Triton November 2018 Vol. 15, No.8 by Triton News Network

www.The-Triton.com | November 2018

Charters, guests set to return to Caribbean By Dorie Cox

It was just more than a year ago that hurricanes Irma and Maria raged across the Caribbean. Yacht captains and owners, charter companies and brokers made difficult decisions to cancel or move trips to less affected islands. This year, choices are easier. Yacht industry businesses have worked hard to recover on affected islands, and they have worked equally hard to share positive news. Many resources are back online and construction is underway. Yet there are still areas of damage and limitations, which makes for a twoedged sword, said Capt. John Carlisle. “If we don’t take yachts down there to spend and charter, we can’t expect the Caribbean to afford a fast rebuild,” he said. “If we take guests there and they get ‘burned’ on the idea of the Caribbean by the condition of its current state, then it can be difficult to overwrite those

Dorie Cox

Electronic charts, hot tubs, iPads, bilge pumps and clothes dryers are just some of the power-consuming items on today’s yachts. Managing the load is a continual concern for captains and their crew, said a group at this month's Triton From the Bridge lunch discussion. “Everyone is involved in power management,” a captain said. “The chef knows, ‘Before I crank up this second oven, I need to call the engineer and see where we are and if he’s ready for me to

Fraser, Acrew honor yacht crew with awards.

5,7

Rules of the Road It’s time to review taxes that apply to Florida boat sales.

Where in the World PHOTO/Phil Blake, Yacht Haven Grande

The William Thornton, known as Willy T, has been replaced after being destroyed during Hurricane Irma in September 2017. The popular floating bar and restaurant is now off Peter Island in the British Virgin Islands.

experiences and convince them to head there again for a few years.” To balance this, he suggested captains and crew have information, preparation and realistic expectations. “We all need to begin chartering

Captains: No shock that yacht electric power load a concern From the Bridge

News

add the extra load.’” Each department is trained to pay attention to certain details and check in with the engineer before one more thing gets turned on, another captain said. “You’ve got TVs going and lots of stuff on. Stews are good at saying, ‘I’ve got two dryers and I need to go to three,’” a captain said. “It’s that time of day... ‘How’s the load, can I put on another washer?’ ‘Can I get caught up?’” Where this power comes from is an issue. “The typical thing I run into – and I know you, and you, and you do too,” one captain said as he looked around the

See BRIDGE, Page 44

these jewel islands again as soon as possible,” Capt. Carlisle said. “And make the most of the natural amenities and charm for the next few years while

Tow, tow, tow your boat – the view from the front on a ride up the New River to dock.

See Caribbean, Page 42

Paul Allen’s legacy leaves a positive imprint on yachting By Dorie Cox When Microsoft co-founder and yacht owner Paul Allen died on Oct. 15, he left a legacy for the yacht industry, one of adventure, exploration and humanity that some say will change how the world views its wealthiest citizens. Mr. Allen was, above all else, a philanthropist. A follower of Warren Buffett’s The Giving Pledge to give away a majority of his fortune,

See LEGACY, Page 8

Stew Cues Really want that job? Create a resume or CV that shows it. 12

Crew News About 1,000 captains, crew and industry gathered at the Triton Expo in October.

Upcoming Events Triton Networking Yachting calendar

52, 53 50

4 Contents

The-Triton.com November 2018

NEWS 5

Industry Updates

Fuel prices

34,48 Crew News 36

Marinas / Shipyards

Business

Boats / Brokers

Technology

22 Where in the World

Write to Be Heard

Monaco Yacht Show

22,30 Guest writers

Fort Lauderdale

Letters to the Editor

Crew Eye

Events

COLUMNISTS

10,11 Networking Gallery

Career

Crew Compass

Crew Coach

Taking the Helm

52,53 Triton Networking

Crew Health 27

Sea Sick

Take It In

Interior

Operations 15

Rules of the Road

Engineer’s Angle

Stew Cues

Sea Science

Top Shelf

Secure @ Sea

Crew’s Mess

The Agent’s Corner

Culinary Waves

All Systems Go

www.the-triton.com

Puzzle

Business Cards

Advertisers Directory

The management of Seahaven Superyacht Marina anticipates opening the facility in Dania Beach, Florida before the end of this year. We regret the error.

JD Anson, Carol Bareuther, Phil Blake, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Ty-Mason James, Mary Beth Lawton Johnson, Alene Keenan, Capt. Robert Kimball, Lauren Loudon, Chef Tim McDonald, Rich Merhige, Keith Murray, Richard Perkins, Capt. Deb Radtke, Corey D. Ranslem, Jason Robertson, Capt. Tom Serio, James Schot, Jordanna Sheermohamed, Capt. John Wampler

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Correction:

Contributors

Publisher / Advertising Sales Lucy Chabot Reed, lucy@the-triton.com Production Manager Patty Weinert, patty@the-triton.com Editor Dorie Cox, dorie@the-triton.com Associate Editor Susan J. Maughan, susan@the-triton.com

Calendar

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Contact us at: Mailing address: 757 S.E. 17th St., #1119 Fort Lauderdale, FL 33316 Visit us at: 1043 S.E. 17th St., Suite 201 Fort Lauderdale, FL 33316 Call us at: (954) 525-0029 FAX (954) 525-9676 Vol. 15, No. 8

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November 2018 The-Triton.com

Man drowns after life vest fails

The Chicago Yacht Club has launched an investigation into autoinflating personal flotation devices after a man drowned during the club’s annual Race to Mackinac on Lake Michigan in July. Jon Santarelli, 53, was competing in the race on the 52-foot S/Y Imedi when he slipped under the lifelines and went overboard, according to a story in the Chicago Sun-Times. Imedi is a high performance TP52 racing keelboat similar to those in the Quantum Racing fleet. The life vest Santarelli was wearing was designed to automatically inflate underwater, but failed to do so, according to U.S. Coast Guard officials. His body was found a week later. The yacht club has formed a committee to examine the reliability, maintenance and effectiveness of auto-inflation technology, and expects to release its findings in January.

Hawaii bans sunscreens that harm reef

Hawaii Gov. David Ige this summer signed the first bill in the country that will ban sunscreens containing chemicals harmful to coral reefs. The bill, passed by state lawmakers in May, takes effect on Jan. 1, 2021,

Industry Updates after which the sale or distribution of over-the-counter sunscreens containing oxybenzone and octinoxate will be prohibited. The ban follows a study done by the nonprofit Haereticus Environmental Laboratory that found the chemicals cause bleaching, deformities, DNA damage and ultimately death in coral when they're washed off beachgoers or discharged into wastewater treatment plants and deposited into bodies of water. Read more on Page 17.

India lifts visit limit to Andaman Islands

In a move to boost tourism in the Andaman Islands, the government of India has removed a 30-day restriction on foreigners visiting 29 of the islands, making it possible for visiting yachts to stay however long they’d like. “The restricted area permit (RAP) is now completely removed,” stated R. Rathnam, managing director of Asia Pacific Superyachts. “Before, yachts interested in a long stay had to leave the country and then return. The crew had to have a multiple-entry visa if they wanted to spend more than 30 days in the Andamans. Now, crew and guests

See NEWS, Page 6

Career News

PHOTO PROVIDED

Fraser honors charter captains, crews at this year’s Monaco Yacht Club Capt. Alex Aslou of M/Y Bacchus, second from right, won Fraser’s Charter Captain of the Year award at the brokerage firm’s annual event held Sept. 27 at the Monaco Yacht Club. Capt. Ferdinando Tarquini and the crew of M/Y Force Blue were named the Best Charter Crew among the fleet’s yachts over 50m, and Capt. Mattia Dzaja, fourth from right, and the crew of S/Y Ohana were named the Best Charter Crew on yachts under 50m. The 18th Fraser Captains’ Dinner hosted more than 400 guests at one of the show’s biggest events. In addition to the award, Capt. Aslou was awarded an electric foldable UJET scooter, a Porsche driving experience, a Garmin sportswatch from Pantaenius, two weeks free berthing from Port Adriano, a gift from Sagreati, and a magnum of Mirabeau Classic rosé. The Best Charter Crews both received a training voucher or a Big Boys Toys Experience day from Zephyr Yachting, a hamper of beauty products from Frangipani for each crew member, a set of backpacks from GMT for the whole crew, two weeks free berthing, and a magnum of rosé.

6 News NEWS, from Page 5

Industry Updates

The-Triton.com November 2018 hours as they wish. The fee also provides access to all presentations online afterward. The event is supported by Constellation Marine Services and the Nautical Institute. For more, visit iims.org.uk.

Pumpkin Regatta raises $3,600

may visit with a single-entry visa and stay as long as they want, as per the validity of the visa.” The RAP requirement has been lifted through Dec. 31, 2022. Visitors will still require separate approvals of the authorities for visiting reserved forests, wildlife sanctuaries and tribal reserves. Previously, most of the tribal reserve and forest reserve areas were totally banned for tourists, Rathnam noted.

New housing targets serious crew

Fort Lauderdale-based Smart Move Accommodations opened in October a new style of crew housing intended for more professionally minded crew. Each unit in the four-unit Island Breeze complex has three bedrooms with room for two people per room. One of the rooms is a private room with a “proper” king-size bed and private bathroom. “There will never be bunk beds in here,” said Shelley Isakowitz, Smart Move’s operations manager. Weekly prices will be higher than traditional budget crew housing to reflect the better amenities: the new Ikea furniture, the “fastest wi-fi we could get”, the

USSA Summit aligns with Refit Show

PHOTO/Denis Dowling

Newport Shipyard’s annual Pumpkin Regatta raised over $3,600 for three charities in Newport, Rhode Island. Participants were timed as they paddled fiberglass pumpkins around buoys in the yacht basin. Yacht captains and crew, shipyard employees and tenants, and friends in the yachting community participated in the annual event on Friday (Oct. 12), to raise money for the charities including Warrior Sailing Program and Women’s Resource Center.

free washers and dryers in each unit. The complex has Fort Lauderdale’s short-term vacation rental license, which requires safety features such as smoke and carbon monoxide detectors, fire extinguishers and a land line. – Lucy Chabot Reed

Survey course set for November

IIMS, a professional group for ma-

rine surveyors, will host its inaugural International Marine Surveying Fest on Nov. 6-7, a 24-hour online marine surveying seminar. Each hour on the hour, a new presentation will be delivered live by a presenter somewhere in the world on a relevant surveying-related topic. Fee to participate is £100 where participants can take advantage of as many of the 24 presentations over the 24

The U.S. Superyacht Association is moving its annual Superyacht Summit to align with the Refit Show in Fort Lauderdale. Instead of being held in March in Palm Beach, the Superyacht Summit in 2019 will take place April 9 at the Broward County Convention Center, where the Refit Show will follow on April 10-11. The alignment of these two events is intended to increase networking and professional opportunities for the marine industry, according to event organizers. The Refit Show attracts yacht captains and crew, boatyard personnel, naval architects, designers and engineers, subcontractors and consultants. The show is moving to April to coincide with the traditional yacht circuit that moves from the Caribbean to Florida in early spring, according to organizers. For information, visit refitshow.com or ussuperyacht.com.

November 2018 The-Triton.com

Crew News

PHOTOS/Ty-Mason James

Best Charter Yacht Crew: M/Y La Tania, above. Captain (Master 3000GT) winner: Capt. David Pott of M/Y The Wellesley, below.

17 captains, crew honored in first-ever Crew Awards

Seventeen yacht crew were honored during Acrew’s inaugural Crew Awards in mid-October. The winners are:

Engineer & ETO: David Honeybun, AV-IT Engineer, M/Y Gene Machine l Stew: Carli Steenkamp, M/Y Hana l Deck: Glenford Atienza, SS Delphine l Purser: Felicia de Kock, M/Y I Dynasty l Courageous Crew Award: Head Chef Bradley Van Royen, M/Y The Wellesley l Chief Stew: Gemma Christian, M/Y Z l Captain (Master 500GT): Tristan Mortlock, M/Y Awol l Team Player Crew Award: Chief Stew Charlotte Durand, M/Y Spectre l Chef: Marco Lima, M/Y Hana l Best Private Yacht Crew: M/Y Gene Machine, received by Capt. Fraser Gow l Sustainability Crew Award: Chief Officer Barbara Clerc, M/Y Awol l First Officer: Marlies Sanders, S/Y Shogun l Captain (Master Unlimited): Rafael Cervantes Mataix, M/Y Azteca l Leadership: Capt. Patrick Netten, M/Y Exuma l Chief Engineer & ETO: Harris Kokkotas, M/Y Da Vinci l Captain (Master 3000GT): David Pott, M/Y The Wellesley l Best Charter Yacht Crew: M/Y La Tania, received by Capt. Todd Herman l

“I felt a great sense of pride and honor to see my team recognized as the best charter yacht crew,” Capt. Todd Herman from the 49m M/Y La Tania said afterward. “They worked extremely hard and are well deserving. Acrew did

an amazing job organizing the event. It's great for our industry and I have no doubt it will be a premier event on the yachting calendar for years to come.” More than 10,000 crew voted over three weeks in August for the 200 nominees among their peers to arrive at three finalists per category. Winners were determined by 20 judges, mostly captains and senior crew, who reviewd CVs, references and a video interview with each candidate. The awards were conceived and organized by Acrew, a yachting-specific event company based in France. The company organizes free workshops, discussion groups, networking and social activities for yacht captains and crew. The inaugural Crew Awards ceremony attracted 275 guests at an event in Nice on Oct. 13. “I am very happy and proud to win the Sustainability Crew Award,” First Officer Barbara Clerc of M/Y Awol said. “This is perhaps a most precious award because it is not just about our job but a global way of life, too. Our first boss is actually the sea, so we need to respect her and take good care.”

8 News

The-Triton.com November 2018

Vulcan fleet rode Mr. Allen’s passion for adventure and exploration LEGACY, from Page 1 Mr. Allen created foundations and permanent monuments to help everything from elephants and medical cures to rock ’n’ roll guitarists. Former yacht captain David Reams was part of Mr. Allen’s world as senior director of yacht operations for the Seattle-based company Vulcan that owned his fleet of yachts. What he will miss most, he said, was Mr. Allen’s extraordinary penchant for looking at the big picture. “He thought totally outside the box,” Reams said. “Nothing was impossible. Instead, it was ‘how can this be done?’” Solving big problems is exactly Mr. Allen what his 413-foot Lurssen M/Y Octopus does. Designed for exploration, the largest in Mr. Allen’s lineage of yachts was built with two helipads and an internal docking area for a submersible up to 65 feet in length.

He also refit an old 250-foot commercial vessel into the R/V Petrel, and has owned the 303-foot M/Y Tatoosh, the 197-foot M/Y Meduse and the 164-foot M/Y Charade. His most recent excursions have carried scientific teams that have found 18 previously undiscovered World War II wrecks from depths of up to 5,200m (3.5 miles). And that’s just in the program’s first year of operation, Reams said. “He was a history buff, and finding the wrecks is part of honoring the men who served on these ships,” Reams said. “Now the families have knowledge of a final resting place. ... These ships are a part of history. People forget, but when these are found, it brings it back to people’s minds that there were men lost, not just the things.” His expeditions also researched the oceans themselves. In just four days in the Galapagos, scientists discovered three new species and previously unknown deep-water coral. From the yacht captains and crew to the staff on the submarine and helicopters, everyone would exude positive energy on Mr. Allen’s yachts, Lisa

Mr. Allen’s 413-foot Lurssen M/Y Octopus.

Greenberg said. She worked as the yacht agent for Meduse, Tatoosh and Octopus. The yachts explored in Mexico, Galapagos, Peru and Chile. In Mexico, the expedition sought red devils, so Greenberg called fishermen along the coast to find the giant squid, which they did. Mr. Allen said it was one of the most serene things he had seen. Because of his renowned curiosity about space, a top observatory in the north of Chile opened its doors for him on a Sunday, Greenberg said. Octopus was awarded the first subma-

PHOTO/Metallion, WIKIPEDIA

rine permit for a private yacht in Galapagos, and local scientists were offered use of the submarine, helicopter and remotely operated underwater vehicle, as well as Octopus, she said. “That type of willingness to support conservation efforts is par for the course for the Vulcan fleet,” Greenberg said. “It’s truly an incredibly unique operation. We have worked with fleets, hundreds of megayacht captains, crew and owners, but there is something special about Vulcan.” Many of Mr. Allen’s passions and

Career News

November 2018 The-Triton.com ideas helped create the International SeaKeepers Society 20 years ago, according to ISS Chairman Michael Moore, a Miami-based maritime attorney. Mr. Allen’s initial donation provided the seed money for the group to begin its two decades of work. “He was a remarkable guy,” Moore said. “But for Paul Allen, there probably wouldn’t be a SeaKeepers.” Mr. Allen wanted the scientific data gathered from yachts through ISS programs to be free and available to anyone. It was that philanthropy that Moore says helped foster a more positive view of yachting by optimizing the underutilized capacity of yachts around the world. Mr. Allen did not let his boats sit unused, Moore said. “Twenty years ago, you would routinely hear people talking about yacht ownership in a negative way,” Moore said. “SeaKeepers had significant impact in changing that.” Actual credit goes to responsible yacht owners, Moore said. “And for yacht owners, he was the most responsible on the planet. He was the best.” His fleet of yachts will not only be remembered for their underwater discoveries, but for the way they managed people above water. “The people I work with, the captains and crew, are the most professional I’ve worked with, by far,” Reams said of the Vulcan fleet. “These are small ships and we run them like full-on ships with unlimited-licensed officers. We’re very careful who we hire. It’s not an easy process.” Despite the magnitude of projects Mr. Allen worked on, he made time to check on the people who worked for him. If it seemed the boat sat too long, he checked in. “He didn’t want crew to get bored, so he would send them out to scout areas he might like to visit,” Reams said. “He wanted them to be happy. He understood that work on yachts requires separation from family and normal life. He wanted them to be as comfortable as they could be.” With that in mind, he was one of the first owners to adopt rotations for more than just captains and engineers, Reams said, and he enhanced the broadband on Octopus so crew could connect with family while away at sea. “He was going through the worklist and he said, ‘What can we we do to make crew life better? What can we do to help their quality of life?’ ” Reams said. “He was a great owner and he really cared about the captains and crew. “I’ve been privileged to work for wonderful owners. He’s up with the best, in my experience. And in his work

company’s new to make the world a video-chat technolbetter place, there is no ogy to the roomful of match.” more than 500. Mr. Some of the army Allen “called” Bill of suppliers who were Gates and they “chatlucky to work with ted” for a few minthe Vulcan program utes, with the video shared similar feeland audio not quite ings. Twenty years ago, in sync, and then he Mike Prado worked PHOTO/PAULALLEN.COM lost the signal. “We’re with Atlas Marine Mr. Allen’ was an accomplished still working on it,” selling shore-power guitarist. he deadpanned to the conversion units. His audience. company sponsored He remembers fondly the tour Mr. the ISS’ Bal de la Mer in Monaco as Allen arranged for him of the new yacht, Meduse was launched. He remembered and he was awed by the seven guitars watching Mr. Allen demonstrate his

propped up in the onboard studio, where apparently Stevie Wonder and Bob Dylan had played the week before. When asked what it means to yachting to lose an owner like Mr. Allen, Prado, now with D’Angelo Marine in Fort Lauderdale, didn’t miss a beat. “Oh my God, he was a dream guy for us,” Prado said. “He promoted yachting, but perhaps more importantly, he promoted saving our seas. … Nobody can fill his shoes.” Dorie Cox is editor of The Triton. Triton Publisher Lucy Chabot Reed contributed to this report. Comments are welcome at dorie@the-triton.com.

10 Triton CareerNetworking

ore than 300 hundred yacht captains, crew and industry professionals boogied through a ’70s-themed Triton Networking event at Ward’s Marine Electric on the first Wednesday of October. The Fort Lauderdalebased electric company hosted a disco band and mod decorations throughout each company department. Visit www.the-triton.com for future networking events. Photos by Dorie Cox

Ward’s Marine Electric

The-Triton.com November 2018

November 2018 The-Triton.com

ore than 800 captains, crew and industry professionals attended the Triton Expo in October at ISSGMT in Fort Lauderdale. Fifty businesses displayed their goods and services for the yachting industry. The Triton Expo is held twice a year, in October and April. To find details of other Triton events, visit www.the-triton.com and click on â&#x20AC;&#x153;Next Triton Eventâ&#x20AC;? in the black bar. Photos by Dorie Cox

Triton Expo

Triton Networking Career 11

12 Interior

The-Triton.com November 2018

The first challenge in yachting is to craft a catchy CV, resume Stew Cues Alene Keenan

As a newbie yachtie, the CV/resume is one of the first obstacles to conquer. It is a tool to communicate personal and professional information to potential employers and convince them that an applicant can fill their need. There are usually several applicants for each job, so a CV/resume must make a good first impression. Layout, spelling, grammar and punctuation are important. If there are 10 applicants for a position, hiring agents want to get down to a shortlist to decide who to interview. Which applicants stand out, why they want the job, and their abilities, qualities, and achievements as they pertain to the position must be clear. The layout of a yachting CV/resume is different from that of a standard resume. It typically includes a personal information section, an objective, a qualifications list, a skills list, a photo and a section that tells how the candidate fits into the industry. An appropriate photo makes the first impression. Gavin McMichael, photographer and founder of Super Yacht Resume in Fort Lauderdale, works hard to help crew match the industry’s standards and image. He suggests updating the typical head-and-shoulders photo of an applicant in a white polo shirt. To avoid a washed-out look, wear a flattering color. No sunglasses, no bar scenes, no glamour shots, no bikini tops or revealing clothing. Smile, stand up straight and look confident. Natural light is best, and early morning or late afternoon are the optimal times. Photos taken from the waist up allow more editing. For women, hair pulled back tightly is not always flattering. Aim for a “business dinner” style. Consider the background to avoid the palm-frond-headdress or piling-growing-out-of-the-head look. The personal information section includes name, contact, passport and visa information, and date of birth. Passport is important because of U.S. or non-U.S. flag state registration requirements. No physical address is needed. True nonsmokers and those who are tattoo-free may opt to note that. Beginning crew tend to make the objective too general. McMichael suggests that being more specific proves that a candidate has researched the demo-

graphics of the industry and learned some of the pros and cons of different sized yachts. Concentrate on a size category that acclimates crew to the industry and has the flexibility to provide crosstraining. The biggest boat might not be the best. Being at anchor in a single role with strict rules for months on end may not be what you were expecting. Qualifications and skills are two separate sections. Qualifications include job history, certifications and licenses recognized within the industry, as well as specialized training such as flower arranging, wine service, and bartending courses. Skills are tasks done well. Interior department crew need skills related to hospitality, food service, wine and bartending, housekeeping, and laundry. Skills come from repeatedly performing tasks. They build over time and are transferable. Yacht crew quickly become skilled in performing an array of repetitive tasks An “About Me” section is a chance to differentiate oneself from the rest of the pack. Qualities, abilities, and achievements give an idea of personality traits and values. As McMichael says, the roommate factor is important in the hiring decision to determine whether an applicant will fit in with the present crew. It’s also handy to use as an elevator speech for networking events, or in an interview when “Tell me a little bit about yourself” comes up. Next, list work experience in reverse order. Include company name and location, job title, precise dates of employment and a concise list of duties. As McMichael stresses, do not leave jobs out, they all matter. If there is a gap in job history, employers will not give the benefit of the doubt. A continuous job history is important. Finally, most hiring managers will not consider an applicant without references. List three reliable contacts or former supervisors who will describe positive attributes, job performance and details about character. Always ask permission before providing their information. Don’t let them be caught off guard. Alene Keenan is former lead instructor of interior courses at Maritime Professional Training in Fort Lauderdale. She shares more than 20 years experience as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht,” available at yachtstewsolutions.com. Comment at editor@the-triton.com.

Write to Be Heard 13

November 2018 The-Triton.com

Starting ‘somewhere’ to teach kids about yachting industry Publisher’s Point Lucy Chabot Reed

When I first flashed the photo of a 200-foot yacht on the big screen and asked the kids what it made them think of, they said money, celebrities, even elections (it was a launch photo and there was bunting on the bow). They made jokes and snickered among themselves. Then I began to explain the yachting industry and showed photos of welders and painters, designers and crew. They got quiet. They got curious. They asked questions. And I realized that in just five minutes in front of just these 20 kids, I might have sparked a new engineer or electrician, broker or bosun. Wouldn’t it be powerful to make that kind of an impact on 20,000 kids a year? The Triton is one of 18 companies that have come together with the Marine Industries Association of South Florida to make that happen. As part of Junior Achievement’s Finance Park, we

are envisioning and building what they call a “storefront” – what I consider a classroom. Every eighth-grader in the county comes through this facility, the largest one of its kind in the country and funded by the infinitely generous Huizenga family. Those eighth-graders have already had 16 hours of classroom time to teach them about different indus-

tries, jobs, careers, and how to manage their money over their lifetime, making a connection between their education choices and their future economic success. Then they visit JA World and get introduced to various businesses and career sectors such as hospitals, universities, retail and construction. Soon, our space will introduce them – most for the

Allow me to introduce the 18 companies and one trade association that have financially committed to support this effort. I applaud them for recognizing this need, not only in our industry but in our community, and for doing something about it. Aere Marine Group, AMESolutions.com AdvantageServices.net FB Marine IGY Marinas ISS GMT Luxury Home Consultants Maritime Professional Training MHG Insurance Brokers Palladium Technologies

Palmdale Oil Company Pier Sixty-Six Hotel and Marina RPM Diesel Engine Co. The Triton Viking Crew Ward’s Marine Electric Water Taxi Wright Maritime Group Marine Industries Association of South Florida

first time – to our incredible industry, and the jobs and lifestyle it affords. Why would such disparate companies as Wright Maritime Group and Water Taxi come together for one mission? Because we all see the impending crisis: A generation of craftsmen – the men and women who created all the businesses that are the reason yachts come to South Florida – are aging out, retiring and even passing away. Unlike Europe, we don’t have an effective way of bringing young people through the ranks. U.S. land-based businesses rely on chance for kids to find this industry, or trip over it as most of us have done. That’s not good enough. Our JA classroom is a way to purposefully and strategically reach 20,000 eighth-graders in Broward County to open their eyes to great marine industry options for their working lives. Anyway, we’re taking the next three years to try. We’ll see if it works. Lucy Chabot Reed is publisher and founding editor of The Triton. Comments are welcome at lucy@the-triton.com.

14 Where in the World

vent company Acrew hosted several seminars during the Monaco Yacht Show in late September. Dozens of captains and crew attended to hear topics including women in leadership in yachting, the status of the Caribbean for the upcoming season, green technology, and the future of Mediterranean superyacht marinas. Yacht industry professionals also attended several cocktail parties and after-show events. Photos by Ty-Mason James

November 2018 The-Triton.com

Operations Career 15

It’s a good time to review taxes that apply to Florida boat sales Rules of the Road Capt. Jake DesVergers

It’s that time of year again: boat show season. Events at Cannes, Genoa and Monaco previewed the strong sentiment that is expected at Fort Lauderdale, Antigua, and Miami. With the recent proliferation of trade tariffs between the United States and the European Union, many colleagues and clients have inquired as to their effect on taxes. This is a very complicated issue and must always be discussed with one’s own attorney and accountant. Every situation and yacht are different. However, with the Fort Lauderdale International Boat Show in full swing at the publishing of this column, a summarized refresher of taxes affecting boat sales in Florida is timely.

Sales and use tax

Under Florida law, all boats sold, delivered, used or stored in the state are subject to sales and use tax. Dealers and brokers are required to collect tax from the buyer at the time of sale or delivery.

Maximum tax

Thanks to the efforts of the Interna tional Yacht Broker’s Association (formerly FYBA), the maximum tax on the sale of a vessel is $18,000. This limit was set back in 2010 and has proved to be very advantageous for both the state and yacht owners. The maximum tax on the repair of a boat or vessel is $60,000. This cap is to be applied to each boat repair occurring in Florida. Subsequent and separate repairs are each subject to a $60,000 cap.

When is tax due?

Unless a yacht is exempt, it must be titled or registered with taxes paid within 30 days of the purchase date or the date the boat entered Florida; and within 90 days after the boat enters Florida when it is documented, licensed, titled, or registered in another state.

Specific exemptions

 Boats sold to nonresidents: A boat sold by or through a registered dealer or broker to a purchaser who is a nonresident of Florida at the time of taking delivery of the boat in Florida is exempt. This exemption applies to the sale of a boat, including any accessories, but does

not apply to the sale of a boat trailer. There are certain time deadlines wherein the boat must leave Florida waters. These limits range from 10 to 180 days, depending on the yacht’s status. Important to note is that this exemption does not apply to a Florida resident, an entity where the controlling person is a Florida resident, or a corporation in which any officers or directors are Florida residents.  Foreign-flagged vessels: Foreignflagged vessels holding a valid “License to Cruise in the Waters of the United States,” issued by U.S. Customs pursuant to 19 Code of Federal Regulations 4.94, are not subject to Florida use tax.  Boats imported for sale: A boat that is brought into Florida for the sole purpose of sale at retail by a registered boat dealer or broker is exempt from Florida use tax. The boat must be under the care, custody and control of the dealer or broker, and personal use of the boat is not permitted.  Boats temporarily docked in Florida: When Florida sales or use tax has not been paid on a boat brought into Florida, the boat is not subject to use tax when the boat remains in a registered facility that rents dockage or slippage. That period of time cannot exceed a total of 20 days in any calendar year. The 20-day period begins on the day the boat is docked at the facility. If the boat enters Florida for repairs or modifications at a registered repair facility, it may remain in Florida taxexempt until the repairs or modifications are completed. The 20-day period is not in effect while the boat is being repaired or modified. Once the repairs are complete, the owner has the balance of the 20-day period to remove the boat from Florida. Storage of a boat at a registered repair facility does not qualify for tolling of the 20-day time period.

Penalty and interest

For those who feel they can avoid or circumvent these rules, be aware that the monetary penalties are severe. A buyer who attempts to evade tax by submitting a fraudulent affidavit is subject to the tax due, interest and a mandatory 200 percent penalty. The buyer is also subject to a fine of $5,000 and 5 years in prison. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (yacht bureau.org). Comment at editor@ the-triton.com.

Career 16 Operations

The-Triton.com November 2018

Life in the engine room is a great career – for the right personality Engineer’s Angle JD Anson

Day after day of dealing with crazy guests, doing late watches and washing the same piece of paint over and over can get tiresome. Worse is coming down to the crew mess exhausted, plopping down for some cold water and two minutes of AC, and watching the engineer start his third episode of “Below Deck.” Resentment builds. “Why is this guy special? Who does he think he is – the captain?” Then, “How do I get this job?” The recent explosion in yacht ownership has created a dire need for engineers to keep the boats running and satisfy insurance requirements. Pay is at the top of the crew scale, sometimes even surpassing the captain’s. It’s a great job for the right person. What does it take? Being dependable, honest, responsible and able to work under pressure are musts. Breakdowns are never scheduled and usually happen at the worst possible time, so being flexible and able to adapt quickly to any situation is crucial. Some problems, such as the boss’ reading lamp not lighting, are just an inconvenience. But others can be life-threatening, with the safety of the yacht and all on board at stake. Anyone who has been around yachting long enough can relate tales of neglectful, incompetent engineers who pretend to do the oil changes and maintenance, but are really falsifying logs out of laziness. This exposes them to serious charges should an incident occur, not to mention a bad reputation in the industry. Everybody knows everybody in yachting – or knows someone who does. That said, how does one find their way to the hottest, noisiest part of the boat? There are several paths to getting propellers on your epaulettes. Some do years of training in schools, but have no practical experience. Some just call themselves engineers because they like to tinker, and hope for a job. Others do the engineering equivalent of coming up through the hawsepipe (exhaust?), thrust into the role because of need. (This was my experience). Regardless, everyone is green in the beginning. One way is to volunteer to help the engine department. Most engineers love to share their experience and will be happy to teach what they know. Getting a foot in the door by assisting

with oil changes and pump repairs will bring valuable experience that can help determine if life below deck is a good fit, without having to first take on the full responsibility of engineering. Signing on to a large yacht as an assistant engineer is another path. Support from the more senior crew takes stress off the job. The downside is insulation from problem solving, because the more experienced crew will have the answers already. The greatest way to learn is to have to solve the issue on your own. This leads to the third option: Just do it. Go out as an engineer and find a job. But do know that any captain who will hire an inexperienced engineer probably has done so before, and the boat will most likely reflect this by a poor state of condition. It’s the ultimate in being tossed right into the fire. So much will require immediate repair to be safe or even work properly. Lasting a year on a boat like this can be worth 10 years as an assistant on a quality boat. Making it a personal goal to get the boat back in shape and achieving that goal will lead not only to great work experience, but an unflappable reputation in the industry. That engineer who has been drinking tea the entire charter has most likely been working like a dog while between trips, getting all needed repairs and maintenance done while the rest of the crew has been at the beach or golfing. Because the boat needs to be fully operational while guests are on board, most of the time only small tinker projects can be done to avoid any shutdowns. While on charter an engineer is on emergency standby for any problems that arise. The engine department will be right back in there as soon as the guests leave, repairing what broke during the trip and catching up on maintenance. Engineers have a difficult time getting time off, as all yard periods require them on board, as well as all guest trips and crossings. This can lead to burn out, and many end up quitting just to get a break. Life below deck is not glamorous by any means, but can be a great gig for the right personality and lead to a long, lucrative career. JD Anson has more than 20 years of experience as a chief engineer on megayachts. He is currently project manager at Fine Line Marine Electric (finelinemarineelectric.com) in Fort Lauderdale. Comment at editor@the-triton.com.

Operations 17

November 2018 The-Triton.com

Hawaii bans sunscreens containing chemicals that harm coral Sea Science Jordanna Sheermohamed

Sun protection has been a hot topic with much debate for some time, but most studies have concluded that regular use of sunscreens/sunblocks is one important step in minimizing the health risks of sun exposure. Unfortunately, sunscreens/sun blocks can negatively affect the environment. Hawaii is now the first state to officially ban sunscreens that contain oxybenzone and octinoxate, chemicals that are commonly used in many mainstream brands. The bill to ban the use of those sunscreens – signed in May 2018 and taking effect Jan. 1, 2021 – follows multiple studies that have shown that oxybenzone and octinoxate are harmful to coral health and propagation. The push for a ban has been in action for years, supported with a 2016 study conducted by the nonprofit science organization Haereticus Environmental Laboratory. The study concluded that these chemicals caused coral bleaching

and damaged coral DNA, producing deformities and eventual death. Additional studies published in the Environmental Health Perspectives – a monthly open-access journal published with support of the National Institute of Environmental Health Sciences, the National institutes of Health, and the U.S. Department of Health and Human Services – have also concluded that sunscreens act as a contaminant on aquatic organisms, even in extremely low concentrations. For example, toxicity has been found to occur at concentrations equivalent to roughly one drop of water in an Olympic-size swimming pool, according to researcher Omri Brontesin at Tel Aviv University. Furthermore, young corals are 1,000 times more susceptible to contaminants. In 2015, a paper published in the Archives of Environmental Contamination and Toxicology revealed that oxybenzone is a genotoxin, meaning it affects coral on a genetic level. That means new generations of coral, already at a disadvantage because of potentially damaged DNA, will find it even harder

About 4,000-6,000 tons of sunscreen bathe the world’s coral reefs each year.

to survive the effects of these contaminants, therefore assuring diminished future generations of coral. The paper’s lead author, Dr. Craig Downs, wrote that 85 percent of reefs in the Caribbean and 99 percent of reefs in the Florida Keys have disappeared in the past 50 years, and 40 percent of the Great Barrier Reef has disappeared in the past 30 years. This is an alarmingly high value, considering how corals act as a habitat for many species that are woven within the food chain. It has been estimated by the U.S. National Parks that roughly 4,000-6,000 tons of sunscreen are introduced to coral reefs

around the globe annually. No one advocates the elimination of sunscreens altogether. The health risk to humans can be addressed with more environmentally friendly options, such as sun-protective clothing, or alternative sunscreen options with eco-friendly or biodegradable chemicals. “The only true reef-safe ingredient is non-nano zinc oxide,” stated Brian Guadagno, a longtime ocean lifeguard who founded Raw Elements. a sunscreen brand considered reef-safe. The largest hotel management group in Hawaii stocks its guest rooms with samples of Raw Elements and installed sunscreen dispensers at many of its properties. This progressive movement is part of the “ForOurReef” campaign, designed to educate its 5 million annual visitors and show that it’s possible to still snag a healthy glow while protecting the survival of coral reefs. Jordanna Sheermohamed is president and lead meteorologist of Weather Forecast Solutions, a weather-forecasting firm (WeatherForecastSolutions.com). Comment at editor@the-triton.com.

18 Career

The-Triton.com November 2018

What makes a good guest? It’s not a simple question to answer Crew Compass Lauren Loudon

As crew, we’ve met them all. I’ve written previously about how many different personalities we come across in this industry, but as I approach a halfdecade in yachting, I find myself looking back at the past five years and the people I’ve met in that time, including all the guests we have had on board our various yachts over the years. I laugh to myself about some of the funny times, smile about the happy times – then I look at my arm and see the lovely gifts, and strangely, the memories of bad guests seem to slip my mind. Catching a twinkle of my favorite aquamarine crystal bracelet, “They were great guests,” I think to myself. I then find myself pondering, what makes a good guest? It’s a hard question to answer, because obviously, the nicer the person, the more pleasant the environment – but simply being nice doesn’t equal easy. By the same token, “easy” guests can

ensuring that not a single dull moment make the trip drag. Easy? To me, this went by on board. The ever-laughing was a family of four New Yorkers on a primary charter guest was the life of the Caribbean charter a few years back who party and always wanted the crew inall sat indoors on the salon couch readvolved in the fun, meaning that rest time ing their books the whole week. They became the time to catch drank nothing but water; up on missed duties and, they even made their own Obviously, the of course, meant another beds. The deckhands had nicer the person, exhausting trip. no watersports to superAside from how the vise, the stewardess had the more pleasant guests comport themno cocktails to make, and the environment selves, a lovely perk of one week felt like three. – but simply being the job is the drawer I Although “nice” is a nice doesn’t equal now have full of jewelry broad word, the general easy. By the same bought for me by guests gist is a group of people token, ‘easy’ over the years who sinwho are pleasant to have guests can make cerely cared for the effort around, But then again, the trip drag. we all put in for them to suggesting the whole have a fun-filled time on group will be “nice” is, board and wanted us to perhaps, presumptuous. remember them with a token of appreWe’ve had a party of the most wonderciation. Each piece tells a personal story, ful people, but they were demanding of linked to a memory of a place, a family attention: early rising, insanely active, constantly hungry, cocktail-loving, late- or a specific moment in my yachting career that brings joy each time I rememnight drinkers who drained all of our ber the gift-giver. energy for their week. Ultimately, from my personal experiWe’ve had the group of hilarious jokers, who even turned to include the crew ence, I have found the best kind of guest to be one who will be looking for both on their practical jokes, full of life and

adventure and relaxation, dedicating time to enjoy their surroundings, but also conscious of not wearing themselves out too much. They will appreciate the small touches and notice every effort. They will give the chef an opportunity to showcase their specialties, while allowing the stewardess(es) to get creative with drinks and giving the deck crew an opportunity to show them the best snorkel spots or demonstrate the water toys. The ideal guest loves to make the crew feel like family without taking us and our roles for granted. They allow us to enjoy our hours of rest by taking the odd dinner or lunch off the boat. They won’t be too needy or demanding, but will certainly not be shy to ask for whatever they want. Finally, as every crew member will say, the perfect guest (if there is such a thing) will show us their gratitude in one way or another. Lauren Loudon has worked as a yacht chef and stew for more than four years. She hails from Lancashire, England. Comment at editor@the-triton.com.

Career 20 Operations

The-Triton.com November 2018

New technologies on horizon will alter seafaring life forever Secure@Sea Corey D. Ranslem

A pencil, a chart and a GPS that wasn’t always accurate. That is how my navigation career started in the U.S. Coast Guard back in 1994. We were making the transition from Loran C and SatNav to GPS. The positions displayed by each system never seemed to agree. It was an interesting transition. The government, and specifically the Coast Guard, are late adopters of technology because the procurement process seems to be very long and arduous, especially when it’s new technology. Part of my training as a navigator and, eventually, a deck watch officer involved learning various types of navigation methods, including celestial, radar and visual bearing. As I think back to some of the original mariners, it is incredible to think how far they navigated by using the stars and dead reckoning. These men and woman were true pioneers in maritime navigation. As my career progressed, so did the technology advances with GPS and eventually the integration of computers into our navigation operations. It was great when we progressed from standard to D-GPS. Now we were confident of our position within about 50-100 yards. The early introduction of computerbased navigation was remarkable. We had a real-time reference of our position. The bridge of our 110-foot patrol boat needed to be reconfigured to mount the “new” navigation computer. But the Coast Guard still didn’t trust the new technology, so we could only use it initially as a reference and not for real navigation. It’s amazing to see how far we’ve come over the past 15 years. The world is in the midst of the fourth industrial revolution. The advances during this time will alter how we live our day-to-day lives like never before. The interaction of people and technology will progress to new levels. How we live, work, travel and communicate will never be the same. Technology also is going to have a profound effect on the maritime industry across all sectors, including large yachts. The digital bridge of the future is rapidly becoming a reality. How we navigate is going to change. The expansion of crowd-sourced and

verified information will become a part of our day-to-day navigation activities. Navigation information will be shared and verified in real time by vessels of all types as they travel around the world, providing a more accurate picture of changing port and waterway conditions. Vessels will be able to see radar, sonar and live video of ports and waterways to improve navigation. Charts will be “corrected” in real time so all vessels have access to the most accurate and up-to-date information. These advances will improve safety for crews, passengers and vessels, and reduce insurance losses. Through advances in communication technology, vessels will be able to see risk and threat (including cyber) information in real time and share that information around the world. Major advances in satellite communications and expanded bandwidth, along with better coverage, will improve software applications, platforms and connectivity, improving the onboard experience for passengers and crew. Integration of software applications, onboard IoT (“internet of things”), and system monitoring will improve vessel operations, reducing maintenance and downtime. These advances in technology will also improve the passenger experience, taking charters to the next level of services. Autonomous vessels are going to be a reality. How we plan and prepare for these coming changes are going to be crucial to the long-term success of this industry. Training programs will need to evolve and continue to change in order to prepare the next generation to manage these systems and command the vessels of the future. Customer service will always be important and, hopefully, not a lost art with all the technology. Advances in technology and software will require companies in this industry to form partnerships to offer better services to clients, as one company won’t be able to provide every solution effectively. Changing technology in navigation will always have regulatory compliance ramifications, but don’t expect changes in regulations to come quickly. Corey Ranslem, CEO at International Maritime Security Associates (www. imsa.global), has more than 24 years of combined Coast Guard and maritime industry experience. Comment at editor@the-triton.com.

Operations 21

November 2018 The-Triton.com

Check electronic I-94 records often to catch, correct errors The Agent’s Corner Capt. Deb Radtke

U.S. Customs and Border Protection is steadily working to streamline its processes. This includes going paperless with I-94 records. The I-94 is a foreign visitor’s entry and departure record. For crew that may depart on a private vessel, not physically checking out has raised some concerns. In 2013, Customs and Border Protection (CBP) stopped using paper I-94 departure/arrival records at all air and sea ports of entry. The information is still being collected. When you go into the CBP immigration office in Port Everglades in Fort Lauderdale, or in Miami or any other port, they scan your passport, take your biometrics (fingerprints) and enter the information into the automated system. Some yacht crew and boaters have questioned how CBP knows you have departed when you leave on a private vessel. This is where the ENOD (Electronic Notice of Departure) comes in. Filing your ENOD creates a crew manifest and is transmitted to CBP as part of APIS (Advanced Passenger Inspection System). This does not mean the system is foolproof. It is highly recommended that you regularly check your I-94 record at this link: i94.cbp.dhs.gov. Up to five years of U.S. travel history may be retrieved from this site. Here are five tips to prevent and correct errors on your I-94: 1. Obtain a current record of your travel information. Go to the CBP link (i94.cbp.dhs.gov) to obtain your I-94 and travel history. The website contains up-to-date information about a foreign traveler’s record of most recent entry, as well as previous U.S. travel history. Travelers must enter passport information to access I-94 and travel history. We recommend comparing the information on the website with the entry stamps and notations on your passport, as well as with other relevant documentation. 2. Gather documentation that proves correct information. Possible I-94 errors include incorrect entry date, class of admission (visa classification), biographical information, passport information and travel history. Print a copy of the I-94 and travel history

information from the CBP website, and collect evidence and other documentation reflecting the correct information. For example, if the entry date on the CBP website is incorrect, you would include a copy of your passport page with the entry stamp and notation showing the correct entry date. If a departure date is incorrect, evidence of departure can include – but is not limited to – entry stamps in a passport, transportation tickets, pay stubs and/or other receipts. A traveler can request an entry stamp from Canada Border Services Agency (CBSA) when entering Canada or from the Instituto Nacional de Migracion (INM) when entering Mexico. CBP also has accepted “proof of life” evidence. In one case we know of, they accepted a photo of a crew member in Resolute NW Territories in northernmost Canada with a date and time stamp that proved they had departed prior to the expiry date. 3. Go to a designated Deferred Inspection site for the correction. Once you have a copy of your I-94 and travel history information from the CBP and have gathered your supporting documentation, take them to a designated site. Any Deferred Inspection site or a CBP office within an international airport or seaport should be able to assist you, regardless of where the actual document was issued. Search www.cbp.gov for designated sites. 4. Contact U.S. Citizenship and Immigration Services (USCIS) if you were issued an incorrect I-94 by USCIS. You must contact USCIS directly, because Deferred Inspection sites will only correct errors made at the time of entry. You may go to a local USCIS office to have your I-94 corrected. You must schedule an InfoPass (my.uscis.gov) appointment for assistance. 5. Double-check your I-94 and travel history information every time you travel. It will save you the hassle of having to correct errors on your arrival/ departure record. Capt. Deb Radtke owns American Yacht Agents in Fort Lauderdale (americanyachtagents.net). After 16 years of working on yachts, she found her niche shoreside assisting vessels visiting the U.S. East Coast and Great Lakes. Comment at editor@the-triton.com.

22 Where in the World

The-Triton.com November 2018

Great travel photography calls for ‘insider’ eye Story and photos by James Schot

Welcome aboard, photo enthusiasts. Happy sailors and I have one thing in common: a love of traveling – meeting people, experiencing different cultures, tasting the varieties of cuisine, learning from historic places and being awed by beautiful vistas. Like me, many crew want to capture their traveling experiences to share with others, or simply record them as treasured memories. When an unfortunate disaster destroys a home, one of the top priorities for owners is to search for photographs. It’s true, they are treasured. Taking photographs in the digital age is easier and a lot more affordable. Reusable memory cards that cost the price of a dinner for two can be used to capture thousands of pictures. The gurus in the backroom have developed, through science, amazing algorithms that can do most of the thinking for us. But ask yourself, “Do I just want to take pictures without thinking?” When a camera is set on “auto” and the shutter is pressed, the result is what I call a “picture.” You point, shoot, and get a snapshot. There’s nothing wrong with that, but if you want to take it to the level of a photograph, “visual literacy” is required. Let’s look at some steps and tips. I give photography lessons and am often asked to go through the menu button to explain all the functions on cameras. Even the less expensive point-and-shoot cameras have extensive menus allowing many options. My first impulse is to say forget all that, but that would not be wise. The settings need to be understood, and conscious selections from the menu can be very useful. Before getting into the camera’s menu, you need a solid grasp of photography basics. This is for those who want to move beyond the auto mode. Digital photography has made a tremendous impact on the quantity of images produced, but not their quality, both technical and creative. Basic and advanced principles still need to be learned, and most importantly, photographers still need to develop an “eye.” Only keen observation and lots of practice will develop your visual literacy. You don’t need an expensive camera. One captain I mentor has top-end cameras and lenses, but because of the expense and weight of the equipment, it seldom gets out in the field. I have advised him to get a small, affordable camera and take lots of shots to develop the “eye.”

Also, study the work of professionals; for instance, check out my stock photo art on jamesschotgallerystudio.com. While in Cuba, I wanted to capture people in a natural way as they were doing things. Digital photography’s economy allows me to take many shots from the hip. To be an insider, I set my settings for the light, action and depth before I enter the scene. I pull out my movable LCD screen to a right angle parallel to the ground. This allows to me look down and gives me a good idea of my framing and composition. Then I enter the scene and start pressing the shutter. While visiting a small city, I saw two shoemakers using their tools on a small table under a veranda. They were surrounded mostly by anxious ladies wanting their shoes repaired. Women and their shoes – what a scene. All the commotion makes the right shot difficult to capture. If you hold the camera viewfinder to your eye with hopes of timing one right, the scene will likely turn less natural and authentic by your being noticed. You will be an outsider to the event. When photographing more scenic or historical places, you will find many of them overrun by tourists. People in

plaid shirts, torn jeans, backpacks and bright sun umbrellas can spoil the view. Timing plays a big role in getting a clean shot. Patience is needed. Sometimes the unwanted surroundings, not natural to the scene, will clear for a brief moment – shoot quick. At other times, people are an important part of the scene. So when those who are appropriate enter the scene, shoot quick. Using this strategy, I’m always confident I will find one beautiful, natural photograph to tell the story. It’s just one of a number of new approaches I take in this digital age to get the best “schot.” James Schot has been a professional photographer and artist for 40 years and has a studio-gallery (www.jamesschotgallerystudio.com) in Fort Lauderdale. Comment at editor@the-triton.com.

November 2018 The-Triton.com

Interior 23

This dish is refreshingly novel to even a well-seasoned palate Top Shelf Chef Tim MacDonald

First encountered at Noiy’s on Samui – a hippy, rough-cut diamond sort of speak-easy that sits not far off the main ring road. Once you’ve passed the hilarious “Better Call Saul”-ishhhhhhh lawyers and coffee shop/office, just keep trucking down the road. You’ll know you’re there when you catch the whiff of sandalwood. Birkenstocks obligatory. Pull up a seat and if you can pass on the vegan bombs or the handmade hippie chocolate, order something not the norm when it comes to Thai food. There is not much puff to the banana blossom salad,

other than texture. Rough circular rings resembling cut leeks are quickly wokfried and elevated with an ordinary Thai salad. But even Clarice Starling could be elevated to a classy charter dish, in the eyes of the right guide. And the same goes for the banana blossom salad. It becomes whatever couture it’s dressed in, with chili, palm sugar and kaffir lime being a few of the accessories that make it an unusual “never tried that before” charter dish. Tim MacDonald (timothymacdonald.weebly. com) has more than 20 years experience as a chef. He was named Concours de Chefs winner for Yachts over 160 feet at the 2011 Antigua Charter Yacht Show. His recipes are designed for the owner and guests. Comment at editor@the-triton.com.

THAI BANANA BLOSSOM SALAD WITH PEARL MEAT CEVICHE Ingredients PEARL MEAT CEVICHE: 200 grams pearl meat, cut in lengths 200 milliliters lime juice 2 shredded kaffir lime leaves Marinate pearl meat in this basic marinade for 20-30 minutes BANANA BLOSSOM SALAD:

2 banana blossom, cut circular (only the young, juicy inner bracts needed) 1/2 cup fresh coconut arcs 2 kaffir lime leaves, julienned 1 bird’s eye chili, cut finely without seeds 1/4 cup each Vietnamese mint, coriander and holy basil, fresh-picked and ripped 1/4 cup mixture of Thai fried shallots and garlic 1/4 cup finely cut scallion DRESSING: 80 milliliters coconut cream 4 tablespoons lime juice 3 tablespoons palm sugar 1 tablespoons fish sauce

Method While the pearl meat is marinating,

PHOTOS/Tim MacDonalD

quickly wok-fry the cut banana blossom. In a bowl, combine all the salad ingredients and toss in the dressing. Grab the missus’s finest and largest glass plate – or even better, pearl chargers – and place a small rectangle of banana leaf on the plate. Place a heaped serving of the tossed banana blossom salad on the banana leaf and top with an even share of the pearl meat ceviche. Garnish the dish with more fried shallots and garlic as you see fit.

24 Interior

The-Triton.com November 2018

November conjures memories of snowbird-style holiday cake Crew’s Mess Capt. John Wampler

“I like spring, but it’s too young. I like summer, but it’s too proud. So, I like best of all autumn, because its tone is mellower, its colours are richer, and it is tinged with a little sorrow. ... It knows the limitations of life and it is content.” – Lin Yutang (1895-1976)

For those of us in South Florida, November means the return of snowbirds, and yachts returning for refit and sale. November is the start of the holiday season. My grandparents were early snowbirds, having bought a winter home here in 1953 to escape the bitter Indiana winters. Grandma Maloy would make the most wonderful delights when we would fly out for the holidays. This is one of her recipes. Enjoy.

FLORIDA SUNSHINE CAKE Cake ingredients 6 egg whites 1/2 teaspoon cream of tartar 1/4 teaspoon salt 1 cup sugar 3/4 cup all-purpose flour 5 egg yolks 1 1/2 tablespoons orange juice 1 teaspoon lemon juice

Preparation Preheat oven to 350 F. Separate egg whites from yolks. This is an easy task if you put a bowl in the sink, crack an egg and roll the egg yolk from hand to hand, letting the white fall to the bowl below. Put yolk in another bowl. In a large mixing bowl, beat egg whites until soft peaks form, then add cream of tartar and salt while continuing to beat until the peaks are stiff. In a separate bowl, combine sugar, flour, egg yolks, orange juice and lemon juice. Beat until combined, then gently fold whipped egg whites into mixture. Gently spoon batter into ungreased, 9-inch spring-form cake pan. Bake 50 to 60 minutes, or until cake is lightly browned and top springs back when lightly touched. Invert pan until cool (at least 1 hour). Remove cake from pan and place on serving plate. Drizzle cake top with orange frosting.

PHOTO/john wampler

Frosting ingredients 1 8-ounce package plain cream cheese, room temperature 1 stick (8 tablespoons) butter, room temperature 3 cups powdered sugar, sifted 2 tablespoons fresh-squeezed orange juice 1 tablespoon orange zest

Preparation In a large bowl (I use a stand mixer), mix butter and cream cheese at low speed until blended. Gradually add powdered sugar until well-blended. Add orange juice and zest, then blend at medium speed until mixture is fluffy. Drizzle frosting over cake. Sprinkle additional zest or garnish with mandarin orange sections.

Capt. John Wampler (yachtaide.com) has worked on yachts for over 30 years. His recipes are casual enough for anyone to prepare. Comment at editor@the-triton.com.

26 Interior

The-Triton.com November 2018

Every chef should master these two fundamentals of cooking Culinary Waves Mary Beth Lawton Johnson

With the boat show season upon us, the time for new crew is perhaps a twinkle in the captain’s eye. In my next few columns, we’ll take a look at some culinary fundamentals that every chef should know and practice daily. These skills can make or break a career as a professional yacht chef, and mastering them will help a chef impress from Day One on board.

First things first

When given a recipe, break it down. The first thing is to pull the ingredients called for in the recipe. The French term for this is “mise en place” (pronounced meez ahn plas), which literally means “set in place.” On a yacht, having everything in its place is fundamental and key for a successful galley operation. There simply isn’t room to spread things out and use a whole counter, as chefs in restaurants do. So working and living on yachts

already forces us into practicing this organizational skill. Mise en place is the culinary fundamental of gathering the items needed to make a recipe – and not just gathering everything, but having it ready, weighed and prepped. Be sure to follow the exact instructions. If the recipe says “small dice the onions,” then small dice. Put each ingredient in separate containers next to the work space. Once all the ingredients are on hand, then the chef can begin the recipe – not before.

The right cut

Another culinary fundamental involves knife skills. A successful chef needs to know and practice the different cuts in order to develop uniformity in cooking. I walked into the galley once expecting the chef to have everything prepped and ready to go in small containers. Instead, the pot of soup had been started but some of the main ingredients still lay on the counter needing to be chopped and diced. The chef didn’t square off the carrots

and dice them.When this happens, there is a risk that some items will get cooked far too much while others don’t get cooked enough. For a soup, this simply won’t work – and it didn’t. Some carrots were not even cooked, while the celery was indeed mushy. The harder the vegetable, the longer it takes to cook. Dicing for a smaller surface will allow these harder vegetables to cook faster. Let’s say you are cutting up parsnips or carrots for a soup. First peel and cut off the ends, then square off your vegetables into 2-inch pieces. Simply make a thin slice on one side so that it is flat. Do that on all four sides so that your parsnip or carrot now looks like an elongated rectangle. Here are the measurements for some various cuts. Most are based on the idea of the Julienne, or matchstick, cut.  Julienne (thin matchstick): 1/16 by 1/16 by 2 inches.  Small dice: 1/8 x 1/8 x 1/8 inch. (Simply gather julienne cuts and chop them into this size.)  Bruinoise: 1/16 x 1/16 x 1/16 inch. (This is the smallest julienne dice.)

 Baton: 1/2 by 1/2 by 2 1/2 inches. (This cut is used to give height or linear depth to a dish. Looks like batons.)  Batonette: 1/4 by 1/4 by 2 inches. (This is a stick cut like the Baton, but smaller.)  Medium dice: 1/4 by 1/4 by 1/4 inch. (This is like the Batonnet cut, but in cubes.)  Large dice: 1/2 by 1/2 by 1/2 inch. (Think cubed cheese for crudités.)  Paysanne: 1/2 by 1/2 by 1/8 inch. (Think large dice, but sliced thinner, flatter and more square.)  Chiffonade: This is used for herbs, spinach, leafy items. Stack them uniformly, then roll them up tight and slice thin. These cuts will take time and practice to master. There will be waste, but with the waste comes great stock. Just toss the discards into your next soup for wonderful flavor.

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

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November 2018 The-Triton.com

Influenza is nothing to sneeze at – get the vaccine Sea Sick Keith Murray

Recently, I received a call from my friend Diane. We were supposed to go kayaking, but instead she was in bed sick. She told me that everyone in her office had been sick with the flu and now, apparently, it was her turn. Last year’s influenza season in the U.S. was one of the most severe in recent memory. High rates of flu occurred all across the country simultaneously. After hearing from my friend, I decided it was time to go to the local pharmacy and get my flu shot – and to encourage The Triton readers to get their shots too. Is this going to be another bad year for the flu virus? The U.S. experiences

epidemics of seasonal flu each year. Our flu season typically occurs in winter, and the flu outbreaks generally start as early as October and can last into May. The flu, short for influenza, is a highly contagious respiratory infection caused by viruses. Influenza virus generally enters the body through mucous membranes in the mouth, nose or eyes. Mucous membranes are tissues that line the body cavities or passages in the throat, nose, mouth, urethra, rectum, and vagina. The membranes produce a thick, slippery liquid called mucus that protects them and keeps them moist. In the U.S., 5-20 percent of the population gets the flu every year; it affects about 35 million people and kills between 2,000 and 56,000. Influenza can send more than 700,000 people to the hospital. Older adults, very young children and people with compromised immune systems and other health conditions are at higher risk for serious flu complications. Generally, when a flu-infected person coughs or sneezes, the virus becomes airborne. This live virus can then be inhaled by anyone in the area. Touching a contaminated surface like a telephone

or a door knob, then touching your nose or mouth can also transfer the virus. Infection risk is obviously greater in highly populated areas, such as schools, buses and crowded urban settings.

Why get the flu shot?

I often hear people say, “I don’t need the vaccine” or “I heard that it doesn’t work” or “My friend got the flu from the flu vaccine.” Let’s talk about these concerns. First, as for the effectiveness of the flu vaccine, recent studies show that the vaccines reduce the risk of flu illness by about 40-60 percent. So, let’s talk odds here. If I told you that a $40 vaccine from your local pharmacy would reduce your odds of getting very sick for weeks or perhaps dying by 50 percent, would you say that’s a good gamble. To me, that’s a good bet and $40 well spent. New flu vaccines have been updated to better match the circulating flu viruses, but the effectiveness varies from season to season by vaccine type, and among different age and risk groups. Effectiveness depends on the match between the viruses used to produce the vaccines and the circulating viruses that happen each season. In 2017 the overall vaccine effectiveness against influenza A viruses was 36 percent. The vaccine effectiveness of H3N2 viruses – the dominating virus linked to more severe illnesses during the 2017-2018 flu season – was 25 percent. The effectiveness against influenza B was 42 percent. Now that we’ve discussed why to get the vaccine, the next question is when? The U.S. Centers for Disease Control and Prevention (CDC) recommends getting the flu shot by the end of October, and earlier if possible. After getting the vaccine, it takes about two weeks for the antibodies that protect against the flu to develop in the body. Can a flu shot give us the flu? This is a common belief, but it is not true. According to the CDC, the flu vaccine cannot cause flu illness. The most common side effects from the shot are soreness, redness, tenderness or swelling at the site of the shot. Low-grade fever, headache and muscle aches can occur.

Antiviral drugs

While the CDC recommends flu vaccine as the first and most important step in preventing flu, what if someone

already has the flu? The second line of defense is antiviral drugs. Antiviral drugs are prescription medicines that fight against flu in the body. There are three FDA-approved antiviral drugs recommended by the CDC this season to treat influenza:  Tamiflu (generic name oseltamivir) is available as a pill or liquid.  Relenza (generic name zanamivir) is a powder that is inhaled. It is not for people with breathing problems, such as asthma or COPD.  Rapivab (generic name peramivir) is administered intravenously by a health-care provider.

When someone on board is sick

According to the CDC, symptoms of influenza can include fever, cough, sore throat, runny or stuffy nose, body aches, headache, chills, and sometimes diarrhea or vomiting. A passenger or crew member exhibiting influenza-like illness before leaving port should be advised against traveling until at least 24 hours after a fever naturally ends (meaning without the use of fever-reducing medications). If already underway, the person should be medically evaluated and remain isolated in their cabin. When sending a guest or crew member with flu-like symptoms to a medical facility, notify the facility in advance and use care in transporting the sick person so as not to infect others along the way. Someone with flu symptoms should be separated from other passengers and crew as much as possible. The sick should wear a facemask to prevent the airborne spread of the virus. A healthy roommate should be moved to another cabin if possible. Assign one person to deliver all meals and medication to the sick individual, and be sure the person delivering care wears a disposable mask and gloves. All others on board should be reminded to wash their hands often with soap and water or with an alcoholbased hand sanitizer. In past articles I have talked about the importance of stocking a sufficient quantity of personal protective equipment (PPE), such as facemasks, N95 respirators and disposable gloves. Those who may have contact with sick persons on board should be instructed in the proper use, storage and disposal of PPE. EMT Keith Murray provides onboard CPR, AED and first-aid training as well as AED sales and service. His company can be found at TheCPRSchool.com. Comment at editor@the-triton.com.

28 Career

The-Triton.com November 2018

A trusted confidant in trying times could be key to saving a life Crew Coach Capt. Rob Gannon

We all need from time to time throughout our lives a person we can turn to when things get tough. That person can be of great value simply by being there when called upon. Sometimes that person might literally be a lifesaver. Perhaps you are that person for someone else, or maybe you are in need of such a person and searching. A

trusted source is a gift. Having one is pure gold. These can be challenging times – heck, all of history is filled with challenging times – and when it gets messy and hard, it is rough to go it alone. In the yachting world, young and not-so-young people are out there and away from family and loved ones. Who does one turn to when the difficulties and loneliness start to overwhelm? Sometimes it difficult to reach faraway loved ones. If so, having a trusted source nearby can help tremendously.

at least make it a little easier to carry. Maybe it’s a fellow crew, or a crew of Too much emotional heavy lifting another vessel who has been befriended on a regular basis will wear anyone and is now trusted. But whoever our down. Some can trusted person withstand more is, we have got to Too much emotional heavy than others. Some reach out to them lifting on a regular basis will can’t deal as well, when we feel the wear anyone down. and when they need to. Carrying suddenly feel the too much weight, full effects, it can be crippling. This is too much negativity and emotional when others have to take notice. stress, will take its toll. We can’t do that Look out for each other. If you notice to ourselves. someone hurting or struggling, reach Talking things over with that trusted out and offer to be that trusted source. source can lift some of the weight, or But when you do, take care in that role. We are not there to fix them or make them see things our way; we are there just to listen and be a secure and compassionate voice of reason. We also don’t want to go beyond our expertise. Sometimes we have to leave things to mental health professionals. It doesn’t take a professional, though, to show compassion and understanding. There have been disturbing stories in the past few years of crew taking their own lives. It’s so sad that it got to that place for them, and for all who knew and cared for them. I realize that sometimes there are no obvious signs, and everyone is shocked and devastated. Maybe there were some cases in which this tragic outcome could not have been prevented, but then maybe there were some cases in which it could have. The causes can be complex. But they can also be straightforward, like someone just feeling alone and overwhelmed and incredibly sad. Maybe, just maybe, a trusted source was all that was needed. Just being there and letting a person be heard can’t really make things worse, but it can sure make things a little better. This issue certainly calls for awareness. Hopefully, it is being discussed among crews worldwide. Perhaps it could be helpful if crew were given contact information for mental health support before it’s needed, just in case. We may be able to save one suffering soul, and that is huge. I know it’s a pretty heavy subject, but this was on my mind after reading the “Suicides, deaths spur crew mental health concerns” article in the October issue of The Triton. So, look out for one another, savor every day and be well. Enjoy the voyage. Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comment at editor@the-triton.com.

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November 2018 The-Triton.com

Changing bad habits often hardest part of progress as a leader Taking the Helm Paul Ferdais

A deckhand I work with would like to be a captain one day. He has all the sea time necessary for the license and has taken most of the classes, yet he knows he isn’t ready for the role. Why? Controlling behavior. He’s been told about it by others, and sees it in himself, and he knows he needs to get over it before he can succeed as a captain. For example, when he sees someone who isn’t moving fast enough handling lines or isn’t doing deck work the way he does it, he tends to push the person aside, step in and do the task himself. He knows he needs to improve his communication. He knows he needs to let the other person do the work. He knows he needs to explain his expectations with new people. These are all things he knows. So what is holding him back? He has been frustrated time and again trying to change because in the moment, he reverts to ingrained habits of behavior.

Changing habitual behavior is one of the most difficult things a person can try. How many New Year resolutions fail? How many dieters return to a former weight? The commitment and hope may be there, but the reality is we often sabotage ourselves. We procrastinate, or we’re a know-it-all, or in a hurry, or a control freak, or in an environment that doesn’t allow for new behaviors. It’s a lot of work to bring about change in any arena, leadership included. Here’s something to consider: Nothing about leadership is new. A few thousand years ago, the Greeks and Romans thought deeply about leadership and came to the same conclusion as modern man: Leadership is behaving in a way that encourages others to follow. People follow what they see others do. Therefore, a leader needs to be seen out front, leading the charge and enacting the plan. Leadership isn’t about sitting in the back office trying to direct the actions of co-workers. Leadership training usually involves a seminar listening to someone lecture on what we should or shouldn’t do. During the presentation we learn all the

latest buzzwords and ideas of the day regarding leadership. There might be a few good ideas to implement, but long-term change doesn’t come from sitting in a classroom. Those who hope to be better leaders after a seminar or weeklong course are likely to find their lofty expectations not in line with reality. I say this because learning about leadership in the safety of a classroom is ineffective. Leadership is practice, not theory. The only real way to become a better leader is to change obstructive behaviors, and that takes time and effort. The strategy our deckhand is now using to bring about lasting change involves the following steps.  Ask for feedback. Or as Marshall Goldsmith calls it, “feedforward.” We can’t change the past, so instead of dwelling on the past, ask for suggestions on how to be better in the future. Ask what can be done differently.  Accept feedback. This is a challenge, especially for the ego. No one likes to hear negative things about themselves. We become defensive and try to justify. At this point, simply accept the comments and thank the person for

their help.  Decide what to work on. There will be more than one thing we could become better at. At this point, choose the most important behavior to change. After we choose, inform those around us of what we’re doing and ask for help.  Ask for followup feedback. Routinely ask for followup input about how we’re doing on changing the specific behavior. If the people around us still see us exhibiting the negative behavior, for example being controlling, encourage them to speak up. Ask them to point out the behavior in the moment for maximum effect. We aren’t necessarily the best judge of our own actions, since we tend to see ourselves in the best possible light. To become a better leader, seek feedback, recognize behaviors that are getting in the way and work on changing them. A former first officer, Paul Ferdais is owner of The Marine Leadership Group (marineleadershipgroup.com), and a commanding officer in the Canadian coast guard. Comment at editor@ the-triton.com.

30 Write to Be Heard Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Oct. 15, 2018 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 704/749 Savannah, Ga. 695/NA Caribbean St. Thomas, USVI 1,045/NA St. Maarten 860/NA Antigua 805/NA Valparaiso 719/NA North Atlantic Bermuda (Ireland Island) 692/NA Cape Verde 646/NA Azores 752/1,431 Canary Islands NA/993 Mediterranean Gibraltar 725/NA Barcelona, Spain 743/1,400 Palma de Mallorca, Spain NA/1,387 Antibes, France 1,478/1,798 Loano, Italy 864/1,820 San Remo, Italy 826/1,728 Naples, Italy 961/1840 Venice, Italy 826/2,163 Corfu, Greece 803/1,725 Piraeus, Greece 769/1,679 Istanbul, Turkey 833/NA Malta 972/1,460 Tunis, Tunisia 657/NA Bizerte, Tunisia NA/NA Oceania Auckland, New Zealand 759/NA Sydney, Australia 724/NA Fiji 734/NA Algiers, Algeria 686/NA Saranda, Albania 730/NA

One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Oct. 15. Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 567/606 Savannah, Ga. 543/NA Newport, R.I. 539/NA Caribbean St. Thomas, USVI 889/NA St. Maarten 770/NA Antigua 675/NA Valparaiso 602/NA North Atlantic Bermuda (Ireland Island) 534/NA Cape Verde 483/NA Azores 554/1327 Canary Islands NA/1061 Mediterranean Gibraltar 535/NA Barcelona, Spain NA/1,411 Palma de Mallorca, Spain NA/1,665 Antibes, France 912/1,335 San Remo, Italy 704/1,761 Naples, Italy 665/1,746 Venice, Italy 783/2,105 Corfu, Greece 642/1,488 Piraeus, Greece 599/1,441 Istanbul, Turkey 598/NA Malta 769/1,335 Tunis, Tunisia 494/NA Bizerte, Tunisia 496/NA Oceania Auckland, New Zealand 613/NA Sydney, Australia 563/NA Fiji 665/NA

*When available according to local customs.

The-Triton.com November 2018

Tips to help optimize your yacht’s yard period By Rich Merhige When it comes to yacht maintenance, one recurring pattern that results in lost time and money is the lack of preplanning. All yachting professionals are looking out for their owners to help them save money. This often results in a corrective, maintenance-based way of thinking: “If it ain’t broke, don’t fix it.” Inadvertently, machinery problems aren’t registered or addressed until they become a severe issue or cause a failure. When preparing for your yard period, remember to hire a reliability-centered services company that focuses on preventative and predictive maintenance by way of condition monitoring. This will save you time, money, and headaches. By, “predicting” what your machinery will do, you are preventing issues from occurring. This reduces the chance of very expensive, significant repair costs that often catch captains by surprise. The following pointers represent modest investments that will save time and money in the long run.

Get a vibration analysis survey

Before your yard period begins, get a vibration analysis survey by a reputable company to prioritize your shipyard needs and service goals. Vibration analysis can spot issues such as:  Misalignment of couplings, bearings and gears  Unbalance of rotating components  Looseness  Deterioration of rolling-element bearings  Gear wear  Rubbing

 Aerodynamic/hydraulic problems in fans, blowers and pumps  Electrical problems (unbalanced magnetic forces in motors)  Resonance  Machinery soft-foot conditions  Eccentricity of rotating components, such as “V” belt pulleys or gears Vibration analysis also can pinpoint crucial mechanical elements that need attention, and forecast what problems are likely to appear. A good vibration monitoring program can provide substantial savings in consumed energy, and minimize spare parts used and lost production. With your report, you will be able to lay out the needs and goals of your project to ensure your machinery is ready when you need it to be. Captains and chief engineers may also want to consider doing periodic vibration monitoring of machinery. Monitoring machinery over time provides data that makes any deviation from the baseline noticeable. This allows you to spot trends through consistent measurement and detect faults before they become serious.

Research subcontractors

Research your desired subcontractors and make sure they have the skills and expertise to deliver the desired results and meet your expectations. Your contractors are vital to maintaining the efficiency of the yard period and keeping you on schedule. Maintaining good communication and ensuring they have thorough information – such as drawings, a work list and technical documents – will help ensure that the yard can adequately accommodate you.

Contractors who have skilled labor and are reliable will provide a smoother overall maintenance experience.

Advance parts procurement

Some of the longest yard wait times include waiting for a vital part to be rebuilt or shipped. Some parts can take more than three months to get. Look into what you need before your yard period, then order parts and materials in advance to avoid delays.

Use condition monitoring as a tool

As mentioned, vibration analysis is a great tool to detect potential issues, but there are other predictive and preventative maintenance practices that also allow you to catch problems before they become costly repairs or outages. Another form of condition monitoring is oil analysis. This can help detect early wear on gears, bearing races and other internal machinery components, as well as contamination problems. Adding predictive and preventative maintenance helps prevent failures by predicting the future condition of your machinery through in-depth analysis. It’s essential to have your vessel regularly surveyed for signs of wear and tear – before an unwelcome surprise. The more preventative maintenance performed, the more significant your ROI will be for the investments you make into your machinery. Rich Merhige is owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Fort Lauderdale (AMEsolutions.com). Comment at editor @the-triton.com.

November 2018 The-Triton.com

Microgreens: Super nutrients easy to grow right in the galley Take It In Carol Bareuther

“Good things come in small packages.” It’s an old saying, and it certainly applies to microgreens. These tiny edibles tick three key boxes demanded by charter chefs, clients and crew alike. First, they are tasty and on trend. When surveyed in the Washington, DC-headquartered National Restaurant Association’s ‘What’s Hot’ forecast for 2018, nearly 40 percent of American Culinary Federation member chefs named micro-vegetables/microgreens as a hot trend. Secondly, these teeny-weeny veggies are truly nutritious. Research reveals that microgreens may have more nutrients per mouthful than the full-grown versions. Third, although microgreens are highly perishable, they can be easily grown on a galley counter. That means these fresh nutrient-packed ingredients can be freshly harvested and enjoyed even in the middle of the ocean. Microgreens are the miniature form of young edible greens grown from vegetables, as well as herbs and other plants. Though typically only 1 to 1 1/2 inches in height, these greens have intense flavors. This, as well as the artistic appeal of the different colors and configurations of these leaf-topped stems, is what’s made them popular with finedining chefs. Some of the most popular microgreens are arugula, basil, beets, kale and cilantro. However, today there are many more varieties available, such as anise, buckwheat, carrot, cauliflower, celery, chard, collard, endive, parsley, pea, radish, scallion and turnip, to name a few. Microgreens shouldn’t be confused with sprouts. This is an important distinction, since sprouts have been linked to several serious foodborne illness outbreaks. In fact, major U.S. retailers such as Kroger and Walmart have permanently taken sprouts off their shelves. The issue with sprouts is that they are produced in water. The warm, often dark, fluid environment ideal for sprouting is also perfect for potentially dangerous bacteria to grow.

Microgreens, on the other hand, are cultivated in soil or a soil substitute like peat moss rather than water. The seed density, sunshine and fresh air microgreens usually get while growing, along with their harvest above the soil and without roots, makes them less likely to harbor pathogens. One of the first and still widely quoted studies of the nutrient content of microgreens was conducted by U.S. researchers at the University of Maryland and published in 2012. These scientists analyzed 25 commercially available microgreens for their level of ascorbic acid (vitamin C), carotenoids (plant forms of vitamin A), phylloquinone (vitamin K) and tocopherols (forms of vitamin E). Results revealed that different microgreens provided extremely varying amounts of these vitamins. However, red cabbage, cilantro, garnet amaranth and green daikon radish had the highest concentrations of all four of these nutrients, respectively. Taking this one functional step further, these same U.S. researchers published an article in 2016 that showed rats fed a diet rich in red cabbage microgreens had lower levels of LDL (bad cholesterol). This suggests that these microgreens may be part of a healthful diet designed to lower the risk for heart disease. The most popular ways microgreens are served is atop salads or as a side garnish. There are several other ways to enjoy these tasty treats. For example, use microgreens to top a pizza, sprinkle over avocado toast, make into pesto, scramble into or top eggs, spoon into salsa, stir into grain salads made with quinoa or brown rice, blend in green smoothies, tuck into tea sandwiches or use to garnish burgers, grilled chicken or baked salmon. Finally, microgreens aren’t difficult to grow. Cultivation doesn’t take up much room. Tools are minimal: trays, soil, seeds are the basics. The internet is full of how-to’s in words, pictures and videos to help a galley gardener get started. The benefits can be mammoth. Carol Bareuther is a registered dietitian and freelance health and nutrition writer. Comment at editor@the-triton.com.

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32 Where in the World

Experience, trust and good preparation make the tow By Dorie Cox

Capt. Jamie Farnborough stood on the shipyard’s dock and peered around the empty slip. He wondered how best to dock the new 164-foot yacht under his command once the towboats had brought it up Fort Lauderdale’s New River the next day. The bulk of the tow would be handled by Steel Marine Towing. Once in the shipyard’s basin, however, M/Y Omaha would be untied and the last few hundred feet would be Capt. Farnborough’s responsibility. Aside from the challenge of maneuvering a brand new yacht, he faced limited turning space, wind resistance on the tall vessel, and a current. So he made a plan. “I had already made up my mind

PHOTOS/DORIE COX

to pass the berth and back in the port side,” he said. “There’s not enough room otherwise.” That same day, Capt. Jim Steel slowed his towboat in front of M/Y Omaha at the dock at the Hilton on the Intracoastal Waterway and eye-balled its size compared with the adjacent 17th Street bridge. “No one knew the air draft,” Capt. Steel said of Omaha, Heesen’s first

50m steel-class yacht. “I saw it next to the bridge and thought, ‘This is all so new. It’s probably the first time under a bridge like that.’” The yacht was taller than expected. It had been slated for a slip in another marina farther up river, but Capt. Steel saw it was too tall to pass under the fixed I-95 bridge. The next morning, the yacht’s crew met to plan for the tow. Chief Officer

Wesley Tucker and his deck crew prepared heaving lines while Capt. Farnborough set up to monitor from the port wing station. Capt. Steel idled the towboat just in front of the yacht’s underwater bow bulb, caught the heaving line tossed down by the crew and tied on the 1 3/4-inch towlines for the Omaha crew to lift back aboard. Tow Capt. Ryan Little backed up the stern towboat and handed

Where in the World 33

November 2018 The-Triton.com the crew his towlines. Once made fast, the yacht captain listened for the two tow captains on the radio. “He needs to be comfortable and relaxed,” Capt. Steel said of Capt. Farnborough. “This is naturally uneasy for a captain. Technically, he works under my direction now.” The tow vessel in front pulls and the stern tow vessel works like a giant rudder, Capt. Steel said. “One of us is this way,” he pointed to starboard, then to port. “And the other is that way.” Capt. Steel slowly began to take up slack. Then he sped up. “This one is a nasty tow. See how it’s tracking off-center now?” he said. As the boats neared the turn at what locals call The Sandbar, he explained that the hydrodynamics of the yacht’s bulb are affected by different water depths. “The bulb hunts for shallow water,” he explained. “Did you see where it was aiming? The Sandbar.” He watched for the rudder and stabilizer to be centered. New yachts often have equipment that does not work exactly right, he said. “They may say it’s centered, but it’s

not,” he said. “Oh yeah, I can tell if it’s not centered.” Even though Capt. Little cannot see much from his position behind the large yacht, he said he can visualize where Capt. Steel is and where all three boats are in relation to each other. As a 32-foot-wide and 120-foot-long barge passed to port, Capt. Steel grabbed one of two marine radio mics hanging near his face, one for the tow group and the other for river traffic. He finds that the radio talk makes yacht captains feel more at ease. “I say, ‘you’re up,’ or ‘pick it up,’ as we work together,” he said of Capt. Little on the stern tow. “We’ve been do-

ing this for so long. I wish I knew how many thousands of times I’ve been up and down this river.” Capt. Steel is third generation South Floridian and second generation towboat captain; his father owned the company in the late 1980s. “Back then, a 100-foot Broward was really a big deal,” he said. The towboat captains’ experience and knowledge of every obstacle in the river gives yacht captains a deep level of trust. And that continues to surprise Capt. Steel. “I don’t know how they allow me to do it,” he said. “It’s really mind-blowing. But everyone works together.”

Many times during the trip, both towboats pulled the yacht to the side to wait for passing vessels, such as the 125foot tourist boat Jungle Queen. With parked boats on both sides of the river and moving traffic, it seemed too close. “There’s plenty of room,” Capt. Little said. “Anything more than 5 feet is fine.” The tide was high and a variety of things floated by on the 2- to 3-knot current. “Palm fronds are our nemesis. They always get sucked up in the prop,” Capt. Steel said. A couple of hours later, Omaha’s deck team dropped down the towlines to unhook and moved to the rail with fenders. Capt. Farnborough took back full control of the yacht. The crew tossed lines to the dock team once in the slip at Lauderdale Marine Center. Dockmaster Dave Johns stood on the dock where Capt. Farnborough had stood planning just the day before. “At 45 degrees, the port quarter was in the berth,” Capt. Farnborough said. “It worked.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

34 Crew News

The-Triton.com November 2018

1995:

Yachting memories straight from the storyteller

Goats on the boat in the Bahamas with Capt. Robert Kimball and crew After Hurricane Andrew, our owners wanted to see the damage of Chub Cay, as they were founding family members of the Crown Colony Club, aka Chub Cay. They sponsored a cocktail party for the remaining members in residence, at which the topic of conversation was Goats en route from Lyford Cay, New that there were no goats Providence, to Chub Cay, Berry Islands, on the island after the in the Bahamas in 1995. Nadine Houston storm. was the Goat Master for the voyage. I can't Well, there were no recall the names of the goats. goats there before the hurricane either. The missus turned to me and said, “Captain, take care of that.” My response was, “Straight away, ma’am.” After our guests flew out, the vessel went to Nassau on a goathunting expedition. Successful, I may add, by finding a young pair; perfect. It was a challenge finding a taxi to transport them to the marina for the voyage back to Chub Cay. We were not concerned about the goat hooves on the teak decks, as they were being replaced in short order. Upon landing back at Chub, I contacted dockmaster Jereth to inform him of the arriving goats. He was smiling from ear to ear, showing more teeth than we knew he had. I made him raise his right hand and promise not to eat the newly arrived goats. He told me that when I returned back, there would be 40 goats. Our vessel did not go back for six months, and when we did, to our dismay, there were no goats. Jerreth informed us that one of the goats had choked on some plastic and the other one was lonely, so he sent it to his farm in Andros. Well, I decided a rooster would be his new gift. Off to Nassau on a rooster hunt. A fine specimen, Charlie, was procured and transported back to Chub. To their dismay, rooster Charlie cleverly chose a tree in the island manager’s yard as his roost so the locals would not mess with him. A year went by and several trips back for us, and we were amazed that Charlie was still crowing early morning tunes. We decided he was lonely, so back to Nassau for a hen. When the hen arrived, Charlie had feathers flying in short order. Now all can enjoy Capt Bob’s Open Range Chickens. The new owners of Chub are not all that excited about that. On a recent stop in Chub, I related the story to the new dockmaster. He came back with the island manager who said he would pay our dockage and even pay our fuel – but we had to take the roosters. Ha, I told him, I only brought one. Yacht captains and crew, let us hear your tales of your professional yacht experiences from days long gone. Rustle up some photos and send your idea to editor@the-triton.com.

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November 2018 The-Triton.com

IP streaming raises demands for high-speed internet on board ETO: All Systems Go Jason Robertson

IPTV (television streamed over the internet protocol) and VOD (video on demand) are fast becoming the new norm in homes across the U.S., Europe and emerging markets. Live IP streaming platforms â&#x20AC;&#x201C; such as the NBC Sports Gold app, ESPN live, Fubo TV, BT Sports, SkyGO and Amazon Prime â&#x20AC;&#x201C; have enabled us to stream live IPTV without having the need for satellite TV antennas and set-top boxes. Now more so than ever, live IP streaming is set to be a major distribution platform for broadcasters because of its accessibility, reach and lower costs. A recent example of this is the U.S. Open Tennis 2018, which aired live and exclusively on Amazon Prime. This lightning-paced development of IPTV services on land, the increasing accessibility of VOD streaming of movies and TV series, and the new and exclusive content being released on Apple TV, Netflix, Hulu and Amazon Prime are all helping to fuel a higher demand for fast internet on board megayachts. And that can be a problem. While a yacht is underway, VSAT (very small aperture terminal) is still the most reliable means of internet connectivity that is able to provide a guaranteed bandwidth, or internet speed. VSAT bandwidth is expensive, especially at the speeds required for high-definition IP video streaming. With many cruising yachts remaining in close proximity to land, high-speed cellular services can be, should be and are used. Cellular 4G/LTE is growing exponentially, and cellular 4G/LTE equipment and antennas are a very hot topic at the moment. Cellular providers are able to offer higher internet speeds at a fraction of VSAT costs. The higher 4G/ LTE bandwidth, however, is not guaranteed, and reliability is dependent on location and network congestion. ETOs, AV/IT engineers and cellular providers have come up with some neat and elaborate solutions to enable high-speed internet with varying levels of success. The most popular solution is to load two, three or four cellular sim cards into a specially designed cellular 4G/LTE modem, where sim cards are either teamed together to form a specially aggregated connection or the modem sends and receives data across all sim cards in a round-robin approach. Owners and guests using 4G/LTE

connectivity will instantly appreciate the increased response of the internet because 4G/LTE connectivity has a much lower latency than VSAT. Latency is the time it takes for a packet of data to travel across the internet and back to

your device. On average, the latency on a 4G/LTE connection is about 60 milliseconds, while the latency on a VSAT connection is 650 milliseconds. In new developments, 5G (fifth generation) mobile cellular connectivity is

2018 test results using a single sim card on 4G/LTEA cellular modem with a mimo antenna arrangement. Above, AT&T US sim card, Staten Island, New York; below, Vodafone UK sim card, Tower Bridge, London.

poised to succeed 4G (LTE/WiMax), 3G (UMTS) and 2G (GSM) systems. That means higher data rate, reduced latency, energy saving, cost reduction, higher system capacity and massive device connectivity may be right around the corner. Theoretical 5G speeds are 20Gbit/s, while actual test speeds are 500Mbit/s to 1Gbit/s. By comparison, 4G/LTE networks consistently deliver speeds of 6-12 Mbit/s and peak at 50-100 Mbit/s, as seen in the results of these tests I performed using my laptop and nPerf.com. Jason Robertson, director of technical crew placement agency Robertson ETOS (www.robertsonetos.com), has 17 years of AV/IT and ETO experience on yachts. Comment at editor@the-triton.com.

Career 36 News New plans for old Summerfield

The Hix Snedeker Companies of Daphne, Alabama, is scheduled to meet with Fort Lauderdale city officials in November to revive a long-stalled large yacht facility on the South Fork of the New River. Named South Fork Marina (rendering below), the site is located where the former Summerfield Boat Works began operation in 1930 and ran for more than 70 years. It will be the easternmost facility on the north side on the river directly

Marinas / Shipyards across from Lauderdale Marine Center. It is slated to have 34 slips for yachts up to 155 feet in length. South Fork Marina developers go before Fort Lauderdale city commissioners for approval on Nov. 6 and Nov. 20. Pending approvals, construction is slated to begin in early 2019. Plans include 3,940 linear feet of floating dock system with water, power, pump out and fire suppression capabilities, as well as land storage units, clubhouse and marina management office. Permits will be requested for dredging, new seawall, new docks, as well as site work and buildings. The grand opening is targeted for mid-2020. – Dorie Cox

Monaco Marine to run Marseille yard

The Port of Marseille Fos and Monaco Marine Marseille signed a partner-

ship agreement in September to create a megayacht maintenance and refit center in the Mirabeau harbour sector of the Marseille. The agreement gives Monaco Marine access for 50 years to a 55,000-squaremeter area. Monaco Marine presented “an ambitious project for a maintenance and renovation centre dedicated to very large 90 to 133 meter yachts”, according to a statement announcing the news. Monaco Marine has seven shipyards along the Cote d’Azur as well as a private marina. The yard expects to invest more than €44 million to develop the area, including commissioning a 6,000ton ship lift, believed to be the largest in the yacht repair sector. The Port of Marseille will invest €27 million in infrastructure works to create the platform, an amount for which it

The-Triton.com November 2018 will receive support from the State and the Region: €1.25 million each, i.e. €2.5 million under the 2015-2020 State Region Contract Plan for ship repair.

MB92 La Ciotat gains use of refit space

MB92 La Ciotat announced recently that it has been awarded a 35-year lease with La Ciotat Shipyards in France for exclusive use of more than 23,000 square meters on the 4,000-metric-ton platform to be delivered sometime around 2022. Work will begin on the platform next year, include a state-of-the-art 4,000-metric ton ship lift and spaces on the hard for yachts up to 105m. MB92 La Ciotat has pledged a large investment in the ship lift, according to a press release. “Docking facilities for yachts over 80 meters are a rare commodity in the Mediterranean, so we are very pleased to be able to offer additional options for this market segment,” stated Pepe García-Aubert, president and CEO of the MB92 Group.

Berths for sale in St. Kitts

The Marina at Christophe Harbour is offering six new berths for yachts of 347-400 feet (106m-122m) for sale with deeded, freehold title instead of the traditional leasehold arrangement. The price for the berths, which will feature alongside mooring on fixed concrete piers, ranges from $6.25 million to $7 million. The marina, part of a 2,500-acre resort on the southeastern peninsula of St. Kitts, has 24 fully serviced yacht berths for vessels of 147-213 feet (45m65m). It’s a designated port of entry for St. Kitts and Nevis, offering 24-hour security, tax- and duty-free fuel with inberth fueling, and duty-free concessions for provisioning and imports. Ownership, according to the marina, grants access to a marina village with art galleries, cafe and shops; a Customs House that will be home to marina services, customs and immigration; a fitness center and crew lounge; and shoreside amenities at the Park Hyatt St. Kitts Christophe Harbour hotel, The Pavilion beach club, and Salt Plage beach bar. Berth ownership also offers eligibility for economic citizenship via the St. Kitts and Nevis Citizenship by Investment program, which includes visa-free travel to more than 120 countries and no residency requirement. For more info, visit Christophe Harbour.com.

New Seahaven picks harbormaster

Marieke van Peer has been named harbormaster of the new Seahaven

November 2018 The-Triton.com Superyacht Marina in Dania Beach, Florida. Construction is underway on the marina, which is owned by Seven Kings Holdings headquartered in Jupiter, Florida. Van Peer previ- van Peer ously was regional manager of the east coast of Florida for Suntex Marina Investors. Her prior experience includes marina manager for Island Gardens Deep Harbour marina in Miami and Miami Beach Marina. She has also managed the Bahia Mar Yachting Center in Fort Lauderdale. Van Peer assumed duties on Oct. 15 and said the clubhouse building shell is built and drywall has been installed. Seahaven is on the Dania Cut-off Canal across from MarineMax and west of Derecktor Shipyard. It will have 2,400 linear feet of dockage for yachts 100 to 250 feet in length. For more information, visit seahavenmarina.com. â&#x20AC;&#x201C; Dorie Cox

Palm Harbor Marina upgrades wi-fi

Palm Harbor Marina has upgraded to high-speed wi-fi and offers the amenity free to customers. The company installed new fiber optic internet throughout the docks this summer and now offers 400mbps with more access points to optimize wi-fi connections. The facility, located on the Intracoastal Waterway in West Palm Beach, serves as the northernmost end of the Palm Beach International Boat Show, which will run March 28-31. For more information, visit palmharbor-marina.com.

Oasis takes over National Harbor

Oasis Marinas, a marina management company based in Baltimore, has been awarded the management contract for National Harbor Marina on the Potomac River near Washington, D.C. The company took over the management on Oct. 1, according to a company statement. As part of its agreement, Oasis Marinas will be responsible for day-to-day slip and marina management activities, as well as facilities and

Marinas / Shipyards grounds maintenance, customer service, marketing activities and more. National Harbor Marina has side-to dockage for vessels to 150 feet. Larger vessels may find availability on the T-whead. The area features seven hotels, more than 150 shops and restaurants, and attractions such as the National Harbor Carousel. For more information, visit NationalHarbor.com.

Charleston marina joins Safe Harbor

City Marina Co., operator of Charleston City Marina, The Bristol Marina and The City Boatyard, has joined Safe

Harbor Marinas. City Marina Co. currently does not anticipate any changes to its management team, according to a company statement. Located on the ICW in downtown Charleston, Charleston City Marina features 19,000 feet of linear dock space covering 40 acres of water. Its MegaDock extends 1,530 feet, which the company claims is the longest freestanding floating fuel dock in the Southeast U.S. The Bristol Marina is on the Ashley River and features 148 wet slips and 38 drive-on docks. The City Boatyard, located on eight acres north of Charleston Harbor on the Wando River, offers

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a 75-ton Travelift. Marina guests will now benefit from the Safe Harbor Marinasâ&#x20AC;&#x2122; loyalty program and access to its network of marinas throughout the U.S.

38 News Zeidel opens Lauderdale showroom

Zeidel & Co., which specializes in crew uniforms and personalized goods for yachts, recently opened a new retail showroom inside Bluewater Books & Charts at 3233 S.W. Second Ave. in Fort Lauderdale. The new storefront is Zeidel’s second location, with its flagship showroom at 203 Sixth St. in West Palm Beach. Both exclusively offer SEE Crew Wear, which is Zeidel & Co.’s house brand, along with classic brands such as Sperry, Helly Hansen and Gill. “Fort Lauderdale is the yachting capital of the world and Bluewater is a highly respected brand, so it is a perfect pairing for us,” Montana Pritchard, owner of Zeidel, stated. Founded in 1909 when Solomon Zeidel opened the original shop in Port Washington, New York, Zeidel & Co. outfits yacht crews from head-to-toe and supplies cups, napkins, towels and other yachting essentials. For more information, visit zeidel.com.

Industry vets join LMC

Lauderdale Marine Center in Fort Lauderdale has appointed Colin Kiley as executive vice president and Jeff Partin as director of business development. Kiley brings more than 30 years of marine industry experience to LMC,

business briefs where he will manage sales, business development, marketing, guest services and contractor relations, according to a company statement. He most recently served Kiley as president of Nautical Structures Industries. Prior to that, he worked with LMC President and CEO Doug West as vice president of sales and marketing and chief supply chain management officer at Rybovich Boat Co. Partin brings 28 years of marine industry experience to LMC, where he is responsible for seeking out new business opportunities, negotiating and maintaining business relationPartin ships, and working with the sales team to increase market share and improve customer experience and retention. He has been a captain and project manager, and spent 15 years in brokerage, most recently with Superyacht Sales and Charter. He serves on the board

of directors of the International Yacht Brokers Association and is chairman of its Ethics Committee.

The Yacht Group opens showroom

The Yacht Group planned to open a showroom at 1300 S.E. 17th St. in Fort Lauderdale in late october. Anthony J. “AJ” Nickel, formerly a sales associate with National Marine Suppliers, has joined the company as sales director of the new location. The Coral Gables, Florida-based company offers marine technology products such as Yacht Controller, Yacht Graphx backlit letters, Yacht Thruster, Yacht Beam, Yacht Command, Yacht Beam searchlights and Yacht Cam thermal cameras. For more, visit theyachtgroup.com.

New company to help captains, crew

Former yacht management director Clive McCartney has started a company to offer a low-cost, basic version of yacht management to help captains with yacht certificates and crew documents. Fort Lauderdale-based Seamac Maritime Services also offers technical and survey assistance on an hourly or per diem basis, as well as pre-purchase compliance reviews for buyers. McCartney has 14 years of yacht management experience, and worked

The-Triton.com November 2018 most recently at Bluewater Yachting in Fort Lauderdale. Previously, he directed the yacht management division at Fraser. For more, email info@seamac maritime.com.

Sirocco named Brig’s No. 2

Brig USA has signed 15 dealers in the past year, making it the No. 2 distributor worldwide for Brig, a Ukraine-based boatbuilder of rigid-hull inflatables. Brig USA started in 2016 with dealerships in Fort Lauderdale and Annapolis. Since then, it has added flagship facilities, licensed through Brig USA, in Marblehead, Ohio, and Punta Gorda, Florida. Additional new dealerships are in Maine, Connecticut, Rhode Island, New York, New Jersey, Michigan, Wisconsin, Iowa, Texas, Kentucky, Missouri, and Puerto Rico. “After three years, we are the second largest distributor by volume in the world,” said Neil Webster, who oversees No. 1 Brig distributor Sirocco Marine in Australia as well as Brig USA. “Brig USA is on track to outpace them all and take the No. 1 position in 2019.” Tomkies and Webster attribute the growing interest in the U.S. to the dealership in Fort Lauderdale, a 72,000-square-foot showroom that is the largest dedicated inflatable-boat dealer

November 2018 The-Triton.com in the United States, and one of the largest in the world. For nearly 30 years, Brig Boats have been designed and built in Europe by a team of designers and engineers. The boats incorporate materials such as ORCA Hypalon from France (rather than PVC), Italian steering wheels, Seadek fiberglass hulls, and Silvertex UV- and water-resistant upholstery fabrics from the United Kingdom. During the 2018-19 boat show season, Brig will unveil the Eagle 8, a dayboat and cruiser. For more information, visit www. siroccomarine.com.

Munro joins SBG

Spencer Buley Group, a luxury asset group based in the U.K. that specializes in sourcing, acquisitions and new builds of luxury one-off assets, recently announced that it has been joined by Derek Munro, managing director of Yacht Consultancy, who now forms part of the owners team and will head up yacht new build projects for the group. Munro was project manager for the design and build of S/Y Black Pearl, the world’s largest and most technologically advanced sailing yacht, according to a statement from SBG. Munro now privately manages Black Pearl through his yacht management company, Divergent Yachting. According to SBG, the group’s association with independent professional partners provides unique opportunities and complete discretion – “completely off grid, under the radar, private and off the market from the public eye.” For more, visit spencerbuley.com.

Fraser appoints development head

Mark Duncan has been appointed Fraser’s business development director and will be based in the company’s Monaco office. Duncan led the marketing division

business briefs of Yachting Partners International for more than 10 years. Previously, he co‐ founded a luxury events management company in the south of France, and for 15 years was sales and marketing director for American‐owned Riviera Radio in Monaco. For more, visit fraseryachts.com.

Dometic signs Sunseeker

Dometic has recently signed a contract with Sunseeker to be the British boatbuilder’s sole supplier of air conditioning equipment for its range of 50- to 131-foot boats. Dometic is a Swedish manufacturer that supplies air conditioning, sanitation, refrigeration, galley, watermakers and other equipment to a range of OEMs in more than 100 countries. America, Europe and the Asia-Pacific region. For more, visit dometic.com.

Weems & Plath has new owner

Michael Flanagan is now the owner of Weems & Plath, the Annapolis, Maryland-based maker of nautical, safety and navigation products since 1928. Flanagan is an experienced off-shore sailor and a business owner with a specialty in manufacturing. “In addition to having the passion for Weems & Plath and its deep heritage, Michael has the vision and experience to grow the business,” said Peter Trogdan, owner and president of the company for the past 23 years. “I couldn’t be more confident that I am handing over the company to someone who can continue the success that was started 90 years ago by our founder, Capt. P.V.H. Weems.” According to a company press release, Trogdon will support the firm during its transition. Current Weems & Plath employees will remain and headquarters will remain at 214 Eastern Ave., Annapolis, Maryland, 21401.

Master marine carpenter dies Master carpenter Mitche Lewis died July 7 after a short illness. He was 67. A frequent guest at Triton Networking events, Mr. Lewis was recognizable with his deck-brimmed “got wood?” baseball cap, his bushy white moustache and his ready smile. “Mitche was actually the only carpenter that I have known who went through a formal apprenticeship program as a young man, and he was truly a master carpenter,” friend Capt. Jack Chew said. “Mitche had a cabinet shop in an Oakland Park warehouse when I met him in the early 2000s, but his primary

business at the time was in restoration for insurance companies.” Mr. Lewis also enjoyed rare and antique machines. He drove an old Jaguar station wagMr. Lewis on, and restored antique outboard motors. In fact, he had a collection of about 200 antique outboards at the time of his death – Triton staff

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40 News

boats / brokers

Yachts sold

M/Y Double Down, a 213-foot (65m) Codecasa launched in 2010, sold by listing agents Thompson, Westwood and White, and HMY Yacht Sales, and Worth Avenue Yachts broker James Greenwood, who brought the buyer. Asking price was $44.5 million. M/Y Al Mirqab III, a 164-foot (50m) Overmarine built in 2009 as hull No. 4 of the yard’s Mangusta 165 series, sold by A1 Yachting broker Efthimis Karalis. Asking price was €13.95 million. M/Y Ontario, a 152-foot (46m) Lürssen launched in 1992, in an in-house deal by Yacht & Villa broker Mark Seaton. Asking price was €7.95 million. M/Y Axantha II, a 141-foot (43m) JFA explorer yacht launched in 2011, sold by Fraser broker Maarten Ten Holter, who represented the seller, and

Ocean Independence broker Jeremy Comport, who brought the buyer. Asking price was €12.9 million. M/Y Miss Moneypenny (above), renamed The Rock, a 120-foot (36.5m) Ocean Alexander built in 2017, sold by Andy Miles of Westport; listed by Jack Robertson of HMY Yacht Sales. M/Y Arrecho, a 116.5-foot (35.5m) Azimut delivered in 2006 and refitted in 2015, sold by listing agent Mark Elliott of IYC and Denison Yachting broker Kurt Bosshardt, who brought the buyer. Asking price was $3.5 million.

M/Y Bluewater Cat, a 112-foot (34m) Westport delivered in 2017, sold by Andy Miles of Westport with Alex Rogers of Westport acting as the selling agent on behalf of the buyer. Asking price was just under $13 million. S/Y Emmaline, a 106-foot (32.3m) Holland Jachtbouw built in 2003, sold by YPI broker Will Bishop, who represented the seller, and Pieter van der Weide of Hoek Brokerage for the buyer. Asking price was €2.95 million. M/Y Wanted, a 104-foot (31.7m) Sanlorenzo launched in 2012, sold by listing agent Arne Ploch at Camper & Nicholsons and Fraser broker Andrew Bond, who brought the buyer. Asking price was €5.3 million. M/Y Carpe Diem, a 100-foot (30.5m) Broward delivered in 1992, sold by listing agent Bob Cury of RJC Yacht Sales

The-Triton.com November 2018 and Northrop & Johnson broker Steve Elario, who brought the buyer. Asking price was $795,000. M/Y Libertus, a 98-foot (29.75m) Benetti built in 1975, sold by Neo Yachting broker Nicolas Valin, who represented the seller, and independent broker Martin Hills, who brought the buyer. Asking price was €1.49 million. S/Y Maya Ray, a 95-foot (29m) cutter-rigged sloop built by Southern Wind Shipyard in 1999, sold by Northrop & Johnson brokers Michael Nethersole and Simon Turner. Asking price was $1.99 million.

New in the sales fleet

M/Y Days, a 223-foot (68m) explorer yacht under construction at the Istanbul yard of Turkish builder AES Yacht with a delivery scheduled for early 2020, listed with Camper & Nicholsons brokers Adam Papadakis and Fernando Nicholson. M/Y Okto, a 218-foot (66.4m) ISA built in 2014, listed with Camper & Nicholsons broker Alex Lees-Buckley. M/Y Salila, a 190-foot (58m) explorer yacht originally built as a commercial vessel by Japanese yard Kanasashi in 1991 and converted in 2009, listed with Burgess for $5.8 million. M/Y Kamalaya, a 180-foot (55m) Amels delivered in 2013, listed with broker Fergus Torrance. M/Y Mizu, a 174-foot (53m) Oceanfast delivered in 2004, listed with Y.Co for $17.9 million. M/Y Amore Mio II, a 171-foot (52m) Abeking & Rasmussen launched in 1997, listed with Merle Wood & Associates for €25.75 million. M/Y Grace, a 171.6-foot (52.3m) Amels launched in 2009, listed with Imperial Yachts. S/Y Heureka, a 147.6-foot (45m) Holland Jachtbouw delivered in 2014, listed with YPI broker Matt Albert for €15 million. A Kingship 144-foot (44m) new build just under 500GT, listed with Camper & Nicholsons and available for delivery in 18-24 months with steel hull and aluminum superstructure completed. M/Y Alive, a 139-foot (42m) Heesen built in 2014, listed with broker Fergus Torrance for €21.5 million. M/Y Revelry, a 128-foot (39m) custom yacht built by Hakvoort Shipyard in 2010, listed with Northrop & Johnson broker Wes Sanford for €14.9 million. M/Y Zeepaard, a 122-foot (37m) JFA expedition yacht built in Brittany in 2003, listed with Camper & Nicholsons broker Karen Ball for $8.8 million. M/Y Whispering Angel, a 119.5-foot (36.5m) ISA built in 2008, listed with Morley Yachts broker David Jakabovic

November 2018 The-Triton.com for €5.5 million. M/Y El Mirar II, a 110-foot (33.5m) Horizon built in 2008, listed with Northrop & Johnson broker Paul Daubner for $4.5 million. M/Y Veyron, formerly Kimochiii, a 109.8-foot (33.5m) Mangusta built in 2013, listed with Northrop & Johnson broker Ed Dickinson for €4.9 million. M/Y Huntress, a 96-foot (29.3m) Hargrave from 2007, listed with Ocean Independence brokers Thom Conboy and Chris Collins for $3.9 million. M/Y Off the Grid, a 90-foot (27.4m) Ocean Alexander delivered this year, jointly listed with Worth Avenue Yachts broker Chris June and Ocean Alexander’s Ray Prokorym for just under $7.3 million. S/Y Zurbagan, a 90-foot (27.4m) sloop built by Garcia and delivered in 2006, listed with BGYB broker Youri Loof for €1.4 million.

boats / brokers Ocean 1 adds Rebel 330 to tender line

Sarasota, Florida-based Ocean 1 has added the Rebel 330 RHIB to its line of tenders, and also signed a contract for a custom 10m yacht tender for a new 95m Lürssen. “Being able to announce both a new model and a custom yacht tender for one of the world’s most discriminating superyacht owners is truly an honor,” stated Capt. Dean Maggio, founder of Ocean 1. The Rebel 330 features the same features as the larger Ocean 1 Rogue 370, according to the company. Seating for 12 is available in multiple configurations, and it includes a multipurpose platform. At 32.8 feet, it has a fuel capacity of 275 gallons and will reach speeds of 50plus knots. For more information, visit www. ocean1yachts.com.

One of Florida’s first brokers, Paula ‘Polly’ Fulton, dies at 75 Longtime Florida yacht broker Paula "Polly" Janssen Fulton died after a long illness on July 27. She was 75. In 1977, Ms. Fulton became one of Florida’s first licensed yacht brokers. “Polly was a true professional and a pioneer for woman in an exclusive, male-dominated industry,” said friend David Carswell wrote on The Triton’s Facebook post announcing her death. “She has Ms. Fulton a ground-breaking and incredible history, not to mention she was a warm and wonderful soul.” She began her brokerage career with Bill Dunne Yacht Brokerage and then with Bradford Yacht Sales where she was a top broker for five years. “Polly was a wonderful person as well as business woman,” said colleague Maria Palacios wrote on Facebook. “She was my mentor. When I first became a yacht salesperson, I put my license with her at World Class Yachts. She set the standard for other women brokers.” Born in Pennsylvania and raised in Delaware, Ms. Fulton met her soonto-be husband, sportfish Capt. Charles “Whitey” Fulton when she was 20. They married after she graduated college in 1964. The two opened two Fulton Fish Market locations in South Florida.

Recognized the growing yachting industry, she obtained her yacht brokerage license, becoming perhaps the first woman to have that title in Florida. She and her husband later founded World Class Yachts and, during the 1983 America's Cup, hosted the Australian yacht builder, Lloyd Ships, importing two 105-foot yachts for the legendary race off Newport. “Polly was right in the thick of yachting history when the Australian team upset [Dennis] Conner's American team,” her family noted in her obituary. While still working as a broker, Ms. Fulton and Capt. Fulton went into a partnership on a 134-foot charter yacht in the Caribbean. Her passion for yachting waned after her husband died suddenly in 1995. She is survived by her children (Charles, Paula Marnie, and Rodney Dean) and grandchildren. “Even from a young age, Polly was very social and loved being the center of attention,” her family wrote. “She cherished her family and the friendships she made over her lifetime. She was grateful for all of the love she was given, the opportunities taken, and adventures shared. Her distinctive laugh will echo in our hearts forever.” A celebration of her life was held in mid-October. Donations may be made in Polly Fulton's name to the American Heart Association and the Humane Society of Broward County. – Triton staff

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42 News

The-Triton.com November 2018

Yachts to head back after hurricanes forced new course Caribbean, from Page 1

waiting for the potential of an improved and newer pending shoreside experience being bolstered by our patronage and tourism dollars.”

Plan for limitations

Many yachts that changed course last year are back on their original programs, according to Jeff Shaffer, charter management director with Superyacht Sales and Charter in Fort Lauderdale. The 102-foot M/Y Diamond Girl, normally based in St. Thomas, had moved to St. Lucia last year because of the storms. “We’re going back to St. Thomas this year,” he said. And other charters are on the books to work out of St. Thomas. A captain on a recent charter with the company said Puerto Rico still faces challenges, but he was quite impressed with the British Virgin Islands, Shaffer said. “People are definitely going back.” The Caribbean winter season does look strong, said LJ Houghting, who does yacht charter sales and marketing with Churchill Yacht Partners (CYP) in

PHOTO/Phil Blake, Yacht Haven Grande

The Soggy Dollar, also damaged and closed after the hurricanes, is back up and running on Jost Van Dyke, BVI.

Fort Lauderdale. “In fact, our summer season kind of rolled straight into our winter season with first Virgin Islands bookings as early as October,” she said of yachts traveling between the Virgin Islands and

the Leeward Islands. Although yachts have the Caribbean on their itineraries, traffic is expected to be lighter in islands that were more damaged by the storms. “From the captains I have been work-

ing with who are already in the Virgin Islands, they report that it’s business as usual, the anchorages are less crowded and the beaches more pristine,” Houghting said. There could be large crowds in St. Barts with Eden Rock, Nikki Beach and La Plage reopened, she said. Early reservations are recommended, and some hotels in the Virgin Islands have limited availability since the Ritz Carlton St. Thomas and Peter Island Resort have not yet reopened, Houghting said Yet Kaisa Pace, who also sells and markets charters with CYP, said she’s booked more yachts to the Bahamas and the Grenadines for this upcoming season. And crew seem to be planning for possible limitations. “Captains know to book in advance for provisioning and services this year,” Pace said. “They saw it was spread thin last year.” Capt. Herb Magney will take M/Y Ocean Club to the Bahamas, St. Barts, Antigua and St. Maarten. “I hear it’s all fine overall in the Caribbean,” he said. “St. Maarten is functional, but a lot of the old charm

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November 2018 The-Triton.com is gone. And there is not the scope of infrastructure there used to be.” The Antigua Charter Yacht Show in the first week of December had reservations for at least 60 large yachts and more smaller yachts to show, as of press date.

Expect changes on many islands

Rupert Connor of Luxury Yacht Group set out to see recovery efforts for himself in the British Virgin Islands. He rented a catamaran for a week in August and reported that the majority of essential services for yachts are available. The airport and major ports are operational, essential navigation marks have been restored, electrical power is on and grocery stores are stocked, he reported on the company’s website. Marinas are open, but many still have significant damage, and most large hotels and resorts will likely remain closed for this season, he wrote. “Cruise ships will return to Road Town in limited numbers this season,” he wrote. “The cruise ship dock is ready to receive ships, but the nearby infrastructure is clearly in need of significant effort to restore to former visitor capacity.” On St. Thomas, the airport is undergoing repairs on the building, but flights have resumed their regular schedules, said St. Thomas resident and marine industry writer Carol Bareuther. Most restaurants are open, the hospital is undergoing roof repair and services are all functioning normally. Grocery stores are back to pre-storm stocks. “You can get virtually anything you want, or have it flown in,” she said. “Roads have lots of potholes, but this isn’t uncommon due to normal rains and hilly terrain.” Fort Lauderdale-based National Marine Suppliers, which had two stores in the Caribbean damaged by the storms, has reopened in both St. Thomas and St. Maarten. Both are fully staffed and stocked, according to Tom Rowe, director of marketing and business development. He said special orders can be flown in and fuel availability is 100 percent restored. He cautioned that problems with holiday provisioning won’t be due to hurricanes, but to the fact that Christmas and New Year’s eves fall on Mondays this year. “Orders need to be received the week before,” Rowe said. “Customs is closed for holidays and Boxing Day. If you don’t plan early, you will be left out.” Many yachts are scheduled to return to St. Maarten, according to Norina Erdman, resident and board member of the St. Maarten Marine Trade Associa-

tion. As owner and director of International Marine Management and FKG Marine Rigging, Erdman aims to clarify expectations. "I understand that industry participants, including captains and crew, may have ongoing concerns about the state of St. Maarten,” she said. “In my view, what matters most is to share a realistic picture to allow each stakeholder to make the best decision for their vessel, crew and clients.” The trade association had an independent company survey the Simpson Bay Lagoon to show that sunken vessels and debris have been significantly cleaned up since last season, she said. The association expects to make the survey available soon. “Marinas here are in various stages of rebuilding, and all marinas have slips operational and anticipate being fully

operational for the season,” Erdman said. Air-conditioned tents are set up for departing and arriving passengers at Princess Juliana International Airport until the downstairs reopens, which is expected in November, Erdman said. She said security is in place, and food and drinks are available. The airport’s Fixed Based Operations (FBO) are up and running under the management of private companies for charter and private planes outside of the airport terminal. “St. Maarten is home port for many services, and I don’t know one marine company that didn’t reopen following Irma,” Erdman said. The courier service Amerijet and direct flights out of Europe are running. “St. Maarten is still duty-free, allowing some of the quickest delivery times

throughout the Caribbean and little risk of delay,” she said. “Although airlift did decrease following Hurricane Irma, additional flights are being added as we speak – and I believe that St. Maarten will remain one of the best-connected islands to both the United States and Europe.” A lot of progress has been made with overall infrastructure on the island, she said, and visitors will see construction sites and rebuilding. Last year in Maho, few facilities were open for business; this year there are significantly more open, and other places are being rebuilt. One concern expressed by captains and crew relates to safety and security on St. Maarten, Erdman said. “I have tried to understand where

See Caribbean, Page 47

44 From the Bridge

The-Triton.com November 2018

Power fluctuations, light-loading generators add to problems BRIDGE, from Page 1 table and pointed at the others, “yachts are getting bigger and bigger, but marinas are not updating their power systems to the same rate.” Most of the marinas on his itinerary don’t have enough electric power, the yacht ends up running on generator and then you end up with problems, he said. All of the captains nodded in agreement. This forces many yachts to crank up the generator for the majority of the time. “As soon as guests are on board and we start our day, we go on generator because we can’t get enough power,” a captain said. “We ended up on generator all summer and the whole marina is pissed off because it’s polluting the water, the air, there’s smoke,” another captain said. “I’ve maybe spent a week on shore power in a year,” said a third captain.

Fluctuations common

Power fluctuations are a large part of the problem. A captain explained that a 75 percent load works well for generator operation, but yacht loads are not that stable. In fact, every captain had experienced frequent periods of low loads. “We’re permanently light-loading the generators, not to mention we’re sitting on it for six to seven months a year,” a captain said. “The chief engineer is trying to balance the power to get appropriate loads on the generator to not create so much smoke and soot, but it’s a typical problem.” If yachts run a few systems, say up to 25 percent load, generators do not work at their most efficient level, a captain

said. “You have times when guests are on board, the jacuzzi is going, all the dryers are going, and then things are OK,” he said. “The problem is when you have two or three guests and you’re not running much.” To balance this, many crew are trained to be aware of their department’s impact. This load juggle requires frequent communication with the engineer. Instead of a policy or standard operating procedure, many engineers and crew are aware of overall schedules and communicate throughout the day, according to the captains in this group. “A good engineer knows the boat schedule, he knows when the galley is busy, when guests will be on board, and when laundry needs to run,” a captain said. “The engineer will be standing by and monitoring.” “That’s a really clued-in engineer,” another captain said. “Our engineer knows that in the afternoon we go to split bus and get both generators on, the whole crew understands,” a third captain said. “My crew knows to call the engineer,” a captain said. “They know to let him know something will be on. But equally important is to let him know when that thing is turned off. I tell them to put a timer on their watch or phone. A lot of times they monitor, and then forget to tell him when they’re not using it.” Key is to have crew that understand not just their department, but how the total of all departments affects the boat. Several of the captains use phone apps to communicate.

PHOTO/DORIE COX

Individual comments are not attributed to encourage candid discussion; attending captains are identified above.

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

“We use WhatsApp. Everyone has it, so they can’t say they didn’t get the message. We have separate deck and interior WhatsApp groups,” a captain said. “If the engineer has the panel open, he notifies the crew by WhatsApp and by radio. So it’s said and written. Then he logs in his and I log in mine.” If the engineer works on anything electrical and needs to shut down pow-

Attendees of The Triton’s From the Bridge discussion for this issue are, back row from left, Capt. John Carlisle of M/Y Satisfaction; Capt. Veronica Hast, freelance; Capt. Phillip Nash of M/Y Checkmate; front row from left, Capt. Thomas Gray; Capt. Brook O'Neill; and Capt. Randy Steegstra of M/Y Wanderlust.

er, yachts following the International Safety Management (ISM) Code or with a mini-ISM have more rigid protocols. “Tag-out, lock-out. There are locks so no one can energize equipment. And there are logs. It’s in the engineer’s and captain’s log book if you’re ISM,” a captain said. “We lock-out, tag-out on the bridge, in the engine room, and anywhere near where the work is done,” he said. “If it’s anything potentially dangerous, this makes the crew treat it a little bit more seriously.” “Even on smaller boats, you have to tape over with signs, do not touch,” another captain said. With so many hands on board, the potential for a problem is a serious concern. “On our boat, the only one allowed to touch the breaker panel is the engineer,” a captain said. “People know how, but they are not allowed to touch it. If a breaker has gone out, it has gone out for a reason.” “If a breaker is off, crew should ask someone first,” another captain said. Crew who know a bit about electrical systems may turn a breaker back on, and that’s where a little knowledge

See BRIDGE, Page 46

October 2018 The-Triton.com

From the Bridge 45

46 From the Bridge

The-Triton.com November 2018

Departments must be aware of total power consumption BRIDGE, from Page 44 can be dangerous, the first captain said. “Things they don’t know that they don’t know can give them overconfidence to do something they should not do.”

Efficiency attainable

– I had no idea how huge – it’s a huge power draw,” a captain said. Some of the new additions, such as LED lights, are very efficient. For a yacht with 200 halogen lights that use 5-7 watts apiece, LED replacements that use half a watt reduce load immensely, a captain said. “Washers and dryers are getting better with power usage and we’re going to LED, but we still have the same galleys,” a captain said. “We’re shedding in some areas and gaining in others, but IT growth is exponential,” another captain said.

Marinas could help avoid such frequent generator use, a captain said. But many yachts want high voltage power and that level of upgrade is expensive. “It’s a lot of money for the marinas, and power companies don’t want to bring 3-phase to the dock,” a captain said. He said he recently watched the disruption as new lines were tunneled Upgrades a challenge under the parking lot of a marina and a Many captains have worked on older new transformer was put on the electric yachts and have looked into upgrades, pole to upgrade from single phase. He but have run into issues. A captain with recalled when electrical power and water a boat more than 15 years old said it is service were free at not easy to repower. many marinas. “Then you’re look“It was like $12,000 ‘There’s a big ing at a three-month for a year, and wawindow,” a captain problem with ter and electric were said. “They tried to do suppliers. Even if included. Then came it before, but couldn’t you want [upgraded 3-phase and now a buy a generator in six surcharge. For smaller equipment], you months time.” marinas, it’s tough,” can’t have them. It’s “There’s a big probhe said. lem with suppliers. amazing. If I needed a But even marinas Even if you want them, generator tomorrow, with sufficient power you can’t have them,” do not solve all the isI’d be screwed.’ a captain said. “It’s sues on board because amazing. If I needed a both marinas and generator tomorrow, yachts often have old I’d be screwed.” equipment. “There’s plenty of demand, but things “There isn’t a boatyard on the planet aren’t sitting on the shelf anymore,” that uses the latest and greatest. They another said. “You’ve got to plan a long bought this stuff three years ago and way out. You used to be able to go, look didn’t buy high-end then,” a captain at it and pick it up.” said. “So by the time it’s in the marina Ideally yachts would be designed and or the boat, it’s old. In this day and age, built to handle load fluctuations and infive years for electronics is huge.” sufficient power. Some naval architects This is not a new problem. When the are trying, a captain said. yacht was built it never was fine, it was Energy-saving appliances, such as always a juggle with power, even when LED lights, have some builders installthere was less equipment on board, a ing smaller generators to save money in captain said. production. But they’re always on the “Boat builders are resistant to change, edge of what the yacht needs, he said. and rightfully so,” another captain said. And more electric products are being They often try new ideas and “have added on board. gotten bit in the butt and it has cost mil“You used to be able to put two drylions.” ers in an area, but now they’re smaller, But change happens nonetheless. Just so maybe you can put three,” a captain 20 years ago boats were single phase, said. and now cabinets, closets, and under The group was frustrated, but disbeds are filled with AV (audio visual) cussed options, including better yacht and IT (information technologies) design. equipment. “Add a couple of decks of TV and AV See BRIDGE, Page 47

Career News 47

November 2018 The-Triton.com

Captain: Caribbean is best enjoyed on the hook, anyway Caribbean, from Page 43 this concern has come from, but I think it relates to some of the videos circulated of looting following the hurricane,” she said. “The reality, as I understand it, having tried unsuccessfully to get statistics, is that there has not been an increase in crime on island following the hurricane.” Dutch police are expected to remain on island for some time to provide additional security, and the marine trade association is actively involved in a work group with local police, coast guard and other governmental agencies to increase security in Simpson Bay Lagoon, she said.

Enjoy the essence of yachting

Caribbean islands are best enjoyed from the hook, anyway, said Capt. Pedro Camargo of M/Y Brunello. At anchor is where he and the yacht spent the 2017-18 winter charter season. The charter yacht is often at anchor and on the move most of the season from a base in St. Maarten. They spent the Christmas holiday in the BVIs, New Year’s in St. Barts and February in the Grenadines. “There was lots of destruction, but on anchor, it was so beautiful,” said Capt. Camargo. “I enjoyed it a lot last year.”

He expects to see more people in the Caribbean as many anchorages have been improved, he said. “Last year in the BVI there was big destruction,” he said, referring to downed trees at the Baths in Virgin Gorda. “Normally, I see palms in the back; last year I saw rocks. It’s a different view. For 20 years I saw trees, but it doesn’t make any difference.” The two-edged sword between supporting the islands and managing visitor expectations can be balanced, Capt. Carlisle said. Although he has learned that his yacht will probably head to the Bahamas, he still hopes he eventually is part of the fleet that heads back to the Caribbean. “It’s not rocket science; If we don’t head back down in large numbers, we hinder the area’s ability to rebuild,” Capt. Carlisle said. “Considering the wonderful benefits profit and pleasure yachts have gleaned from being in the islands, it seems almost obligatory for us to contribute significantly to its speedy rebuild by patronizing them through the reconstruction process.” Dorie Cox is editor of The Triton. Comments on this article are welcome at dorie@the-triton.com.

Improvements lie in designs with load and battery banks BRIDGE, from Page 46

“I’d like to see boats that come with a load bank on board,” a captain said. But until then, most use an electric company that brings a portable load bank to charge the yacht’s generators. Several captains have generators of different sizes, and some yachts have installed a smaller generator to use when few people are on board. “When the boat’s all lit up, we may run both. We have what we call a night generator, instead of a second generator,” a captain said. One yacht plans to get a battery bank. “Yachts have fantastic fuel and hydraulics, but they’re behind the curve in power,” a captain said. “All yachts should have a power management system, but they don’t.”

“It still goes back to wherever you go, you can’t get the power you need,” another captain said. As the captains envisioned their perfect yacht design, one said the 350foot S/Y Black Pearl is on the right track. The hybrid sailing vessel has battery banks that can accommodate power use with three levels, as well as heat-capture technologies and large scale storage batteries. While captains continue to balance need and use on board, they hope the industry takes on the challenges of optimizing electrical power management on yachts. Dorie Cox is editor of The Triton. Comments on this story are welcome at editor@the-triton.com.

48 Crew News

The-Triton.com November 2018

Life got her ready for yachting, and vice versa Story and photo by Tom Serio

Mermaids do exist and Whitney Fair is the essence of one, complete with a tail like a fish – at least when she is performing. She loves to be in the water as well as on it, and prior to mesmerizing crowds as an aquatic entertainer, her life included a stint as a yacht crew. Yacht crew are minimalists of sorts because of restricted living quarters and typically shared accommodations. Fair said she was already conditioned to that, thanks to her nomadic and free-spirited upbringing. Originally from Wichita, Kansas, Fair moved quite a bit during her childhood. “I was in 11 different schools before I graduated from high school,” she said. Her ability to live comfortably while mobile has led to a number of opportunities others would only dream of. She’s been through Australia, Thailand, Laos and Argentina; lived in Egypt and Japan; and did a 90-day bike trip in the summer of 2012 from Oregon to Virginia. In between, she crewed on several yachts, including M/Y Seas the Moment, an 86-foot Pacific Mariner, and M/Y Current Issue, a 91-foot Burger. Fair

found that crewing filled an immediate necessity after one of her global jaunts. “I needed money,” she said. Fair spent one year on board Seas the Moment, with two to three charters a month and up to eight guests. She had to double up on accommodations during peak periods, which was a challenge because she is a bit of an introvert. “I have to have alone time,” Fair said. She then took a hiatus and traveled across Brazil and Peru for four months on a spiritual journey before joining Current Issue under Capt. Craig Jones for a year and a half. Fair was drawn to yachting as a way to see more of the world – and to work. She quickly realized that the yacht comes first. Capt. Jones said her work ethic was top notch. “When ‘Whit’ was on duty, she did a great job. She doesn’t skip an inch,” he said. When Fair learned about the job opening for a mermaid with MeduSirena and the Aquaticats at the B Ocean Hotel in Fort Lauderdale, she jumped on it. She thought her audition went terribly, but she landed the job that day and assumed her swimming name: “Nakkar.” She joined the other mermaids in

a pool that has porthole views from The Wreck Bar so that patrons can watch. “I find freedom in the pool” Fair said. “Funny thing is that when we are swimming, we can’t see into the bar through the windows, but we can hear the patrons.” She considers being a mermaid the most interesting job she has held. The mermaids at the Wreck Bar are freebreathers, which means they perform without air tanks or breathing tubes. Fair said she can easily hold her breath for 30-45 seconds when performing, smiling for the guests and maneuvering with the other mermaids. “There are four swimmers for the evening shows” she said, so the mermaids can take turns swimming to the surface for a brief stop and fresh air. Fair said she also has an unquenchable thirst for hot yoga and has left jobs in pursuit of that passion. “In life, you need to put yourself first, and own your life,” she said. What lessons can Fair share with others getting into yachting? Three takeaways, she said: “Have a great time and meet interesting people, don’t fall into the ‘desert mirage’ where you halluci-

nate that there may be something there romantically with another crew member but there is not, and it’s a team effort with no room for individualism.” Whitney Fair and the other mermaids on the MeduSirena and the Aquaticats team perform Friday and Saturday evenings and during Sunday brunch at the Wreck Bar in the B Ocean Resort, 1140 Seabreeze Blvd., Fort Lauderdale. Capt. Tom Serio is a freelance captain, writer and photographer in South Florida. Comment at editor@the-triton.com.

November 2018 The-Triton.com

Palladium debuts ‘smart’ breaker panels

Fort Lauderdale-based Palladium Technologies has created an automated electrical distribution system as an alternative to the large electrical breaker distribution panels traditionally installed on each deck of a yacht, as well as the long cable runs needed to connect the breaker panels to each electrical consumer – lighting, galley appliances, electrical outlets, air-conditioning handlers, etc. The Titan Octoplex offers smaller breaker panels that can be monitored and controlled remotely, and therefore can be placed close to the consumer electrical systems, in deck-heads or other hidden locations, eliminating the need for accessibility. According to the company, the Titan system saves on space, weight and cost; reduces build times via its prewiring; and offers remote monitoring and immediate notification of breaker trips, resulting in quicker fault resolution time. For more details, visit palladium techs.com.

Sea-Fire nixes HFC-based equipment

Sea-Fire Europe recently announced it will no longer distribute equipment that uses HFCs (hydroflourocarbons). HFCs are a group of man-made gaseous agents that adversely impact the environment. They are frequently used in the fire-suppression and HVAC industries. The most commonly used for fire suppression is HFC227, also known as FM-200. The discharge of a cylinder of HFC227 from an average-size fire extinguisher, for example, has the CO2 equivalent of driving a car 167,000 miles, according to a Sea-Fire press release. The 1987 Montreal Protocol that

TECHNOLOGY bRIEFS dealt with the phase-out of halon also created regulations to reduce HFCs. In 2018, there was reportedly a reduction of 37 percent from a 2015 baseline, with more reductions scheduled. According to Sea-Fire, that phasedown will create HFC227 shortages that will drive up prices – the cost in Europe is predicted to double in the next 18 months – and adversely affect the ability to service HFC systems. An alternative is 3M Novec 1230 fire suppression fluid, which is electrically non-conductive and non-corrosive. It reportedly has a low toxicity value, has little global warming potential, and is not part of any proposed environmental phase-down. Baltimore-based Sea-Fire Marine and Sea-Fire Europe supply fire detection and suppression equipment to commercial, naval and recreational vessels worldwide. For more details, visit sea-fire.com.

Siqura launches bubble-less camera

Siqura, a Dutch company that makes video surveillance systems, has developed a bubble-less outdoor PTZ dome camera with 40x zoom. The PD910 combines next-generation camera technology with weather-proofing that alleviates the need for a bubble, according to the company. Traditionally, dome cameras were fitted with a transparent bubble to shield the camera inside from rain and other weather conditions. The bubble, however, also introduced specific negative side-effects. “One aspect of using a bubble is the presence of raindrops on it, which, of course, negatively affects performance,” said Peter de Konink, product manager at Siqura. “Another problem is what we

call ‘shimmering’ in the bubble, caused by the sunlight. This produces spots in the image displayed. Third, looking directly at the horizon with a bubble dome camera results in optical distortion.” According to the company, the PD910 camera is fitted, as standard, with IR illumination for extra resolution and night vision in combination with the latest 3 Megapixel ultra-low-light sensor. It’s also more compact and lightweight than previous models. For more information, visit siqura.com.

Rolls-Royce hybrid system coming

Rolls-Royce plans to release a range of integrated MTU hybrid ship propulsion systems by 2020. The propulsion systems will be made available for yachts and commercial boats in a power range extending from about 1,000kw to 4,000kw per powertrain, according to a press release. The company also announced plans to test a new MTU hybrid propulsion system incorporating Series 2000 engines in a yacht in 2019. MTU has already provided hybrid propulsion systems, including S/Y A, the world’s largest sailing yacht, commissioned in 2017. That combined dieselelectric system offers seven propulsion modes. A maximum speed of 21 knots is achieved using the diesel engines and electric motors for a power output close to 16,000kw. With its “Nova Hybrid” project, the Dutch shipyard Heesen Yachts offers customers a 50m fast displacement yacht that combines 1,200kw of diesel power with 2 x 110kw of electrical output. The all-aluminium yacht can travel at a speed of 9 knots on electrical power alone, according to Rolls-Royce. For more, visit mtu-report.com.

Career News 49

50 Calendar

upcoming events

The-Triton.com November 2018

PICK OF THE MONTH Oct. 31-Nov. 4 59th annual Fort Lauderdale International Boat Show The world's largest in-water boat show with an audience of 100,000 at seven locations with 3 million square feet of display from megayachts to accessories. This year includes nearly 1,000 boats and about 900 exhibitors with goods valued at more than $4 billion. flibs.com Visit www.the-triton.com and click “events” and search “boat show news” for up-to-the-minute information and activities. For our weekly email, click “Get our weekly emails” button.

Nov. 1 Founders Dinner, International Seakeepers Society, Fort Lauderdale. Honoring the 2018 Discovery Yacht Fleet. Seakeepers.org

Nov. 2 5th annual Top Notch Tabletop

Challenge. Aqualuxe Outfitting competition in five categories: Luxe Interior, Chic Outdoors, Stylish Menu Design, Most Artistic Napkin Fold, Top Creative Centerpiece, and Tip of the Day. www. aqualuxeoutfitting.com

Nov. 2 U.S. Superyacht Association annual meeting, 8-10 a.m. at Bahia Mar hotel. www.ussuperyacht.com

Nov. 2-18 33rd annual Ft. Lauderdale International Film Festival. www.fliff.com Nov. 3 Yacht Chandlers’ 11th annual

Captain and Crew Appreciation Party at Sway Nightclub, Fort Lauderdale. Preegister at www.yachtchandlers.com.

Nov. 3 Boys N Toys Yacht Hop,

Northrop & Johnson stand. To benefit Kids In Distress with silent and live auctions, cocktails and hors d’oeuvres and celebrity guest, Capt. Lee Rosbach from Bravo’s “Below Deck”. Tickets are $300. 7-10 p.m. www.boysntoys.org

Nov. 4 Daylight savings time ends at 2

a.m. Set clocks back one hour in most of the United States (it is not observed in Hawaii, American Samoa, Guam, Puerto Rico and the Virgin Islands). The European Union (EU) standardized Daylight Saving Time ended on the last Sunday in October. www.timetemperature.com

Nov. 6-7 International Marine Surveying Fest, a 24-hour seminar with speakers every hour on all things marine surveying. www.iims.org.uk

Nov. 6-9 37th BVI Charter Yacht Show, Nanny Cay, Tortola, British Virgin Islands. www.bvicrewedyachts.com

Nov. 7 Triton Networking, 6-8 p.m. at

Admiral Yacht Canvas and Upholstery in Fort Lauderdale. All captains, crew and industry professionals welcome for casual networking; no RSVP required. Read more on page 52. www.the-triton.com

Nov. 9-11 Seven Seas Cruising Association Gam, Melbourne, Fla. Join cruising enthusiasts for seminars, informal roundtables, fun and friendship. www.ssca.org Nov. 10-13 USVI Charter Yacht Show, Yacht Haven Grande, St. Thomas. www.VIPCA.com Nov. 11-18 Miami Book Fair, Miami. The 35th anniversary of this eight-day literary event with speakers, authors, panels and events in and around MiamiDade College. The Street Fair runs Nov. 16-18. www.miamibookfair.com Nov. 12-14 The Superyacht Forum, previously known as the Global Superyacht Forum, Amsterdam. Attendees include captains, yacht managers, owner representatives, shipyards, designers, lawyers and more in the superyacht industry. www.superyachtforum.com

MONTHLY EVENT

Nov. 4, noon The Triton From the Bridge captains discussion Fort Lauderdale International Boat Show

A roundtable lunchtime conversation on issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@the-triton.com or 954-525-0029. Space is limited.

upcoming events

November 2018 The-Triton.com

upcoming events Nov. 12-15 International Navigation Conference, Brighton, UK. The conference covers modern navigation on land, sea, air and space on topics including GNSS, indoor positioning, autonomous transport, security against cyber attack, resilience, and quantum technology. rin.org.uk Nov. 13-15 Marine Equipment Trade Show (METS), RAI, Amsterdam. International marine industry professionals gather for three days of inspiration and innovation. Includes Superyacht Pavilion. www.metstrade.com Nov. 14 Triton Networking, 6-8 p.m. at

Longbow Marine, a chandlery in Fort Lauderdale. All captains, crew and industry professionals welcome for casual networking; no RSVP required. Read more on page 53. www.the-triton.com

Nov. 22-26 38th annual Athens International Boat Show, Greece. www.athensboatshow.gr/en Nov. 28-30 International Workboat Show, New Orleans. www.workboatshow.com Nov. 29 The Triton From the Bridge captains luncheon, noon, Fort Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@ the-triton.com or 954-525-0029. Space is limited.

Nov. 29-Dec. 2 41st annual St. Petersburg Power and Sailboat Show, St. Petersburg, Fla. www.stpeteboatshow.com

Dec. 4-10 57th annual Antigua Char-

ter Yacht Show, Antigua. One of the industry’s largest charter shows, showcasing more than 50 yachts at three marinas: Nelson's Dockyard Marina in English Harbour, and Falmouth Harbour Marina and Antigua Yacht Club Marina in Falmouth Harbour. Other events include Concours de Chef and stew competitions, CYBA Hall of Fame presentation, seminars and yacht viewings, cocktail parties and yacht hops. antiguacharteryachtmeeting.com

Dec. 5 Triton Networking, 6-8 p.m.,

the first Wednesday of every month at rotating locations in Fort Lauderdale. This time with Maritime Marine, a switchboard automation manufacturer. Captains, crew and industry professionals are welcome to join us for casual

MAKING PLANS

Feb. 14-18 Miami Yacht Show Miami Beach

This is the 31st edition of the megayacht part of Miami’s two boat shows (not to be confused with the Miami International Boat Show) and is expected to showcase more than 500 new and brokerage yachts along a one-mile stretch of the Indian Creek Waterway with an additional location at Island Gardens on Watson Island in Miami. General admission is $25 per day. miamiyachtshow.com

networking, no RSVP required. www.the-triton.com

Dec. 6 Indian Ocean Yachts and Superyachts Forum, Mumbai. Seminar topics include infrastructure, legislation and tax, security and superyacht tourism. www.quaynote.com Dec. 6-9 17th annual Art Basel Miami Beach. The international art event hosts shows for modern and contemporary works of more than 4,000 artists. www. artbasel.com Dec. 8-13 9th biennial National Summit

on Coastal and Estuarine Restoration, California. Hosted by Restore America's Estuaries. www.estuaries.org

Dec. 8-16 Nautic Paris Boat Show,

France. For all sectors of the watersports industry, including sail, power, board sports, equipment, rentals and fishing. www.salonnautiqueparis.com/en

Dec. 15 Winterfest Boat Parade, Fort Lauderdale. The 47th annual parade travels east on the New River and north on the Intracoastal Waterway to Lake Santa Barbara in Pompano Beach. Starts in downtown Fort Lauderdale at 6:30 p.m. This year's theme is “Best of the 80s”. winterfestparade.com Dec. 19 Triton Networking, 6-8 p.m., the third Wednesday of most months at rotating locations in Fort Lauderdale. This time with Ocean Wine & Spirits. Captains, crew and industry professionals are welcome to join us for casual networking, no RSVP required. www.the-triton.com

Calendar 51

52 Triton CareerNetworking

ADMIRAL CANVAS Keep your networking momentum going by joining us on the first Wednesday in November – just days after the Fort Lauderdale boat show – for Triton Networking with Admiral Yacht Canvas and Upholstery. Until then, learn more about this 32-year-old company from its founder, Warren Cooper. Q. Tell us about Admiral Canvas. We design, Cooper manufacture and install custom enclosures, canvas covers, biminis, cushions, runners and more. I started in 1986 as a one-man band and grew to have several locations but then consolidated to Fort Lauderdale in 1999. As we grew with the industry, we began doing EZ2CY, the hard acrylic enclosures that have become standard for most high-quality sportfishing boats. While we don’t manufacture the acrylic, we manufacture the enclosures – everything from designing them, doing the templates, cutting and sewing them together, and the installation. We also design and manufacture the stainless steel frames for our covers. And for the last 20 years, we have had a full upholstery department. I’m proud to say we have always pushed the boundaries of “canvas” with innovative products and designs. Q. Wow, that’s a huge range of products and services. How did you come to expand so broadly beyond the “canvas” in your name? By never saying no. If I couldn’t do it, I’d find someone who could. I didn’t want to lose the client. Q. How did you get started? My grandfather was a tailor on Savile Row in London. He moved to Miami in 1974 and opened a tailor shop. My family moved over from the Bahamas in 1976 and together, my dad, his dad and my uncles opened several more tailor shops around South Florida. So, of course, I swore I’d never sew. I became a bartender at The Button on the beach. This was the early 1980s in the heyday of Spring Break. But like all crazy times, I knew it was going to end, so a friend of mine was going to work with Blue Lagoon Marine’s canvas shop, and I joined him. After about 18 months, I realized I was really loving what I was doing and wanted more control over the end product. I suggested to the owner we expand to West Palm Beach. He wasn’t interested, so I quit and, with my brother and dad, opened Mr. Canvas up in Delray Beach. But, after two years with three

The-Triton.com November 2018 chiefs and no Indians, it didn’t last. I then started Admiral Canvas in a 10x30 warehouse in Lantana. I had been working with Dick Bassett, then of Bassett Boat Co. (and later president of MarineMax), first on 18-25 footers, then 35 footers, 40 footers. And we just grew. In this business, it’s all about relationships. Companies would change, but the people stayed the same. When the Bassett people moved up, when they went along, we went with them. It’s about taking care of people. What we try to do above all else is have the boat ready for clients when they need it. We take their deadlines seriously. Q. Many factors come into play that you don’t have control over – sourcing your supplies among them. How can you promise on-time delivery? There’s more than one place to get supplies. I’m not afraid to have my guys work Saturday and pay overtime to get the job done. I also work with other canvas companies; we all work to help each other. There’s enough business to go around for everyone. But the best way to deliver as promised is to have control of your scheduling, knowing what can be produced realistically and how fast, knowing what’s available, and asking questions. Communication is very important, with the client and with suppliers. Q. How should crew take care of the canvas onboard? Keep it clean and air it out. And don’t use bleach. Bleach will ruin the thread and cause the seams to give out. Don’t ever put runners in the dryer; let them air dry. Depending what they are made of, you might be able to put them in a washer, but it’s better to lay them out on deck and scrub them with a brush. Know what you have and how to take care of it. With enclosures, do you have isinglass (a soft, rollable vinyl) or EZ2CY (a rigid acrylic) or Makrolon (a rigid polycarbonate)? Only use the right cleaning material. Using the wrong product will ruin it. Regular maintenance for covers is the same as for anything else onboard; have a schedule. Q. What one thing will ruin the look of onboard canvas the fastest? Sun is not the enemy. Leaving dirt on it and having inexperienced people clean it using the wrong products is what does the most damage. Join us for Triton Networking on Nov. 7 from 6-8 p.m. at Admiral Yacht Canvas and Upholstery, 512 S.E. 32nd St. (33316). No need to RSVP. For more information, visit admiralcanvas.com.

November 2018 The-Triton.com Triton Networking is squeezing in a second event on the second Wednesday in November at Longbow Marine, a chandlery in Fort Lauderdale. Captains, crew and industry professionals are invited to join us. Until then, learn more from owner Simon Addrison, who spent about a decade on deck, as an engineer, and as a captain. He came ashore in 2003 and worked in the Addrison chandlery business before starting Longbow in 2014. Q. Tell us about Longbow Marine. Longbow Marine is a marine chandlery. We can source and locate most any part, product or service needed for the Engineering, Deck and Interior departments. We are seeing more and more demand for equipment that meets the class requirements as well as a growth in our safety department. We are constantly looking into new products that can make the vessel’s daily operations run smoothly. Q. That’s really smart. This industry is all about building relationships. We have an ever-growing network of people we work with that allows us to provide just about any kind of service anywhere. If there is not a reliable or knowledgeable company available to provide service in a given port we can arrange for techs to go in the field get the job done. Q. Crew can buy parts themselves. Why use a chandlery? To save time and money. Let’s say a boat is at the shipyard and needs parts from the hydraulic shop and the machine shop and the parts store and the hardware store. The guy the captain needs to send will be the chief or the second who is going to spend an hour or more going to each of those places; we all know what the South Florida traffic is like. That’s a lot of time away from the boat when he needs to be onboard overseeing the refit. Some crew like to get off the boat now and then, so they are happy to run over to the hardware store or the parts store. Then they just call us for the more challenging stuff that they can’t find. And that’s fine with us. Couple that with the support that we offer once the yacht has left Fort Lauderdale and we can make life a lot easier when it comes to resupply and replacement parts. Q. Can you help someone who doesn’t really know what they need? Yes. Most captains and engineers will have the part numbers and relevant

LONGBOW Marine information, but for a lot of them, that paperwork is just not available. The manuals get lost along the way as boats change hands and ID markers are painted over or removed. The move toward having everything digital has made it a lot easier to know which equipment is on the boat, but there are still a lot of times where the crew have no way to know what they have onboard. We keep digging until we work out the exact match or replacement part. Q. Tell us about your team. Our inside core guys are all still here; people come and they don’t want to go. Phillip, Jeremy, Hunter and Isvy have all been with us from the start. We have hired two new drivers, Katie and Dylan, and have purchased another new vehicle to match with our exponential growth as a company. Q. Tell us about you. This all started when I was working at a diving school in Greece in 1989. On a trip going to Greece from England, I stopped in Antibes and I ended up getting daywork in an engine room. After I finished working at the dive school I went back to the south of France and got long-term daywork. From there I got a job on the biggest Lurssen at the time. I worked with the engineer and then got a crew position. I stayed and worked from the bilge up. I am the all-round, troubleshooting guy. When you run a boat, you know everything about that boat, bow to stern. When you work in a business like Longbow, you have to know everyone else’s boat. I thought I was pretty knowledgeable about boats until I started doing this. It’s humbled me, really. My wife, Jodi, is the one who can source parts, do the shipping and the accounting. She's the biggest all-arounder amongst us. She's been in this industry from high school starting at Lewis Marine and moving to the specialized chandlery business in the late 1990s. Q. What’s the one thing you wish captains knew about Longbow? I’ve been sourcing parts since 2002; you can't learn that overnight. Even with the Internet, it’s not easy. Parts change, they get updated, the part numbers change. It’s no good if you send a part to South America and it’s 2mm out. We are detailed oriented, and we offer a personal service. We get to know the boat inside-out so we can make the captain, mate and engineer look like superstars. Join us for Triton Networking on Wednesday, Nov. 14, from 6-8 p.m. at Longbow Marine, 1305 S.W. First Ave. in Fort Lauderdale (33315). For more information, visit www.longbowmarine. com or call +1 954-616-5737.

Triton Networking Career 53

54 Write to Be Heard

The-Triton.com November 2018

First step in fire prevention: treat fabrics with skill, technology By Richard Perkins Many parts of a yacht are prone to fire, such as wiring behind fabric panels, engines under the floor, temperamental electronic equipment under wooden bridges, acres of fabrics and carpets that serve as tinder. The professionals who operate these vessels do their best to minimize risk in all the high-risk areas. That is what fire prevention is all about – a selection of different fire safety technologies working in conjunction with each other to provide many layers of safety and to protect everyone onboard as much as possible. For this reason, it seems logical that

all superyachts opt for flame retardant as the first line of defense, proactively preventing a fire from taking hold. The second layer is the reactive automated systems helping to fight the fire if it has taken hold. The Maritime and Coastguard Agency’s Large Commercial Yacht Code (LY2 and subsequently LY3) require commercial vessels such as charter yachts over 24m to use flame retardant technology. The codes also regulate who can apply them onboard vessels, requiring applicators to be certified. The standards required by those applying flame retardant products to floor coverings, suspended textile materials, upholstery materials and bedding components are

set out in the Maritime and Coastguard Agency (MCA) Marine Guidance Note (MGN) 453 (M). Those requirements have changed significantly since they came into force on Oct. 1, 2012. These newer requirements are more stringent and will become still more so under the next impending iteration of the Guidance Note. This has raised the standard and accountability of those companies providing this crucial professional service while recognizing and documenting what is fire safe, which is great news for the safety of crews, guests and the superyacht industry. Questions are often asked about the health and safety of the product. Flame

retardant treatment for fabrics is nothing new; it has been in use for years commercially. In the past, fabrics that needed flame retardant tended to be used in commercial settings such as on trains and in aircraft. These days, we need to be able to treat the most delicate soft goods onboard luxury yachts so that we see no damage, no change in appearance, and no change in the feel of the fabrics. We now use some of the world’s most advanced liquid flame retardant technologies that can be applied professionally to carpets, wall coverings, upholstery, soft furnishings and a range of luxury textiles not usually found onboard cruise liners or passenger ferries. They help to prevent the spread of fire, thus reducing the fire damage and saving lives without hurting the appearance or touch of the fabrics. Almost any fabric that absorbs liquid can be treated safely. The type and weight of the fabric dictates the amount of chemical required. The flame retardant chemical is applied onto the fabric with specialized equipment, which is part of the test and certification process and ensures accurate dispensing of chemical to the item being treated. As a former chief steward for seven years and having maintained interior fabrics as a professional cleaner and restorer now for 33 years, I can honestly say the interior soft goods are some of the most expensive things on any yacht, after motors and electronics. It is important to have someone who knows how to maintain them when performing the flame retardant treatment. As the science behind the flame retardant chemical has developed, the chemical has improved. It is safer for the applicators, safer for guests, safer for crew, safer in its manufacturing and safer in its disposal. The following areas of the flame retardant process have been scrutinized to create a more rigid method of monitoring and approval: l Efficacy and testing of the products used for the flame retardant treatment l Testing of a range of the textiles once treated to the required IMO Fire Test Procedures Code l Certified applicators of the product and their methods l Detailed documentation of the treatment process including photographs of all items treated l Audit of service providers’ quality

See FIRE, Page 56

November 2018 The-Triton.com

Industry takes notice of yacht crew mental health issues Mental Health awareness has become a prominent subject matter in the past few years [“Suicides, deaths spur concerns over crew mental health”, October issue]. Unfortunately, the increase in mental health issues leading to suicide has escalated exponentially in seafarers. According to the World Health Organization, suicide among seafarers has increased from 4.4 percent in 2015 to 15.3 percent in 2016. Currently, mental health issues will impact one in four people. This is a real issue that is progressively getting worse. Reading about a crew member suicide or psychological issue is not unusual anymore. With the current yacht work environment, it is not unusual for crew members to experience a mental health problem. The impact of social media is compounded with the crew member separation from loved ones. More needs to be done to help our fellow crew. Organizations such as International Seafarers’ Welfare and Assistance Network have begun to assist seafarers with mental health issues. Based in Florida, SGRM - International Insurance Brokers, in association with WYCC Luxembourg, have partnered to develop industry-leading global health insurance with full or comprehensive U.S. coverage. SGRM is moving toward including mental health within our global health insurance coverage. Dr. Iris Saleh Medical director, SGRM When humans are expected to work like machines, it is not going to end well. The human element factor has left yachting. It is not good and is a serious issue. It taking a very bad toll on crew. Something needs to change. Capt. Keith Moore via Facebook.com

Veterans offer help to industry

“Mental maintenance” is more important than we imagine, and had always been an issue with me [Crew Compass: “As seasons shift, time for self-renewing sanity check”, Sept. 28].

Write to Be Heard 55

from our readers Crew Eye

he crew of M/Y Omaha toss the lines to dock at Lauderdale Marine Center dockhands after a tow from The Hilton Marina in Fort Lauderdale. Capt. Jamie Farnborough and Chief Officer Wesley Tucker take a break after the boat was successfully maneuvered into the slip on the late September tow. From galley to anchor locker, yacht crew are continually on the job. Please share behind-the-scenes photos of your crew in action to editor@the-triton.com. For many years, I have quietly helped crew friends make changes in their lives. I believe “other people” see the glamour and not the dreary part of the industry. There are a lot of retired yacht crew who might be willing to make themselves available to those who are struggling. We must think about this as an industry. I’m in. There is a grief group called Option B (optionb.org) that might be a good model. My email is awwyc@comcast.net. If a kind word or a little distance would help, I am there for crew. Ann-Wallis White Ann Wallis Yacht Charters via www.the-triton.com

Refuse to enter the “death zone”

Damn, do I hate towing; luckily for the last 20 years I’ve not had to do it

[From the Bridge: “Training, equipment, realistic expectations ease towing trouble”, Oct. 8]. I’ve got plenty of experience towing. Never liked it. I heard about a former crew who was blinded by a bow eye pulled out of the tender. Commercial tugs call the area behind the tow line the death zone. We lost a 23-foot Formula 1 on a trip to Bimini and a 13-foot Zodiac jet. We managed to find the Zodiac after a few-hour search. We put radar reflectors on a pole, which really helped with the recovery. My best towing story was on the way to the Bahamas when I looked aft to see the slippery Zodiac Jet was missing. I slowed down to pull in the yellow poly pro line. (I used to use floating line on a bridle as we were just two crew on a 90-foot sportfish.)

As we slowed, the tender popped up about 20 feet in the air and landed upside down. It had been held under like a planer. Now in my old age I refuse to tow any tender. And I can thankfully afford to turn down job where towing is a requirement. I’m surprised more folks are not injured by this stupid practice of towing 30- to 60-foot tenders on substandard equipment with understaffed yachts. Old Salt via www.the-triton.com

Refuse to enter the “death zone”

Excellent, educational piece. [Stew Cues: “The Continental divide at the dining table is drawn on a ‘zigzag’,” Sept. 17] Jana L. Sheeder via www.the-triton.com

56 Puzzle

The-Triton.com November 2018

Suduko Try this puzzle based on numbers. There is only one rule: Every row, every column and every 3x3 box must contain the digits 1 through 9 only once. You don’t need arithmetic. Nothing has to add up to anything else. All you need is reasoning and logic.

Calm

Who needs flame retardant? Red Ensign boats that charter FIRE, from Page 54 manual, their processes and all associated documentation l Information on all trained and certified personnel approved by the service provider l Vessel certification ideally for one year. A big question that captains, management companies and owners have is, “who is required to have this treatment and certification”. The requirements for vessels under the Red Ensign group are: l Yachts 24m and over in load line length l In commercial use for sport or pleasure l Do not carry cargo l Do not carry more than 12 passengers l More than 500GT but does not exceed 2000GT l Vessel does not have a fire suppression/sprinkler system fitted

Should a yacht that fits these parameters decide to charter – even for one week – then it must comply. Vessels in private use are not required to comply, however, their insurers may well ask for certification. It is always best to ask the question of the insurer before an incident happens. We all pay insurance in the hope that we never need to use it, and flame retardancy is similar in that it offers peace of mind, which is a priceless commodity. Tested and proven flame retardants are the hidden protection against the potential devastation and impact of fire, and whose benefits are often only noticed when they are not present. Former Chief Steward Richard Perkins is owner of Interior Technology Services, a Fort Lauderdale- and Amsterdam-based company that specializes in cleaning and protecting interior fabrics and carpets for 30 years. Comments are welcome at editor@the-triton.com.

October 2018 The-Triton.com

Triton Spotter

Andreia Caprioli and Capt. Ned Stone keep up with the latest Triton news during a visit to the beach town of Ubatuba, Brazil. They attended the São Paulo Boat Show, billed as the largest indoor nautical show in Latin America, which ran Sept. 27 Oct. 2. Capt. Stone reported that Azimuth is building 58-, 62- and 74-foot vessels in Brazil for the South American market. “This is a special place with gorgeous historic buildings and lots of protected anchorages nearby,” Capt. Stone wrote in an email.

The delivery crew on M/Y Equation, a 112-foot Crescent, took a break after arrival in Newport, Rhode Island to go through previous Tritons. Pictured from left, are Equation’s full-time captain Capt. Marvin Kirkpatrick, and Fort Lauderdale delivery captains Capt. Brett Eagan and Capt. Jay Larson, with stew and chef Carissa Cartas. The yacht spent the summer in the Great Lakes. “It was awesome,” Capt. Eagan said. “We got to cruise up the Erie Canal and came back around the St Lawrence.”

We love to see The Triton all over the world. Share a photo of you and your Triton, wherever and however you read it. Send to editor@the-triton.com.

Where in the World 57

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