fix things properly instead of doing Band-aid jobs. If you do it right the first time, it will save you time and the boss money. In my last case I couldn’t get the point across. It was a great program but managed poorly, in my opinion. I personally never had the tools or time to do my job correctly and I was not happy. I chose to move on.” Just 8 percent didn’t think yachting’s issues could be resolved. “Firing the manager is the only way, but the boss won’t do it and he won’t listen to anyone else,” said the deckhand on a yacht 100-120 feet. “If only this industry would not discriminate against Americans,” said the first officer on a yacht 140-160 feet. “I hate to see job postings in the U.S. that say “not hiring Americans”. Only in this industry do you see someone working on a tourist visa. Gee, I wonder if I could do that in Australia or any other country?” Our respondents were a lot less optimistic when we asked In your opinion, is anyone addressing any of these issues? The largest group, just less than half, said yes, some of them were being addressed. But the next largest group, about 42 percent, said no. “CBP has denied me entry back into the U.S. from Canada (without penalty), mainly because of lack of understanding of our industry,” said the chief stew on a yacht 80-100 feet. “One comment from the border officer, for example, was that he didn’t think I had a real job on board if the boat stayed at the dock. He also thought a 90-foot yacht was too small to live on. “Is there anything we can do to give us better respect?” this chief stew asked. “I will now lose my job and my career of 14 years because Officer X didn’t know what he was talking about.” “The MCA shouldn’t be run and ruled by the guys who own the schools,” said an engineer in yachting less than 10 years. Just 10 percent said all their issues were being addressed. And in an effort to see if captains and crew saw themselves as part of the solution, we asked Do you address any of these issues? Again, about half said they address some of them, but a larger group (about a third) said they address all of them. “I screen all my applicants prior to hiring,” said the captain of a yacht 100-120 feet. “I instruct owners on the
Is anyone addressing issues? No 42%
Yes, some 48%
Yes, all 10%
Do you address these issues? Yes, all 31%
No 16% Yes, some 53%
proper way to deal with ICE. I refuse to do anything illegal. If an owner doesn’t want to address items with the yacht that could be detrimental to its safe operation, I will not leave the port.” Just 15 percent said they don’t. “Given the temperamental nature of yachting and the lack of proper employment contracts, it’s difficult to address these issues or discuss them in fear of losing your job,” said a stew on a yacht 180-200 feet in yachting less than three years. “Addressing these issues can only go so far with an owner,” said the captain of a yacht 120-140 feet. “Owners get over hearing that safety issues are not being addressed. Once I got on a yacht that had been purchased three years previously. Two EPIRBs were registered to the previous owner and one of them did not even work.” “We do the best we can,” said a captain in yachting more than 20 years. “A lot of the issues we deal with are not even close to being on the owner’s radar.” 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.
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PERSONAL FINANCE: Yachting Capital
Now’s the time to think about taxes and your financial future As we move into the holiday season, the last thing many people want to think about is financial planning. But with our ever-changing tax environment, it’s important to review how these changes will affect your tax bracket, especially if you have income or investments that change every Yachting Capital year. If you don’t Mark A. Cline do it now, it could be painful when it’s time to write the tax check. This is illustrated by a recent situation with a client. This client called a few weeks ago about a big tax bill due to a substantial investment return she had in 2012. (Talk about waiting until the last moment to do your taxes.) I reminded her that it was her choice not to make the investment changes I had suggested to eliminate that capital gains tax. (She’ll be making them this year.) For many of us, keeping track of financial statements from multiple sources can be confusing. If you are self-employed, you also have to organize all your expenses for the year. If you have an investment portfolio, keep track of what transactions you make because the timing of some of your buys or sells could make a huge difference in your net profit. Many people focus on whether they make the difference between an 8 percent profit or a 10 percent profit, depending on what investment they choose. On that investment, the tax difference that you pay could be the difference between a 24 percent income tax bracket or 34 percent bracket, or no tax at all. If you only look at the 2 percent difference in the profit margin, you may miss the 10 percent spread in your income tax requirement. That’s a huge net difference. For those of you who bring a shoebox full of receipts and financial statements in to your financial adviser, take note of some helpful suggestions. All financial companies, whether they are mutual funds or simply your bank, send you forms throughout the year, most commonly as monthly statements. Keep these statements in order in individual folders instead of their envelopes. This will make your life much easier at tax time. With investment companies such as those that manage mutual funds or other stock or retirement investments, you’ll get two types of statements throughout the year. Every time you have any type of transaction on your investment – whether it be a dividend disbursement or new money going in –
you will get a confirmation statement, which simply confirms the transaction. You’ll also get a quarterly statement that simply recaps all your activities for the previous three-month period. Take a few moments to look at this statement. If all your transactions from the confirmation statements are there, you can shred all those confirmations. When you get your year-end statement, make sure all the transactions are on it, then shred all the quarterly statements. Now you only have one recap statement for each institution. Something you might want to consider to help ease the pain at tax time is to accomplish another objective when you gather this information. This is a good time to begin the process of mapping out your financial plan. Think about it, all the forms you are gathering for your taxes are the same ones you’ll need for you own financial plan. Look back at prior years’ tax returns. Did you overpay and get a refund? Some people see that extra money as a forced savings account, but think about it. That is no-interest savings. Consider instead adjusting your tax payments and invest the difference. If you owe taxes at the end of the year, you’ll have the money to pay it but at least you get to keep the interest. If you choose not to take this task on yourself, you have options. What specifically do you need help in? How complicated are your needs? When talking to people who can help with finances, find out how many hats he or she wears and whether they are generalists or specialists. Just like doctors and attorneys, financial advisers each have a specialty. Once the hubbub of the boat show is over, sit down with someone and map out your short-term and long-term financial goals. Talk to several people and ask a lot of questions. You don’t have to divulge all your specifics until you feel comfortable with the person. You must get that feeling of trust before you do anything. There is plenty of time left until the end of the year. You can still fund your retirement accounts or implement other tax strategies. For those of you who have a business, you even have time to set up a new retirement account to save you even more money come tax time. Information in this column is not intended to be specific advice for anyone. You should use the information to help you work with a professional regarding your specific financial goals. Capt. Mark A. Cline is a chartered senior financial planner. Contact him at +1 954-764-2929 or through www. clinefinancial.net. Comments on this column are welcome at editorial@thetriton.com.
November 2013 C15
C16 November 2013 PUZZLES
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SUDOKUS
STORMY
CALM
Try these puzzles below based on numbers. There is only one rule for the number puzzle: Every row, every column and every 3x3 box must contain the digits 1 through 9 only once. Nothing has to add up to anything else. All you need is reasoning and logic.
ADVERTISER DIRECTORY Company
Page
Advanced Mechanical Enterprises B15 Adventure Sports A9 Alexseal Yacht Coatings B14 Amerijet C14 Antibes Yachtwear B6 ARW Maritime B5 Atlass Insurance A18 Beer’s Group A6 Bellingham Marine (YCCS Marina Virgin Gorda) B4 Bradford Marine A3 Brownie’s Yacht Diver A21 Business card advertisers C17-19 The Business Point B12 C&N Yacht Refinishing A2 Cable Marine B16 Crew Unlimited B9 Dennis Conner’s North Cove Marina A6 Dockwise Yacht Transport A13,C5 Dockseekers B11 FendElegance A7
Company
Page
Company
FenderHooks Fibrenew Leather FineLine Marine Electric Galley Hood GeoBlue Global Yacht Fuel GO2 Global Yachting Gran Peninsula Yacht Center International Crew Training ISS GMT Global Marine Travel KVH Industries Lauderdale Diver Lauderdale Propeller Lifeline Inflatable Services LXR Luxury Marinas Maritime Professional Training The Marshall Islands Registry Matthew’s Marine A/C MHG Insurance Brokers National Marine Suppliers
A15 B2 C8 A19 B2 B6 A15 A18 A4 A11 C9 A17 C5 C8 A12 C20 C10 A19 C2 C3
Nautical Ventures Neptune Group Northern Lights Overtemp Marine Palladium Technologies Palm Cay Prime Dockage Professional Tank Cleaning & Sandblasting Professional Marine Duct Cleaning Professional Yachtmaster Training ProStock Marine Quiksigns Renaissance Marina River Supply River Services Rossmare International Bunkering Royale Palm Yacht Basin Sailorman Seafarer Marine Sea School Smart Move Accomodations
Page
B3 A7 B10 A6 C11 B8 C6 B6 C8 C7 A5 C6 B10 C15 A19 B11 A2 C13 A6 A19
Company
Staniel Cay Yacht Club Stock Island Ten Star Yacht Transport TESS Electrical The UPS Store TowBoatU.S Trac Ecological Marine Products Tradewinds Radio Turtle Cove Marina Watermakers, Inc. Waterway Guide West Marine Megayacht Supply Westrec Marinas Yacht Chandlers Yacht Equipment & Parts Yacht Surface Restoration Yacht Entertainment Systems Zodiac of Fort Lauderdale
Page
A22 A20 A17 B7 C15 A7 A8 C14 C15 A22 C4 B13 A14 A16, C12 A24 C7 B11 A14
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C18 November 2013 BUSINESS CARD ADVERTISERS
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