Triton September 2017 Vol. 14, No. 6

4

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

Judge rules for crew, but no cash in sight

By Dorie Cox At the start of a new job, many crew are asked to sign a contract that defines wages, scope of work, leave and more.

For charter vessels, the commercial status of the yacht requires these contracts in most cases. Such a detailed legal document is designed to prevent problems, clearly spelling out what should happen when crew are fired or resign.

Capt. Rusty Allen and the crew of the 216-foot Oceanco M/Y Natita found that not to be the case when they were let go at the end of January.

While their wages had been paid, their contracts provided for severance payment, as well as earned vacation pay. But the owner was in financial difficulties and did not make those payments, neither to the crew nor to the bank. (See “Natita seized for nonpayment,” Page 1).

“All crew think, ‘I have a contract, so I’m protected,’” Capt. Allen said.

“Problem is, that’s not true. When an owner decides not to pay, bam, nothing you can do. The only way to do anything is to go to court, get an attorney – and that’s not cheap.”

Capt. Allen had decades of experience running vessels, even serving

M/Y Natita seized at boatyard M/Y Natita, a 217-foot (66m) Oceanco launched in 2005, was seized on July 15 after the owner, Texas oilman William Kallop, failed to make payments on a loan against

the yacht. Court filings show that Kallop borrowed $32 million from Wall Street firm Goldman Sachs Group’s private bank in 2014, See NATITA, page 35

Dorie Cox

The death of a yacht crew member is not a topic most people want to discuss over lunch, but recent obituaries spurred the question of how yacht captains handle such incidents. Every captain at this month's Triton From the Bridge lunch had seen a death during

Updates from around the world M/Y If Only burns in Nice; Great Barrier Reef opens to yachts; captain’s license suspended.

9-12

Cruising Grounds

Patagonia beauty stunning Boldly go where few trek: tips to take south to the bottom of the world

24

TRITON PHOTO

as general manager of the owner’s fleet of yachts, including M/Y Natita II, M/Y Bad Girl and M/Y Mystere. He never thought he would have employment contract issues.

Neither did Capt. Janz Staats, who is navigating nonpayment of wages by a yacht owner. He asked that the vessel not be named because of ongoing legal See CONTRACTS, page 31

Fine balance of compassion, duty when crew die From the Bridge

News

their early commercial, military, dive and fishing boat experience, but none during their jobs in yachting.

Recollections from personal knowledge and hearsay quickly poured out.

"There was a young engineer on an old steel yacht with a 110-volt system,” one captain said. “It had a string of batteries. He did something and” – the captain clapped his hands – “dead.

I remember hearing the crew fell

completely apart. The captain was fired.

And all that's secondary to the young man's experience himself of dying."

Individual comments are not attributed to any particular person in order to encourage candid discussion.

The attending captains are identified in an accompanying photograph.

Many of the captains spoke about the effect that having a crew member die has

See BRIDGE, page 26

Crew News Crew to ride 1,400km for charity Captain and engineer take fight against cancer to the road 5 between London, Antibes.

Obituaries Yacht community mourns the deaths of a chef and two engineers.

6,8,9

Events Triton Networking Yachting calendar

37,38 39

Contents

September 2017 The-Triton.com

Events 37-38 Next Triton events 39 Calendar

Write to Be Heard 40

Letters to the Editor

4

What’s Inside

19 23 30

NEWS 1 5 6,8,9 9-12 12 32 36

Crew Health Take It In The Yachtie Glow Sea Sick

Captains lunch Crew News Obituaries News Marinas / Shipyards Boats / Broker Business

Advertisers 18

COLUMNISTS Career 13 22 28 29

Owner’s View Crew Compass Taking the Helm Crew Coach

Clarification:

A Triton file photo used on Page 22 in the August issue of The Triton shows students in a classroom at Maritime Professional Training in Fort Lauderdale in 2010.

Stew Cues Top Shelf Crew’s Mess Culinary Waves

14 15 16 17

Production Manager Patty Weinert, patty@the-triton.com

Triton Spotter

Sea Science The Agent’s Corner Diesel Digest Rules of the Road

Associate Editor Susan Jobe, susan@the-triton.com

Advertising Sales Lucy Chabot Reed, lucy@the-triton.com

41

Operations

Editor Dorie Cox, dorie@the-triton.com

Publisher Lucy Chabot Reed, lucy@the-triton.com

Business Cards Advertisers Directory Sudoku Puzzles

Where in the World

Interior 18 20 20 21

41 45 45

Contributors

Carol Bareuther, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Lauren Loudon, Chief Stew Alene Keenan, Melissa McMahon, Carlos Miquel, Keith Murray, Angela Orecchio, Capt. Deb Radtke, Jordanna Sheermohamed, Capt. John Wampler, Capt. Jeff Werner

Contact us at: Mailing address: 757 S.E. 17th St., #1119 Ft. Lauderdale, FL 33316 Visit us at: 1043 S.E. 17th St., Suite 201 Ft. Lauderdale, FL 33316 Call us at: (954) 525-0029 FAX (954) 525-9676 Online at: www.the-triton.com Vol. 14, No. 6

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

3

4 Triton Networking

igy mARINAS

T

he Triton took to the beach in Fort Lauderdale for networking with IGY Marinas on the first Wednesday in August. About 150 captains, crew and industry professionals gathered for grilled hamburgers and hotdogs as the day cooled.

SeeThe Triton calendar on Page 39 for future events.

PHOTOS/TOM SERIO

The-Triton.com September 2017

September 2017 The-Triton.com

News

5

PHOTOS/BEN JONES

Ben Craig-Cameron turbo-trains on a stationary bike for two hours each day to prepare for Cogs4Cancer charity ride in October.

Captain, engineer take a spin against cancer in 1,400km ride

By Dorie Cox Not much slows down Capt. Ben Craig-Cameron, 44, of M/Y Turquoise.

He has run some of the larger sailing yachts including the 75m custom S/Y Mirabella V, the 54m Perini S/Y Jasali II, the 43m J-Class S/Y Ranger, the 43m Huismann S/Y Cyclos III, as well M/Y White Cloud, a 68m Feadship. Plus, he and his wife have three children under the age of seven.

But last year he had cancer, stage 3B malignant melanoma.

“It hit me like running into a brick wall,” Capt. Craig-Cameron said.

As part of his fight back, he will join 36 bicyclists in Cogs4Cancer, a 1400km ride from London to Antibes for 10 days in October.

“This ride is one of the good things that came out of it,” he said of his cancer scare. “It became more personal. Now my health is good. I got a clear PET scan in November and I did it through nutrition and exercise.”

Capt. Craig-Cameron said finding time to train during season is difficult.

“I manage to get off two hours a day to run or ride; I make it happen,” he said. “The owner’s supportive. He encourages me, and so do the crew.

My first officer is great. I can leave him in charge and feel safe. That makes a massive difference.”

Capt. Craig-Cameron uses the event to educate others.

“With someone like me and my cancer, the first thing people say is, ‘Well, you work in the sun’,” he said. “It was not the sun; it was stress and food-

related. And I’ll show people a picture of the scar on my back. This is real, not just another charity.

“Something that does surprise – and always will – is how difficult it is to get people to sponsor,” he said. “You would think it would be the easy part.

If could go to Waxy’s [Irish Pub in Fort Lauderdale], put a bucket out and ask for every round to chuck in one [dollar], you would have a full bucket.”

Nick Farrell, chief engineer of MY Andiamo, will be on the ride also. He has biked the route twice before, but this is his first time for Cogs4Cancer. He sees the event as an opportunity to give back to those who need help.

“Our last two charities were Arthritis Research UK and Depression Alliance, so this is a new charity and a very worthy one,” he wrote in an email.

Farrell prefers to take time off from work to train.

“I have segregated them intentionally so I can concentrate on each,” he wrote.

He hopes the event inspires other yacht crew.

“To quote a current ‘BBC Sport’ tagline: Get inspired,” he wrote. “And give back to those less fortunate than you. A community that works for the better good is enriched by the experience and is the route to true contentment. So run, walk, ride or climb for a charity of your choice and in doing so, make everyone happier.”

For more details visit Cogs4Cancer at www.cogs4cancer.org.

Dorie Cox is editor of The Triton.

Comment at dorie@the-triton.com.

6 News

OBITUARY

The-Triton.com September 2017

Chef known for Southern cooking, fly fishing dies of cancer

By Dorie Cox Chef Chris Cantrell is remembered by the yachting industry for his creative recipes, many based on the regional cuisine of his childhood homes in Tennessee and southern Louisiana.

Mr. Cantrell died July 14 at the age of 38; he had been undergoing treatment for stage 4 stomach cancer.

He leaves behind a wife, Alice Morby Cantrell Cantrell, and a 2-year-old son.

Capt. Phil Burgess, who hired Mr. Cantrell as chef on M/Y Helix, said he would have been perfect as a chef on a television show because of his animated character when he was cooking.

"I can imagine him performing,” Capt. Burgess said. “Chris was an amazing chef and he never repeated a meal. Well, only if someone asked and said, ‘I love that jambalaya.’ ” Mr. Cantrell perfected Scotch eggs,

popular in the U.K., even though he had never heard of them when Capt. Burgess requested the deep-fried sausagecovered eggs rolled in breadcrumbs.

"Chris would have 10 or 12 in the fridge for me on my watch, but they would be pinched by the crew," he said.

Mr. Cantrell often spent his break time in the yacht's crew mess tying his own fishing tackle.

"He was a keen fisherman with a passion for fly-fishing," Capt. Burgess said. "One time he left his gear in his truck and someone stole his homemade flies. Out of all the things they could have stolen, that was the worst."

According to fishing guide Troy D. Nash, passion was instrumental in Mr. Cantrell's choice of professions. About 20 years ago, Nash met Mr. Cantrell as a client on his fishing charter.

"He was staying at the KOA in a tent, and I thought, wow, this kid is really resourceful and adventurous," Nash wrote in an online post. "Chris made his intentions clear – he wanted to earn his sea time and get his captain's license to become a fishing guide, too."

But Nash said Mr. Cantrell made the

mistake of cooking for his family.

"I explained to him I thought he had a God-given talent and suggested he become a chef," Nash wrote. "Not just any chef, but a yacht chef."

And he did just that. His yacht jobs included M/Y Murphy’s Law, a 125-foot Delta; M/Y Helix, a 147-foot Feadship; M/Y Lady Nan Ce, a 112-foot Westport; M/Y Grand Coroto, a 115-foot Benetti; M/Y Senses, a 195-foot Kusch; M/Y White Cloud, a 220-foot Feadship; S/Y Matau, a 75-foot Privilege; M/Y Aquasition, a 147-foot Intermarine; M/Y Pegasus, a 162-foot Feadship; and M/Y Kismet, a 130-foot Feadship.

Mr. Cantrell met his wife, Alice Morby, when she started as a stew on M/Y Helix, said Chief Stew Kaki Burgess, wife of Capt. Burgess.

"Alice came on as a dayworker, then we hired her for the season," she said. "And we watched their onboard romance blossom."

The couple married and had a son, Charlie, in 2014.

Owen Doyle, owner of Owen Doyle Provisioning in Delray Beach, Florida, helped Mr. Cantrell make the move

to land for his most recent position as executive chef on Bell Island in the Exumas, Bahamas.

“Chris was one of my top six chefs that I've dealt with as far as professionalism and easiness to work with,” Doyle said.

Mr. Cantrell specialized in farm-totable food, making vinegars, dry-aging meats and working with chicken, pork and lamb farmers, Doyle said.

Fellow Chef Hector Castro said he and Mr. Cantrell hit it off immediately.

"If I can describe him in one word, it would be generous," Castro said. "He was down to earth and a damn good friend, so easy to be around. We're going to miss him dearly."

Besides his wife and son, Mr. Cantrell is survived by his mother, Victorine Kay Cantrell; his father, Johnny Ray Cantrell; a brother, Andre John Cantrell; a grandmother, Bridget Verdin Chapel; parents-in-law, Susie and Alex Morby; and many aunts, uncles and cousins.

Dorie Cox is editor of The Triton.

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

8 News

OBITUARY

The-Triton.com September 2017

M/Y Cracker Bay/Campbell Bay chief engineer Terry Nash dies

By Dorie Cox Chief Eng. Terence "Terry" John Nash, formerly on the 146-foot Hakvoort M/Y Cracker Bay, died of bone cancer Aug. 9 at his home in the U.K. He was 61.

Mr. Nash started his yachting career in 2002 as second engineer on M/Y Campbell Bay, the former name of Cracker Bay, when he was hired by Capt.

Nash Rusty Allen on recommendation of the previous engineer, Steve Marshall. Marshall recommended Mr. Nash for his abilities, as well as his personality; the two had been childhood friends in the U.K. "I'll miss his attitude in life and his massive, deep, booming voice you could hear across the pub," Marshall said. "He came to my house often to recover from chemo and have a good laugh; we had the same humor."

That friendly personality fit well with

the yacht's crew, said Capt. Allen. On his CV, Mr. Nash described himself as “disciplined and methodical, but also able to be a good team operator and smile if ‘a wheel comes off.’ ” "The owners wanted the crew to be family, and Terry fit right in," Capt.

Allen said.

Capt. Rodd Taylor took over the yacht from about 2007 until this May. "Terry was one of those guys that could talk to everyone from the garbage man to the president, and they would be engaged," Capt. Taylor said. "He could find common ground with anyone about anything."

During his illness, Mr. Nash had to take medical leave, but he was invited back on board, including a two-month stay in Newport, Rhode Island, last year.

"He was incredibly positive through the whole thing [cancer]; he never said one negative thing," Capt. Taylor said.

"That’s a big big thing to say about someone. He went to hell and back."

Close friend Deryck Fullwood, yacht manager with Superyacht Sales and Charter, worked on the yacht as a deckhand and compared Mr. Nash's

skills to a 1980s television character known to rig solutions with as little as a paper clip and duct tape.

“He was like MacGyver; there was no issue he couldn't resolve,” Fullwood said. “In a real pinch, if you need something sorted, he would fabricate, glue or weld to get you out of a bind.

He was quick-thinking and would leave you with confidence. He was not just an engineer through schooling, but from hands-on apprenticeships and on-thejob training.”

Eng. Marko Budimir, who worked with Mr. Nash, said he liked to help others.

"He was really funny and good at everything in the engine room, I learned a lot," Eng. Budimir said. "We played golf; I was just beginning, but he was supportive. Even when I made bad shots, he would encourage me."

Much of Mr. Nash's experience came from nine years in the British Royal Navy, where he was leading marine engineer. He was awarded the South Atlantic Medal for duty served in the Falkland War. After his military service he was an application/test engineer at

Lister Petter and service engineer at Machine Mart in England.

He was a ringer on the golf course, but he loved all sports and used to lawn bowl for a league, Fullwood said. It was during a golf game about three or four years ago when Mr. Nash swung, hit the ball and felt pain in his back. The doctors found hairline fractures on his spine and he was diagnosed with bone cancer.

Aside from his engineering skills, his British sense of humor made working with him a pleasure, Fullwood said.

"He had many dry, witty sayings you never heard before,” Fullwood said. For example, instead of the English phrase, “Bob's your uncle,” meaning job well done, “Terry would say, ‘Robert's your father's brother,’ ” Fullwood said.

In the late 1980s, Mr. Nash and his wife, Elaine, ran the Marquis Of Granby pub in Plymouth, U.K., turning “a run down pub into a thriving popular family pub where trade was at its best ever,” according to his CV. Dorie Cox is editor of The Triton.

Comment at dorie@the-triton.com.

News

September 2017 The-Triton.com

9

OBITUARY

Eng. Thomas Howell, 53, dies after skateboarding accident

By Dorie Cox Yacht Eng. Thomas Howell died from injuries sustained in a motorized skateboard accident in Hollywood, Florida, on June 21. He was 53.

Mr. Howell and his twin brother, Dan Howell, were born in Wiesbaden, Germany, and adopted by an American military family.

"Tom was always a tinkerer," his Howell brother said. "At 5 or 6 years old, he would take electronics apart and put them together. More often than not, they would work. He got into working on yachts around 1999."

Mr. Howell worked on yachts including M/Y Noble House, a 178foot yacht built by Sensation Yachts; M/Y Libra III, a 157-foot Trinity; M/Y Seascape, a 123-foot Heesen; M/Y Gazelle, a 99-foot Oceanfast; and M/Y Hilarium, a 134-foot Hakvoort. He ran a welding and fabrication company, Tommy's Fab Worx, in Orlando from 2006 to 2008.

First Officer Steven Wright, now on M/Y Lady S, became friends with Mr. Howell when they met in 2010 on M/Y Libra III. He describes him as a knowledgeable, outspoken engineer formally trained as a mechanical engineer.

"If he was thinking it, he would say it," Wright said. "He could take apart complex systems and rebuild them. Systems others would send off to a specialist. He had an overall understanding and was great at trouble shooting."

Mr. Howell approached anything he

did with passion – from scuba diving to mountain biking, whitewater rafting and photography – and the two often longboarded when in the islands, Wright said.

"He loved all outdoor sports and was big into motorcycles," Wright said. "He had a couple of Kawasakis; many people knew his bright green bike."

Mr. Howell's recent hobby was electric skateboards, Wright said.

"Tommy definitely liked to go fast."

Friends Capt. Andrew Wilson and First Mate Danielle Gagne of M/Y Odyssey said Mr. Howell was known by a nickname after losing the pinky finger on his left hand in an accident.

"Tommy Four Fingers, as he was known to his friends in the yachting industry, was a gifted engineer," the couple wrote in an email. "He put his all into everything he did and was not one to tolerate mediocrity from himself or others. When he was at work he was serious, but he also loved life and knew how to laugh and enjoy his time off. He will be greatly missed and will always have a place in our hearts."

Mr. Howell was an organ donor.

Life Alliance Organ Recovery Agency reported successful donations of his kidneys and liver.

"This is a little bit of him still alive," his brother said. "And if anyone wants to pay it forward, Tom was fond of dogs and the Dolphin Research Center [dolphins.org] in Grassy Key, in the Florida Keys."

Friends and colleagues planned to scatter Mr. Howell's ashes at sea, followed by a celebration of life at The Treasure Trove, a Fort Lauderdale bar he frequented.

Dorie Cox is editor of The Triton.

Comment at dorie@the-triton.com.

NEWS briefs Free ISS membership for crew

Wright Maritime Group and Westrec Marina have offered to underwrite oneyear memberships in the International Superyacht Society (ISS) for yacht crew.

“ISS welcomes Wright Maritime’s and Westrec Marinas’ approach to sponsoring yacht crew membership as an entrance to the ISS and its global reach,” ISS President Bob Saxon stated

in a news release. “ISS believes the industry benefits by crew influence, and crew benefits by establishing important long-term relationships with top industry influencers.”

To enroll, send an email with name, email address and years in yachting to ISS Administrator Vanessa Stuart at info@superyachtsociety.org. Stuart will email a confirmation of membership with the ISS membership logo.

10 News

NEWS BRIEFS

Today’s fuel prices

One year ago

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of August 15.

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of August 15, 2016

Region

Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 449/485 Savannah, Ga. 539/NA Newport, R.I. 625/NA Caribbean St. Thomas, USVI 723/NA St. Maarten 729/NA Antigua 700/NA Valparaiso 698/NA North Atlantic Bermuda (Ireland Island) 505/NA Cape Verde 454/NA Azores 508/1205 Canary Islands 748/1117 Mediterranean Gibraltar 449/NA Barcelona, Spain 568/1,126 Palma de Mallorca, Spain NA/1,280 Antibes, France 530/1,334 San Remo, Italy 596/1,627 Naples, Italy 563/1,584 Venice, Italy 672/1,638 Corfu, Greece 574/1,345 Piraeus, Greece 540/1,323 Istanbul, Turkey 570/NA Malta 748/1,215 Tunis, Tunisia 441/NA Bizerte, Tunisia 438/NA Oceania Auckland, New Zealand 522/NA Sydney, Australia 530/NA Fiji 634/NA

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 437/469 Savannah, Ga. 528/NA Newport, R.I. 668/NA Caribbean St. Thomas, USVI 712/NA St. Maarten 670/NA Antigua 440/NA Valparaiso 542/NA North Atlantic Bermuda (Ireland Island) 583/NA Cape Verde 435/NA Azores 517/1,118 Canary Islands 657/700 Mediterranean Gibraltar 471/NA Barcelona, Spain 426/1,101 Palma de Mallorca, Spain NA/1,107 Antibes, France 434/1,254 San Remo, Italy 552/1,554 Naples, Italy 560/1,619 Venice, Italy 572/1,777 Corfu, Greece 541/1,281 Piraeus, Greece 509/1,225 Istanbul, Turkey 603/NA Malta 673/1,506 Tunis, Tunisia 438/NA Bizerte, Tunisia 441/NA Oceania Auckland, New Zealand 448/NA Sydney, Australia 473/NA Fiji 533/578

*When available according to local customs.

Yacht If Only burns near Nice

M/Y If Only, an Italian-flagged 128foot (39m) Feadship, caught on fire about 2 p.m. Aug. 17 in the bay of Nice, France, less than five nautical miles from shore. Firefighters responded quickly and the 15 people on board, 11 passengers and four crew, were rescued, according to local newspaper Nice Maten. The cause of the fire is unknown, although some news agencies reported an unconfirmed suspicion that an electrical fire in the engine room was to blame.

During the fire, smoke could be seen billowing from what appeared to be midship portside. Local news agencies reported that the large plume of smoke was visible from the beaches, as well as from aircraft approaching or leaving the Nice-Côte d’Azur airport. One firefighter was taken to a hospital in Antibes after inhaling noxious fumes, according to SuperYacht News.

If Only, built with a steel hull and aluminium superstructure, was launched in 1974 as Wallanka and underwent a major refit in 1989.

License suspended after Flugtag

An administrative law judge has suspended the Merchant Mariner Credentials of a captain who hit other vessels in a traffic jam two years ago during the Red Bull Flugtag event in Oregon.

Capt. Lowell Gillespie Jr. was in command of the Portland Spirit, a dinner cruise boat. He was cited for failing to take appropriate action to avoid a collision as outlined in Rule 8 of the Inland Rules of Navigation.

Soon after the incident, the U.S. Coast Guard issued Capt. Gillespie a letter of warning for a violation of Rule 8 but he declined it, according to news reports.

The Coast Guard subsequently filed a complaint against his Merchant Mariner Credential.

The Red Bull event, in which competitors attempt to fly homemade, human-powered flying machines, attracted hundreds of recreational vessels on the Willamette River, blocking the Portland Spirit’s navigational route. The Coast Guard attempted to escort the vessel through the area but was unable to control the movement of other vessels, paddle crafts and other floating devices.

Red Bull, the event organizer, was issued and accepted a letter of warning by the Coast Guard for misrepresenting the scale of the event and failing to keep the waterways clear.

U.S. Coast Guard Administrative Law Judge George Jordan stated in

The-Triton.com September 2017

his decision that Gillespie “should have recognized the likelihood of a large number of vessels impeding his normal route,” and that “a higher sanction than the minimum one month penalty” was warranted. Accordingly, the judge ordered Gillespie’s credentials to be surrendered to the Coast Guard immediately for one month. Gillespie faces an additional month of suspension if he fails to successfully complete a 12-month probationary period.

Gillespie has 60 days to appeal the ruling to the Commandant of the U.S. Coast Guard.

Great Barrier Reef opens to yachts

New amendments by the Australian government will create 21 anchorages for yachts up to 230 feet (70m) throughout the Whitsunday Planning Area, according to a news release from Superyacht Australia, an organization of businesses providing products and services to the megayacht industry.

The group has been lobbying for the past nine years to allow yachts greater than 115 feet (35m) to cruise and anchor in key spots within the Great Barrier Reef.

“Many superyachts over 35m have been deterred from heading south for cruising due to the restrictions on access for vessels in the Whitsundays,” David Good, operations manager for Cairns Marlin Marina, stated. “With superyachts limited to a maximum of 12 persons, it was always very hard for visiting captains to understand the restrictions on access to one of the world’s best cruising grounds.

"These 21 new anchorages will really open up another cruising option and benefit the whole region by encouraging these vessels to stay longer and venture further,” he said. “The maintenance and logistics these vessels require when in the area benefit a massive number of small businesses, something that many businesses in regional Queensland will welcome."

A cruising itinerary calling in at all the major superyacht marinas from Cairns to Tasmania is being developed

by Superyacht Australia and will be promoted at the Monaco Yacht Show this month.

Yachting reality show returns

Season five of “Below Deck” returns to Bravo on Sept. 5 at 9 p.m. Capt. Lee Rosbach, Chief Stew Kate Chastain and Senior Deckhand Nico Scholly return for the Caribbean charter season aboard the 154-foot M/Y Valor, based this season in Sint Maarten. New crew this season include Chef Matthew Burns,

September 2017 The-Triton.com

Stew Brianna Adekeye, Stew Jennifer Howell, Deckhand Chris Brown, Deckhand Bruno Duarte, and Deckhand Baker Manning.

For a sneak peek at the new season, visit www.bravotv.com

S/Y Bequia wins Candy Store Cup

S/Y Bequia, a 92-foot (28m) yawl sailing in Class B, was the overall winner of the 2017 Candy Store Cup Superyacht Edition raced in late July in Newport, beating three others in its class and 10 others in the regatta.

S/Y Meteor, a 170-foot (52m) schooner, won Class C in a field of four.

S/Y Action, a 121-foot (37m) sloop, won Class A by default in a field of three.

The regatta debuted last year as a combination of the Newport Bucket Regatta and Candy Store Cup. "This is different than any other superyacht regatta in the world," said Dan Meyers, the Newport/Boston owner and skipper of S/Y Meteor. "It's run by a team of people who know how this is supposed to go; the courses were really well conceived, the classes were really well conceived. They made everything better: the social events are better, the racing is better, the new Thursday-through-Saturday format is

NEWS BRIEFS better. It's more fun … more friendly, but they don't sacrifice on the sailing."

"I've really enjoyed this regatta," said Ian Walker, tactician aboard S/Y Action. "I love that the boats are so close together on the docks here; it's well supported by sponsors; there is lots of hospitality in a relaxed atmosphere; and obviously Newport is a beautiful place to be this time of year."

Triton wins journalism award

The Triton was awarded second place for best trade or special interest publication by the Society of Professional Journalists, Florida Pro chapter on July 22.

Nova Southeastern University's Horizons was awarded first place and the Sun Sentinel's City & Shore Magazine came in third at a presentation at the University of Miami.

The 23rd annual Sunshine State awards recognize quality journalism from print, broadcast and online journalists in Florida, Puerto Rico and the U.S. Virgin Islands.

Journalists from out of state served as judges.

To see other categories and winners, visit spjflorida.com/sunshine-stateawards/2017-winners.

'Monaco' watch unveils

Swiss luxury watch brand Ulysse Nardin, a long-standing sponsor of the Monaco Yacht Show, will arrive at this year’s show with a new addition to its "Monaco" range of marine timepieces.

Marking the brand’s ninth consecutive year as an official sponsor of the event, the limited edition timepiece range will be unveiled at the Monaco Yacht Show Upper Deck Lounge, under the exhibition tent Parvis Piscine. Limited to just 100 pieces, this latest watch range is a new addition to Ulysse Nardin’s Marine Collection.

News 11 Now in its 27th year, the Monaco Yacht Show will be held Sept. 27-30.

Fraser-Porsche offer cars at show

To mark its 70th anniversary, yacht service company Fraser partnered with German sports car manufacturer Porsche this summer to offer select benefits for clients.

The Porsche Ultimate Service, launched in the South of France, gives Fraser clients rental access to a selection of new Porsches, including the latest 911 GT3, to be delivered to them wherever they are along the Cote d’Azur.

12 News

The-Triton.com September 2017

Cruising permit fees increase in British Virgin Islands

By Carol M. Bareuther It just became costlier to charter in the British Virgin Islands. New cruising fees, effective Aug. 1, triple the rate for home-based vessels from $2 per person per day in season (Dec. 1 to April 30) and 75 cents off-season (May 1 to Nov. 30) to $6 per person per day year-round.

What’s more, foreign-based vessels now pay nearly three times more, or $16 per person per day year-round, up from $6.

This is the first increase in the British territory’s cruising fees since 1990, a move customs officials say will pump about $2 million into the local economy, and pay for services and facilities such as customs clearances, immigration, anchor buoys and docks.

“The fee increase is going to affect smaller yachts with tighter budgets and those that operate in an all-inclusive format more so than larger yachts, for which the fee increase is only a fraction of the charter costs and on the guests themselves rather than the yacht,” said Matt Neidlinger, who over the past decade has captained yachts up to 140 feet in the Mediterranean, New England and the Caribbean. Neidlinger picks up passengers in St. Thomas because of better airlift on the U.S. Virgin Island, but he spends most of the time on charter in the BVI. Because his boss has a BVI trade license, the vessel he charters is considered home-based even though it is foreign-flagged.

A home-based charter yacht, according to this new legislation, is defined as a boat operated in the Virgin Islands, generally maintained

in the Virgin Islands and managed by a company or any other legal entity incorporated, registered or licensed in the Virgin Islands for a period of five months or more in any 12-month period. Conversely, a foreign based charter boat is any boat other than a home-based charter boat.

“I don’t see a $16 per person per day tax on charter guests changing the economics of a megayacht. It’s a dramatic jump, but the reality is that other destinations, like Anguilla, the Bahamas and the Med, for example, have taxes of one sort or another,” says Kathleen Mullen, yacht and charter broker at Regency Yacht Vacations Ltd., of Tortola, BVI. However, there may be a subtler effect of this cruising fee increase on megayachts, according to Oriel Blake, executive director of the Virgin Islands Professional Charter Association (VIPCA): “Potentially fewer visiting yacht charters in the BVIs could mean less spent ashore on souvenirs, food and drinks. Small BVI businesses catering to yacht charter tourism could be hit by a decline in sales, jobs could be lost and businesses closed, and consequently there will be less of a ‘yachting atmosphere’ for the megayachts to enjoy. The BVIs could lose its buzz while competing cruising grounds benefit as the charter market trend redirects elsewhere.”

Carol Bareuther is a freelance writer in St. Thomas. Comments on this story are welcome at editor@the-triton.com.

Marinas / Shipyards Tavistock buys The Sails Marina

Tavistock Development Group, the company that owns Bahia Mar Resort and Marina and the Hyatt Regency Pier 66, has added The Sails Marina in Port Everglades, Fort Lauderdale, to its holdings. The deal closed in July.

The marina is adjacent to the 17th Street Causeway Bridge on the southeast side. It has a fuel dock and can accommodate yachts up to 500 feet, in water depths of up to 20 feet, according to the marina's website. The property has a history of marine-related businesses, including many housed in "the pink building." It was most recently home to a Best Western hotel that was razed in the late 2000s.

"All operations will be run out the Pier 66 office, with no imminent plans for the marina yet," said Kevin Quirk, vice president of operations at Pier 66 Marina.

Property records show a sale price of $24 million for the nearly 8.5-acre waterfront property, according to media reports.

Tavistock, based in Orlando, Fla., is a diversified real estate firm owned

by Tavistock Group, an international private investment organization founded by Joe Lewis in the 1980s.

Lewis is owner of M/Y Aviva, a 321-foot (98m) Abeking & Rasmussen delivered in May. – Dorie Cox

Career 13

September 2017 The-Triton.com

Great contractors, like great crew, are the ones you can count on Owner’s View Peter Herm

My 2004 Suburban has 184,000 miles and was last washed in 2006. When it breaks, it gets fixed; otherwise, it gets used daily. I have a different view of the maintenance of my crewed boat — now boats. We plan our cruising around the required maintenance. If you want reliability, you have to do preventative maintenance. Not a surprise. Next month’s column will be about preparation for our upcoming Lloyds survey. Greece anyone?

But first, thanks to all those who actually read my last column and to those who submitted some insanely over-qualified resumés. I really want the guy who is a helicopter pilot and who has driven a lot of 200-plus-foot boats, but I think he is out of my budget.

And yes, I am writing this from the aft deck of the boat while texting, but not working or driving.

A heartwarming boat contractor story: Last week I was cruising down

it, changed the transmission oil and Las Olas at 0630 on my fine Chinese washed it. It is ready to pick up or we scooter and it died. I pulled it up can deliver it to you.” on the sidewalk and was completely Total cost: $102. I was ready for the befuddled as to what to do next. I was pick-up fee alone to be $100. Note: This not about to push it back to the office was my scooter, and was sure that not a rental.

Fort Lauderdale’s So what was my So what was my finest men in blue reaction to this? would not take reaction to this?

Amazement and kindly to a random Amazement and shock.

Someone dead scooter left Someone did exactly what shock. did exactly what in the middle of they said they would do they said they their high-dollar — and more. And they would do — and shopping district. more. And they So, of course, charged me a fair price. charged me a fair I texted Lucy, price. I find this a the omniscient rarity in the boat maintenance/repair publisher of this fine publication. She business. suggested I call the folks at Yachty In the previous weeks I have been Rentals. And what followed is exactly dealing with the survey, sea trial, haul how contractors for yacht maintenance out and general mental preparation for and repairs should handle their client the new boat. “New” being, of course, a interactions. relative term for a boat that basically has My outbound call, 0700: “Help! My been unused for a half decade and needs scooter is stuck on Las Olas, dead.” lots of love and attention.

Yachty Rentals: “We will have it I needed a Caterpillar guru who, for picked up within the hour and fix it.” some reason, would not return my calls.

Inbound phone call, same day, 1130: Next guru, please. The survey haul out “You had crap in your carb. We fixed

reminded me of why I love my crew in Europe. When I surveyed the Euroboat, the crew (all of them) were scraping off the slime and barnacles before the yard’s pressure washer could even start up. The U.S. experience was a different story.

Crew Tip: A great way to keep a job with a new owner and/or get a good reference is to help the selling process.

But the moral of this story is that great contractors are the ones you can count on, and great crews think and work even during the sale process.

Crews may be out of a job upon sale, but word travels in this small industry, both good and bad.

The great contractors in this industry get rich for a reason: They do what they say they will do, when they say they will do it. None of this comes cheaply in the yachting capital of the world, but those who execute as promised earn it honestly, only because it is so rare.

Bow west and high tide only!

Peter Herm is the pen name for a veteran yacht owner who is an entrepreneur based on the East Coast of the U.S. Comment at editor@the-triton.com.

14 Operations

The-Triton.com September 2017

Altered coastlines can arise faster than paperwork alerts Sea Science Jordanna Sheermohamed

Navigating a yacht requires advanced knowledge of the intended transit route, either via previous experience or access to the most up-to-date information for planning purposes.

As recently witnessed with the sudden emergence of “Shelley Island” in the Diamond Shoals area off of Cape Hatteras, the coastline can literally change overnight. It is obvious to see how this would pose a dangerous problem for a yacht in the vicinity of the altered region if the captain were unaware of these changes while in transit.

When questioned about who was tasked with charting these changes, the NOAA Office of Coast Surveys relayed that “hydrography is not charted for Diamond Shoals due to the changeable nature of the area. Navigation in the area is extremely hazardous to all types of craft.” Furthermore, a caution note was already charted for the region because of its volatile nature, so the Office of Coast Survey would not have issued a separate Notice to Mariners (NTM) about Shelley Island.

However, the United States Coast Guard did reference the emergence of the island in its weekly Local Notice to Mariners (LNM), specifically within the May 27 release. The exact coordinates of the new island were also provided so that extra caution could be exercised.

The NOAA Navigation Services relayed that changes to the shoreline are generally charted more frequently when a higher traffic area is affected, and that multiple offices work in tandem to gather this information.

But these changes may disappear as fast as they appear, and sometimes this happens between surveys. Depending on the location and frequency of navigation in the altered area, digital charts may be updated as early as three weeks, or may take as long as four to five months.

Meanwhile, the changes would not be included in a vessel’s current arsenal of printed navigation charts.

The Shelly Island phenomenon is

one of many stories of navigable waters changing in a short period of time. This can happen for a number of reasons. For instance, an impending storm system may approach from an anomalous direction, which can potentially relocate massive amounts of sand or rock sediments in a very short period of time.

Geological activity such as volcanoes can also instigate rapid land alterations by shifting ocean flooring or producing lava, which cools into an igneous rock when it reaches the water. The former scenario was observed when a 7.7 earthquake in northwest Pakistan indirectly produced a pocket of methane gas off the coast. Two days later, this pocket erupted and thrusted ocean floor mud upwards.

The newly formed island lasted about a year before the ocean crust eventually compressed, and the land mass retreated into the sea.

Land masses that are backed up against a major water basin can be subjected to relentless wind and wave activity, which can steadily etch away at a coastline. Eventually a counteraction may occur when a tipping point is reached, which acts to balance the newly shifted load. This was thought to be the case in the rapid appearance of the northern Japanese island Hokkaido, which on April 24, 2015, rose nearly 33 feet out of the water overnight along the east coast.

Even with as much planning as possible, additional equipment and watchful eyes may be necessary to account for these rapid changes.

It’s important to consider that, while notification of alternating coastlines may fall under the jurisdiction of the multiple entities, the safety of actually navigating changing waters falls on the shoulders of the yacht captains themselves. This underlines why every captain needs to be familiar with the intended route and its capacity to change.

Jordanna Sheermohamed is president and lead meteorologist of Weather Forecast Solutions, a private weather-forecasting company (www.

WeatherForecastSolutions.com).

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

Operations 15

September 2017 The-Triton.com

Bureaucratic navigation, local knowledge, are agents’ specialties The Agent’s Corner Capt. Deb Radtke

Who needs an agent in Florida?

I get asked this question a lot. The assumption is that there is no need for an agent because there are not the same language barriers as may be present in, for example, the Mediterranean.

And unlike in some European ports, you are not required to use an agent in the United States. A private yacht cruising in U.S. waters can handle their clearances and application for a cruising license on its own. However, a captain has to consider what his or her time is worth, because applying for that cruising license could mean sitting at the local CBP office for several hours.

Also, the yachting scene in South Florida has changed. Miami has taken off as a destination for owners and guests to visit. So even captains familiar with Fort Lauderdale as a refit and repair area now reach out for assistance with Miami dockage, tours, activities and reservations. Many are not familiar

with cruising options in Florida and the Keys. An agent with local knowledge can assist.

Management company or agent?

Since many management companies are based in Fort Lauderdale, I also get asked what’s the difference between a management company and an agent?

A management company handles the global picture for a yacht: employment contracts, payments, flag state compliance and financial issues, among many other things. The local agent handles things needed on the ground in whatever port the yacht visits: dockage, concierge services, liaising with local vendors, etc. So frequently, even if a yacht’s management company is in the port it is visiting, a local agent can still be needed for assistance.

What is a managing agent?

There are also yacht agents who do not work in one locale. Managing agents are typically hired to assist with a longrange cruising plan. Their speciality may be a certain region, or perhaps they are hired specifically to prevent issues with a language barrier. For instance, if a cruising itinerary includes the western

Caribbean, Panama and South America, a managing agent who is fluent in Spanish and English can assist in dealing with local agents who may not speak English. The managing agent can also handle billing and payments in a variety of currencies, so the vessel only needs to pay one invoice.

What to look for in an agent?

Whether cruising in Florida or around the globe, there are certain traits to look for in an agent. l Local knowledge and strong contacts. This is an industry that is built on relationships. If an agent is not wellrespected in the community, he or she may have trouble getting things done.

Always ask other captains for referrals. l A can-do attitude. Just like with a good crew member, attitude matters.

Knowledge of the industry also helps. l Integrity. Again, referrals will help, but also find out if the agent is a member of any professional associations, such as the Association of Yacht Support Services (AYSS), U.S. Superyacht Association (USSA), and a local marine association (in Florida, that is the Marine Industries Association of

South Florida). l Collaboration. Does the agent work with agents in other ports to make a client’s overall cruising plan go smoothly? Is the agent willing to pass a client off to an agent in the Caribbean, the Northeast, or on the West Coast? l Personality. Is the agent likeable and easy to interact with? There is nothing worse than dealing with vendors you just don’t like.

When the yacht is in a new locale with guests on board, the crew might be hard pressed for time to run even the quickest of errands. Having a local agent is like having extra crew. Whether it’s escorting crew to immigration, obtaining security zone clearance, setting up doctor appointments or running to Publix at 10 p.m., a good local agent will get the job done.

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

16 Operations

The-Triton.com September 2017

Quality, shelf life of diesel fuel boils down to its chemical mix Diesel Digest Capt. Jeff Werner

The petroleum that is pumped out of the ground via an oil well is called crude oil. This crude can vary in color and density depending on the ratio it contains of hydrocarbon molecules, the amount of sulfur and the traces of metals such as iron, nickel and copper.

Plainly stated, hydrocarbons are molecules composed of hydrogen and carbon atoms. Depending on their configuration, these two different atoms can link together to form molecules that resemble a linear chain or a circular ring. The linear molecules can be straight or branching and the ring molecules can have five or six-sides with appendages of varying complexity.

Simpler hydrocarbons have shorter chains and fewer rings, and more complex hydrocarbons have longer chains and more rings. Petroleum can be likened to a stew whose ingredients are simple and complex hydrocarbon molecules, with a seasoning of sulfur, oxygen, nitrogen and metals, and sometimes a dash of bacteria.

The four classes of hydrocarbon molecules that make up crude oil are paraffins, naphthenes, aromatics and asphaltenes. Diesel is composed of an elaborate mixture of these same groups of hydrocarbons with the exception of asphaltenes, since those tar-like substances would clog fuel filters.

It is the job of the oil refinery to distill the crude oil into the molecular components that make up diesel fuel, and blend them for the most efficient combustion by a diesel engine. Distilling is a process that separates two or more components in a liquid based on a physical property, such as the boiling point. At modern oil refineries, fractional distillation remains the major process used to produce diesel. It separates crude oil into its component parts, or fractions, by boiling the crude.

Petroleum is heated by high pressure steam and as the temperature of the oil rises, the hydrocarbon molecules are boiled off and collected for blending.

For diesel fuel, the boiling points for all of its component hydrocarbons ranges between 275 F and 750 F. The proper blend of aromatics, naphthenes and paraffins is important because that is what determines the

diesel fuel’s capabilities. For example, paraffins have excellent combustibility, but a low energy release. Since paraffins are waxy, they have very poor cold weather flow properties. Aromatics have very good cold weather flow properties and energy release, but very low combustibility. The characteristics of naphthenes fall somewhere between those of paraffins and aromatics.

Once diesel fuel leaves the refinery, its shelf life depends on chemical processes that affect the fuel. As fuel ages it oxidizes and become unstable.

Oxidation takes place when the oxygen present in the small amount of air that is dissolved in fuel attacks chemical compounds in that fuel. According to research by Chevron, an oil industry leader, “Unstable diesel fuels can form soluble gums or insoluble organic particulates. Both gums and particulates may contribute to injector deposits, and particulates can clog fuel filters.�

If trace amounts of copper and iron become dissolved in diesel fuel, they will accelerate the instability. Without proper treatment, fuel will become unstable within six months of leaving the refinery.

In addition, organic acids found in the fuel blend lead to the formation of insoluble compounds that cause incomplete combustion and poor engine performance. Unfortunately, asphaltenes are also found in small concentrations because they were not completely removed during refining.

Asphaltenes are not soluble in fuel and they have a tendency to agglomerate, or form clusters. While these clusters are only the size of a grain of table salt, they are large enough to be a key component to premature fuel filter blockage.

Preventing or reversing the process of fuel breakdown can only be addressed with a proper fuel preventive maintenance program. This program solves the problem through a combination of testing, filtration, conditioning and restoration of the fuel to keep it in optimal condition for peak performance.

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

Operations 17

September 2017 The-Triton.com

New guidelines set for ship energy efficiency management plan Rules of the Road Capt. Jake DesVergers

Sea transport has a justifiable image of conducting its operations in a manner that creates remarkably little impact on the global environment. Compliance with the MARPOL Convention and other IMO instruments, and the actions that many yachts take beyond the mandatory requirements, serve to further limit the impact.

At the 70th session of the International Maritime Organization's (IMO) Marine Environmental Protection Committee (MEPC) held in London, an important series of revised guidelines were adopted.

These measures are geared to support the continued implementation of mandatory measures to increase energy efficiency and reduce emissions of greenhouse gases (GHGs) from international shipping.

The MEPC adopted a new set of guidelines intended to assist in the implementation of the Regulations on

Energy Efficiency for Ships in MARPOL Annex VI. The new guidelines focus on the Ship Energy Efficiency Management Plan (SEEMP).

All ships and yachts of 400 gross tonnage and greater must utilize a SEEMP. The purpose of the SEEMP is to establish a mechanism for a yacht to improve the energy efficiency of its operation. Preferably, the yacht-specific SEEMP is linked to a broader corporate energy management policy for the company that owns, operates or controls the yacht. No two yachts or owners are the same and yachts, both private and commercial, operate under a wide range of conditions, so a generic off-the-shelf book will not satisfy the regulations.

The SEEMP is intended to be a tool to assist a yacht in managing the ongoing environmental performance of its operations. It is recommended that a yacht or its management company develop procedures for implementing the plan in a manner that minimizes the onboard administrative burden.

With the new revisions adopted by the IMO, there are now two parts to a SEEMP. Part I provides a possible

approach for monitoring ship and fleet efficiency performance over time, and some options to be considered when seeking to optimize the performance of the ship. Part II provides the methodologies that ships of 5,000 gross tonnage and above should use to collect the data required pursuant to regulation 22A of MARPOL Annex VI. It also outlines the processes that the ship should use to report the data to the ship’s administration or any organization duly authorized by it.

The SEEMP seeks to improve a yacht's energy efficiency through four steps: planning; implementation; monitoring; and self-evaluation and improvement. These components play a critical role in improving energy management. Goals can be achieved through structural and operational actions, including improved voyage planning, weather routing, optimized speed, consistent shaft power, enhanced use of rudder and heading control systems (autopilots), and hull maintenance.

Because this regulation was written to cover any and every vessel type on

the water, the particular trade a ship is engaged in will determine the feasibility of some of the measures. For obvious reasons, yachts are likely to choose differant carbon reduction methods than those used by conventional merchant ships, which are the primary target of this directive. As a result, the most efficient combination of measures is likely to be unique to each yacht, captain and owner.

However, take notice – this regulation is in effect and must be continually implemented. It is not an overnight project or something that can be resolved with a phone call or search on the internet. Regular review is imperative to ensure that the process is correctly maintained. For additional guidance, contact the yacht’s flag state, classification society and/or manager.

Many of these sources can provide expert advice on how to get started and what exactly is required for each yacht.

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

18 Interior

The-Triton.com September 2017

A rosé revolution is shattering the wine’s sweet, summer rap Stew Cues Alene Keenan

Standing in line at Publix the other day, I overheard a conversation about rosé wine. I had to bite my tongue to keep from jumping in, but it made me realize there are many misconceptions about rosé, and people are missing out on a wonderful wine experience.

When I offer my students a taste of rosé, some of them immediately say, “I don’t like sweet wine.” (Rosé is not always sweet.) However, if they have spent a summer in the Med, they are usually pretty enthusiastic. Rosé brings back memories of dreamy time off spent at the beach with friends or enjoying great little cafes from Barcelona to Croatia. Here in the States, rosé is immensely popular with the “it” crowd in the Hamptons and Miami, but its overall popularity is gaining ground.

Celebrities like Drew Barrymore and Angelina Jolie are getting in on the trend producing great rosés wines.

Rosés are showing up on wine lists everywhere, and it is no longer just a summer drink. The rosé revolution here in the States may have been started by females, but confident men who enjoy the pink passion are making up a large part of the pack. Rosé has been popular in Europe for many centuries and at one time was a luxury item reserved for kings, czars and even popes.

Rosé can be produced as sweet or dry wine, depending on the amount of residual sugar remaining in the wine after the fermentation process. Wines range from 5 percent to 23 percent alcohol by volume (ABV), but most wines are between 11 percent to 16 percent. Sweeter wines have a lower alcohol content, so when I am choosing a wine I look at the ABV percentage to see how sweet it will be.

The body and finish of rosé table wines are usually very light. The “body” refers to how the wine feels in the mouth. A light body is said to feel like skim milk, medium body feels like regular milk, and full body feels like cream in your mouth. The “finish” refers to the length of time the sensation of the wine remains after swallowing. When we are tasting and choosing wine, these are important components to help us determine if we will like it and what foods to pair with it.

Old World (Europe) wines will tend to be very dry, while New World (every place else) may be less dry. France is the motherland of Rosé, but Spain, Italy, the United States, South America, Germany and Australia are big producers as well.

The first place stews are likely to enjoy rosé is in Provence. These wines tend to be a light salmon color. Bandol and Côtes de Provence are familiar regions within Provence. Rosés from the Loire Valley and the Rhône region are also popular. Most yachts are well-stocked with French rosés when they return from the Med. Rosés get their color from the skins of the grapes, just like red wines. Both red and white grapes have almost colorless juice. You can make a white, rosé or red wine from red grapes. The amount of color depends on the grape varietal and the length of time the skins stay in contact with the juice. According to my favorite wine website, winefolly.com, the grapes most commonly used to produce rosé are blends of Grenache, Sangiovese, Syrah, Mourvedre, Carignan, Cinsault and Pinot Noir. You can find good bargains, with prices from $10 to $30.

French rosés are currently undervalued, but expect to see prices rising as popularity increases.

Rosé is meant to be drunk young, when it is fresh with good acidity. A fruity dry rosé with hints of minerality is perfect to serve icy cold with appetizers at cocktail hour since it goes well with many different flavors and textures of food. The structure is more like a red wine, but the body and fruitiness make it food-friendly with many cuisines.

Rosé is a great wine for a barbecue because it goes well with meat, chicken, fish and grilled veggies. It’s good with Thai food and Indian food, and it is good with cheeses and charcuterie. I have enjoyed it at beach parties, while fishing and while watching television. It is good with Cape Cod potato chips and chocolate chip cookies. It is a wine that is here to stay, and I hate to say this, but everything is coming up rosé.

Alene Keenan is lead instructor of yacht interior courses at Maritime Professional Training in Fort Lauderdale. She shares her experience from more than 20 years as a stew in her book, "The Yacht Guru's Bible: The Service Manual for Every Yacht", available at www. yachtstewsolutions.com. Comments are welcome at editor@the-triton.com.

September 2017 The-Triton.com

Whether hot or not, peppers pack a solid punch of nutrients Take It In Carol Bareuther

Pop a pickled pepper in your mouth.

Or, fork into a roasted red bell pepper ratatouille. Or, pep up a pair of poached eggs with this peppery spice.

Hot or not, in rainbow colors or pitch black, bean-, bell- or tidbit-shaped, peppers represent two large families of plants that can add a lot of flavor and nutrition to your diet.

Capsaicin: This is the substance that gives hot peppers like chilies and cayenne powder their heat. There’s a whole body of research that has linked this fiery substance to health benefits that can help prevent heart disease, stroke, high blood pressure, intestinal diseases and even cancer.

However, a study out of China last year adds another benefit to the list: improved brain function. More specifically, when these researchers looked at more than 300 subjects age 40 and older, they found that the more capsaicin they ate, the fewer levels of substances they had in their blood that are linked to the development of Alzheimer’s disease.

So if you had a tender tongue when you were young, you might want to see if you can tolerate a little heat in your diet as you get older. Start with mildly hot peppers, such as banana peppers and Cubanelle, followed by Anaheim peppers and poblanos. These have plenty of capsaicin, but are not mouthscorchingly hot.

Dihydrocapsiate (DCT): Found in a strain of mild, sweet chili peppers, this substance is part of the capsaicin family.

Hungarian scientists last year published a report that DCT could be a key to curbing obesity. These researchers scoured the medical literature and found nine studies that collectively showed that eating DCT in peppers

increased calories burned by nearly 70 daily. Interestingly, this effect was only seen in overweight subjects, not those of normal weight.

Seventy calories might not seem like much. After all, keeping everything in the diet the same and just adding a little bit of hot peppers each day, it would take seven weeks to lose a pound.

However, making small changes such as adding exercise each day and boosting fruit and vegetable intake along with the peppers can make for a faster and healthy level of weight loss.

Vitamin C: One red bell pepper provides more than twice the recommended daily vitamin C and four times as much vitamin C as an orange.

Back in 2008, scientists in Australia showed that the more vitamin C-rich fruits and vegetables eaten, the lower the risk of prostate cancer in men.

The researchers especially called out bell peppers and broccoli as potent sources of vitamin C. This PHOTO/DEAN BARNES duo of vegetables are ideal ingredients in a fresh vegetable salad.

Piperine: Unlike bell and chili peppers, which are in the botanical family Capsiceae, black pepper is in the family Piperaceae and eaten as a spice rather than a vegetable.

As such, it’s a substance called piperine that has been shown to have health benefits. A study published earlier this year by South Korean researchers showed that in mice, there were enhanced effects in fat and carbohydrate metabolism during exercise when the diet also included this substance in black pepper. Here’s to a dash of black pepper in that pre-workout smoothie.

Variety, especially when it comes to peppers, definitely is the spice of life.

Carol Bareuther is a registered dietitian and freelance health and nutrition writer. Comments are welcome at editor@the-triton.com.

Crew Health 19

20 Interior

in the gallery

The-Triton.com September 2017

Lauren’s Lobster a pinch of turmeric 1 tsp wholegrain Dijon Mustard a small handful fresh basil salt and pepper to taste Optional: avocado, mango, pink grapefruit, rolls

Top Shelf Chef Lauren Loudon

The opportunity to step off the boat – in whatever port, anchorage or country we visit – to explore local markets, discover new flavors and hunt down exotic delicacies is the biggest treat of being a yacht chef.

While taking in the beauty of the British Virgin Islands on one of my first charters as a yacht chef, I came across a local fishing boat with fresh lobster the size of my arm.

“I’ll take two,” I shouted with excitement, then disappeared to the galley to play around with flavor ideas for the flapping creatures.

It was a scorching hot day in the Caribbean summer, so I decided to veer away from the usual grilled lobster and instead concocted the following. It soon became a charter favorite for lunch, canapés or a starter.

Add a pinch of salt to a large pot of water and bring to a vigorous boil.

Add lobsters and cover firmly with a lid to keep them inside the pot.

Set a timer for 8-10 minutes, depending on the size of the lobster. Remove lid when water is boiling again.

In the meantime, slice the scallion, zest and juice the orange, and roughly chop the basil.

Immediately immerse the lobsters in an ice-water bath to stop further cooking.

Once cooled, remove the lobsters’ tails from the heads, then remove the meat from the tails. Roughly chop lobster meat into bite-size pieces and place in a medium-size mixing bowl.

Stir in the mayonnaise, orange juice, orange zest and scallions.

Add the mustard and spices, season with salt and pepper to taste and, finally, add the basil.

Ingredients:

2 live lobsters 1/2 cup mayonnaise 1 naval orange – zest and juice 1 scallion, sliced a pinch of paprika

There you have the basic recipe for what quickly became known as

“Lauren’s Lobster.” I have served it in a variety of ways, including these two simple options: Blitz the lobster mixture in a food processor for a few seconds into a fine “mousse.” Using a round mold, place the lobster mousse on a base of fried plantain rounds and top with puréed avocados for a fresh starter with wonderful Caribbean flavors.

Stuff the lobster mixture into a buttered roll, or simply back into the tail shell, and serve alongside a green salad with fresh mango

and pink grapefruit for a light and healthy lunch.

Use whatever is fresh and locally available wherever you are, and remember that the best part about being in the kitchen is that the choice is yours and the options are endless.

Lauren Loudon is our guest columnist this month. She has been a yacht chef for more than four years. Top Shelf recipes are designed for the owner and guests. Comments are welcome at editor@the-triton.com.

Cheese Ravioli with Homemade Sausage Ragu Crew’s Mess Capt. John Wampler

A few years ago, I had a client who was having a yacht built in Viareggio, in the Tuscany region of Italy. The factory was hosting an invitationonly yacht gala with demo rides and presentations during the day, and at night, food, drink and entertainment ranging from Italy’s answer to Frank Sinatra to a circus act dangling from a 40-meter stick crane. As fate would have it, I was invited to attend while checking on the progress of the new build. For five days I enjoyed the food and festivities of this truly beautiful region in Italy. This dish is authentic and simple to prepare.

Ingredients:

1 pound mild Italian sausage 1/2 cup diced yellow onion 1/2 cup diced bell pepper 1 cup pumpkin pie puree 1 14-oz. can of fire roasted tomatoes 1 cup low-sodium chicken stock 16-oz. package of cheese ravioli (you can substitute gnocchi) 2 Tbsp. balsamic vinegar 2 Tbsp. Chianti 1 tsp. pumpkin pie spice (liquid, same place you find vanilla extract) 1 Tbsp. olive oil 1 Tbsp. dried Italian seasoning 1/2 tsp. crushed red pepper 1/2 tsp. coarse salt

in a large cast-iron skillet. Sauté the onion and bell pepper for two minutes, or until translucent.

Add sausage, then add the seasonings, red pepper and salt, and continue to stir until sausage is thoroughly cooked.

Next, stir in the undrained can of tomatoes, pumpkin puree, vinegar and chicken stock. Reduce heat to medium low and allow it to simmer for one hour. Halfway through, add Chianti and stir (if you don’t have Chianti, a Cabernet will do).

Add the ravioli last, after everything in the skillet has thickened.

Split the Italian sausage, remove the casing and set aside.

Heat the olive oil to medium-high

Cover and simmer on low heat for eight minutes.

Serve with a nice salad and bread.

Molto delizioso! Buon appetito, JW Capt. John Wampler (www.yachtaide. com) has worked on yachts for more than 30 years. His recipes are casual enough for anyone to prepare.

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

Interior 21

September 2017 The-Triton.com

Do some fishing for the source of seafood before you serve it Culinary Waves Mary Beth Lawton Johnson

I recently had a night off and went to a very fancy seafood restaurant to experience cuisine that centered around sustainably sourced seafood with emphasis on using the entire fish.

Using the entire fish means using the head in soup and making stock from the bones. How often do we feature that on our menus – the idea of making every bit count and knowing nothing will be wasted? It’s refreshing.

Most of the time we pluck our fish straight from the ocean, when the tender takes everyone out fishing for the day. Perhaps we buy it fresh from local sources. There are some yachts, though, that buy seafood only from known purveyors, shipping it in from ports thousands of miles away. It may be considered sustainably sourced where it is obtained, but not once it reaches the yacht.

To help us offset our carbon footprint as chefs, we need to find fresh local seafood wherever we happen to be, not have it shipped in.

After all, the yacht is there to experience the culture, the scenery, the cuisine, the people – why not look for what’s fresh and plentiful right where we are?

Find out where local chefs shop and look up the stores online or call.

Do they buy straight from large fish markets in their country, do they have specialty purveyors or do they source it themselves?

Make sure the fish is sustainably sourced. That means it is sourced in a way that allows the species to sustain its numbers, by taking only what is needed and not depleting the supply. It may also mean that the harvest is wild-caught in a reputable manner, and not a rape and pillage of the sea like I have seen Chinese fishing vessels do in the waters off Costa Rica.

Here are some labels that seafood consumers should be aware of: Natural: The term is thrown around in grocery stores and high-end shops.

Natural means nothing artificial is used, right? Not exactly. Serving a charter broker a “natural” chicken breast on quinoa pilaf doesn’t mean it’s organic. It

may mean no antibiotics were used, but there is no guarantee. We have to ask what exactly do they mean by “natural” when buying these products.

Ocean pen-raised: This simply means they have set up barriers – similar to a pen on land, but in the ocean – so they can grow a species out in the deep blue but call it “wild” harvested. To me, that is cheating.

Wild-caught: This means it was caught in its natural habitat by dragging nets or casting long lines, which catch everything around it as well. So it is caught in the wild – but the problem is, so is everything else. Wild-caught seafood is more expensive and the taste is different.

Farm-raised: This just makes my stomach turn. I think of fish farms where the soil and water is contaminated by heavy rains carrying chemical runoff from places like golf courses.

Or tilapia, which is farmed all over the world – including in developing countries with no access to clean water or sanitary facilities. Plus, farmed fish are raised on feed that is not as nutritious as what they would eat in the wild, so additives like coloring and plumping agents are used to make them look more natural or healthier, or even younger.

How can you tell a fish is old? The eyes are dull, scales are slimy and it smells.

Remember, by the time fish gets to a retail grocery store, a long time has passed since it was harvested. The one thing that can get someone sick in a hurry is time and/or temperature abuse, and you risk that by buying seafood in a store where you don’t know how many hands have handled it, if it was left on a truck too long in the heat, or if it was put in the case after being held out for hours. It’s better to walk down to the local seafront market and buy it fresh.

Please, as a chef, always verify where your seafood originated so everyone can enjoy a lovely meal. Your guests will thank you – and so will responsible, sustainable seafood purveyors.

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

22 Career

The-Triton.com September 2017

If the shoe fits, it probably isn’t being worn by a crew member Crew Compass Melissa McMahon

As yachties, we all know we can be at work for 12 hours or more at a time.

Those long hours can take a huge toll on our feet. We rely on shoes to protect and support them, but when it comes to crew footwear, some owners are more interested in fashion than comfort. So what happens when crew members have severe pain, blisters or other problems with their feet? What can we do when the shoes provided are ill-fitting and cause such problems, but there are no other shoes available?

I have witnessed and heard stories of crew members having to go to a doctor’s office or even the hospital because of injuries to their feet.

One crew member had an infected blister that caused the foot to swell so much that shoes could not be worn at all.

I myself have probably used a ton of bandages to cover blisters from hard new leather shoes. One deckhand I know went without shoes and ended up stepping on a nail. I am definitely not a fan of walking barefoot – walking on hard marble causes pain, and there is more chance of stubbing my toes or having something heavy dropped on my feet.

I asked Yvette Davies, who was a chief stew for more than a decade, about her thoughts on this topic. She said: “Foot care is imperative to a stewardess’ and other crew members’ job success. A compatible balance between aesthetics and comfort is very significant. Without proper support, the long hours that are demanded in yachting can lead to significant issues. I personally provide my girls with a foot care routine, where, at the beginning of the season, at the end of a long day, they sit down and soak their feet. After the soak, they do a full foot scrub, followed by a cooling peppermint foot moisturizer. This helps balance the swelling in the feet and dry out any blisters. Ballet flats for evening wear is a poor decision for stewardesses, in my opinion, as they are the worst shoes for support.”

A good shoe has a midsole, a rubber sole, a supportive arch bed and a strong

shank (which is the top middle). I did an online search for the best shoes to wear when standing on your feet all day, and one of the websites said Crocs. Ha. In all seriousness, sneakers are my favorite shoe to wear while working on board.

These days a sneaker can be customized with a specific color, logo, name and type of heel. They can be fashionable and comfortable.

But most owners prefer the traditional “boat shoe” for crew, or leather flats, which can take weeks to break in. And the break-in period is not fun. Here are some tips I found online to soften and stretch shoes made of leather or other natural materials:.

Heat: Put on thick socks, or multiple layers of socks, shove your feet into the shoes, then blast them with a hairdryer, especially the areas that are tightest on your foot. Once the shoes are heated, walk around in them until they have completely cooled. Take off the socks and see how they feel. You might have to repeat the process a few times. If a hair dryer isn’t handy, leave the shoes out in the sun to heat them up.

Don’t forget the thick socks, and always let the shoes cool with your feet still in them.

Alcohol: Mix rubbing alcohol with water in a spray bottle, then spray the inside of your shoes. When they are wet, immediately put them on and wear them for about 20 minutes. Again, the process might have to be repeated a few times until the shoes fit comfortably.

Ice: Fill gallon zip-lock bags about half full with water and squeeze out any excess air when sealing them. Put one in each shoe, then stick your shoes in the freezer overnight. As the water turns to ice, it will expand and stretch out the shoes.

Shaper: Layer a few pairs of socks over a shoe shaper and put them in your shoes for about 24 hours, or leave them in every night while you sleep until they are comfortably stretched. Search for “shoe shaper” on Amazon and you will find a wide range, from about $10.

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

September 2017 The-Triton.com

Cruise lines vs. yachts: A look at how life on board compares The Yachtie Glow Angela Orecchio

My first job at sea was on The Pride of Aloha cruise ship in Hawaii, working for Norwegian Cruise Line America. I was a waitress and worked 12 hours a day or more without a day off for six months.

The ship was 850 feet, we had over 2,000 passengers per week, and approximately 800 crew. We did a weekly cruise from Honolulu to the major islands in Hawaii, then back to Honolulu to start all over again the next day.

Safety and health were taken seriously by officers, and we were given a warning or fired if any of the rules were breached. We were frequently breathalyzed coming aboard, and if you had alcohol on your breath you were escorted to your cabin to pack up and then taken ashore. Oddly enough, we had a crew bar, though, and were allowed to drink on board as long as we didn’t seem drunk or stand out in any way.

Crew amenities also included a smallish gym, a computer room and a crew mess, where we were served a buffet three times a day. The cabin I shared with three other girls had four bunks, one small locker each and a small head. We had strict cabin inspections every Friday. If we didn’t pass, we couldn’t get off the ship during our breaks.

The ship was normally docked or anchored by about 6 a.m. I worked the breakfast buffet in the morning – wiping tables, sweeping floors, stocking and restocking food and dishes, and serving drinks or whatever else guests needed.

Then there was lunch in the main dining hall. After serving lunch, I often left the boat…er…ship (I was told over and over it’s not a boat.). A few of us would rent a car, drive around, swim, eat lunch and shop. At about 6 p.m., all passengers and crew were back on board, and we’d start cruising again.

For dinner the ship had two main dining halls with a galley the size of a football field between them. I’d receive the food tickets from my head waiter for any amount of tables and make my way to the galley, where I’d stack as many covered plates as I could onto a large oval tray. I did this with drinks as well.

I’d drop them off at the station, only to find another stack of tickets waiting. By

10 or 11 p.m., it was time to clean our stations and get ready to leave. We had a three-bucket system for cleaning top to bottom, inside and out: one bucket with hot soapy water, one with sanitizer and one with hot water. I remember being so tired once I slept in my uniform – only to get up the next morning, brush my teeth, change my shirt and head off for my next shift.

The training facility where we did our “silver service” and STCW was in Maryland. We arrived with a group of people who became our “class.” I was in Class 29, and we did all of our studying together. We couldn’t leave the facility at all, and they had the same rules as they had on board the ship to prepare us for life at sea. There was zero tolerance for alcohol, and strict sanitation and safety rules. We stayed in dorm rooms similar to the ship.

New recruits were definitely picked on and tested by management. It took a lot for any good work to be recognized. It took little to be given a PIN (Performance Improvement Notice). I had chapstick in my station drawer in the restaurant, for example, and was given a PIN for a health and safety violation. If you collected three PINs, you had to meet with managers, who would decide whether to fire you or give you one more chance.

The pay wasn’t great for the hours we worked. However, we only had a few hours off per day, so saving was quite easy. Contracts were normally for five months. Then we’d get five weeks off, with the option to return for another contract.

Personally, I feel life is much better working aboard yachts. There is usually more freedom, better pay and a higherquality lifestyle, and you get to travel to different places more often. However, there is something about working on a cruise ship for the experience that I wouldn’t rule out entirely, especially if you only want to do it for a season.

To apply for a job on a cruise ship apply directly through the company website or find a job fair they might be attending.

Angela Orecchio is a chief stew, certified fitness instructor and health coach. This column was edited from her blog, Savvy Stewardess, The Smart Girl’s Guide to Yachting (www.savvystewardess.com).

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

Crew Health 23

24 Where in the World

Try the peaks, valleys of an ‘undiscovered’ Patagonia

The-Triton.com September 2017

By Carlos Miquel For non-seafaring people, Patagonia represents an outdoor clothing line or a distant piece of land with vast pampas and gauchos. For seafaring people, Patagonia is often identified with mystical names such as Magellan Strait, Cape Horn, Francis Drake, Charles Darwin, Beagle Channel, Antarctica and Sir Ernest Shackleton. Both are right, Patagonia is a sparsely populated and diverse region at the southern end of South America, shared by Chile and Argentina.

Divided by the majestic Andes Mountain range – which is home to Mount Aconcagua, the second tallest mountain in the world at almost 23,000 feet – the Chilean and Argentinean sides of Patagonia are quite different.

Argentina’s side is mostly flat, with pampas and grasslands, and is accessible by land. Chile’s side is a maze of canals, fjords, lagoons and rivers that wind through hundreds of islands covered with untouched, rainforests rich in flora and wildlife, with a backdrop of the snowcapped peaks, summits and volcanoes of the southern Andes.

Chile’s side of Patagonia has remained mostly undiscovered, as there are few roads and much of it can be accessed only by water, making it an ideal destination for yachts.

The Chilean Patagonia stretches over approximately 1,300 miles from the northern gateway city of Puerto Montt to the town of Puerto Williams, which serves as the southern gateway to Patagonia for yachts coming from the Atlantic Ocean. Puerto Williams is also an almost mandatory stopover for yachts intending to cruise to King George Island in Antarctica (540nm) or to round the Cape Horn (80nm) as they wait for the weather window to embark through the Drake Passage.

For southbound yachts in the Pacific, Puerto Montt lies at a distance of about 3,100nm from the Panama Canal – closer than Alaska or Norway to the Panama Canal – with attractions along the way such as Galapagos, the Peruvian Amazon, Machu Picchu, the Atacama Desert, Robinson Crusoe Island and Chilean wine country.

PHOTO/Carina Vine

Alberto de Agostini National Park was designated a Biosphere Reserve by UNESCO in 2005.

As part of the Magallanes Sub-Polar Evergreen Rainforest, UNESCO highlights the area’s "mosaic of contrasting ecosystems and unique and singular characteristics on a world level." Several tidewater glaciers and steep fjords can be found in the park.

In the past few years there has been an increasing interest in Patagonia and Antarctica as owners and guests look for different remote destinations as an alternative to spending the Northern Hemisphere winters in the Caribbean.

No more than 20-30 megayachts visited Patagonia and Antarctica in the 2016-17 season, but this number will most likely almost double in the 2017-18 season.

Weather and cruising months

October to April are the warmer summer months, while May to October is colder. The Chilean climate varies considerably according to latitude, being dry and hot in the north, wet and windy in the south.

The coastal areas are cooled by the cold Humboldt current. In the south, the most settled weather is between December and March, which is dominated by westerly winds. In this area, northerly winds usually bring rain and poor visibility, while southerly winds are accompanied by clear skies.

Cruising in Patagonia is best from the beginning of October through the end of March; to visit Antarctica, the best time is from the beginning of December through mid-February.

Permits

Yachts traveling to Chile and Patagonia do not need any special government permits, however all foreign vessels are required to have a Chilean agent to interact with the government authorities. Permits are needed to cruise in Antarctica, and they can be requested through the agents as well; they usually take about six months to be processed.

Itinerary Plans and Reservations It is recommended that yachts visiting Chile contact their agent well in advance, especially if intending to visit Patagonia during the months of

December through February. There are very few marinas in Patagonia, so reservations for a berth or docking should be made well in advance. If third-party concierge services are required, they should be reserved no later than August, especially in the case of helicopters and luxury hotels.

The Chilean agent can help plan the itinerary and recommend places to visit and anchor, as well as activities at each location.

Patagonia varies from north to south and can be divided in three different zones, each offering different sights and activities: Northern Patagonia, with its stunning mix of lakes, volcanoes, temperate rain forests and rivers rich in fish and bird life; Central Patagonia, a remote area of fjords and breathtaking landscapes; and Southern Patagonia, where glaciers and fjords rich with wildlife are only accessible by water.

Each area can be covered in separate legs of about 400nm in 5-10 days.

Arrival in Chile and Patagonia

Chile does not require a visa from most American and European visitors, but a visa may be required to enter Chile for those from many Asian and African countries. Crew members of any nationality do not require visas to enter or exit Chile if they stay less than three months and don’t leave the country during the stay. To visit Chilean territories, crew members receive a shore pass that also serves as identification to enter and exit commercial ports. Chile has freetrade agreements with more than 60 countries, including NAFTA and the European community. No vaccinations are required to visit Chile.

When entering Chile, foreign-flagged yachts must notify their agent and the coast guard 48 hours in advance. This will guarantee an easier and faster clearance process, since the authorities

Where in the World 25

September 2017 The-Triton.com

will already have all the paperwork.

Upon arrival, the yacht and its crew must go through five fairly fast and easy inspections: immigration, customs, health department, agricultural inspection and navy inspection. Vessels should avoid arriving with any red meats or honey.

Arriving by air: All international flights arrive to the airport of Santiago.

There are several domestic airlines that service most large cities in Chile, including the cities of Puerto Montt, Balmaceda, Puerto Natales and Punta Arenas in Patagonia. There is also a vast network of private aviation airports for private jets.

Navigation: Most of the protected channels and fjords in Patagonia can be navigated. The channels tend to be very deep, 100 meters (328 feet) or more for the most part. Kelp seen just below the surface indicates depths of 10 meters (33 feet) or less – by staying just outside the kelp line, yachts can be sure of having sufficient depths to enter an anchorage.

During the summer months, most of the channels are ice free, however you will encounter ice in the fjords leading to and from glaciers.

Anchorage: The Chilean fjords are a paradise of unspoiled anchorages. Many anchorages are subject to sudden violent squalls descending from the mountains – called williwaws, or “rachas” – therefore trees are a good indication of suitable anchorages. Oversized ground tackle and an easy way to deploy shorelines constitute the most important ways to ensure safety in the channels, as does keeping a watchful weather eye.

The anchorages in the fjords provide a safe shelter for bad weather windows.

Pilotage: The piloting fees are charged according to the vessel’s gross register tonnage (GRT) and are established by the government. Pilots need to be notified at least 72 hours in advance by the agent and are transferred to the vessels at designated pilot stations or other locations if requested by the agent in advance.

In all Chilean ports, vessels above 50 GRT require a port pilot. For navigation in Patagonia fjords (pilotage between Puerto Montt and Cape Horn), vessels under 200 GRT do not require pilotage; for vessels 200 to 500 GRT, pilotage is required, but exceptions can be filed through an agent. For vessels above 500 GRT, two pilots are required for daily navigation more than eight hours, but for navigation less than eight hours, one pilot is enough if permission has been filed through the agent.

The piloting fees are charged according to the vessel's gross register tonnage and are established by the government. Pilots need to be notified at least 72 hours in advance by the agent and are transferred to the vessels at designated pilot stations or other locations if requested by the agent.

Fuel and provisioning: Bunkering and provisioning is available in all Chilean ports and at several locations in Patagonia; it is advisable, however, to do these operations in the larger ports.

Marinas: The yachting industry in Chile, especially in Patagonia, is not as developed as in North America or Europe, and marinas are usually suited for yachts not larger than 50-80 feet. In Puerto Montt, there are marinas that can accept larger yachts, but for the rest of Patagonia captains need to be prepared to anchor, go on a mooring ball or dock at a commercial port.

As when cruising in Alaska or the Northwest Passage, captains should assume that they will be on generators most of the time.

Repairs can be done in several ports along the Chilean coast. In Patagonia, the best options are Puerto Montt and Punta Arenas, as they are also serviced daily by regular commercial flights that can transport spare parts.

Safety in Chile and Patagonia: Chile is among the safest countries in South America, according to the Global Peace Index. According to Travel + Leisure Magazine, Chile ranks No. 7 as best country for solo travelers, with a

PHOTO/Chile Travel

The Dock of Souls, el Muelle de las Almas in Parque Nacional Chiloe is an art installation paying homage to the Chilote beliefs. Locals don’t visit it for fear of breaking a taboo and approaching death.

general safety ranking of 30 out of 162 countries. Cruisers report that security in Patagonia is just not an issue. Many never lock their boats, and dinghies with outboards can be left at the jetty without any problems. Chile has not had any known reports of piracy in the past two centuries, and it is not a target for modern day pirates or terrorists.

Patagonia routes and sights: With over 250 million acres of impressive geography, invaluable treasures and exquisite biodiversity, Patagonia still remains one of the rare corners on the planet yet to be discovered Yachts can easily spend 3-4 weeks in Patagonia. The region offers a wide variety of routes, and an agent is the best option to help foreign captains plan their itineraries.

Charter in Patagonia: The charter industry is not developed in Chile. The authorities do not distinguish between private and charter yachts, therefore there are no additional taxes on charters.

However, immigration legislation might affect the itinerary depending on the nationality of the guests and length of stay, therefore it is recommended to plan the itinerary with the local agent.

Visit www.the-triton.com for sample itineraries and activites in Patagonia.

Carlos Miquel is the regional director North America and Europe for SASYSS (South American Super Yacht Support) based in Coral Springs, Fla. For more information visit www.sasyss.com or contact him at operations@sasyss.com, +1 (954) 999-2522.

The San Rafael Glacier is one of the major outlet glaciers of the Northern Patagonian Ice Field in southern Chile and is the tidewater glacier nearest the equator.

PHOTO/Oliver Dörfer

26

The-Triton.com

September 2017

From the Bridge Captain must address crew shock after death on board BRIDGE, from page 1

on remaining crew.

“There was a huge turnover; the crew didn't want to be on board,” the captain continued. "Every time they saw each other, it reminded them of the loss, like a ghost."

They talked about stories they heard including a crew member who drowned while free diving in Bermuda and an engineer electrocuted after a refit. Each story drew winces, gasps and exclamations.

One captain reckoned that these deaths catch most captains unprepared.

“I think you'll find most people don't have a plan because they don't want to think about it,” he said. “It's a great shock to everyone's system. As is with human nature, we don't like to confront these things very much. It brings home our own mortality.”

But everyone in this group of captains is prepared. Several even have a body bag on board, and one captain has two.

“Most ISM boats have a plan for what happens with a death at sea,” a captain said of the International Safety Management code, the standards set by the International Maritime Organization for safe ship management and operations. “We run with a miniISM, but even if you self manage, you

should have a procedure.”

The conversation wove through a variety of scenarios. A defining parameter is whether the crew member dies on board the yacht. This is when crew procedures, reactions and longterm effects may be more serious.

“Say we found him in his bunk; he was unresponsive,” a captain said. “First thing you do is start medical treatment.

How do you know he's dead?”

“Always use the same procedures as an injury,” another captain said.

“A master can declare death, but should they?” the first captain said.

“That's part of the reason you call the doctor, no matter what. You say, ‘These are the symptoms: He's not breathing, has no heartbeat, a little rigor mortis has set in.’ The doctor might ask if you have checked this or that, what is the temperature of the body, how long has it been, have you tried CPR?” In the case of CPR, we asked who is called upon to administer the procedure.

“The captain,” several captains said at once.

“Whoever is best trained, but CPR is exhausting so you rotate through crew,” a captain said.

Although most crew members have an introductory level of medical training, working on a crewmate may be more challenging.

“Most important is the shock factor

for crew,” another captain said. “A death can have a traumatic physical effect on the crew.”

Several captains pointed out that potential legal and insurance situations magnify the need for everything to be done properly.

“You isolate the space; isolate the body,” a captain said. “You have to know, or prove, cause of death.”

“Close off the area; allow no cleaning and no looking,” another captain said.

“Even if the crew says, ‘My stuff is in there,’ they cannot go get it.”

Most safety management systems have a contingency plan of procedures for paperwork, records, evidence and what to write in the log book.

“You take photos, videos – especially now with the ease of recording,” a captain said. “You do anything and everything for the insurance.”

“It's a crime scene until proven differently,” another captain said.

“Record anything to prove you did the right things,” a third captain said.

Although the captain is the final authority on board, one captain cautioned others not to take on more responsibility than required.

“The idea is to put the pertinent information to the right authorities, and even though the buck stops with you, pass on whatever you can,” he said.

After a death has been confirmed, the

captains discussed next steps.

“The first call, after the doctor or medical service, is to the coast guard and port authority you are closest to,” a captain said.

“A management company is ideal – you tell them and they handle the appropriate calls and appropriate authorities,” another captain said.

“That would be the ideal situation,” a third captain agreed. “You have enough to do.”

“Call everybody, call the owner, everybody is on the list,” a fourth captain said.

And the group was unanimous that the captain is responsible for the most difficult call of all – to the family.

“It happened on your watch,” a captain said.

There can be lingering effects for the remaining crew after a death takes place on board. One captain said that crewmates will instinctively avoid the location of the death, even if it has been cleaned with a firehose.

“You have to harp on them,” the captain said of the crew. “That's where the death happened, but they have to work where that happened.”

If a crew death occurs off the yacht or not related to the yacht, usually local authorities handle the medical and legal aspects. But no matter where a death occurs, captains said, the remaining crew will likely have issues that should be addressed. The loss can result in crew unable or unwilling to work.

“It depends what they were to the crew,” a captain said. "Were they the soul of the group or a day worker?

Depends on that person's longevity, or if they were like family.”

Several captains said they would recommend offering professional help if the yacht has medical insurance coverage.

“Crew will have a form of PTSD, especially if they've never experienced a traumatic thing like this,” a captain said. “You should offer counseling if it is available.”

“I would hope the crew seek help,” another captain said. “I've seen people go into a massive depression with something like this.”

“I would encourage they talk with someone – if not a professional, then a

From the Bridge 27

September 2017 The-Triton.com

PHOTO/DORIE COX

Attendees of The Triton’s September From the Bridge luncheon were, from left back row, Capt. Colin Downey, freelance and Capt. Patrick McLister, freelance; from left front row, Capt. Kent Kohlberger of M/Y Safira, Capt. Brian Conner, freelance and Capt. Tim Hull of M/Y Four Wishes.

friend, their mother, someone,” a third captain said. “As a friend and captain, offer compassionate leave time.”

We asked the captains how they would handle a memorial, a celebration of life or an online tribute.

“It is important to let the crew grieve,” a captain said. “But the captain does not need to organize or promote it.”

“You can't play daddy to the crew,” another said. “You have to watch the legal aspects. You touch it, you own it.”

“I would not get involved personally, you could have a level of liability,” a third captain said. “It’s like a couple on board that begin to have marital problems – you don't get in the middle of that.”

This steered the conversation to an overriding aspect of a captain's job – the fact that yacht work must continue.

“Not to be callous, but we have to get back on the horse,” a captain said.

“We have to get the boat to Palma, or the guests are coming for charter, or the owner is coming.”

“You don't have a lot of time,” another captain said. “You've got to pull the crew together and determine who'll survive.” And plan to deal with possible attrition, he added.

“I have an open-door policy,” a captain said. “If you say you can't handle this, I will help you. But if you need to leave for any reason, you can go tomorrow. I don't want you to go, but I will replace you. We all have a job to do.”

And getting back to work means

filling a vacancy on board, usually quickly.

“We have to hire new crew and tell him he is filling ‘dead man's shoes,’ ” a captain said. “You have to prep the new guy. You prep your crew that a new guy’s coming into a difficult situation and everybody’s got to help him.”

The captains have thought through the potential of a crew member's death, but what about their own? This group had thought about the possibility, and they did have plans.

“The first thing I do is train someone to drive the boat, to bring it in safely,” a captain said.

Another captain said he briefs his next-in-command with details of the captain’s job.

“You choose your best support person,” this captain said. “I've trained him up for it ... in case I am incapacitated, dead, injured or have lost my mind. He'll take over for whatever reason. He has access to the safe and the passports.”

Several of the captains have their personal and yacht information organized in case of an emergency. One captain keeps that information in an envelope on the bridge.

“The envelope is sealed and dated,” he said. “If it’s open, something has happened.”

Another captain puts his important information on a computer flash drive.

“The just-in-case flash drive has pass codes to the computer, the safe and my estate information,” he said. “It’s taped up in the bridge.”

A third captain writes his information in the log book.

“I have a small version of the just-incase details there,” he said.

Several captains file voyage plans for sharing contacts, locations and details and update the yacht's automatic identification system (AIS). One captain uses a registered personal locator beacon, especially during deliveries.

Instead of the standard next of kin, he has contact information for another yacht captain who is more equipped to help with yacht issues than his family would be.

The topic of death is both emotional and professional, and several captains said it is a delicate situation to handle both the needs of remaining crew and the requirements of the job.

“The hardest part is you're going to lose your crew one way or another,” a captain said. “People are often relieved of duty, but the boat is not relieved of its task.”

Dorie Cox is editor of The Triton.

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

28 Career

The-Triton.com September 2017

Think of leadership assessments as ‘tough love’ from the crew Taking the Helm Paul Ferdais

I was speaking with a captain recently who participated in a 360-degree leadership feedback assessment from his crew. If you’re not familiar with this assessment, it’s a questionnaire that rates a leader’s abilities and is filled out by everyone who has a direct connection: co-workers above and below, as well as co-workers who are at the same level in the organization’s hierarchy. All assessments are done anonymously to encourage candor.

The captain I was talking with

brought up the biggest issue of doing this type of assessment: He didn’t like the results he received. He felt the comments were hurtful and inaccurate, and served only as a way for the crew to attack him. After the assessment results, the captain wanted to fire the whole crew and get new people on the boat because he was now having a hard time interacting with his teammates.

It seemed to me the captain missed the point of the assessment.

Assessments aren’t about having our ego stroked or getting kudos for how great we are in our role. An assessment is a tool to help us do our jobs better based on how others perceive us. Think of it as tough love from the crew. This

captain was apparently unwilling to accept the general consensus about his current abilities as a leader.

It’s quite common that recipients of an assessment aren’t prepared for the truth that comes their way. This is partly because the yachting industry holds captains in high esteem and crew often have a hard time speaking truth to people in those positions. Another reason is that most co-workers and teammates avoid the confrontation that comes with feedback and are unwilling to start a tough, one-on-one conversation about what a leader can do to be better when it could lead to an argument or hurt feelings.

Doing the assessment requires

humility and courage on the part of leaders because they never know exactly how others will rate them. But the goal of an assessment is simply to make us aware of weaknesses or habitual behaviors we don’t pay attention to on a regular basis. For example, if a bosun who shouts and curses at deckhands has developed that particular behavior over time, the bosun may not even be consciously aware of it — or its impact on others. It’s a reactive habit rather than some form of maliciousness.

In reality, no one likes to find out they’re doing a poor job. No one goes to work to hurt others. When we get feedback from this kind of assessment and it’s negative, we’ll typically go through the seven stages of grief before we take action and work on areas that need attention. Skilled leaders go through those stages quickly to reach the point at which they can work through issues that have been brought to their attention.

As for the captain mentioned earlier, it’s he who needs to change, not the crew. If there were just one or two negative comments about a particular issue or behavior, we might set those aside as being out of the norm.

However, when every response includes some version of the same comment, the leader needs to seriously look inside and acknowledge the need to change.

Here are a few steps to consider when deciding to act on the results of an assessment: l Thank everyone for their input. l Tell your crew you intend to change. l Ask a specific crew member for one or two things to work on over the next 30 days. l Work on those one or two things for 30 days. l At the end of the 30 days, go back to the crew member and ask how well you’ve improved on those one or two things. l Based on the response, either keep working on what you’ve been doing or work on another issue.

I encourage every leader to go through some form of assessment to pinpoint areas for immediate improvement. Ultimately, the entire team will experience the benefits.

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

Career 29

September 2017 The-Triton.com

Your inner GPS: No time like now for purpose, positive beliefs Crew Coach Capt. Rob Gannon

Last month, I introduced the concept of an inner GPS that guides us and can really be quite a tool for navigating our lives. The key is entering the right data for this guidance system to work most effectively for us. I wrote about the “G” words, or principles, that are powerful inputs for our inner system. This month we’ll move on to the “P” words.

Positivity: OK, being positive may seem like an obvious choice here, but it’s really kind of essential for the operating system. A positive energy and outlook is not just some happy talk of the day – it truly has a power that affects not only us, but the people we come in contact with as well. Cellular biology research has shown a distinct difference on a cellular level between positive thoughts and beliefs, and negative, stress-causing thoughts and beliefs. Dr. Bruce Lipton is an expert in this field of cellular research and his groundbreaking book, “The Biology of Belief,” is quite an eye-

opener. One of the concepts he explains is that we must go beyond “positive thinking” and really operate on positive beliefs. He writes: “The subconscious mind is a million times stronger than the conscious mind, so it will win any battle between the two.” This is why positive beliefs will be more effective than just positive thoughts. We are complex cellular energy systems and we need to feed those cells the right food.

Also, I believe most of us would agree that a little more positivity in this world would not be a bad thing.

Purpose: This is an area I have studied and worked on with people in my coaching practice: the importance of a feeling of purpose in our lives. This can be a major driver for the inner GPS. Have you ever observed someone who has lost all sense of purpose, dreams and desire in life? It can be written all over them, right down to body language and overall health and wellness. The candle is barely flickering inside. Pessimism and hopelessness grows into a strong root system. Decisions made in this state can be disempowering, continuing the downward spiral. Compare that with

how we feel when we know we are living with purpose. The inner light is strong, the energy level required is there, and the creative mind is actively involved and running on all cylinders. There can and will be setbacks in our journey, but we carry on because we believe in the path and the mission. Our driving purpose in life can change as we live and grow, and there’s nothing wrong with that. It’s our sense of purpose that will fuel us as we go. I believe if we feel better, we live better. Having a purpose feels way better than not having one.

That alone should be reason enough to get on board the purpose train.

Present: Being present – really fully present – in our daily activities is also important for our inner GPS. This is an era of distraction. A general attention deficit and our shrinking attention spans are on display everywhere. Our guidance system works best when we are clear, focused and calm. It is imperative for us to pay attention to what we do and to what others communicate to us. If we are not “present,” we may not have accurate data or a clear picture to operate from. Have you ever noticed

how long some folks can hang in and really listen? Some can, and it is becoming a valued trait; others seem to have little practice with this skill, and it can impede communication and performance. We know distractions are everywhere, but those who can remain focused and present despite the distractions become valuable at work and effective in life. Spiritual writer Ram Das wrote a book called “Be Here Now.” It inspired George Harrison of the Beatles to write a song called “Be Here Now.” Hopefully, more of us can begin to resonate with this and put it to work for ourselves.

Those are the “P” words for our inner GPS system. Next month I’ll get into the “S” words. Until then, let’s try our best to be positive, embrace a purpose and stay present. I believe it will serve us well.

Enjoy the voyage.

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

Comments are welcome at editor@thetriton.com.

30 Crew Health

The-Triton.com September 2017

‘Pulse ox’ is a vital component of every onboard first-aid kit Sea Sick Keith Murray

A common question people ask me is: “What medical equipment should I have on my boat and at home?”

The Top 2 inexpensive machines I always suggest are a good digital blood pressure machine and a pulse oximeter.

These machines can give medical professionals a good idea if something is wrong with the patient, and possibly, how wrong and how quickly they will require medical attention.

While at sea, most of the bigger boats have on-call medical services that will want to know the patient’s vitals. The doctor on the other end of the telephone is, in essence, a detective trying to solve a mystery. The doctor needs clues to figure out what is wrong with the patient. The vital signs are the first clue.

One of the vital signs needed is the patient’s pulse. The pulse is the beat felt against the wall of an artery each time the heart pumps. The pulse is the heart rate. In a normal adult, the pulse will be between 60 and 100 beats per minute. An adult’s heart rate can be manually checked with either the carotid pulse or radial pulse, but this requires a lot of practice and I have seen trained nurses struggle to get accurate numbers. There is an easier way – in fact, there are two ways. Both involve relatively inexpensive devices. The first is a digital or automatic blood pressure monitor, which ranges in price from $25 to $500. The second is a pulse oximeter, commonly called a pulse ox. These range in price from about $25 to $300.

Today we will be focusing on the pulse oximeter. A pulse oximeter is a medical device that can monitor the oxygen saturation of the patient's blood and their pulse (heart rate). The pulse oximeter is a non-invasive medical device that slips on the patient’s finger.

It does not hurt.

How does a pulse oximeter work?

The pulse oximeter clips to the patient’s finger and holds one light on either side of the finger. The clip sends two beams of light across the nail bed. Inside the clip are two diodes. The first diode emits a red light and the second an infrared light. (You will be able to see the red light, but not the infrared.) These two beams of light enable the pulse oximeter to detect the color of the arterial blood,

which helps to calculate the oxygen saturation.

Because a pulse oximeter is easy to use and provides quick results, they play a vital part in emergency medicine.

Often these are very useful when working with patients with respiratory or cardiac problems such as chronic obstructive pulmonary disease (COPD), a common lung disease.

Information from the pulse ox is part of the vitals emergency medical professionals obtain for every patient they treat. These vitals provide the general condition of the patient and let the paramedics know if the patient’s condition is improving, declining or unchanged.

OK, I have a pulse oximeter on my patient’s finger and I want to know what the numbers mean. What is a good number? A healthy person should have an oxygen saturation of 95-99 percent.

These numbers may vary with age, health, current altitude and if the patient is connected to an oxygen tank. It is always best to let the trained medical professionals interpret these readings.

Should we all have one of these on board and at home? Yes, a good pulse oximeter is a vital part of every first-aid kit. For those who don’t have one, now is a good time to invest in one. All crew members should know how to use it, and should know what normal readings look like. When I teach an onboard class, we always review the pulse ox and let the crew try using it on each other.

Please note – the pulse oximeter will not provide accurate oxygen saturation information if the patient has been exposed to carbon monoxide. Carbon monoxide is a colorless, odorless gas that is produced by fires and exhaust from engines. If it’s suspected that a patient has been exposed to carbon monoxide, the medical provider should be alerted immediately.

The pulse oximeter may not perform well on patients with circulation issues, irregular or weak pulse rates, or in brightly lit areas. Bright lights may provide inaccurate readings since this device uses light to measure.

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

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

News 31

September 2017 The-Triton.com

Read employment agreement closely, not always in crew’s favor CONTRACTS, from page 1 issues. Both captains said they have learned lessons about crew contracts the hard way.

Considerations for contracts

There are several types of crew employment agreements. For commercial or voluntarily compliant yachts using the Maritime Labour Convention (MLC), there are a number of requirements for a crew contract, known as a seafarers employment agreement (SEA), according to James Hatcher, shipping master for the Cayman Islands Shipping Registry.

A SEA must include – but is not limited to – sick pay, medical expenses, annual leave, notice periods and repatriation.

The Cayman registry offers a model of a compliant agreement on its website, www.cishipping.com. Most yachts tailor that model to meet specific needs.

Hatcher explained in an email that, “it is quite unusual (though not unheard of) for vessels to simply use the model SEA. ... It can be changed, or added to, however it reflects the minimum requirements for MLC compliance and therefore all the requirements of the model need to be in there. Any additions would also need to comply with the law.”

Once created by the yacht’s captain, owner or manager, the SEA is submitted to the registry before an MLC inspection and is checked by the flag for compliance with laws and the MLC. “If found to be in compliance, it will be stamped as accepted and the vessel can have its MLC inspection, where it will be checked again by the flag surveyor, who will check to ensure that the stamped accepted SEA is the one in use,” Hatcher wrote.

Private yachts would typically use letters of employment (LOE) that voluntarily include similar components, according to Alan Dale, fleet manager of Burgess in London.

“There are plenty of private yachts operating on LOEs,” Dale wrote in an email. “The crew member should read carefully any contract they are about to sign. If necessary, they should seek legal advice if they are unsure about the implications of any of the content.”

Capt. DesVergers, deputy registrar for the Maritime Authority of Jamaica, that country’s flag registry, agreed. He said that when reading a contract, a crew member should consider his or her

personal protection, since the owner is considering his.

“The contract may not be created in the best way for the crew,” Capt.

DesVergers said. “I often explain to crew that the MLC is the minimum standard.

An owner can throw in whatever he wants, it is still a contract. He can add that all crew must wear red shirts and high heels as conditions of employment.

Crew always have the option of not signing the contract and finding a different job.”

Capt. Staats, who continues to deal with the legal complexities following the breach of his contract, recommends crew be prepared for the possibility of legal recourse.

“When you are hired on a vessel with a contract, be sure to add in attorney fees,” Capt. Staats said. “Add a clause that any fees required to recover lost wages will be covered by the vessel, the management company or owner, but be sure to state in the contract that attorney fees are recoverable.”

Solving contract disputes

Although there is nothing to stop an owner from breaching a contract, having an SEA is still vital for yacht crew seeking mediation with a flag state or a court of law, said Capt. DesVergers, who notes that recourse can be more complicated than most might think.

“Crew expect a team of lawyers to jump in to handle their case,” he said.

“It doesn’t work that way.”

See CONTRACTS, page 34

32 News Yachts sold

M/Y I Dynasty, a 195-foot (59m) Benetti launched in 2008, sold by Merle Wood & Associates. Asking price was 29.5 million euros.

M/Y Deja Too, (above) a 170-foot (52m) Amels launched in 2003, sold

by Fraser brokers Andrew Bond and Georges Bourgoignie. Asking price was $18.5 million.

M/Y Aldabra, a 167-foot (51m) Codecasa launched in 2011, sold by Fraser brokers David Legrand and Josh Gulbranson. Asking price was $19.5 million.

M/Y Mustang Sally, a 161-foot (49m) Trinity launched in 2008, sold by Denison broker Kurt Bosshardt, who brought the buyer, and Superyacht Sales broker Rob Newton. Asking price was $17.9 million.

M/Y Blush, a 155-foot (47m) Sunseeker launched in 2014, sold by Camper & Nicholsons broker Alex Lees-

boats /brokers Buckley. Asking price was 19.5 million pounds.

M/Y Cherosa, a 153-foot (47m) Swiftship launched in 1999, sold by Camper & Nicholsons brokers A.J. MacDonald and John Weller, who brought the buyer, and HMY Yachts broker Dean Young. Asking price was $5.9 million.

M/Y Fighting Irish, a 145-foot (44m) Westship launched in 2004, sold by Merle Wood & Associates. Asking price was $5.9 million.

M/Y Las Morochas, a 107-foot (33m) Ferretti launched in 2012, sold by Merle Wood & Associates and Atlantic Yacht & Ship. Asking price was $6.6 million.

M/Y Tweener, 106-foot (32m) Westship launched in 1993, sold by Fraser brokers Neal Esterly and James Nason. Asking price was $2.9 million.

S/Y Foftein II, a 99-foot (30m) sailing yacht launched by Royal Huisman in 1999, sold by Haas International broker Manfred Haas and Fraser broker Georges Bourgoignie, who brought the buyer. Asking price was 5.2 million euros.

M/Y Etoile D'Azur, an 89-foot (27m) Moonen launched in 2007, sold by Fraser broker Josh Gulbranson. Asking price was $3.7 million.

M/Y Gecko, an 82-foot (25m) Sunseeker Predator launched in 2006, sold by Denison broker Peter Quintal.

M/Y Antares, an 81-foot (25m) Sanlorenzo built in 1997, sold by Camper & Nicholsons broker Arne Ploch.

The-Triton.com September 2017

S/Y Aphrodite A, a 140-foot longrange cruising sloop built by Vitters in 1999, sold by Fraser broker Dennis Frederiksen and Northrop & Johnson broker Ann Avery. Asking price was 6.8 million euros.

New in the sales fleet

M/Y Suri, a 208-foot (63m) Halter Marine explorer yacht originally built in 1978 as a 166-foot offshore supply vessel. She later served as a crab boat known as the Fierce Contender in the popular Discovery Channel program “Deadliest Catch,� then was converted into an expedition yacht in 2007, with refits in 2012 and 2016. She is jointly listed with Merle Wood & Associates and Yachtzoo for $43.9 million.

M/Y Seven Sins, a 171-foot (52m) Sanlorenzo launched in 2017, listed with YPI broker Matt Albert for 32 million euros.

M/Y Ontario, a 152-foot (46m) Lurssen built in 1992, listed with Yacht & Villa International broker Mark Seaton for 8.75 million euros.

M/Y Far From It, a 142-foot (43m) Richmond built in 2008, listed with Northrop & Johnson broker Kurt Bosshardt for $14.9 million.

M/Y Eclipse, (above) a 141-foot (43m) Feadship launched in 1993, listed with Camper & Nicholsons broker Alex Lees-Buckley for $10.9 million.

M/Y Beija Flor, a 124-foot (38m) Delta launched in 1998 and formerly known as Loose Ends, Scott Free and Mimi, listed with Merle Wood & Associates for just under $5 million.

M/Y Intimis, a 112-foot (34m) Ferretti launched in 2003, listed with Northrop & Johnson broker Joost Goverts for 2.85 million euros.

S/Y Garuda, a 102-foot (31m) Swan 100 sailing yacht launched by Finnish shipyard Nautor's Swan in 1986 with an extensive refit in 2008, listed with Northrop & Johnson broker Jochen Brill for 930,000 euros.

September 2017 The-Triton.com

M/Y Sea, a 100-foot (30.5m) Leopard built in 2008, listed with Camper & Nicholsons brokers Charles Ehrardt and Fernando Nicholson for $1.8 million.

M/Y North Star, a 92-foot (28m) expedition yacht built by Glasstech Corp. in Miami in 1999 with an extensive refit in 2016, listed with Northrop & Johnson broker Tom Corkett for $1.2 million.

M/Y Three Amigos, an 86-foot (26m) tournament-rigged sportsfish Merritt delivered in 2013, listed by Northrop & Johnson broker Sean Doyle for just under $8.3 million.

News in the charter fleet

M/Y Seven Sins, a 171-foot (52m) Sanlorenzo launched in 2017, is available for charter through YPI in the western Med through September and in the Caribbean and South America from December to March.

M/Y Daybreak, (above) a 153-foot (47m) Feadship built in 1997, now offered through Northrop & Johnson in the Bahamas for summer and Caribbean for winter.

M/Y I Sea, a 137-foot (41.9m) Palmer Johnson launched in 2014, offered in the Western Med through Camper & Nicholsons.

M/Y Calisto, a 136-foot (41m) classic wooden yacht built by Astoria Marine in 1944 as a minesweeper for the U.S. Navy. After World War II, she served the Royal Navy for 10 years until she was turned into a private luxury superyacht in 1954. Calisto is available in Southeast Asia through Camper & Nicholsons.

M/Y Lady Deena II, a 101-foot (31m) Hargrave launched in 2011, is available for charter in the Bahamas and Florida through Neptune Group Yachting.

M/Y Silver Mama, formerly Evazione, a 92-foot (28m) boat built by AB Yachts in 2008, is available through Northrop & Johnson in New England this summer, and in the Bahamas and Florida this winter.

S/Y Orient Pearl, a 90-foot (27.5m) custom built schooner launched in 1997 and refit in 2017, now available in Southeast Asia through Northrop & Johnson.

M/Y Laura J, a 90-foot (27m) yacht built by Norman Wright in 1989 with an extensive refit in 2016, is available

boats /brokers for charter on the Great Barrier Reef through Northrop & Johnson.

M/Y How Ya Dooz'n, an 88-foot (27m) Sanlorenzo launched in 2017, now available for charter in the Bahamas through Northrop & Johnson.

M/Y Dot Calm, an 88-foot Ferretti built in 2009, is available for charter along the New England coast this summer, and South Florida and the Bahamas this winter through MarineMax.

First launch of IMO Tier III Wärtsiläs The L’Astrolabe, a 236-foot (72m) polar logistics vessel launched July 12, is the first vessel operating with the International Maritime Organization’s Tier III EIAPP (Engine International Air Pollution Prevention)-certified Wärtsilä diesel engines. It is fitted with a complete Wärtsilä propulsion machinery package and Wärtsilä NOR (NOx Reducer) SCR (Selective Catalytic Reduction) exhaust gas cleaning systems for all the main engines, according to a Wärtsilä news release.

The ship was built by PIRIOU in France for the French Southern and Antarctic Lands Administration. It will be used to transport personnel and supplies to the Dumont d’Urville research station in Antarctica.

Benetti delivers 32nd Classic 121

The 121-foot (37m) M/Y Lady Lilian, the latest in Benetti's Classic 121 line, was delivered July 12 and left the shipyard with her owner on board six days later. She is the 32nd unit to be sold since the Benetti line was launched.

C&N hires chief commercial officer

Camper & Nicholsons International has hired Fabio Ermetto as chief commercial officer, effective Sept. 1.

Ermetto's career in yachting includes seven years as sales and marketing director with Heesen Yachts, nine years with Azimut Benetti Group, two years as chairman and CEO with Fraser Yachts and, most recently, three years as chief commercial officer with Benetti Yachts.

Hatteras 90 to debut at Lauderdale Hatteras Yachts plans to introduce the latest model in its fleet, the Hatteras 90 Motor Yacht, at the Fort Lauderdale International Boat Show in November.

The 92-foot (28m) yacht features the North Carolina-based builder's first hydraulic side balcony and new HattCON ship management system.

Two Caterpillar C-32A diesel engines at 1,600 MHP/1,622 BHP are standard.

For more information, visit www. hatterasyachts.com

New 33

34 News

The-Triton.com September 2017

Most contract complaints solved before flag-state level CONTRACTS, from page 31 In the event that crew find their flagstate-compliant yacht contract is not being honored, they do have options.

“Each flag state has a department that takes care of seafarers, and there are formal procedures that are followed,” Capt. DesVergers said.

But the flag state is not the first go-to, he said.

“About 95 percent of complaints are, ‘I left the boat and have not been paid,”” he said. “We ask if you have called the owner to see if accounting has an issue.

Don’t escalate to the flag state at that level.”

Flag states will usually wait a month or two before they begin to communicate with the owner or help to mediate toward a solution, he said.

“Very seldom does something go to litigation; it usually does get settled,” he said. “Patience on all sides is needed. I would say 90 percent of the complaints get resolved by themselves.”

If there is a contract breach that gets to flag-state level, the contracts and process will be provided in the onboard complaints procedure, which all MLCcompliant vessels must have, Hatcher, of the Caymans, wrote.

“In addition, however, on MLCcompliant vessels, as many of the requirements of the contract are governed by the law, there might be cases where action can be taken under the law for breach of MLC if the contract is not being respected,” he wrote.

Another option for support is a group such as Nautilus, a global trade union and professional organization that provides specialists and legal support to its members. The group was active in the development of the MLC and can assist with contract issues such as unpaid wages, according to strategic organizer Danny McGowan.

“Trade unions in the U.K. work differently than in the U.S.,” Andy Linington, director of campaigns and communications said. “Often you need a union membership to find a job, but in the U.K. you can use a union to have contracts negotiated, like the IOMMP (International Organization of Masters, Mates and Pilots).

“Yachting has not caught up with rest of the maritime industry, but it is changing with the MLC,” he said.

“Since the implementation of the MLC,

we have seen a booming industry. It can continue to boom, but not at the expense of the crew.”

When contracts are breached, Capt. Staats said, crew in similar circumstances should work together to fight an issue such as nonpayment of wages.

“Filing is a pretty simple process, but it requires crew to put money down,” he said. “If the whole crew can each contribute – maybe an amount according to what they will recover – it may be easier.”

Yacht crew should keep their own records to be prepared in the event of a contract breach.

“One thing that surprises us is that crew don’t keep a copy of their contract,” Capt. DesVergers said. “They call us with an issue and we say, ‘Send a copy of your contract,’ and they don’t have it.”

Often crew will say the yacht hasn’t given them a copy of their contract.

“If you have worked and received pay, that can be what is called tacit acceptance,” he said. “You can’t complain now.”

The boat is in violation not to have supplied it, but the crew still has some responsibility to request it, he said.

Things can still go wrong, even when crew do everything right. A breach of contract can become a complex legal situation that takes time and money, and even then may not be resolved in yacht crew’s favor. If crew are not being paid, it pays to research options.

“Crew need to know what it entails to seize a boat,” Capt. Staats said. “If crew are owed money, they have to decide if it is worth spending the money to seize it or just to be wiser and move on. It’s not a cheap process, most people won’t do it, or are intimidated.”

Capt. Allen said his case is an example of that: The attorney will receive 35 percent of the judgment. That is, if he and his crew ever get paid. At press time, although a judge had ruled in their favor, none had received any money.

“I’m waiting,” Capt. Allen said. “We were awarded the judgment for $90,000 for the three of us, but that doesn’t mean we have collected a dime.”

Dorie Cox is editor of The Triton.

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

September 2017 The-Triton.com

Press reported charter walked off Natita, but that wasn’t true NATITA, from page 1 using Natita and another of his yachts, the 186-foot (57m) M/Y Bad Girl, as collateral, The Wall Street Journal reported Aug. 10. The bank claims the owner stopped making payments in November, with nearly $28 million left on the loan.

Goldman Sachs filed a lawsuit in federal court in Miami to seize the boat. U.S. marshals impounded Natita at Rybovich, a shipyard in West Palm Beach, where the yacht has been docked for more than 20 months. Employees have said the owner owes the shipyard hundreds of thousands of dollars, the Journal has reported.

The financial press credited a former crew member with saying a yacht charter had walked off M/Y Natita in Nassau in March 2016 because it was in such a bad state of disrepair, but that is incorrect.

Natita has not had a charter since November 2015, according to several former crew members. Other than traveling to South Florida boat shows and to the Bahamas to clear its boat show bond, Natita has not left the West Palm Beach shipyard.

Former crew members said the yacht that charter guests reportedly walked out on was M/Y Bad Girl, which was not involved in the seizure July 15. After the aborted charter, Bad Girl was moved to Louisiana and now sits in Marina Cap Cana in the Dominican Republic, former crew members said.

The error was originally reported by the Journal, then repeated in stories in other financial media outlets, including MSN, Fox and Business Insider.

M/Y Natita was delivered in 2005 as Dilbar and renamed Ona in 2008.

Kallop bought the boat in 2010 and named it Natita. The asking price had been 59.9 million euros.

Natita was back on the market in 2016 for $57.5 million, with the price reduced to $52 million in September of that same year. The yacht then underwent several more price reductions. It is now listed for $39.9 million with Burgess and Worth Avenue Yachts. – Susan Jobe and Lucy Chabot Reed

News

35

36 News

business briefs Roscioli's Glass retires

Thomas P. Glass retired from Roscioli Yachting Center on July 31 after 36 years and a number of positions, including vice president, with the Fort Lauderdale-based shipyard. Currently, he led the company's strategic planning team and was responsible for billing and day-to-day operations.

"He was my right-hand man," said Bob Roscioli, president and CEO of RYC. "Tom is an encyclopedia of knowledge. Anyone want to know something from five, 10 or even 20 years ago? Tom's the guy."

Glass was general manager for Admiralty Yachts when Roscioli bought it in 1981. In 1987, RYC bought the large boat division of Donzi Yachts, where Glass managed the construction of new builds, wrote specs, and handled customer service.

A licensed yacht and ship broker experienced in yacht repair and construction, Glass was a director of the Marine Industry Associations of South Florida for three terms.

– Dorie Cox

Captain’s company manages refits

Yacht captain Jim Rosenberg has started Landfall Marine, a Fort Lauderdale-based project management firm specializing in refits and maintenance periods.

His most recent command was the 149-foot Newcastle M/Y Carson, which the owner bought half-built from the yard. Capt. Rosenberg oversaw the 18-month build out at a South Florida shipyard and then ran it for a year.

Owners with projects tend to seek him out, he said, and he's run several extensive yard periods.

“I’ve always kind of wound up with projects,” he said. “The reason I’m doing this – besides the fact that I like doing it – is that I want to take the experience the owners of Carson had and duplicate it. Too many owners have been soured by a poor refit experience and get out [of yachting]. I want to make it a positive experience and keep them around. We need them.”

For more information, visit www. landfallinc.com.

– Lucy Chabot Reed

N&J moves Thailand office

Fort Lauderdale-based Northrop & Johnson has moved its Thailand office to the Boat Lagoon marina in Phuket.

Boat Lagoon marina is lengthening its travel lift bay to improve hardstand facilities and, according to the company, a new 120-ton travel lift scheduled to arrive in September will be able to lift

The-Triton.com September 2017

boats of up to 105 feet (32m).

The N&J Thailand office is on the marina boardwalk at #20/12 Phuket Boat Lagoon.

Veteran canvas guy opens shop

Rodney Welch, who started in the marine canvas industry in 2006, has opened his own shop, Rodney’s Marine Canvas in Fort Lauderdale.

Welch learned the business with Fort Lauderdale’s Creative Canvas and had planned to buy the business when the economy turned in 2008. “I was trying to buy it when things changed with the economy,” he said. “I was tired of being an employee.”

When a friend needing a canvas job called in 2015, he did the job out of the back of his house. That friend referred him to another, and then referrals continues. Within a year, he was in business for himself.

Two of his former co-workers – Cindy Murfey and Elena Rosales – work with him, as does his son, Ryan, parttime. Find the shop at 3118 S. Andrews Ave. or call 954-205-5324 for more information.

– Lucy Chabot Reed

New liquor store in Lauderdale

Ocean Wine and Spirits, a luxury wine and spirits boutique, has opened a new store at 2901 E. Las Olas Blvd. in Fort Lauderdale, just north of Bahia Mar and Hall of Fame marinas.

The store will focus on the luxury residential and yacht market that surrounds it, according to owner Monty Lalwani, who also owns a more touristcentric store on A1A near Sunrise Boulevard.

Ocean Wine’s yacht provisions director is Fernando Miles Jewett, who left Crown Wine & Spirits after 11 years to partner with Lalwani to service the yachting sector.

For more information, visit oceansliquor.com.

– Lucy Chabot Reed

Broward Signs has moved

Broward Signs has relocated five blocks north, to the west side of Federal Highway, just south of 17th Street in Fort Lauderdale. The marine signage company offers LED stainless steel yacht signs, among other products. It will offer wraps and window tinting, according to owner Butch Richards. Customers who mention The Triton will received 5 percent off their signage project.

The company’s new address is 1901 S. Federal Highway, Suite 2, Fort Lauderdale, FL 33316; phone 954-3209903.

September 2017 The-Triton.com

One of the staples of South Florida’s marine community is Sailorman, the warehouse that sells new and used marine stuff. A fixture on State Road 84 for more than 35 years, it has recently relocated. Join us for Triton Networking on the first Wednesday in September as we tour the new Sailorman on Andrews Avenue in Fort Lauderdale.

Until then, here’s a little more about the store and the man with the parrot, Chuck Fitzgerald.

Q. Tell us about Sailorman.

Sailorman was hatched, literally, out of the back of a hatchback in 1977 by a cruising Englishman. In 1983, it moved to its longtime home on State Road 84 [just west of U.S. 1].

At that time, Fort Lauderdale was very different and had more of a cruisersailor atmosphere.

I bought the business in 1985, and we’ve evolved to cater to the boats in the marinas today. The name Sailorman makes it sound like we just work with sailboats, but that’s actually a small fraction of our business now.

We take in and sell new and used marine gear. We have everything from shackles to davits and gangways to painting supplies to T-tops. Our used items we buy outright or consign.

SAILORMAN We love for yacht captains and crew to bring stuff in on consignment.

Most of the time, it’s a win-win. When it’s stuff the owner just doesn’t want anymore, we can buy it at a good price and the boat can have a little mad money right away for their next crew outing.

We’re actually looking to expand that part of our business by buying a truck so we can go out to the yards for pick up, to make it easier.

There was a business in town a couple years ago that left a lot of people with a bad taste about consigning marine equipment. But not everyone operates that way. We’ve been doing this since 1985, and we’ve never not paid anybody, ever.

Q. So how was the move?

It was grueling. We moved the bulk of our store in just three days, but that last 20 percent seemed to take forever.

We've spent most of the summer preparing, moving and reopening Sailorman – and still have some unpacking to do.

Q. Why do it?

Well, they tell me I need to think about retiring, and I started thinking about selling the building and the

Triton Networking 37

business. The building sold pretty easy, but selling the business was harder. I didn’t want to just let it go.

Finally, we decided that Heather would take on more responsibility so I could step back a little, put in a normal day’s work instead of all the overtime that being in charge requires. However, with the move, I've worked more now than I ever have. But I’m not ready to retire. I love this store, and I’ve enjoyed this business for more than 30 years.

The bird and I will likely still be here every day.

Q. What changes will your customers see in this new space?

This location has 25 percent more space, so we’ll have wider aisles and a more open format. The old place was like a maze. Some of our old-time customers were worried that we’d turn into a West Marine. That’s definitely not happening. There's still a fair amount of dust; that’s part of the ambiance.

Thankfully, the mosquitoes haven't found us yet.

Q. There’s still no air conditioning.

Is that part of the charm?

We thought it would be cooler than the other place. But it can get hot here, especially in the summer. We're looking

Fitzgerald into A/C for next summer. It may take away a little charm, but I don't think the staff nor the customers will mind.

Q. What’s going to happen over at your old place?

It’s scheduled to be another hotel for the cruise line business.

If you’ve never visited Sailorman, now’s the time. Join us for casual networking, great food and an adult beverage from 6 to 8 p.m. Sept. 6, at 3000 S. Andrews Ave., Fort Lauderdale, FL 33316. No RSVP needed. Just bring a smile and a willingness to meet some new people.

38 Triton Networking

BLUEWATER Triton Networking is back in full swing with a mid-month event on the third Wednesday in September. Join us as we help Bluewater USA celebrate its first year. The former Crew Unlimited team is still on-site and just as glamorous as ever. Come get a tour of the updated digs and share in their signature cocktail.

Ira Here’s more about the company from Ami Ira, president of Bluewater USA. Q. A year ago you made the decision to merge your company with Antibesbased Bluewater. How have things changed for your clients?

They now have double the likelihood of finding amazing crew or jobs through us. We each had over 60,000 registered candidates – ours primarily based in the U.S. and theirs primarily based in Europe. Surprisingly, there really wasn’t much overlap, leaving us with a combined database of just over 110,000 registered crew. Captains no longer need to call multiple crew agencies to find the best of the best. We’ve got them.

Also, we now offer a self-service option called the One Account, which allows employers full access to our entire database, 24/7, so they can search for the perfect candidates all year long, and hire whomever and how many crew they like, with no placement fee. The One Account is a yearly subscription based on the size of the vessel, and is typically less than a traditional placement fee for a department headlevel crew member.

Whatever it costs to become a One Account subscriber, the equivalent value is allocated to the yacht in the form of crew training vouchers, which can be used at any of Bluewater’s schools in Fort Lauderdale, Palma and Antibes.

Q. How have things changed for your business?

The biggest change has been in having so much support. We have a phenomenal marketing team, management team, accountants, MLC compliance officers, and instructors.

There must be over 100 employees in our company.

As the sole owner for more than 20 years, I had to do so much of my own research and try to manage everything all the time. Now, we have talented people in position to answer any questions I have, and any questions our clients have. It’s a big relief, honestly.

The-Triton.com September 2017

Q. Most people know your company as a crew placement agency, but you do a lot more than that, such as charter marketing and yacht brokerage.

How has the merger impacted those divisions?

While we did charter marketing and charter brokerage before, our name was not widely recognized for that. And we had never ventured very far into yacht sales, although I’d considered growing the company in that market many times.

I always knew it would be difficult to break into, without hiring on an excaptain or established broker to run the department, which would have been a costly investment.

But yacht brokerage is definitely not new to Peter Bennett, Bluewater’s director and lead broker. He’s been selling superyachts since 1991, and is a tremendous resource for our U.S. sales team, which consists of our broker Robert Moore, myself, and broker Albie Van Zyl, who just joined us last month.

However, it also can’t go without mentioning that Bluewater was founded on the basis of crew training in 1991, and it’s that differentiation that enabled our previous partnership between the two companies way back in 1998. Bluewater taught the course, Crew Unlimited recruited the captains, and Maritime Professional Training provided the classrooms. Together, we provided MCA CEC’s to about 60 USCG 500T and 1600T captains, enabling them to continue running the large red-ensign yachts they had been, prior to the change in the MCA rules.

Q. There are a lot of placement agencies and even charter firms. Why should captains use your firm?

We are the only company in the world where a person can buy or charter a yacht where the crew have been recruited, trained, placed and are managed in house. We are truly “One Company, one complete solution.”

Q. Anything special planned for the Triton Networking event?

A toast to our first year as Bluewater, a barbecue catered by Dixie Pig, a game of cornhole, the unveiling of the cover of our new “Bluewater Life” coffee-table book, which debuts at the Monaco Yacht Show, and live entertainment by local band Zero to Sixty, playing all our favorite music from the late 1980s and early ’90s.

Make plans to join us from 6 to 8 p.m. at 1069 SE 17th St. in Fort Lauderdale, FL 33316. No RSVP necessary, but we do take our networking seriously, so come ready to meet new people.

September 2017 The-Triton.com

PICKS OF THE MONTH Sept. 12-17 Cannes Yachting Festival (Festival De La Plaisance), Cannes

Nearly 600 boats, 150 world premieres and 450 exhibitors are on display at Vieux Port and Port Pierre Canto. www.salonnautiquecannes. com

Sept. 27-30 27th Monaco Yacht Show, Monaco

This year to host 125 yachts (including 40 new launches) and 593 exhibits. New and updated for this year are the Darse Nord after two years of construction, additional air-conditioned exhibition space, the reconfigured Quai Antoine Ier, an area for HISWA, the Starboard yachting lifestyle display and the Car Deck. www.monacoyachtshow.com

Sept. 4-7 SMM, Hamburg, Germany.

Shipbuilding, machinery and marine technology international trade fair.

Smm-hamburg.de Sept. 6 Triton Networking, 6-8 p.m. the first Wednesday of every month at rotating locations. This time we meet at the new location for Sailorman (see page 37). Join us for casual networking; no RSVP required. www.the-triton.com Sept. 6-8 Seatrade Europe, Hamburg, Germany. www.seatrade-europe.com Sept. 7 The Triton “From the Bridge� captains lunch, noon, Fort Lauderdale.

A roundtable discussion of the issues of the day for active yacht captains.

Request an invite from Editor Dorie Cox at dorie@the-triton.com or 954525-0029. Space is limited.

Sept. 8-10 MYBA Pop-Up

Superyacht Show, Montenegro. www. mybapopupshow.com

Sept. 14-17 47th annual Newport International Boat Show and Newport Brokerage Show, Rhode Island. www. newportboatshow.com Sept. 15-24 Southampton Boat Show, Southampton, U.K. www. southamptonboatshow.com Sept. 16 International Coastal Cleanup.

Calendar 39

upcoming events Thousands of volunteers around the world pick up ocean trash. www. oceanconservancy.org

Sept. 19-21 International BoatBuilders'

Exhibition & Conference (IBEX), Tampa Convention Center, Tampa, Fla. ibexshow.com

Sept. 20 Triton Networking, 6-8 p.m.

on the third Wednesday of most months at rotating locations. This time we meet at Bluewater USA, the former Crew Unlimited, in Fort Lauderdale (see page 39). www.the-triton.com

Sept. 23- Oct. 1 Interboot Watersports Exhibition, Friedrichshafen, Germany. www.interboot.de Sept. 26-28 International Marine Electronics Conference & Expo,

Bellevue, Wash. www.expo.nmea.org

Sept. 28 AYSS MonacoNet, Monaco.

Networking for members of AYSS, captains and industry professionals at the Monaco Yacht Show. ayss.org

Sept. 28 Auckland On Water (formerly

Auckland International Boat Show), New Zealand. www.auckland-boatshow. com

Sept. 28 World Maritime Day. www.imo.org

Oct. 4 Triton Expo, our biggest event

of the year. More than 40 exhibitors for yacht captains and crew, food, music and adult beverages. At Universal Marine Center in Fort Lauderdale. All in the industry are welcome; no RSVP. www.the-triton.com

MAKING PLANS Nov. 1-5 58th annual Fort Lauderdale International Boat Show

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 with approximately 900 exhibitors with goods valued at more than $4 billion.

Shuttles and water transportation connect the sites. Tickets range from a two-day ticket for $46 and general admission tickets for $29. www.showmanagement.com

40 Write to be Heard

from our readers

Experience worth a lot, owner's clear goals help in relationships It’s a shame one seeks a captain who has never run a large vessel before that is outgoing, than a mature one who has the experience, knows guest and regulatory issues, is keen on drills and safety, one who has worked with many different budgets and crews before [Owner’s View: “Captain wanted, perhaps couple?”].

I would like to think an owner wants someone to watch out for his investment with a keen and experienced eye. But this is not new in the yachting industry. Lots of owners are now looking for newly licensed, inexperienced captains to operate their vessels, leaving the seasoned captains scratching their heads.

Capt. Paul Figuenick Love this post. Wish more owners would take the time to do this. It gives a first-line feeling for who they are and what they want, without a middleman. Don’t get me wrong. Managers and crew agents help tremendously, but it’s a rarity to have insight directly from the owner.

I believe it’s this first step in finding a good personality match.

If the owners and crew actually like each other and get along, it improves communications and therefore provides a much more pleasant working environment, which in turn increases motivation and therefore outcome.

You know what they say … happy crew, happy boat.

Kudos to you sir!

Chef/Stew Annie Gevorkian M/Y Galilee Every successful businessman knows that employing someone with a high school diploma and no experience as CEO of their company is a lot cheaper than employing a Harvard graduate with 20 years experience of running international businesses.

And the results are the same, right?

Captain Paul Via www.the-triton.com

The-Triton.com September 2017

Crew Eye

M

ate Jaryd Oliver, of M/Y Tsalta, a 130-foot Westport, sent the crew to the docks for customary "exercises" while at dock at the Nantucket Boat Basin in Nantucket, Massachusetts.

"Just some of our junior crew doing the ‘good ole radar calibration,’" Oliver wrote in an email with the photo submissions.

Crew members are Deckhand Pat Fisher and Second Stew Melanie Hittrich.

Thanks to all of the crew of Tsalta for keeping yachting traditions alive.

The Crew Eye is an opportunity to share a behind-the-scenes view of your career and what life is like on board a megayacht.

Please send your photos for consideration to editor@the-triton.com.

New owners necessary; longtime employee’s skill will be missed It should be fine [From the Bridge: “Captains prefer experienced owners”] if that new-to-yachting owner has done enough research, no? The problem with this is if captains decided that they wanted experienced owners only, the yachting industry would die.

Tim Yachts Via www.the-triton.com As yacht projects increase in size and complexity [“Roscioli’s ‘right-hand-man’ retires after 36 years”], the few yard executives capable of predicting the cost or time overrun issues will be increasingly needed and valued.

Melvyn Miller Yacht owner Spot on [On Course: “Training in ‘soft skills’ important for newer generations”]. I hear it every day from business owners who tell me they can find plenty

of people for the jobs they have available, they just can’t find the right people. And that means, in most cases, people who possess the “soft skills” required for success in the workplace. Skills such as calling your boss if you aren’t going to be at work today. Yes, as basic as that.

Organizations that want to do something about this should reach out to the National Work Readiness Council. We are all about developing and verifying “soft skills.”

Joe Mizereck Acting executive director National Work Readiness Council Being an “older” member of the yachting profession, I wish that I had not spent so much time in the sun [“Yachting life requires vigilance in avoiding sun-damaged skin”]. I’ve learned to avoid as much sun as I can and really stay out of it as much as I can.

Working on sailboats and in the cockpits of sportfish put you in the sun for the entire day. I never used to care. I do tell younger crew the dangers of sun exposure, but I know they think I’m full of black water residue. You will now find me somewhere under a hard top when underway aboard. Sun screen goes on first thing in the morning.

It was a good article but I did not see the ABCDE of skin cancer detection. Visit www.cancer.org and search "skin self-exam".

Capt. Tedd Greenwald Editor's note: This month's comments were submitted to The Triton articles posted on www.

The-Triton.com. Please visit online to share your thoughts anytime.

September 2017 The-Triton.com

TRITON SPOTTER

Fiona Johnson took a break from both of her jobs to network with The Triton on Fort Lauderdale beach the first Wednesday of August. A seafarer logistics manager at Wright Maritime Group in Fort Lauderdale, Johnson was there to tell people about her passion as a certified life coach and motivational speaker with her company, Speak Hope International.

“Networking is a great way of meeting people in your industry and learning about their passion outside of their regular 9-to-5s,” Johnson said. “The greatest gift one can give to another, or themselves, is being in service to their community.”

We love to see The Triton all over the world, and we love to see our readers as they work and travel. Send us a photo of you and your Triton wherever and however you read it, whether in print or on your device.

Send to editor@the-triton.com.

The Triton’s David Reed caught up on Triton news from his cellphone while on vacation this summer. He and his family took a road trip that led them down the Delmarva Peninsula on the east side of the Chesapeake Bay, ending at Cape Charles Yacht Center in Virginia. The relatively new shipyard and marina is busy working with the town and tourism industry to bring more and bigger things to the region.

College sophomores Colin Davis, of University of West Georgia in Carrollton, Georgia, and Marett Cox, of Santa Fe College in Gainesville, Florida, carried The Triton up 105 stairs to the top of Jupiter Inlet Lighthouse. The red lighthouse is one of 30 that are active in the state.

Cox is Triton editor Dorie Cox's niece.

Where in the World 41

42 Business cards

Search hundreds of companies in the Triton Directory.

The-Triton.com September 2017

September 2017 The-Triton.com

Find the Directory online at www.The-Triton.com.

Business cards 43

44 Business cards

Search hundreds of companies in the Triton Directory.

The-Triton.com September 2017

September 2017 The-Triton.com

Find the Directory online at www.The-Triton.com.

To advertise in The Triton call our office 954-525-0029.

Business cards 45

46 Puzzles

Search hundreds of companies in the Triton Directory.

The-Triton.com September 2017

Sudokus 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

Stormy

Display Advertisers Company

Page Company

Advanced Mechanical Enterprises Alexseal Yacht Coatings Antibes Yachtwear ARW Maritime Beers Group Bellingham Marine (Fifth Avenue Landing) Bellissima Fine Art Services Bluewater USA BMCServices (Best Marine Carpenty) Bradford Marine Broward Shipyard Brownie’s Yacht Diver Business card advertisers/Puzzles C&N Yacht Refinishing Cable Marine Culinary Convenience Diesel Services of America(DSOA) Estela Shipping Florida Luxurious Properties Front Street Shipyard Galley Hood GeoBlue Insurance

24 9 19 28 11 32 31 7 26 8 41 17 42-46 29 47 39 36 36 41 5 27 12

Gran Peninsula Yacht Center HMC Handcraft Mattress Company Hyatt Regency Pier 66 Pelican Landing ISS GMT Global Marine Travel Lauderdale Diver Lauderdale Propeller Lifeline Inflatables/Zodiac of Fort Lauderdale Longbow Marine Maptech Marina Mile Yachting Center Maritime Marine Matthew’s Marine A/C Miami Mold Specialist MPT Maritime Professional Training Neptune Group Palladium Technologies Refit Exhibition and Conference Rex Marine River Supply River Services Roscioli Yachting Center Rossmare International Bunkering Royale Palm Yacht Basin

Page Company 35 19 11 14 28 39 38 33 10 34 35 30 35 48 30 6 37 3 22 16 34 30

Sailorman Savannah Yacht Refinishing Sea Hawk Paints Seafarer Marine Sea School Sirocco Marine / Brig Inflatables Smart Move Accomodations Staniel Cay Yacht Club SunPro Marine Superyacht Insurance Group The UPS Store TowBoatU.S Trac Ecological Green Products Tradewinds Radio United Yacht Transport Universal Marine Center VBH USA Watermakers, Inc. Watermakers Air Westrec Marinas Yacht Entertainment Systems Zeno Mattress

Page 27 22 13 25 34 15 14 2 33 22 16 33 34 38 4 23 16 2 2 18 33 41