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July 2014 Enhance your career at The Triton’s monthly networking. Details page C2.

A4 Pot, Mary Jane, ganga By any name, legal or not, marijuana not welcome.

A3

Crew injured; yacht burned S/Y Rebecca grounding injures two in Scotland; yacht burns. A4

Lights, action, cameras Captain delivers movie’s Pilar to Cuba, makes scenes. B1

UK challenges for Cup Fresh off Oracle Team USA win, Ainslie makes bid for UK. B11

Dockage to double for large yachts at Pier 66

Not first choice but deliveries worth variety and flexibility

New docks, upgraded power make way for 10 more megayachts

As the season for repositioning heated up in South Florida, we invited a group of captains to our monthly From the Bridge luncheon to talk about deliveries, both from those who do them occasionally to those who do them exclusively, as well as the captain who has done both fullFrom the Bridge time and delivery Lucy Chabot Reed work. The group ran the gamut from captains who deliver small vessels solo to those who temporarily run yachts in the mid-sized range to those who reposition large yachts with full-time, established crew. And those distinctions impacted their opinions about just about every facet of being a delivery captain, starting with why they choose to focus on deliveries. They started with the pros. “It’s always different,” one captain said. “There a bit of everything.”

By Dorie Cox Ft. Lauderdale’s Pier 66 Marina is scheduled to reopen in October with more than double its dockage for yachts larger than 150 feet. Previously the marina accommodated about six large yachts but it will now hold 16, said Kevin Quirk, vice president of operations for LXR Luxury Marinas. “Ten more slips is huge; it doesn’t happen easily,” he said. The increase in availability for large yachts – credited mostly to an upgrade in power – will have a significant

Dockmaster Charles Walker and Kevin Quirk, vice president of operations for LXR Luxury Marinas, monitor progress of the construction of Ft. Lauderdale’s PHOTO/DORIE COX Pier 66 Marina in June. impact for Ft. Lauderdale. “Pier 66 is thinking forward,” said Phil Purcell, executive director of the Marine Industries Association of South Florida. “Right now, I’d lay odds we have dockage for under 12 vessels over 200 feet. This makes a big difference.”

It’s all in the numbers

From its opening in the 1960s, iconic images of Ft. Lauderdale include the marina and the one-of-a-kind vessels that docked there. Located just north

See PIER 66, page A6

S. Florida needs dockage; industry, awareness By Lucy Chabot Reed As part of the South Florida’s first Marine Industry Day in June, business leaders gathered to discuss the future of yachting, and it is dockage. “We’re all turning boats away on a regular basis,” said James Brewer, director of sales and marketing at Derecktor Shipyard on the Dania Cutoff Canal. “Dockage is paramount. The more boats we can get here, the more business there is for everyone.” Several speakers in two panel discussions reiterated the same need. “Ft. Lauderdale is a melting pot of talent, but we find we’re saying ‘no’ to so many vessels that are unable to come here,” said Dean du Toit, owner of National Marine Suppliers. “Dockage is the biggest problem we have. We [South Florida] haven’t been able to provide it. We have the talent, the companies, but

we don’t have the facilities.” Du Toit employs 145 people at NMS and travels the world provisioning and outfitting yachts. His company is working with 21 new builds in Europe, none of which can come to South Florida because of draft and dockage limitations. One project that will add up to 10 slips for the largest yachts in South Florida has begun at Pier 66. The slips are expected to be open later this year. The other main challenge for the industry is the lack of awareness in the local community – and the subsequent lack of governmental support – of the significance of the industry. South Florida’s marine industry employs more than 107,000 people in the tri-county area, 90,000 of whom are in Broward County and Ft. Lauderdale. More than 5,500 marine-related companies are based or have an office

here, and the industry generates nearly $9 billion in revenue each year, about the same as tourism in Ft. Lauderdale and citrus statewide. “One 200-foot vessel coming into town can do a $10 million refit,” du Toit said. “That involves so many companies, touches so many lives. That opportunity is not known to the whole community.” “The industry is a huge driver of the economy here, and it starts with the shipyard,” Brewer said. “It’s why they [boats] come here, but it gives a vast network of support businesses a chance to grow. As a result, we have the largest concentration of marine-related businesses anywhere in the world.” One thing that can make that known is to market South Florida as a destination.

See INDUSTRY, page A11

See BRIDGE, page A16

TRITON SURVEY: Summer plans

What are you doing? Chartering 4%

Taking time off 1%

Looking for work 7% Other 9% Waiting 10% Getting work done Both 11% charter, owner use 11%

Cruising with owner, guests 48%

– Story, C1


A July 2014

WHAT’S INSIDE

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The old man and the sea Could it be? And is his favorite fishing boat back also? PHOTO FROM CAPT. STEVEN NAIMOLI

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T h e Tr i t o n : M e g ay a c h t n e w s fo r c a p t a i n s a n d c r e w


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CREW NEWS

Doctor’s orders? Legal or not, marijuana unwelcome onboard By Dorie Cox Marijuana is illegal onboard boats. Period. Nevermind the fact that more than 20 U.S. states have legalized it in some manner, U.S. federal law deems it illegal and dangerous, and a captain can have his license revoked if it is onboard. Whether medicinal or recreational, natural or synthetic, cannabis, also known as pot, is not allowed under the highest law of the land. Lt. Cmdr. Gabe Somma, U.S. Coast Guard District 7 public affairs officer, explained maritime ramifications of the drug for The Triton this month. Q. If marijuana is found onboard, can a vessel be seized or a captain’s license be taken? Somma: “Yes. Under 46 U.S. Code of Federal Regulations (CFR) 5.59, revocation of a mariner’s credential or endorsement is mandatory when a charge of possession, use, sale or association with dangerous drugs is found. Revocation is also mandatory if the mariner has been a user of or is addicted to a dangerous drug, or has been convicted for a violation of dangerous drug laws, whether or not further court action is pending and a charge is proved.” William Dolphin, a writer for Americans for Safe Access, an advocacy group for legal access to cannabis for therapeutic uses and research, said U.S. state laws are complicated, but in all cases, the federal government allows no exceptions to prohibitions. That means if it is illegal with the feds, it’s illegal with the USCG. Dolphin said it is routine to confiscate cars and those same laws will apply to yachts. Q. What if the owner or a guest with marijuana has a prescription? Somma: “During the course of a boarding where U.S. Coast Guard law enforcement officers encounter personal use quantities of marijuana, allegedly possessed in accordance with state laws which allow for personal possession for medical or other purposes, the Coast Guard Boarding Officer shall advise the individual that possession of marijuana, for whatever purpose, remains illegal under federal law.” Captains should anticipate that people may try to come onboard with cannabis, Dolphin said. A patient who claims to have a prescription actually has what is legally called a “written recommendation,” he said. “A doctor can’t use a prescription pad because writing prescriptions is linked to federal use,” Dolphin said. “They may feel strongly about their right to use it and say that they are legal or in need. Many people think if

the state has legalized it then it is legal, but federal law hasn’t changed.” Q. Yachts carry controlled medications, as required by International Maritime Code. Can marijuana be considered meds? Somma: “No. Regardless of any state medicinal marijuana laws, possession, use, sale or association on navigable federal waters of the United States is illegal under federal law.” Drugs are regulated through the Controlled Substances Act (CSA) and the U.S. Drug Enforcement Administration (DEA) is in charge of enforcement. Under these laws marijuana is a Schedule 1 drug defined as having no accepted medical use and with a high potential for abuse. The category includes heroin, LSD, ecstasy, morphine, codeine and peyote. Q. What if the yacht owner is resident of a state where marijuana is legal and his vessel is registered there. Is he legal to have marijuana aboard in the waters of his state? Somma: “No. Where a stateregistered vessel is in state waters where marijuana is legal, the vessel may still be subject to federal jurisdiction. The U.S. Coast Guard routinely enforces federal law where jurisdiction is shared with respective states.” Legislation on the legality of marijuana is pending in many states, but at press time, more than 15 coastal states had some level of legalization. Q. If the owner’s boat is documented within a marijuanalegal state, can he have it within the waters of a non-permitting state? Is his vessel protected property of the owner and vessel’s home port state? Somma: “No. The Coast Guard enforces federal law, to include illegal possession or use of dangerous drugs, within all navigable waters of the U.S. The vessel registration does not create a ‘protected area’ around the vessel allowing it immunity from federal law.” Although captains are aware of drug laws as they pertain to yachting, many crew and guests may not understand state and federal discrepancies. As state laws on the legality of marijuana continue to be tested in U.S. courts, it is expected that federal law will prevail for the current time. Capt. Gregory Clark of M/Y D’Natalin IV summed up the situation for captains: “It’s my belief that despite the new laws in some states that permit possession and use, it has to remain a zero-tolerance issue for any professional operation on board a yacht.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

July 2014 A


A July 2014

NEWS BRIEFS

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S/Y Rebecca grounding injures crew; fire destroys M/Y Polar Bear Two hurt as yacht runs aground

The Herald in Scotland has reported that two crew aboard the 139-foot (42m) S/Y Rebecca were taken to a hospital June 19 when the yacht ran aground in West Loch Tarbert on Harris. According to the story, one crew member has a head wound, the other a slashed wrist. Their condition is unknown. The U.S.-flagged ketch had just finished a refit and its 15-year ABS survey at the Pendennis yard in Falmouth, UK. The refit included an

upgrade to the hydraulics, electric, alarm and monitoring systems; the installation of new generators; a full overhaul of her original main engine; and the addition of a sewage treatment plant on board, according to Pendennis’ Web site. Layout modifications included making more room for books in the library and an overhaul of her interiors. It also received a new teak deck, an overhaul of all deck hardware, and a paint job. The aluminum-hulled yacht is a regular in the superyacht racing circuit.

Fire destroys 102-foot Polar Bear

A fire has destroyed the 102-foot (31m) expedition-style M/Y Polar Bear built by Citadel Yachts. The fire began about 9 a.m. on June 19 while the yacht was on the hard undergoing regular maintenance at the Marine Group Boat Works shipyard in Southern California. About six agencies including three city fire departments and the U.S. Coast Guard, tackled the blaze, which burned for more than two hours. Several sources in the area shared photographs of the fire and said the flames could be

M/Y Polar Bear fully engulfed in flames June 19. PHOTO PROVIDED

seen more than a mile away. “I’ve been doing this 30 years and that was the largest fire I’ve ever seen,” one industry spectator said. “It was gigantic is all I could say.” M/Y Polar Bear regularly travels the West Coast and Pacific Northwest. It stops regularly in the shipyard in Chula Vista for work. It was nominated in its class for the 2012 International Superyacht Society’s annual design award, but did not win. No one was seriously injured; no other information was available at press time. The steel-hulled yacht is considered destroyed. – Lucy Chabot Reed

Uninspected regs revisited

The Commandant of the U.S. Coast Guard has responded to the Marine Casualty Report on the sinking of the HMS Bounty, concurring with seven of eight recommendations that might impact the status of such vessels as well as things like manning requirements on uninspected vessels. “The Coast Guard will review the manning regulations 46 CFR Part 15 to determine if the term ‘uninspected vessel’ is intended to exclude recreational vessels and whether any changes of law or regulation may be necessary,” wrote Capt. J.C. Burton, director of inspections and compliance. In addition to finding causal fault with the master, the report also found issues with the Bounty’s classification. At the time of its sinking, it was regarded as a recreational vessel and inspected as such, not as a sail training vessel or small passenger vessel. The 100-page document includes the 93-page report of the sinking and a four-page letter from Burton outlining the recommendations. It can be viewed on the USCG site (https://homeport. uscg.mil). Search for “tall ship Bounty.”

NMC reports credential backlog

The U.S. Coast Guard’s National Maritime Center (NMC) says that although some improvement in credential processing time has been registered since December, it is still encountering “challenges that have significantly impacted [its] ability to return to previous performance levels.” The agency said the backlog is due

See NEWS BRIEFS, page A5


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NEWS BRIEFS

July 2014 A

Dredging, infrastructure slated for federal funding NEWS BRIEFS, from page A4 to the recent implementation of the new STCW Final Rule, the need to issue medical certificates, a shortage of several NMC employees and “persistent technology issues.” It also said an unexpectedly high number of mariners are applying for credentials, something it referred to as “Spring surge.” The agency said it has taken on new staff and used money allocated to overtime to boost production, and has added new technologies to the mix. “While all this had been instituted, we have been extending mariners’ credentials on a case-by-case basis and will continue to do so,” said NMC Commanding Officer Jeffrey P. Novotny in an official statement. The agency is asking mariners to submit applications for renewals and original credentials 90 days in advance of when they will be needed. For medical certificates, it asks applicants to read up on the requirements on its Web site (www. uscg.mil/nmc), to take a copy of Navigation and Inspection Circular (NVIC) 04-08 with them when they get their physical, and to ask their doctor to provide as much information as possible for any condition listed. Reported in a recent edition of Wheelhouse Weekly, a newsletter of the International Organization of Masters, Mates & Pilots. It has been reprinted with permission.

Feds: ICW needs dredging

U.S. President Obama signed legislation in early June that recognizes that the federal government needs to do more to address long-standing dredging issues, and improve boating and navigation infrastructure. Among some shipping and cargo guidelines, the 2013 Water Resources Reform and Development Act (WRRDA) directs the U.S. Army Corps of Engineers to report to Congress on the maintenance needs of the Atlantic Intracoastal Waterway, and to consider factors beyond total tonnage shipped when making funding decisions. “Maintenance dredging for small harbors and shallow-draft channels has been chronically underfunded,” said David Kennedy, government affairs senior program coordinator for Boat Owners Association of The United States (BoatUS). “In addition, funding for infrastructure such as jetties and some inland navigation locks has been significantly curtailed. Also, WRRDA for the first time treats the Great Lakes as a single navigation system, potentially allowing funding for dredging of smaller harbors. In addition, the US Army Corps is directed to study potential new revenue sources for the Inland Waterways Trust Fund, and are required to consult recreational users,

among other stakeholders. “Boat owners depend on federal waterway infrastructure projects to keep them safe and provide authorized waterways deep enough for us to navigate,” Kennedy said in a statement. “With 12 million registered boats in the U.S. and over 80 million persons participating in boating, we also need to remember that boating generates $121 billion in U.S. economic activity and over 950,000 jobs.”

NTSB looks into sinking

The National Transportation Safety Board (NTSB) has taken over the investigation of the May 18 sinking of the 90-foot expedition yacht upon its launch at Northern Marine in Anacortes, Washington. The U.S. Coast Guard completed an initial investigation into the incident before handing the matter over to the NTSB, according to both agencies. The NTSB investigation is expected to take several months. The NTSB is involved because the incident is considered a major marine casualty, which are incidents with estimated damage of more than $500,000. At the time of the launch, the yacht was listed for sale on the brokerage market for $9.2 million. Northern Marine released a statement after the sinking. It reads, in part: “Since the accident, the project naval architect/professional engineer has confirmed that the yacht, as designed, had adequate stability with the amount of ballast aboard at the time of launch, provided that ‘severe heeling moments’ were not induced during the launch. “Unfortunately, it appears that just such a severe heeling moment did occur during the launch. While investigations as to the cause of the capsizing are continuing, the physical evidence on, and adjacent to, the launch ramp suggests that the dolly carrying the weight of the port stern of the yacht may have suddenly dropped off the edge of the boat ramp during the launch, causing the vessel to experience a sudden list to port from which it could not recover in its light condition for launch.”

New launch PYC compliant

Oceanco’s newly delivered 300foot (91.5m) M/Y Equanimity is the industry’s first superyacht designed and built to be fully Passenger Yacht Code (PYC) compliant. “Working together with Lloyd’s Register and Cayman Islands Shipping Registry, we designed, developed,

engineered and built a magnificent yacht, which will undoubtedly set new standards in the industry,” Oceanco CEO Marcel Onkenhout said. The PYC was adopted in 2010 and applies to pleasure yachts of any size, in private or engaged in trade, which carry more than 12 but no more than 36 passengers and which do not carry cargo. Other yachts are PYC compliant, but Equanimity is believed to be the first designed and built to the code.

Normal hurricane season expected

NOAA’s Climate Prediction Center forecasts a near-normal or belownormal Atlantic hurricane season, which began June 1. El Niño is expected to develop this summer, creating stronger wind shear that suppresses the number and intensity of storms. El Niño can also strengthen the trade winds and increase the atmospheric stability across the tropical Atlantic, making it more difficult for cloud systems coming off of Africa to intensify into tropical storms, according to NOAA’s 2014 Atlantic Hurricane Outlook released this week. The outlook calls for a 50 percent chance of a below-normal season, a 40 percent chance of a near-normal season, and a 10 percent chance of an above-normal season. NOAA predicts a 70 percent likelihood of 8-13 named storms (winds of 39 mph or higher), of which 3-6 could become hurricanes (winds of 74 mph or higher), including 1-2 major hurricanes (Category 3, 4 or 5; winds of 111 mph or higher). These numbers are near or below the seasonal averages of 12 named storms, six hurricanes and three major hurricanes, based on the average from 1981 to 2010. The Atlantic hurricane region includes the North Atlantic Ocean, Caribbean Sea and Gulf of Mexico. The Atlantic, which has seen abovenormal seasons in 12 of the past 20 years, has been in an era of high activity for hurricanes since 1995, said Gerry Bell, lead seasonal hurricane forecaster with NOAA’s Climate Prediction Center. However, this pattern is expected to be offset this year by the impacts of El Niño, and by cooler Atlantic Ocean temperatures than in recent years. NOAA is rolling out an experimental mapping tool this year to show communities their storm surge flood threat. The map will be issued for coastal areas when a hurricane or tropical storm watch is first issued, or about 48 hours before the anticipated onset of tropical storm force winds. This week is National Hurricane Preparedness Week. For NOAA hurricane preparedness tips, visit www. hurricanes.gov/prepare.

See NEWS BRIEFS, page A8


A July 2014

MARINA NEWS: Ft. Lauderdale

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The wave attenuator and bulkhead along the Intracoastal Waterway near the 17th Street Causeway bridge are part of the construction project at Pier PHOTO/DORIE COX 66 Marina in Ft. Lauderdale, pictured here in mid-June.

Highlight of $20 million marina upgrade is new power pedestals 18 yachts of 150 feet or 16 yachts larger than 150 feet, Walker said. The new of the 17th Street Causeway bridge pedestals also include cable, data and on the eastern shore of the ICW, the wi-fi. marina has always attracted the area’s “There will be less stuff on the docks largest yachts. but more options,” he said. “After 35 But time has taken its toll. years, no more apologies.” Dockmaster Charles Walker has seen Walker consulted a blueprint to the marina deteriorate over the years. explain the new layout: The main He started as a dock attendant there bulkhead on the ICW remains at 650 in 1995 and has been dockmaster feet. A new pivoting dock will be added since 2006 for the company’s three east of the fueling station with 400 feet Ft. Lauderdale marinas, including the of dockage on the outside and 300 feet Hilton docks across the ICW and Bahia inside the basin. Mar Yachting Center. There are 800 feet He’s been of dock along the apologizing to yacht Mercedes River on New pedestals captains and owners the marina’s north will provide up to for years about the side, with 300 feet 1,000 amps and state of the marina, on inside. And 700 480-volt threeknowing that feet remain along renovations were on the Marion Canal on phase power. the drawing table. the east end of the After years of working property for smaller with local, state and yachts. federal agencies to get all the required New floating docks in the basin will permits, the economy took a turn that have two T-heads of 150 and 130 feet, in put work on hold. Renovations finally addition to slips for boats 40-90 feet. began last summer. The new slips will include “We haven’t been a destination pumpouts, and the fuel dock will be marina for several years as the marina upgraded to handle high-speed fueling. declined,” he said. “There are several spots to fuel, The footprint of the marina won’t including the outside wall,” Quirk change, though the layout in the said. “So when a yacht like Seven Seas basin will be reconfigured to fit larger needs fuel, we can pump 100 gallons a vessels. The major improvement in minute.” the $20 million renovation comes with The docks, designed and being upgraded power. built by Finland-based Marinetek, “The number of linear feet for will have retro-looking cleats installed megayachts was limited to six because on runners so that they can be of shore power,” Walker said. moved to adjust for various sizes and New pedestals will provide up to configurations of yachts. The docks are 1,000 amps and 480-volt three-phase similar to those at Palm Harbor Marina power. Junction boxes will allow two in West Palm Beach. yachts on each pedestal. See PIER 66, page A7 That burst of power will allow up to

PIER 66 from page A1


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MARINA NEWS: Ft. Lauderdale

July 2014 A

Basin cleared to make way for new docks PIER 66 from page A6 The docks will have technology that can easily be replaced, repaired and added to so maintenance will be simpler, Walker said. Bob Cury of Robert Cury & Associates and RJC Yacht Sales in Ft. Lauderdale is happy about the upgrades. His company has displayed yachts at Pier 66 for the past 25 years. “We currently dock several brokerage yachts on the newly completed F-dock and hope to maintain our original face-dock location during the upcoming boat show,” Cury wrote in an e-mail from out of the country.

Status report

All of those improvements come in phase two, which recently began. For the past year, workers have been in phase one, reconstructing the bulkheads all around the property. As of mid-June, the basin was empty and preparations had begun for the

The entire marina basin was cleared and bulkheads were undergoing upgrades at Ft. Lauderdale’s Pier 66 Marina in June. Pictured in the background is the Pelican Landing restaurant, dockmaster office and fuel dock. PHOTO/DORIE COX installation of floating docks. Although the marina is not dredging, divers are in the water pulling everything out. And after the construction crew sends down divers, the marina sends another set to double check, Quirk said. “We have found 60-year-old Coke cans, deck chairs, lawn chairs, bicycles and shopping carts,” he said. The new dock configuration takes

advantage of the deepest water, Quirk said. And he said there is a depth of 17 feet at the face docks by the bridge. “We did not dredge inside,” he said. “We have adequate water from 13 to 15 feet and we put big slips where the deeper water is.” The marina intends to dredge when federal dredging of the ICW occurs, tentatively planned to begin later this year.

Construction at the marina is expected to be complete in time for the Fort Lauderdale International Boat Show this fall. “The phone doesn’t stop ringing,” Walker said. “People just ask, ‘are you open yet?’ “ Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.


A July 2014

NEWS BRIEFS

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Right whales safer with speeding policy in place; Knight at IBEX NEWS BRIEFS, from page A5

Navy offers sailors training apps

The U.S. Navy has launched three apps of physical training workouts as part of its Navy Operational Fitness and Fueling System (NOFFS) program. These high-intensity programs – the Strength, Endurance and Sandbag series – offer foundational exercises designed to replicate the activities sailors conduct in their duties: lifting, pushing, pulling and carrying. They also include nutritional guidelines. The Strength Series develops

strength in three phases: Build Muscle, focused on improving the body’s capacity to handle greater physical demands; Get Strong, focused on building strength through fewer repetitions and higher intensity; and Get Powerful, training muscles to be fast and forceful. The Endurance Series are designed break through training plateaus, while decreasing injuries often associated with traditional endurance training. The workouts can be accomplished in a number of ways, including running, biking, rowing, or using any

cardiovascular machine.” The Sandbag Series provides a training plan that can be performed in environments with limited equipment options. Each series includes a fueling aspect to determine total caloric needs and a meal plan, and a regeneration component to assist with common aches and pains. The apps are available at no cost for iOS devices (iPhone, iPad, or iPod), with Android devices being released shortly. Search for “NOFFS” in the App Store or on the Google Play Store app.

Stopping speeders helps whales

NOAA’s policy of notifying – but not necessarily citing – speeding vessels in protected areas along the East Coast was effective in lowering their speeds through these sensitive areas, protecting the endangered North Atlantic right whales from ship collisions, while keeping punitive fines to mariners to a minimum, according to a new study. A NOAA regulation, instituted in December 2008, requires vessels 65 feet or greater in length to travel at speeds of 10 knots or less in areas seasonally occupied by the whales. “We’ve shown that notifying the mariners of their responsibilities, along with issuing citations when applicable, results in widespread compliance,” said Donna Wieting, director of the NOAA Fisheries Office of Protected Resources. Cargo vessels showed the greatest improvement in compliance, followed by tankers and passenger vessels. Scientists estimate that there are about 450 North Atlantic right whales alive today. NOAA scientists have not seen one that has been struck by a large vessel in the areas where the ship strike reduction rule applies since it went into effect. The seasonal speed restrictions apply between Nov. 1-April 30 in Block Island Sound, the ports of New York/New Jersey, the entrance to the Delaware Bay (includes ports of Philadelphia, Pa. and Wilmington, N.C.), the entrance to the Chesapeake Bay(includes ports of Hampton Roads, Va. and Baltimore, Md.), the ports of Morehead City and Beaufort, N.C., and a continuous area from 20 miles from shore between Wilmington, N.C. to south of Savannah, Ga. In addition, restriction apply from Nov. 15-April 15 in an area extending from north of Brunswick, Ga., to south of Jacksonville, Fla.

Coach to give IBEX keynote

Legendary basketball coach Bobby Knight will present the keynote speech at the International BoatBuilders’ Exhibition and Conference (IBEX), taking place Sept. 29-Oct. 2 in Tampa. Knight will speak about winning at the annual breakfast on Sept. 30. Knight, who is also an avid fisherman, is best known for his nearly 30 years coaching the Indiana Hoosiers to three national championships. In 1984, he coached the U.S. men’s basketball team to Olympic gold. In addition to the keynote address, the breakfast will also include the announcement of the winners of the IBEX Innovation Awards. Deadline for entries this year is Aug. 29. IBEX will feature more than 500 exhibitors and the show also will have more than 50 education sessions. For details visit www.ibexshow.com.


A10 July 2014

Marine Industry Day

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ALL FOR ONE: Thousands of marine industry workers and their families came together in Ft. Lauderdale on June 14 to celebrate Marine Industry Day, a day filled with games, music and camaraderie. South Florida’s marine industry employs more than 107,000 people. The event was created by four trade associations to celebrate the careers and commerce of the marine industry. PHOTOS/LUCY CHABOT REED

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www.the-triton.com MARINE INDUSTRY: South Florida

July 2014 A11

Awareness, cohesion key to market services, prices, quality INDUSTRY, from page A1 “Services are substantially cheaper here than in Europe so owners have an incentive now to come here,” Brewer said. “We have to do a better job marketing to them. We each market individually, and the USSA is slowly doing it. But we have to come together. The best opportunities to have the greatest impact in the industry in the next 24 months include building that awareness, getting government support, committing to and building more dockage, and making sure the waterways remain deep and clear. “Additional investment in infrastructure is needed, and dockage is key,” Brewer said. “We’re a service industry, and we need to be able to provide services. “The refit business is the bread-andbutter of the industry here, and at the moment, it’s driven by a recovering economy,” he said. “This is my fourth or fifth recession. An uptick in refit work predates an uptick in the general economy, but that’s not necessarily true in this situation because there’s been such a drag on confidence, but it’s coming back.” One factor of industry awareness is getting governments and government agencies to recognize the importance of the industry and commit to not only protecting it but helping it grow. The panelists offered myriad suggestions as to how they could do that, including incentives, tax policies on par with neighboring states and training subsidies. And there was one big way the county government – which oversees Port Everglades – could help today. “We need the port to give up a little space, to recognize that the marine industry is important,” said du Toit, who made reference to the casino boat that gets prime dockage at the southwest corner of the ICW at the 17th Street bridge. That area could berth several large yachts docked sternto. “It’s such a waste of revenue for us. “I do not think we have enough government support,” he said. “The Italian government came to Ft. Lauderdale to see what we have here. They recognize Ft. Lauderdale as the yachting capital of the world. We’re losing when the port does not recognize the importance of the marine industry.” One of the big challenges for more governmental support is the fact that the industry is made up of so many small companies. Often, government grants are grander in nature for large corporations to make significant impacts. But there is a way, said David Coddington, vice president of business development at the Greater Ft. Lauderdale Alliance, the public/private partnership for economic development

for Broward County. “To take advantage of grants, you have to work together on things like consortium grants,” he said. “We can work on that.” But first, he said, the industry needs a return-on-investment report, a study that will show how much business and how many jobs are impacted when a project such as a marina or haul-out slip is created. “That would make it an easier sell to the city and county where incentives are involved,” Coddington said. In addition to marketing awareness is the need to attract more skilled workers to the industry, both on land and at sea. Maritime Professional Training sees 10,000 students pass through its doors each year. “That’s a huge economic impact in and of itself, but those students

are living here, their kids are going to school here, they buy cars here,” said Lisa Morley, vice president of sales and marketing at MPT. “They’re living their lives here, but they’re working at sea. “We’re not aware of what we all do, so how can we expect the community to know?” she said. “On the local, state and national level, we’ve got to let people know.” “This is the biggest industry I have ever seen that people don’t even see,” said Jay Lasner, CEO of International Crew Training, who is also a physician. “We need to take the blinders off the community.” The industry can help educators by providing expertise, either in the form of suggestions or boots-on-theground support. For example, local public marine magnet schools need businesses to offer mentorships to

students, and Broward College needs more instructors for its marine-related curriculum. “There are a ton of professionals out there who want to give back to their community and this is a great way to do it,” said Russell McCafferty, dean of the transportation programs at Broward College. It starts, though, with the industry coming together and shaking things up, said Philip Purcell, executive director of the Marine Industries Association of South Florida. “We need to get uncomfortable again,” he said. “There are lots of opportunities. If we get uncomfortable we can grow this industry.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.


A12 July 2014

LIFE AFTER YACHTING

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Time on the hook starts former purser’s dark comedy career By Dorie Cox Duncan Whitehead, a former purser on M/Y Boadicea and M/Y Princess Mariana, is not always what he seems. And neither are the characters in his recent novels. During business hours Whitehead is a logic-based, technical office guy with a laptop and some notebooks. He works as assistant designated person ashore (DPA) at Water’s Edge Consulting in Ft. Lauderdale ensuring yacht regulation compliance. But off-duty, Whitehead writes dark, comedic works. He recently published

“The Reluctant Jesus” and last year published an award-winning novel and a short story. He also writes online satirical news articles. With deep eyes, heavy eyebrows and an often grave expression, Whitehead said people think he’s straight-laced as a DPA. “No one finds me funny at this job because I can’t be; this is very serious,” Whitehead said. “And no one knows I write.” His captain on the 70m Amels M/Y Boadicea said Whitehead was serious when he joined the yacht in 2001. “He was not like other crew,” Capt.

Bob Peel said. “He came from Navy and I think he had what they call latent anger. He was trained to kill and people sensed it.” But Peel said the crew found Whitehead’s humor and embraced him. “He was one of the most popular because he kept everyone entertained,” Peel said. “Plus, he controlled the money. I had never had a purser before and was I ever glad to have him. We had 27 crew on Boadicea, but believe me, we were flat out.” Whitehead’s sinister and funny side melded while working on Boadicea. He helped the yacht owner’s wife research

her novels and began writing his own. She encouraged him to write more. He did and the stories flowed, about 5,000 words every couple of hours. “It was boredom,” he said. “We would be at anchor for three months. I go into a trance typing about 80 words per minute. The characters are all in my head. I have so many ideas and summaries, I could write a book Whitehead every three months.” The short stories coalesced into a novel when M/Y Boadicea landed in Savannah, Ga. There, he met the woman who would become his first wife. They moved into a home in Gordonston, a historic neighborhood near close to Thunderbolt Marine. People lived in the big, older homes, but Whitehead said he rarely saw anyone during his walks through the central park, dense with overhanging trees. The mysterious atmosphere of the seemingly vacant neighborhood caused his imagination to churn. “I would think up these stories of who they were and that’s where ‘The Gordonston Ladies Dog Walking Club’ came from,” Whitehead said of his first published novel. Winner of the 2013 Reader’s Favorite International Book Award in the humor genre, the story captures the deep secrets, deadly deceit and comedy of people in a southern town. No one is who they appear to be and the ending is a great twist, Whitehead said. Seth Miller is also more than first seems apparent. Miller is the protagonist in “The Reluctant Jesus”. The fictional bachelor architect is an unremarkable man whose life takes a humorous and heavy turn when he learns he is the youngest son of God. The 47-year-old Whitehead said he finds irreverent humor in just about anything, especially current events. His parodies are on The Onion and The Spoof and include headlines such as “Jesus Christ will not heal anyone with a pre-existing condition - God” and “Can’t we focus on all the people who didn’t die from smoking? Beg tobacco companies”. Whitehead has written the sequel to “The Gordonston Ladies Dog Walking Club” and expects to pen a third. But it has presented a bit of a challenge. “I’ve been living with this for eight years,” he said. “Usually, I really like the characters. It’s hard to have to kill people off.” Duncan Whitehead’s novels can be found on major book Web sites, and his articles are on www.theonion. com and www.thespoof.com (search dpwhitehead).


The Triton

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CREW NEWS

Stephanie Wahnish, owner of Bikini Boat Wash Crew (left), gives Alex Kasdan pointers on exterior boat cleaning at Bahia Mar in Ft. Lauderdale in June. PHOTO/DORIE COX

Ft. Lauderdale stew cleans up with blue bikini-clad crew By Dorie Cox Stew Stephanie Wahnish said she incorporates the beauty of yachting two ways with her Ft. Lauderdale-based cleaning business, Bikini Boat Wash Crew. She uses attractive blue bikiniclad women to beautify boat exteriors and interiors. Before Wahnish started the boat detailing business, she said she started at the bottom in yachting. “I walked the docks for daywork and cleaned toilets with a toothbrush,” she said. “I thought, ‘well this is what this job is.’ “ Fortunately for Wahnish her next job as a cook/stew offered more experience and boosted her confidence as interior staff. She has also worked as a deckhand, but her career took a turn when a subsequent captain told her to clean the exterior. “It was hot and I had on a uniform and a polo shirt,” Wahnish said. “I said, ‘I wish I had my bathing suit’ and he said he did, too.” That was when Wahnish saw an opportunity. She realized her bikini could be the key to a new business. Wanting to stay near home in Ft. Lauderdale, Wahnish started cleaning boats in her swim suit, making $4,000 a month and going home in the afternoons. Wahnish was the only employee for two years, but about 10 months ago she got a full-time job on a yacht and realized she could no longer do it alone. She hired more women and started to build the Bikini Boat Wash Crew business. The company now offers boat management, charter crew, party services and provisioning. Wahnish hires crew with boating and yachting backgrounds. Scuba diver

and instructor Alex Kasdan is one of the women who wears the signature blue bikini while she works. As a diver, she once spent about 22 hours cleaning the hull on M/Y Diamonds Are Forever, a 200-foot Benetti. Washing boats in the South Florida sun can be challenging. “We have to stand in tight spots and scrub, and some of these are high and dangerous, like a sportfish,” Wahnish said. “It is hard work. I’ve fallen off a boat.” “Some people think we don’t know what’re doing, but we’re experienced and capable,” Kasdan said. “When I approach, I dissect the job and come up with a game plan. I figure out which way the water will flow, think about how to manage the job, account for the wind and things like that; a game plan of attack.” Their image has caused some problems for the women. “I had a guy call to ask what came with the bikini boat wash,” Wahnish said. “This is not a joke. This is nothing creepy or weird. I’ve seen companies that use suggestive, slow-motion videos where they’re not really cleaning. We’re serious. And seriously fun and cute.” “Yachting is about image, beauty and detail, and that’s what we do,” Kasdan said. And as to comments from passersby? “We keep it fun,” she said. “We’re easy going and we don’t get offended. We just remind them that we are working.” For more information visit bikiniboatwashcrew.com. Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

July 2014 A13


A14 July 2014

YACHT CAREERS: Crew Coach

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Attitude can be everything, leading you to positive or negative Last month, I wrote about thoughts and changing what we think about. I mentioned the “train of thoughts” and where it can lead. Thoughts also bring you to attitude. This thing called attitude is always near the top of any list of attributes potential employers look for, especially on a yacht where you Crew Coach may live and work Rob Gannon in close quarters. Have you checked in with your attitude lately? I recently had the opportunity to observe the attitude of a fellow captain and watched in amazement at the power of his attitude to take him in the wrong direction. I’ll leave out all the when and where details and just call him Jim. Jim’s attitude is causing him problems. When I first met Jim, things seemed OK on the surface. He had been running a boat for a couple of years, had a cute girlfriend and seemed to be doing what he loved, but Jim is an angry young man. The more I spoke with him, the clearer the picture became. He would

go on rants about the owners he angry: because of all the idiots. This worked for and how he knew better world, this life, wasn’t going the way than they did (and everyone else, for he wanted it to and he clearly did not that matter). have the skills to deal with it. I have It seemed that he liked to hear written and spoken about emotional himself talk, and he wasn’t much for intelligence over the past few months listening. It seemed just about everyone and Jim was really operating at the was an idiot or incompetent, except for wrong end of that ladder. He was going him. in the wrong direction and it was about My first thought, as a life coach, was to get worse. that Jim could sure Jim got fired, use some coaching, not because of but the more I heard incompetence Jim got fired, from him I realized or his skills as a not because of he needed a different captain, but because incompetence or his kind of counseling of his attitude. I or therapy. Some of know the owners skills as a captain, his issues were pretty and that is exactly but because of his deep. A person what they told me. attitude. can’t move forward They couldn’t deal with coaching if with his attitude The owners unresolved issues anymore. They hired couldn’t deal with his from the past are a new captain who attitude anymore. steering their ship. they felt was going His rants were to be much easier to really angry and deal with. filled with contempt. During one rant, I Of course, Jim was outraged. He stopped him. (The coach in me couldn’t has said he hated working for them, stand it anymore.) I said, “Jim, you’re but when they let him go it was 32. If you continue with this anger and another thing to be angry about. His attitude, what are you going to be like professional life was not going well and at 52?” his personal life was about to follow. He got my point for a moment, then Jim had been living with his went back to rationalizing why he’s so girlfriend (I’ll call her Cindy) for about

a year. Now unemployed and with no savings, he didn’t have money to help with the household expenses. Things were beginning to unravel at home. I ran into Cindy a couple of times and she was at her wits end with Jim. He wasn’t looking for work, his anger was directed at her, and the situation reached a head quickly. She told him to move out. I tell you this tale of woe to show how a poor negative attitude can bring one’s life to a dark and sad place. It’s sad what has already happened to Jim but even sadder still is that he doesn’t get it. He is where he is because of his negative attitude. “Weakness of attitude becomes weakness of character,” Albert Einstein once said. Jim’s bad attitude now affected his character, which will affect his reputation moving forward. The domino effect will gain momentum until Jim wakes up, takes responsibility and understands it was all about attitude. So, how’s your attitude doing? Rob Gannon is a 25-year licensed captain and certified life and wellness coach. He offers free sample coaching sessions and can be reached at rob@ yachtcrewcoach.com. Comments are welcome at editorial@the-triton.com.


The Triton

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LEADERSHIP: Taking the Helm

July 2014 A15

Trust eases workload, relationships; simplifies communication Trust is the foundation for meaning. everything we do with other people. A low-trust environment can feel Trust is critical on many levels: like an unsafe place to be vulnerable personal, organizational and societal, around others. Vulnerability in a lowbut it’s often trust environment can open you up to taken for the possibility of abuse or being taken granted. When advantage of. was the last time To develop and build trust, you need you consciously to demonstrate the following personal thought about characteristics: trust? l Integrity in all your actions When we l Competence in your skills motor up the l Caring and compassion toward intercoastal, we others Taking the Helm trust oncoming l Consistency in your actions for Paul Ferdais boats will obey others to see the rules and l Reliability regulations as we pass. We obviously l Sincere commitment to the watch them, but we don’t let the fear of growth and development of others an accident prevent us from leaving the l Clear communication with others dock. We trust other boats will do their To build trust, you must be the first best to avoid having a collision. This to extend trust and be seen as a person trust is generally unconscious. who does so. Once you start giving The same cannot be said when you trust to others, in return you will earn are in a leadership role. As a leader, it on a daily basis. Trust is earned every trust needs to be consciously front day through your actions. We don’t get and center in your thoughts and trust from others as a part of our title. actions. What you say and how you act For example, say the chief engineer determine whether your crew trusts asks the second engineer to take care you. of the main engine oil change. He will So what does trust mean? Mostly, extend trust – and in return earn some it means confidence, confidence in trust – if he does not micromanage the your relationships with others and a process. If the second knows what to strong faith that do, don’t look over they will meet your his shoulder. You Trust allows you to be expectations. The let him know you vulnerable and authentic trust him to do the opposite of trust – distrust – is job by letting him as a leader. suspicion. do the job. When you trust For this your people, you have confidence in scenario to play out positively – with them, in their integrity and in their the chief extending trust and earning it abilities. When you distrust people, as well – the chief must be smart about you are suspicious of them, of their it. Don’t “trust” the second to do a task authenticity, of their agenda, of their that he’s not trained for, for that will skills, or of their track record. It’s that only end in distrust and resentment simple. when the task goes awry. Extending In a high-trust environment, trust in a smart way requires the use of everything moves faster. For example, when the first mate trusts her deck crew to get their tasks done, she doesn’t need to follow behind the team looking for problems. Trust enables her to let her team do their job, freeing her up to do hers. Trust lets you get more done, faster. Compare this to a low-trust environment where everything moves more slowly due to constant double checking, miscommunication over the smallest thing or continual suspicion of motives. The chief stew who doesn’t trust his interior team will spend valuable time micro managing and doing everyone else’s job. Trust allows you to be vulnerable and authentic as a leader. By this I mean you allow yourself to be real as a person, which opens you up to another person’s actions in a safe way. Your team will still respect you if you do not know everything. You are less concerned with saying the right thing because your teammates will get your

judgment on a leader’s part. The burden of leadership requires us to accept that when we extend trust, there is a chance it will be broken. This possibility should not stop us from extending it. We can’t let damaged trust with one person or group stop us from trusting a different set of people in the future. We need to trust even when there is the potential that it may be broken. In addition to the personal characteristics listed above, there are other actions leaders must consider to help build trust. These actions include: l How well you listen to others l How respectful you are to crew members, especially with the language you use l How much loyalty you display toward your crew members These actions are powerful ways to build up trust and are beyond your personal characteristics. Your crew may not notice how compassionate you are toward other people or how committed you are to their growth and development, but they will absolutely

know if you sincerely listen to them when you have a conversation. When trust is absent, your crew mates will have regrets about their decision to be a part of your team. Where trust is low or non-existent, a survivor mentality starts to develop. Your crew starts to watch out only for themselves and expects bad things to happen. Try to imagine any meaningful relationship without trust. In fact, low trust is the very definition of a bad relationship. Building trust takes time. Unfortunately it can be destroyed in the blink of an eye. Do everything in your power to build and maintain your trust with your people. Paul Ferdais is founder and owner of The Marine Leadership Group based in Ft. Lauderdale and Vancouver (www. marineleadershipgroup.com). He has a master’s degree in leadership and spent seven years working as a deckhand, mate and first officer on yachts. Comments are welcome at editorial@ the-triton.com.


A16 July 2014 FROM THE BRIDGE: Delivery captains

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Preparation, inspections are delivery priorities BRIDGE from page A1 “There’s no owner onboard; that’s a big thing,” another captain said. “The flexibility,” said a third. “It gives us the chance to have a home-based life.” “I have elderly parents,” another said. “I want to know I can go home to spend time with them, go home for Christmas. When you’re in a permanent position, you don’t have that option.” As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in the accompanying photograph. Beyond the advantages of being a delivery captain, these captains agreed that it’s not their first choice in yachting. Nearly all of them said they would prefer to have a full-time job. Being a “delivery captain” sort of just happened. “I was seriously looking for full time work in 2010, but the phone keeps ringing with delivery work,” one captain said. “So I keep doing them.” “It takes a different kind of mettle to be a delivery captain,” another said. “You are living on the edge all the time. Every job is different, and there’s no continuity in what we do. Not every captain is cut out for it.” The world of delivering yachts ranges from the solo captain moving a 50-footer a few states away to the captain asked to take a yacht and her crew across an ocean. And that difference in size makes a difference in how these captains perform their jobs. On smaller vessels, captains said they dedicate one day to inspecting and preparing the vessel. One captain does a complete walk through and conducts detailed pre-departure checks, including spare parts. “Most of the deliveries I do are postsale, so they’re ready,” this captain said. “But some items I religiously check, things that are electrical and mechanical in nature.” But not everyone does that. “With larger vessels under ISM, there are very strict controls on the vessel,” a captain said. “You have a reasonable expectation that it is in operational form. There are checks and balances. On smaller boats, it’s a different story.” Regardless, a large yacht captain said he will always, at least, check the keel bolts. “You take a risk every time you set out to sea,” this captain said. “You’re looking for tell-tale signs in documentation, safety gear,” another captain said. “With a yacht that’s in service and the crew are in place, and you are jumping in at a moment’s notice, you have a reasonable comfort that the boat’s able to make a crossing. “If it’s been sitting for a while and

Attendees of The Triton’s July Bridge luncheon were, from left, John Wampler (www. yachtaide.com), Steven Naimoli, Donald and Natalie Hannon, Debora Radtke of M/Y Showboat, Paul Squire, Stephen McDonald, and Patrick McLister. PHOTO/LUCY REED

it’s time to move and the captain wheelhouse. suddenly has a family issue, that’s when “They know the theory, they studied I worry,” this captain said. “You have it, but they get a chance to do things to know what the boat has been doing they don’t normally do because they’re before you stepped aboard. It’s a big busy washing down the boat,” one responsibility for guys running smaller captain said. boats.” “It’s great to teach them,” another When captains first get into delivery said. “They never get to be in the bridge work, their first question likely is what because they’re always dealing with to charge, so we asked the captains in guests.” the room, and the amounts and details “It’s always a pleasure to find those varied. who want to learn,” said a third. “I aim for what the current [captain] But sometimes, those crew is getting plus 50 percent,” said one disappoint, either because they don’t captain who works with larger vessels. really have the skills needed to be at “He works five days a week and gets sea or they aren’t interested enough to benefits. I’m 24/7 on a delivery, working learn. 240 hours in 10 days. Think about that.” “The level of seamanship of the crew “I charge by size,” you are sailing with is a another said. “Zero to concern,” one captain ‘The level of 69 feet is $300 a day, said. “When people seamanship of 70-99 feet is $400 a day, don’t have a traditional over 100 feet is $500 day. the crew you are background in this stuff, That’s a 12-hour duty it makes [a delivery] sailing with is a day.” more difficult. That’s concern.’ That rate is only for why it’s very important the captain, and does to have the structure of not include expenses an ISM. and a $40 per diem for food. It also does “There are an awful lot of boats not vary depending on the condition of where few people have a grasp of basic the vessel, this captain said. maintenance,” this captain said. “They “Many times you don’t know the can barely tie a boat up, even after a condition of the boat, but you can’t be crossing. I’m the last one to say ‘kids afraid to say no,” this captain said. these days’ but when I started at sea, we These captains all get a credit card had a sextant and that was it.” for expenses, and almost all these “But if there’s a structure in place, captains get half their fee in advance ISM compensates for that lack of (on international trips, it’s 100 percent experience,” said another. in advance). The biggest challenge to being a One captain, though, does not worry delivery captain is the lack of trust. about the up-front payment. This “Captains [you are relieving] have captain only takes jobs from a third to be comfortable that the delivery source – whether it be friend, broker or guy is not coming in to take their job,” industry colleague. That way, if there is a captain said. “It’s a big thing, really. a problem later, the third party steps in They have to be comfortable or you to mediate and resolve the issue. won’t have work.” “I know the people I work with and “I get quite a bit of relief work for always bring in a third person, the that reason,” another captain said. referral, so I don’t take payment up “They know I don’t want their job.” front,” this captain said. “It’s always worked out for me.” Lucy Chabot Reed is editor of The Once they get a delivery gig, several Triton. Comments on this story are captains said they like to pass the welcome at editorial@the-triton.com. If time sharing what they know. They’ll you make your living working as a yacht conduct drills and get crew more captain, e-mail us for an invitation to familiar with that goes on in the our monthly Bridge luncheon.


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WRITE TO BE HEARD

Yes Sir, lack of standards is a part of new life for veteran By Lynn Fleming I recall the expression on the face of my Sergeant Major when I told him that after leaving the military I would travel to Florida to work aboard yachts. It has been nearly two months since I departed from Camp Lejeune, N.C., after a military downsizing and arrived in Ft. Lauderdale for my STCW certification. I didn’t want to leave the Marine Corps. Over the past years, we’ve witnessed our nation battling AlQaeda as well as national debt. During the government shutdowns, I distinctly recall reassuring my fellow Marines as they wondered if they would receive pay. Like many corporations, the armed forces have responded to a decreasing budget by cutting back on manpower. As a result of the downsizing of our military, I along with many other veterans found myself joining the ranks of job seekers in a competitive job market. Becoming a civilian again has had its challenges. I had to decrease my use of the words Ma’am and Sir as well as attempt to call people by their first names. The last time I created a resume was more than a decade ago. My latest CV included a picture of myself in dress blues. I thought it looked good, but not everyone agreed. For many vets, it is a challenge to convey exactly what one has done during his or her military service. I was informed that words such as “combat trauma”, “aggressive” and “enforcing” may be a little too militant for a yachting audience. However, I was fortunate to encounter many who were more than willing to assist me. One will discover that there is no ideal way to create a CV, which seems to alter every time one has it reviewed. Getting into yachting is a project within itself. By living in a crew house, I’ve been pulled in various directions. Whether it be attending networking events, visiting crew agencies, obtaining day work or investing in certifications, everyone has their own opinion regarding the best way of finding work. I’ve even dedicated hours on placement agency Web sites to the point that I have committed most of my information to memory. All of these methods have their benefits. In the military, the process of settling a new Marine in is handled within days. A senior Marine is appointed to ensure that the new Marine is provided with everything required to function. So yachting can seem a bit unorganized when one is accustomed to a chain of command. (Having said all that, I’ve secured more day work through networking alone.) The path to securing a position

seems obscure. There is a barrier between the hiring personnel and the crew. I am normally accustomed to having clear-cut criteria or a direct influence on my objectives. For example, if I sought out a position, I would pursue it until I succeeded or I was turned down. I would identify the requirements and complete them relentlessly. But I find that, in yachting, when one applies for a position, he or she can only do so much. It is not a tenable objective. One may send an e-mail and never get a response. I’ve witnessed people get hired with no experience while others are hired through contacts alone. It could be discouraging. Even though interviews are conducted, it isn’t as standardized as the military, where one is expected to produce speedy, quantitative results in an environment where protocol is a major factor as opposed to personalitybased encounters. In my mid-20s, I commanded hundreds of personnel, many of whom were older than I. I had a notion that I would walk straight into a yachting job. After all, cleaning is easy right? Initially, I was insulted after being informed that I didn’t have enough experience. It wasn’t until I did an exterior wash down and operated a RIB that I realized I had a lot to learn. I’ve come to find that yachties come from various backgrounds with a lot to contribute. But at the end of the day, captains are looking for crew, not doctors or lawyers. Humility is required in this line of work. I have encountered many who feel as if veterans are entitled to a job. Although I do understand, I do not completely agree. Personally, I do not advertise my service as a means of securing employment. It is simply the majority of my employment history. Military members fulfill a contract that requires them to risk their lives and put their aspirations aside on our behalf, which is why they are doing a “service” for our nation. Keep in mind this is voluntary. I don’t think that serving entitles one to employment but I appreciate how frustrating it is to deploy only to return to be unemployed. Now that I am out of the military, there are times when I feel as if I am a foreigner within my surroundings. Yet as I look around, I can say that was all worthwhile. Semper Fi. Lynn Fleming is a graduate of The Citadel and was a captain in the U.S. Marine Corps until mid-April, when he moved to Ft. Lauderdale and enrolled in the STCW class at MPT. Comments on this essay are welcome at editorial@ the-triton.com.

July 2014 A17


A18 July 2014

WRITE TO BE HEARD

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Like it or not, yachting as gap-year fulfills financial, travel goals By Franki Black On a recent radio interview aired on SAfm – a national South African station – the interviewee advocated yachting as a career, but also as a good gap-year option. Some crew members called the promotion of yachting as a gap-year option “a disgrace.” “Yachting is a great long-term option, but doing it as a gap year is having negative effects on crew members whose livelihoods depend on it,” said one caller, a stew from France. “Take it seriously or go home.” This caller pointed out that eager new crew will work for 1,000 euros a month, a fraction of what experienced crew command. “Serious-minded crew spend vast sums of money to get certified and to advance their careers, while plenty of newbies spend their time drinking up a storm in Antibes,” she said. Salary and experience fluctuations are nothing new in yachting. “It’s a free market, and entry-levels jobs are bound to be in high demand,” said Capt. Jeff Ridgway, who has been in the yachting industry for 32 years. “There have always been fluctuations of available crew from season to season.”

Former Stew Genia Nowicki never saw yachting as a career. Instead, she approached it as a six-month Mediterranean adventure aboard M/Y My Drizzle, a 180-foot Feadship. “In 2009, I finished university with a student loan hanging over my head,” Nowicki said. “I wanted financial freedom and the freedom to see the world. Yachting gave me both.” With a lot of hospitality experience, Nowicki had no problem finding work in Antibes. Her short stint in yachting allowed her to pay off her student loan and start a photography business when she returned home. “I bought professional camera equipment and started on a clean slate,” she said. Duncan Bray, crew services manager with Northrop and Johnson, said he sees all sorts of crew members approach yachting with short-term vision. “People from all over the world are drawn to the yachting lifestyle and its perks, albeit for a season only,” he said. “Cost of living makes short yachting stints less frequent in Lauderdale, however in the Med you see skiing instructors, backpackers and college students attracted to seasonal work. “You can’t really blame them,” he said. “They can spend the summer

working on a yacht, while earning big money and having fun at the same time. If it satisfies both the employee and the captain, there is nothing wrong with it.” Each year, thousands of new crew sign up to see what this industry is all about. “Out of the 5,000 people who register with us each year, 3,000 are brand new to the industry,” said Ami Ira, managing director of Crew Unlimited. “There are just too many people trying to get in, while demand is really for skilled and experienced crew members.The availability of new, inexperienced crew do tend to bring salary and service standards down, though,” she said. “It takes time to learn an owner’s preferences, and it takes effort and training from senior crew to bring someone up to speed,” Ira said. “The only winner is the crew member with a year of adventure under his or her belt. It’s not ideal for the future progression of the industry.” Alison Rese, a former yacht crew who is now owner and chief instructor of Supercrew Training in South Africa, said she’s noticed a change in attitude toward yachting’s traditional green position of stew.

“The Professional Yachting Association’s recent focus on interior crew career-path development is making yachting a more attractive long-term prospect for interior crew,” said Rese. “Now, interior crew, too, have a set standard of training they can follow, with training facilities slowly starting to be available almost everywhere in the world. “There are many crew members who are attracted to the glamour and the money of the industry, but they don’t have the faintest idea of what is really necessary in order to sustain the job: the discipline, the dedication, the hours and the amount of work,” she said. At the end of the day, however, there is room in yachting for short-term crew. “Many greenies are calling yachting a gap year, but are really using the year to see if the industry is something into which they can slot,” Rese said. “You can’t knock them for that. Seasonal work is just that – a season – and if short-term crew give it their all, work their hearts out and have a great attitude, then that’s all that counts.” Former yacht stew Franki Black now lives and works in South Africa. Comments on this story are welcome at editorial@the-triton.com.


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WRITE TO BE HEARD

July 2014 A19

CREW EYE

A

side from water, crew at work see a lot of sky. The Triton gets some terrific shots of both from marinas around the world. This month we chose opposite sky photos with a daylight shot from Chef J Blevins of M/Y SOC from a Cabo San Lucas marina in Mexico (right), and a moonlight shot (below) from Eng. Tommy Howell of M/Y Libra III in Palm Harbor, Fla.

Crew Eye is a forum for images from the eye of yacht crew. Send your photos to us at editorial@the-triton.com. Tell us where and when you shot it, and what kind of camera or phone you shot it with.

Add reality, injuries to yacht drills; powerline problems not new I truly enjoyed the article “Optimize practice drills for safe yacht, crew” [page B1, June issue]. This has been a pet project (peeve) of mine for years. One of the items that is often overlooked on onboard training exercises and drills is the medical component. Medical drills usually (if they are done at all) are a stand-alone exercise consisting of basic first aid and AED familiarization. However, in the real world, in the event of an actual fire or other shipboard casualty, there will most likely be some sort of injury that would occur. As a shipboard fire fighting instructor and EMT, I would like to see more of the drills combined to ensure a little more realism in training. Often when I initiate a fire/damage drill, I will incorporate at least one medical casualty as well. Fairly soon into the drill the captain/crew realize how stretched thin their resources (manpower) can get dealing with multiple fronts. The opportunity

offered by this type of training is the chance to fail in the scenario. This is where you want to fail, in training. A good captain can observe what works and what doesn’t work, and use that as a basis for a lessons-learned meeting. Safety, fire, security and medical plans are not static. They should be living documents that are tested and evaluated regularly with improvements made when the opportunity avails itself. The need for this kind of training cannot be overstated. Capt. Pat Kelly Resolve Marine Group

Drills paid off

We were 70nm out of Beaufort, N.C., when we lost our port rudder shaft seal recently. It was like a fire hose running into the bilge. We ran our emergency pump to keep us going till Jarrett Bay could haul us out. The seas where on the nose 4-5 feet. Unfortunately, access to the port rudder was not sufficient to Editor Lucy Chabot Reed, lucy@the-triton.com Associate Editor Dorie Cox, dorie@the-triton.com

Publisher David Reed, david@the-triton.com

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

Advertising Sales Mike Price, mike@the-triton.com

The Triton Directory Mike Price, mike@the-triton.com

gain access for me. It is now. The practice and drills paid off. I never thought I would be in that position. Capt. Worth Brown M/Y Sea Safari

Trouble with powerlines old news

In my 23 years at our facility on the New River (now a towering apartment block) I can recall the following in reference to the overhead transmission wires. The first yacht to hit them was an Ocean 71 from France called Assiduous. Mast height was 84 feet. I believe this was in 1984-86 time frame. Apart from mast and rigging damage, it blew out the screws on the through-holes on the hull and was sinking as it came around the corner. It literally sunk at my dock to the mud. This prompted the raising of the wires. That did not stop the game yachts and several other boats that hit the Contributors Carol Bareuther, Franki Black, Chef J Blevins, Capt. Chris Day, Capt. Jake DesVergers, Jason Dunbar, Paul Ferdais, Lynn Fleming Capt. Rob Gannon, Chef Mark Godbeer, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Keith Murray, Capt. Steven Naimoli, Chief Stew Angela Orecchio, Capt. Debora Radtke, Jan Reed, Rossmare Intl., Darla Skaf, Capt. John Wampler

lines afterward as it became common knowledge that they were higher than the charts said they were. We were often called as a reference to its actual height, however we always said, “Try it at your own risk.” People came in at low tide, boats heeled over to sneak under. Just don’t be touching the rigging as you pass under. Obviously, the raising of the wires was good for business, allowing larger boats up to our place. Walter Ivison Former president, Norseman Marine Now CEO, World Environmental Solutions

Stories valuable

Thank you, Lucy, and The Triton, for digging into this important story “New River power lines cross about 100 feet up,” page A1, June issue]. Your paper provides valuable information to the marine industry. Jeff Erdmann Broker, Allied Marine Vol. 11, No. 4

The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2014 Triton Publishing Group Inc. All rights reserved.

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


July 2014

B Section

Tiny but deadly Mosquito bite may transmit harmful chikungunya virus. B2

Time to buy or sell? Get real about your yacht’s value before you price it.

B5

From Washington to Maine Several marinas sell, merge and break ground. B8

Ainslie launches bid for UK Britain has never won America’s Cup in 163-year history. B11

Captain delivers for Cuban movie ‘Pipe down’, oh

ye who work at sea; ‘toe the line’, ‘know the ropes’

By Capt. Steven Naimoli I received a call in January from a surveyor to deliver a boat from Jensen Beach to Ft. Lauderdale, a distance of about 90 miles. The boat was a 1960 34-foot Wheeler, a name that immediately conjured up memories: my parents purchased their home in Amityville, N.Y., from the Wheeler family of the Wheeler Shipbuilding Company in 1951. An Internet search revealed that Ernest Hemingway’s boat Pilar was a Wheeler. When I e-mailed the surveyor about these two coincidences, he replied that this boat was going to be used in a new Hemingway movie, “Papa,” to be filmed entirely in Cuba. Adding more to this, my mother attended the University of Havana in 1942, and I am a board member of the Fort Lauderdale International Film Festival. Destiny and fate were clearly knocking at my door. I was hooked, and signed on for this exciting adventure. This wasn’t the original Pilar, which was a 38-foot fishing boat built in 1934. Pilar was a nickname for Hemingway’s wife Pauline, and he fished with this vessel in the waters off Key West and in the Gulf Stream off Cuba. He also took her three times to Bimini where his fishing, drinking and fighting exploits drew much attention and remain part of the history of the islands. As usual with deliveries, we had problems right off the bat. After driving up from Ft. Lauderdale and getting on the boat in Jensen Beach, the port gasoline engine would not start. We left instructions with the mechanic and returned two days later

know the guy in charge. We returned the next day at low tide and finished the delivery. A few months later, on April 14, e-mails started flying back and forth between Michael, one of the film’s producers from Canada, and myself regarding delivering the boat to Cuba. Someone else took the book to Key West and during a sea trial, a bottom plank “popped” and she started taking on water. After a mayday call, the Coast Guard arrived with a highcapacity gas pump, which prevented the boat from sinking. They took it back to the marina and took her out of the water. Fiberglassing the bottom would take a week, which the production company did not have. Filming had already begun and it needed the boat in Havana as soon as possible. They

In the course of our daily work, the surveyors of International Yacht Bureau have the fortune to interact with dozens of people from all walks of life and nationalities. One of the few characteristics that bind us all together is our chosen profession for working on or near the water. Each year our Rules of the Road surveyors revisit Jake DesVergers many yachts and freshen our relationships with experienced captains, seasoned crew, and identify plenty of new faces. In the hustle and bustle of our busy lives, it is regretful to see that a large number of people who put to sea for their livelihood are unaware of the traditions that a seafaring career brings with it. Years ago, when I was a doe-eyed midshipman with illusions of unlimited adventure, I was subjected to an excruciatingly painful class on the intricacies of cargo stowage and stability. My professor, according to his own statements, had been to sea for centuries. His most famous quote, “Boy, I’ve rung more water out of my socks then you’ll sail upon in your lifetime.” That gives you an idea of his personality. However painful the two-hour class was for that day, the highlight was always the last 5 minutes. This salty old sea captain would entice us with a classic tale centered on the origin of a particular nautical phrase or superstition. Here are some that you may or may not know. As the Crow Flies. In the days before GPS and electronic communication, when ships were lost or unsure of their position in coastal waters, they would release a caged crow. The crow would fly straight toward the nearest land, thus giving the vessel some sort of a navigational fix. The tallest lookout platform on a ship came to be known as the crow’s nest.

See PAPA, page B6

See RULES, page B13

ALL IN THE STARS: Actor Adrian Starks, left, played Ernest Hemingway in the movie “Papa,” and makes friends with our author, the behind-the-scenes Capt. Steven Naimoli. The 34-foot 1960 Wheeler (below) was made to look like the 38-foot 1934 vessel that Hemingway fished from. It plays Pilar in the movie. PHOTOS FROM CAPT. STEVEN NAIMOLI to cast off. All went well until we were about 500 feet from our destination, Angler’s Avenue Marina on the Dania Cutoff Canal, just west of the I-95 bridges and the CSX railroad trestle. Inching toward the trestle, we were about 2 inches too tall, so we turned around and docked for the night at the Lauderdale Small Boat Club where I


B July 2014

ONBOARD EMERGENCIES: Sea Sick

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Tiny but dangerous, beware of this deadly creature’s cargo Besides being pests, mosquitoes can adequate to keep the insects away. A carry and transmit numerous diseases. single application of DEET to your skin The U.S. Centers for Disease Control should offer 5 hours of protection from reports that mosquitoes kill more than mosquitoes. 1 million people a year through the 2. Permethrin. If you don’t like transmission of the idea of putting DEET on your skin, mosquito-borne consider spraying your clothing with diseases. the chemical insecticide permethrin. This year, One treatment will last up to six newspapers and washings or six weeks before clothing television warn us has to be treated again. One such about the dangers product is Sawyer Permethrin. of chikungunya, a According to its Web site, Sea Sick mosquito-borne “Permethrin is odorless when dry. Keith Murray disease that shares During the drying process it tightly many of the same bonds with the fibers of the treated symptoms as malaria, dengue fever, garment. It will not stain or damage yellow fever, encephalitis, and West Nile clothing, fabrics, plastics, finished virus. surfaces, or any of your gear.” If you have any of the following symptoms and have been to a region 3. Use both. The combination of where mosquitoes carry the virus, DEET on your skin and permethrin on it would be wise to seek medical your clothing is the best way to repel attention. The symptoms for the above mosquitoes and other biting, blooddiseases often sucking and include flu-like disease-carrying symptoms. They insects. This also may include combination of high fever, chills, protections is severe headaches, far greater than severe joint and either alone. muscle pain, nausea, vomiting, 4. Natural skin rash, pain alternative. For behind the those who prefer eyes, and loss of a more natural appetite. product, I have Malaria is good news. Oil of the 5th leading lemon eucalyptus cause of death ILLUSTRATION/bigstockphoto.com is a plant- based from infectious repellent that diseases is registered worldwide (after respiratory infections, with the U.S. Environmental HIV/AIDS, diarrheal diseases and Protection Agency. In two recent tuberculosis) according to the CDC. scientific publications, when oil Treatment of mosquito-borne of lemon eucalyptus was tested diseases depends on many factors against mosquitoes found in the including the severity of the disease, U.S., it provided protection similar to the type of disease you have, and where repellents with low concentrations of you were when you were infected. DEET. Treatment also depends on your age, The two-legged crew are not the only health, weight, and pregnancy status. ones at risk. Mosquitoes can transmit So why do some people appear to get several diseases and parasites that bitten more than others? can harm dogs and horses, including Believe it or not, mosquitoes are heartworm, West Nile virus and eastern picky eaters and choose whose blood equine encephalitis. If you are traveling they wish to suck. It is estimated that with pets, check with your veterinarian 1 in 10 people are highly attractive and advise them where pets may be to mosquitoes. If you are one of the visiting to ensure they are protected lucky ones, you should consider using when possible. a mosquito repellent regularly to deter them. There are several key compounds Keith Murray, a former firefighter that keep mosquitoes away. EMT, owns The CPR School, a first-aid training company. He provides onboard 1. DEET. In my research I have training for yacht captains and crew found DEET to be an effective and sells and services AEDs. Contact mosquito repellent. DEET, which has him at 877-6-AED-CPR, 877-623-3277 or been used since 1957, is available in www.TheCPRSchool.com. Comments on different strengths, however a repellent this column are welcome at editorial@ with 25 percent DEET should be the-triton.com.


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TECHNOLOGY BRIEFS

GO2 in compliance; ecoBrew tested and awaiting patents Fuel additive gets RINA OK

Cerion’s product GO2, the awardwinning nanoparticle-based fuel additive, has been granted type approval from RINA. Fuel correctly dosed with GO2 remains in full compliance with the detailed fuel standards set forth by MTU and Caterpillar as well as ASTM fuel standards. Compliance with these standards is required in order to maintain a yacht’s engine warranty. “We heard captains and chief engineers loud and clear when they told us that the approval of a leading classification society was an important part of their decision-making process for using GO2,” said Richard Franklin, managing director of GO2 Global Yachting in charge of worldwide sales and marketing. “For this reason, we asked RINA to work with the Southwest Research Institute in the U.S. to undertake an extensive test program covering 34 individual fuel test parameters established by MTU, Caterpillar and ASTM. Fuel treated with GO2 passed all 34 tests. We are confident that this will encourage many more yachts to start using GO2, joining the large fleet of GO2 users currently enjoying less soot, cleaner hulls and better fuel economy.” For more information, visit www. go2globalyachting.com.

New ‘brew’ traps soot

A captain and engineer have created a system to capture diesel soot before it dirties the hull. Clean-Exhaust is the brainchild of Capt. Carl Sputh and Chief Eng. Andrew Connelly of the 178-foot Benetti M/Y Starfire. They use what they refer to as an ecoBrew, which is pumped into the exhaust system before the spray ring. The biodegradable ecoBrew then acts as an emulsifier and attaches to the diesel particulate, mixing it into the raw water discharge for the generator. Once discharged, the particulate sinks, leaving no diesel sheen on the surface of the water. This is not a filter system, but it has received an EPA design for the environment seal. Clean-Exhaust has two patents pending on the distribution system, which includes a dosing pump, and tubing for injecting the chemical into the exhaust, and a reservoir for storing the “brew”. The system was installed on seven test vessels over a two-year period. Those that adequately monitored the system reported satisfactory results, the company said. Clean-Exhaust is available for sale at $12,500 per generator plus the cost of installation. The ecoBrew sells for $272 for five gallons, which provides about 600-750

hours of run time. The ecoBrew is proprietary to Clean-Exhaust and manufactured by ProMaka, a Native Americanowned company based in Tampa that makes cleaning products for a variety of industries and is recognized by the EPA for safer chemistry for the environment. For details, visit www. clean-exhaust.com. – Capt. Deb Radtke

Shrink wrap gets EU certification

Minnesota-based Dr. Shrink, a manufacturer and supplier of shrink wrap, recently received certification EN 13501-1: 2007+A1 in Europe for its flame retardant shrink wrap. The wrap contains specialized additives to extinguish the cover within four seconds from removal of ignition source, the company said. It meets and exceeds NFPA 701 specifications. For more information, visit www. dr-shrink.com.

AWT launches trip planning

California-based Applied Weather Technology (AWT), a provider of voyage management software, has launched Bon Voyage System for Yachts, branching for the first time into the yachting sector. BVS for Yachts includes safety features such as severe motions or resonance alerts, rogue wave forecasts, wind speed, sea height, swell height, and global pirate attack information. For more information, visit www. awtworldwide.com and click on “products and systems.” In related news, AWT has partnered with KVH Industries to deliver weather data via the KVH IP-MobileCast WeatherLink service. KVH’s IPMobileCast content delivery service provides access to BVS global data for wind, waves, visibility and currents with tidal streams. The data will be updated up to four times per day.

One hull offers many boats

California-based Hydracraft has launched a patented vessel with a variable hull that allows the customer to change from a deep-vee to modified vee to flat bottom or multi-hull in less than 1 minute while under way. The company is now looking for recreational and defense boat builders to manufacture them. “Now that we’ve been granted numerous U.S. and international patents we are able to take off our cloak of secrecy, and unveil our technology that allows the buyer to make a much easier buying decision,” said Hydracraft founder and CEO Hal Syfritt. For more information, visit www. hydracraft.com.

July 2014 B


B July 2014

BOATS / BROKERS

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Megayachts Nero, Parsifal IV, Cyclos III and Tranquility sell

Heesen Yachts has sold the 154foot YN 16847, Project Margarita, the first of its newly styled vessels in the award-winning 47m class. The builder also recently delivered the 163-foot (50m) M/Y Monaco Wolf. It is expected to be in use this summer in the Med. The yacht was delivered four months after contract signing.

Perini Navi S/Y Parsifal IV, the 150-foot (45.7m) Feadship M/Y Hilarium II, the 134-foot (40.7m) Royal Huisman ketch S/Y William Tai, the 134-foot (40.7m) Feadship M/Y Odyssey, the 121-foot (37m) Perini Navi S/Y Northern Spirit, the 108-foot (33m) Sunseeker M/Y Maretem, the 101-foot (31m) Heesen M/Y Matanthar, and the 83-foot (26m) Ocean Alexander M/Y Eleven Eleven. New to its central agency listings for sale include the 92-foot (28.3m) Heesen M/Y The Flying Dutchman, and the 91-foot (28m) former working tug M/Y Don Giovanni built by Kanagawa in Japan. The company added to its charter fleet the 153-foot (46.5m) Perini Navi S/Y Antara.

Camper & Nicholsons brokers have recently sold the 184-foot (56m)

Yachting Partners International (YPI) has recently sold the 139-foot

Merle Wood & Associates has sold the 296-foot Corsair M/Y Nero, the 132foot Amels M/Y Monte Carlo, and the 90-foot Pershing M/Y MTG. New to its central agency listings for sale are the 159-foot (48m) Feadship M/Y Audacia for $12.9 million (in a joint with Burgess) and the 127-foot (39m) M/Y No Bada Bees.

(42m) Royal Huisman ketch S/Y Cyclos III and the 121-foot (37m) Holland Jachtbouw sloop S/Y YII. IYC broker David Nichols has sold the 130-foot (40m) Hatteras M/Y Tranquility listed for $4.39 million. Moran Yacht & Ship has added to its central agency listings for sale the 150-foot (45.7m) Palmer Johnson M/Y Oneness. Denison Yacht Sales has added to its central agency listings for sale the 121-foot Denison M/Y CPMY for $1.95 million. Erdmann joins Ferretti Group/ Allied Marine Broker Jeff Erdmann has joined Allied Marine as a sales executive.

Erdmann was president of Bollman Yachts in Ft. Lauderdale for the past 13 years and has been on the Florida Yacht Brokers Association board of directors and Public Affairs Committee. “Jeff accomplished the seemingly impossible task of getting politicians Erdmann to agree on a sales tax cap for yachts, which has helped the industry and buyers alike,” said Kent Chamberlain, founder of the Superyacht Network. Contact him at Ferretti Group America, 1445 S.E. 16th St., Ft. Lauderdale, 33316, +1 954-494-4320, or jeff.erdmann@alliedmarine.com. In related news, Allied Marine has appointed Katy Carter and Madeline Mancini as yacht charter specialists. Carter has been a chief stew on yachts up to 200 feet and worked in the charter departments at Denison Yacht Sales and Camper & Nicholsons International. Mancini has been a stew and worked in the charter departments at International Yacht Collection and Northrop & Johnson. Both will be based at the new Allied Marine office at Bahia Mar Yachting Center, +1 954-760-6530, Katy.Carter@ AlliedMarine.com, Madeline.Mancini@ AlliedMarine.com. Azimut Yachts has recently partnered in Saudi Arabia with Samaco Marine, part of the AlNahla Group. Run by the Sharbatly Family, the group partners with several luxury brands, including Ferrari and Maserati. Edmiston has opened an office in the new expansion at Porto

Montenegro (above) where several of its charter yachts will be based, including M/Y Mariu and S/Y Whirlwind. “We have seen a huge growth in charter bookings in the area and are thrilled to have been invited to open a temporary base here,” said Rory Trahair, Edmiston’s head of marketing. “With more enquiries year after year about chartering in Montenegro and Croatia, we’re certain that we can support the substantial growth this region is witnessing.” This year, berth capacity at Porto Montenegro has increased from 250 to 430 holding yachts ranging from 12m to 75m.


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BOATS / BROKERS

Analyze condition, identify selling prices for yacht value By Jason Dunbar The process of appraising a yacht is exactly what you think it would be: Compare and analyze the condition, equipment, age, levels of engineering, interior layout, joinery and exterior aesthetics. Then identify the tightest cluster of actual selling prices, find your trend lines and voila, you have just found the fair market value (FMV) of a yacht with the high rate of probability. The most difficult part of the appraisal process is finding reliable insight to those pesky “actual” selling prices. Getting beyond the asking prices and the hubris of those involved in the sale is imperative to accurate appraisal. Real-estate sales are a matter of public record in 49 of 50 states, but yacht sales are private so there is no county auditor to review selling prices. Getting to the actual selling price, accompanied with the yacht’s condition, can be challenging. I’m fortunate that I have access to more than 20 years of sales data. The brokers that work in our office participate in an update system, a database that offers us insight to confirmed selling prices of yachts, along with reports of yacht conditions based on the personal inspection of the broker authoring the update. We are able to use this insight to quickly build trend lines and cluster charts for various boats that would otherwise be a guessing game to anyone who needs to know the FMV . When the data isn’t available, it is necessary to call anyone that was involved in the sale of a yacht that is similar to the one you are appraising, all the brokers, captains, crew, managers, the dockmaster, surveyors etc. In other words, you have to research the comps. This is a timeconsuming, yet effective way of gaining accurate insight to a yacht’s FMV. The variables that regularly skew the numbers and slow the sales process

include: 1. Confusing fair market value with intrinsic value. An owner who has used and loved a yacht may be inclined to think it’s more special than it is. 2. The professional captain or crew who says “I know that boat has got to be worth at least … .” 3. The gross investment theory: “I know what they usually sell for, but here’s what I’ve done to this one.” I have found that verified selling prices, the use of our update systems and personal inspections allow me to weed out the inaccuracies. Inaccurate information on Web sites, or yachts that have been repossessed, abandoned and/or have excessive damage, need to be identified and properly quantified when evaluating a yacht. Sure, there is the rare exception when a boat sells outside of its probable FMV, but it is rare, and if you are wrong, it can be an expensive gamble when the carrying cost of the boat is factored into the equation. I take great pride in my ability to find a yacht’s fair market value with a high rate of probability. For several years now we have been in a difficult and confusing market. But the principles of appraisal still apply: always bet on the comps and condition reports of like-kind vessels. If you can avoid intrinsic values, expert buddies, and gross investment theorists, you’ll be amazed when the boat sells to the first qualified person who looked at her. Meanwhile, the expert buddy who knows his friend’s boat should be worth a different number is still trying to explain all the geo-political reasons why the boat hasn’t had an offer or anyone look at it in months. Jason Dunbar is a licensed Florida yacht broker, vice president of Luke Brown Yachts in Ft. Lauderdale, and yacht valuation specialist for Broward County courts. Comments on this essay are welcome at editorial@the-triton.com.

July 2014 B

Today’s fuel prices

One year ago

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

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of June 13, 2013

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 918/955 Savannah, Ga. 890/NA Newport, R.I. 896/NA Caribbean St. Thomas, USVI 1,095/NA St. Maarten 1,120/NA Antigua 690/NA Valparaiso 711/NA North Atlantic Bermuda (Ireland Island) 986/NA Cape Verde 597/NA Azores 900/1,652 Canary Islands 846/1,239 Mediterranean Gibraltar 882/NA Barcelona, Spain 873/1,699 Palma de Mallorca, Spain NA/883 Antibes, France 853/1,780 San Remo, Italy 1,002/2,275 Naples, Italy 1,002/2,302 Venice, Italy 1,076/2,217 Corfu, Greece 1,029/2,051 Piraeus, Greece 1,015/1,821 Istanbul, Turkey 947/NA Malta 968/1,767 Tunis, Tunisia 866/NA Bizerte, Tunisia 871/NA Oceania Auckland, New Zealand 930/NA Sydney, Australia 913/NA Fiji 930/NA

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 850/906 Savannah, Ga. 860/NA Newport, R.I. 865/NA Caribbean St. Thomas, USVI 1,063/NA St. Maarten 1,051/NA Antigua 1,080/NA Valparaiso 1,010/NA North Atlantic Bermuda (Ireland Island) 1,060/NA Cape Verde 917/NA Azores 916/NA Canary Islands 839/1,206 Mediterranean Gibraltar 797/NA Barcelona, Spain 848/1,643 Palma de Mallorca, Spain NA/1,691 Antibes, France 874/1,765 San Remo, Italy 1,027/2,254 Naples, Italy 1,147/2,251 Venice, Italy 1,060/2,741 Corfu, Greece 1,034/2,047 Piraeus, Greece 1,007/1,847 Istanbul, Turkey 857/NA Malta 927/1,714 Tunis, Tunisia 821/NA Bizerte, Tunisia 821/NA Oceania Auckland, New Zealand 896/NA Sydney, Australia 910/NA Fiji 923/NA

*When available according to local customs.


B July 2014

CRUISING GROUNDS: Cuba

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Delays, tow, wind can’t keep ‘Pilar’ from filming PAPA, from page B1 decided to plank the bottom in various spots with plywood, bolting them in place along with 5200. I flew to Key West on April 20. It was decided to tow us to save wear and tear on the gas engines and so that we had someone to accompany us in case of an emergency. Andy, a local fisherman, would tow us to 12 miles off the Cuban coast. A boat from Cuba would come out and accompany us into Cuba. The production company obtained a license from the U.S. Treasury Department to bring the boat to Cuba for the filming and all participants were automatically covered, including us, the crew on the boat. The production crew in Cuba were getting anxious for us to get going, but Andy would not leave until the winds subsided to below 15 mph, which they did on April 22. We left the marina at 5 a.m. and drove out Key West harbor heading south and then southwest.

The view of the skyline of Havana as captain and crew await Cuban escort. Andy met us about an hour southwest of Key West where we attached a tow harness and began the tow to Cuba. The crew on board was me, the captain; John, the mechanic; and Rob, who was a friend of the movie’s director/producer, Bob Yari. Rob did a huge amount of organizing, coordinating and many other tasks associated with the entire project. He liked to call himself the cabin boy. I established a waypoint that I determined was 12 miles from the closest Cuban shoreline and sent that to Cuba before we left. When we approached that spot, I notified Andy to release us. The Cuban boat was nowhere to be seen, so we proceeded without them. After about 10 miles, we saw an approaching boat, which turned out to be them. We followed them into Hemingway Marina where we docked at the Port Authority for clearing into

Cuba. Pilar entering Cuba was a tremendous deal. People were lined up along the shoreline waving and cheering, and about 20 people greeted us at customs. We had no paperwork for the boat. Unfortunately, it got lost somewhere between January and April. But I was not going to let that minor detail stand in the way of me going to Cuba. When customs asked for the paperwork, I told them the U.S. Coast Guard in Key West took the papers during a routine inspection and forgot to give them back to me. It worked. We cleared in, no questions asked. We left Hemingway Marina and headed directly to the Port of Havana. After a 19-hour day, we docked the boat that night at a large marine terminal behind a Cuban Coast Guard cutter. The Cuban government went above and beyond for the filming of this

PHOTOS FROM CAPT. STEVEN NAIMOLI movie. It painted one of their cutters to resemble how it looked in the late 1950s, and provided access to just about everything the director asked for. Bright and early the next morning, we arrived at the boat and headed out to sea to meet the production barge, which was the staging area for all the scenes shot on the boat. Several of the actors and the director, Bob Yari, came along, so that added to the excitement of this adventure. (This one rates high on my all-time list.) A couple of dozen people scrambled all over the place – the director, assistant director, cameraman, make up, costume, caterer, publicity, actors and, of course, the Pilar crew. Eduardo was the local Cuban who played the part of Gregorio, Hemingway’s captain. Eduardo had no knowledge of boating whatsoever. If

See PAPA, page B7

Crew in Havana paint and prepare the Pilar for the filming of “Papa,” the first, full-length film shot in Cuba with a Hollywood director and actors since the country’s 1959 revolution. Filming slate on the set (seen above) shows the movie title and director/producer Bob Yari’s name.


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CRUISING GROUNDS: Cuba

July 2014 B

Cuban Coast Guard, guns and grenades add to Hemingway film PAPA, from page B6 he was on top, pretending to drive the boat, I was down below actually doing the driving, and vice versa.

The author, delivery Capt. Steven Naimoli, driving the 34-foot Wheeler from Key West to Havana in April. PHOTOS FROM CAPT. STEVEN NAIMOLI Filming continued until 5 p.m., when we’d motor back around sunset to be dazzled by the islands gorgeous scenery. One day, when a beautiful sunset slowly started to emerge, Yari had me stop the boat. We pulled out a fishing rod and took some amazing shots of Hemingway fishing. It was the perfect ending to a busy day. We spent several days at sea, filming different segments of the film, including some with a Cuban Coast Guard cutter. In one scene, Hemingway and Gregorio toss guns and grenades overboard before the Cuban Coast

Guard, who were fast approaching, could see what was going on. We had a couple of days off before the final boat scene. We checked the boat every day and one day, the starboard engine would not start. When we popped off the distributor cap, part of the inside had broken off. We superglued it but the engine still did not start. I carefully marked all the spark plug wires and swapped distributor caps. Still no luck. I then swapped the coil and the engine started. Carefully examining the old coil, you could clearly see a crack, which was the culprit. Finding a new coil in Cuba on a Sunday could have been very difficult. Fortunately, most of the local production staff were Cuban and they had a lot of contacts. Within two hours, someone showed up with a very old coil, probably from the 1950s. I hooked it up and the engine started right up. We celebrated by smoking Cuban cigars. With our time off, we were able to explore wherever we wanted, no restrictions. No one was watching us. We used the old American cars, and visited with a family in a small town that John had met on a previous trip. Although their English was as bad as our Spanish, we managed to communicate and enjoyed a couple of evenings with a few rums and cigars to boot. The fifth and final day of filming would take place in Cojimar, a small fishing village a few miles east of Havana, so Rob and I slept on the boat to get an early start. Sharing the tiny V berth on the 34-footer was not very comfortable, but we made the best of it. We arose at 4 a.m. for the 10-mile trip to Cojimar, accompanied by a local boat for safety.

Local actor Eduardo (seen on flybridge) played the part of Hemingway’s captain, while Naimoli (at main helm below) actually drove the Pilar during filming.

We arrived about 7 a.m. to a nice, catered breakfast before filming began. Filming consisted mostly of us coming into the dock and leaving the dock to accompany all the fishing scenes shot here. After 11 10-hour days, we were tired, but happy. We did not get paid but our expenses were all paid. so I didn’t care. I do believe I would have paid them just for this unbelievable experience. I thoroughly loved every minute of it and wouldn’t trade it for the world. “Papa” will be the first, full-length film shot in Cuba with a Hollywood director and actors since the country’s

1959 revolution. As a board member of the Fort Lauderdale International Film Festival, I invited the director and producers to this year’s festival, which takes place in November. And I plan on attending the Havana Film Festival this December. Here’s hoping the film is finished in time. Capt. Steven Naimoli is a delivery captain based in Ft. Lauderdale. To see more photos and to access links to coverage of the filming of “Papa”, visit www.naimoli.com/Cuba. Comments on this story are welcome at editorial@ the-triton.com.

The 1960, 34-foot Wheeler before its makeover in Jensen Beach, Fla., in January.


B July 2014

MARINAS / SHIPYARDS

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Chouest buys Westport; Hodgdon merges Maine yards Westport sold

Washington-based builder Westport Shipyard has been acquired by the Louisiana-based Chouest family. Terms of the sale were not released. Westport’s management team, including President Daryl Wakefield and General Manager Dave Hagiwara, will remain in place. In a statement, the builder said little will change. The Chouest family of companies includes holdings in its primary business in the oil and gas industry, but also includes American Custom Yachts in Stuart, Fla. Since 1994, ACY has maintained a 63-acre facility for the design and construction of custom sportfish vessels, as well as other affiliated companies. “Similar to the history of the Chouest family business, Westport began five decades ago with a fishing fleet, and has diversified into many other core businesses, focusing on customer satisfaction and the pursuit of excellence,” said Gary Chouest. “We are pleased to join the Westport family, and look forward to pursuing the synergies that exist between the Chouest companies, ACY, and Westport.

Hodgdon as a significant presence in both service and refit,” Spaulding said in a company statement. “With the addition of the highly skilled maintenance and repair staff now in our employ from Southport to East Boothbay, we are poised to go after the service and refit markets in a big way.” The new division offers railway lifting capacity for superyachts up to 400 tons and 60m at its East Boothbay shipyard. Recent projects there include refits of a 138-foot schooner and an 83foot motor yacht. Hodgdon’s newly acquired marina in Boothbay Harbor, known locally as Wotton’s Wharf, has more than 750 feet of linear dock space and a face dock of 500 feet.

Hodgdon acquires yards

Maine-based Hodgdon Yachts has acquired and merged Boothbay Region Boatyard in Southport and Wotton’s Wharf in Boothbay Harbor with its existing shipyard in East Boothbay. In so doing, it created a new service division, Hodgdon Yacht Services, marking the company’s expansion into the refit sector. It now has about 150 employees in the region. “We are pleased to continue growing the business as we approach our 200th anniversary, a milestone we will celebrate in 2016,” said Hodgdon CEO Timothy Hodgdon. “This new division perfectly complements Hodgdon’s world-renowned custom boat building, custom superyacht tenders, interiors and defense divisions.” Sandy Spaulding, former president of Hinckley Yachts and Hodgdon Yachts’ senior business advisor, has been named president of the new service division. Matt Elder, a former partner in Sea Marine of Port Townsend, Wash., has been named the general manager. “The [acquisition] establishes

Marina begins construction

Viking Developers and the city of Riviera Beach in South Florida broke ground on a $375 million marina redevelopment project, according to news reports. Viking has a 50-year lease to manage the marina, which will eventually have a two-story Riviera Beach Event Center and a $4 million makeover for Bicentennial Park, according to a story in the South Florida Business Journal. Other amenities include shops, restaurants and a promenade. Construction is expected to be complete by next summer.

ValvTect adds marina

South Jersey Marina in Cape May, N.J., now offers ValvTect Marine Fuels. “We’ve been providing first class services and accommodations to slip holders and transients for over 20 years,” said Mark Allen, the marina’s marketing coordinator. “Providing ValvTect Marine Fuels completes the experience by helping our boaters with better fuel economy and lower maintenance costs.” For more information, visit www. sjmarina.com, www.valvtect.com.


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BUSINESS BRIEFS

MPT hires VP of curriculum; Elite Crew opens in Barcelona MPT hires new curriculum VP

Ft. Lauderdale-based Maritime Professional Training has hired Al Stiles as the school’s vice president of curriculum development in a newly expanded role focused on broadening MPT’s course offerings. Stiles most recently spent eight years with the U.S. Department of Justice where he managed e-learning development and delivery for 110,000 employees in more than 50 federal agencies. Stiles also served 20 years in the U.S. Coast Guard, captained the USCG Cutter Spar, and served as chief of the command and operations at the U.S. Coast Guard Academy. Stiles also worked with the Simulation, Training, Assessment & Research (STAR Center where he oversaw implementation of changes in Merchant Mariner training and licensing based on revisions of STCW regulations. “Al will be instrumental in helping implement our vision for the expansion of MPT into new forms of content delivery,” said Amy Beavers, MPT’s vice president of regulatory compliance and academic principal. ”We are very happy to have him aboard.”

Crew agency expands in Barcelona

Elite Crew International is opening a new office in Barcelona, located in the new Marina Port Vell. The new office, which opens July 1, can be found at Marina Port Vell c/ Escar 18 or by phone at +34 (93 170-2295.

Genesis moves to bigger site

Genesis Yachtline has moved its interior design, engineering and manufacturing operations to a new 100,000-square-foot facility near Pisa, Italy. Recent projects include a 348-foot yacht in Greece and a 190-foot Trinity with projected 2015 delivery dates and a 460-foot yacht due to be delivered in the United Arab Emirates this year.

YRM expands to WPB

YRM opened a satellite office in West Palm Beach, Fla., in March. “We’ve been steadily growing,” said Stuart Pudsey, YRM’s founder, president and CEO. “We’ve been doing a lot more work in that area.” The company began as a one-man yacht repair and maintenance business in Ft. Lauderdale and has expanded to a workforce of 20. They moved into the company’s main 10,000square-foot facility in 2012 and hired General Manager Chris Tomaszewski, who brought expertise in metal fabrication. Pudsey’s background is in maintenance, repair and carpentry. “Pretty much everything we do is

custom because just about everything we are asked to do is one-off, whether it be metal or wood,” Pudsey said. “We’re not a production line.” YRM builds aluminum and stainless steel radar arches, handrails, hoop rails, brackets and supports. The carpentry division mills, fabricates, repairs and lays teak decks, wood soles, cabinetry, headliners, and interior redesigns. It recently received a U.S. patent for a chock design for tenders 9-25 feet. The metal shop can also build and install chocks for motorcycles, paddle boards, kayaks and Seabobs.

Denison opens in Montauk

Ft. Lauderdale-based Denison Yacht Sales has opened its newest office in Montauk, N.Y., at Montauk Yacht Club Resort and Marina. Headed by broker and Long Island native Joe Laundrie, the office will focus mainly on the sale of large motor yachts and sportfishing yachts. “Denison Yacht Sales has sold countless boats in New York State and this new office location will allow us to provide an even higher level of service to our clients,” Laundrie said. In addition to the new Montauk location, Denison also has offices in St. Petersburg, Naples, Palm Beach Gardens, Marina del Rey, Newport Beach, Michigan; Seattle, Mexico and Antibes. Montauk Yacht Club features a 232-slip marina able to accommodate vessels up to 225 feet in length. Contact Joe Laundrie at Joe@ DenisonYachtSales.com or +1 917.445.9596.

MIASF chooses new board

The Ft. Lauderdale-based Marine Industries Association of South Florida (MIASF announced its 2014-2015 Board of Directors. Kristina Hebert, COO of Ward’s Marine Electric, will continue to serve as MIASF president. Lawyer Danielle Butler of Hill Betts and Nash will be vice president. Triton Publisher David Reed will be treasurer. Jay Reynolds of J.P. Reynolds Co. is immediate past president. Board members Mark Houck of Chartwell Law and Carlos Vidueira of Rybovich had previously announced their retirement from the board. The rest of the board includes Larry Acheson, owner of TowBoatU. S. Fort Lauderdale; Colleen Deverteuil of Concord Marine Electronics; Dean Du Toit, owner of National Marine Suppliers; Paul Engle, president of Bradford Marine; Bert Fowles, vice president of sales and marketing with IGY Marinas; Jimmie Harrison, owner of Frank & Jimmie’s Propeller Shop;

See BUSINESS BRIEFS, page B10

July 2014 B


B10 July 2014

BUSINESS BRIEFS

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Coast New Zealand appoints agent; Bellingham promotes Ellenz BUSINESS BRIEFS, from page B9 Realtor Jim Naugle with Jim Naugle and Company; DJ Parker, owner of Neptune Group Yachting; and John Thomas, owner of Thomas Marine Systems. MIASF is a not-for-profit trade organization created in 1961 to promote and protect the sound growth of the marine industry in South Florida. It owns the Fort Lauderdale International Boat Show.

Furnishings firm hires Dutch agent

Fine furnishings manufacturer Coast New Zealand has appointed Gate PR as its agent for The Netherlands and Belgium, and across the superyacht industry. Established in 2003, Coast New Zealand designs and manufactures

lifestyle products including luggage, leather accessories, bean bag chairs, blankets, cushions and towels. Gate PR is based in The Netherlands and supports Coast New Zealand’s dedication to Dutch builders. For more information, visit www. coastnewzealand.com.

Marina builder promotes Ellenz

Bellingham Marine General Manager Jesse Ellenz has been appointed vice president of special projects. He will have oversight of the company’s efforts to expand its reach into projects beyond the typical marina market. “Jesse has a strong construction background and an incredible amount of experience working on unique, oneoff projects; we are excited to have him in this position,” said Everett Babbitt,

president of Bellingham Marine. “He has an exceptional understanding of the challenges that often plague these types of projects and how to approach the design as well as the constructability to ensure their success.” The company has taken on a number of projects that are outside the traditional scope of a marina builder. “We’ve always been attracted to challenging projects that require a high level of technical expertise – the floating golf green at The Coeur d’Alene was one of the company’s first iconic special projects,” Babbitt said.

Hill Robinson hires finance director Yacht management company Hill Robinson has hired Ian Petts as finance director. Petts is a chartered

accountant and previously worked in the gold mining industry. He has also overseen the financial reporting for the construction and management of several megayachts.

OceanLED hires two

Ft. Lauderdale-based OceanLED, a manufacturer of marine lighting, has appointed Nicole Squartino as its new creative marketing director and Oscar Socarras as territory sales manager. “Their dynamic backgrounds in the marine industry, marketing, sales and dealer development is a natural next phase of our business,” he said. Squartino will oversee all aspects of the organizations marketing and advertising to help drive brand awareness throughout the world. Socarras will manage the Northeast, Midwest and Latin American markets. For more information, visit www. oceanled.com.

AYC launches resume service

AYC Superyacht Recruitment in Western Australia has begun a resume review and editing service, including cover letter preparation, resume editing and critique. AYC Superyacht recruitment has been in the yachting industry for over 10 years for sourcing and providing crew and assistance to all types of yachts and vessels. For more information, visit www.ayc. com.au.

MICF awards summer camps

The Marine Industry Cares Foundation (MICF) awarded 27 free weeks of summer camp to Broward County children ages 7-14. The children were asked to shared their expression of “Why I Love the Ocean” and so many submitted winning entries that MICF nearly doubled its awards, from 15 to 27. Winning entries included paintings, poetry, photography, and more – even a giant replica of a Manta Ray made from paper mache. “We were thrilled to see how many children put a lot of effort into this contest to pursue the opportunity of winning a week to submerse themselves in ocean-related summer camp fun,” said MICF Board of Directors’ Chairman and Triton Publisher David Reed. “Our members, who work in and run maritime businesses, know how important our children are to the continued success and future of our industry. These camps will provide dedicated marine experiences for the children, which we believe will continue to propel their love of the ocean.” The winners have each been provided a one-week scholarship for a summer camp. Visit www.marineindustrycares.org to view the winning entries.


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BOATS America’s Cup

UK’s Sir Ainslie launches America’s Cup challenge Sir Ben Ainslie, one of Britain’s best sailors, launched his bid on June 10 to win the America’s Cup, the 163-year old trophy never won by Great Britain. “This is the last great historic sporting prize never won by Great Britain,” said Sir Ben, a four-time Olympic gold medal winner. He announced his challenge with Yacht Squadron Racing. “It has always been my ambition to mount a home challenge. The time is right and I am hugely encouraged by the support we are getting, not least from the Duchess of Cambridge. I learned a great deal aboard Oracle in San Francisco and I would not be challenging if I did not believe we have a real chance of winning this time.” In 2013, Ainslie became the first Briton to be part of a winning America’s Cup team in 110 years with Oracle Team USA, which overturned an 8:1 deficit to Team New Zealand to retain the trophy. The challenge is from Ben Ainslie Racing (BAR). “This campaign is about righting a wrong,” said Sir Charles Dunstone, chairman of BAR’s board. “We have never won it. We have an amazing maritime history. The Cup has to come home, we have to do that.” The team will represent Yacht Squadron Racing, which is affiliated with the Royal Yacht Squadron, and it means that should BAR be successful and win the Cup, it will bring it back to Cowes and the place where it all began 163 years ago. “We are absolutely delighted to be working with our member Sir Ben Ainslie in his patriotic quest to bring the America’s Cup back to Britain,” said Royal Yacht Squadron Commodore Christopher Sharples. “Since losing the original race in 1851, the Squadron have made a number of unsuccessful attempts to win the Cup, the previous and most recent occasion was in 1958. “Sir Ben has impressed us with his incredible track record, his total commitment, his ability to build a most impressive management team and recruit some of the world’s top sailors and designers with the relevant experience.” BAR has been in gestation since 2011, when Ainslie first started to look ahead to life beyond the Olympics. He spoke with Oracle Team USA (OTUSA) CEO Russell Coutts with the intention of buying an AC45 multihull to compete in the 2012-13 America’s Cup World Series. Coutts instead offered him a job. Ainslie subsequently negotiated both. It worked out well for both OTUSA and Ainslie, who gathered crucial experience. As a result, Ainslie was substituted onto the U.S. boat in the tactician’s role for the 34th America’s Cup. The spectacular 9:8 OTUSA victory provided the perfect springboard for Ainslie to return to

the UK and seek support for a British effort. The first meetings last October were with Sir Charles Dunstone and Sir Keith Mills. Their commitment gave Ainslie the fuel to find other private investors to build a viable British challenge. Following the 2013 Cup, the transfer market for the top design talent was predictably hot, but the private investor funding already achieved made it possible to attract several top names. Technical Director and two-time America’s Cup winner Andy Claughton (GBR) will lead the design team. Initial signings include six-time America’s Cup winners Dirk Kramers (NED/USA) and four times winner Clay Oliver (USA). Designer and performance optimization expert Jason Ker (GBR); aero and hydrodynamics specialist Rodrigo Azcueta (ARG); hydrofoiling catamaran specialist (and America’s Cup winner with BMW Oracle for the 33rd America’s Cup) Benjamin Muyl (FRA) are already on board. BAR plans to forge strong relationships wherever the skills and technology are to be found – not just in the traditional marine industry – and it will create these relationships based on a sustainable business model. And just as many F1 teams develop and bring to market the technologies they produce, BAR will look to replicate this model in its own way. The Sailing Team Manager will be the New Zealander and three-times America’s Cup winner Jono Macbeth, who sailed with Ainslie in both the 2007 and 2013 America’s Cups. Other signings at this early stage include Britain’s David Carr and Nick Hutton who both raced with Luna Rossa in the 34th America’s Cup, Andy McLean (NZL) who was part of the Artemis Racing team in 2013 and former World Match Race Champion Matt Cornwell (GBR). The rest of the management team is made up of James Stagg, who takes the role of Shore Team Manager; Andy Hindley has joined as Chief Operating Officer, a position he also held with the America’s Cup Race Management organization for the event in San Francisco; Ainslie’s longterm Commercial Manager Jo Grindley heads up the commercial, marketing, communications and events teams. The British team also announced its first major partner – 11th Hour Racing, a company focused on sustainable sailing. BAR will work with 11th Hour Racing to showcase a sustainable business model, encouraging staff and their supply chain to design out waste and manage resources efficiently, redesign the organizational process, work with universities, research institutions and innovative companies to develop new technologies, and create a template for the wider marine industry.

Finalist cities named

In related America’s Cup news, San Diego, Chicago and Bermuda were reported to be the three finalists to host the next America’s Cup races. The site will be chosen by Oracle Team USA, defending champion. Software executive Larry Ellison owns OTUSA but has left the decision on the venue and rules up to CEO Russell Coutts. San Francisco was officially excluded as a venue option, according to a story by the Associated Press. One of the finalist cities will host the challenger semifinals and finals, and America’s Cup match in 2017. If Chicago were selected, it would be the first time the race has been held on a lake. The 2017 race will be sailed on 62foot foiling catamarans. According to a story in the Chicago Tribune, for a city to host the event, the nearby body of water on which the race would occur must be on the sea or “an arm of the sea.” A 1984 New York Supreme Court decision ruled that under this criterion, a boat from Chicago could challenge for the Cup because Lake Michigan is considered to be an arm of the sea, the newspaper reported. The host city is not expected to be decided until late summer.

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B12 July 2014

FROM THE TECH FRONT: Rules of the Road

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Methane gas, spiders, speed reasons bananas not invited RULES, from page B1 Bananas are Evil. Bananas are a mainstay of most cultures and are the world’s most popular fruit. However, these deliciously yellow treats have no place at sea. Since the 1700s, it has been widely believed that having a banana on board was an omen of disaster. During the height of the Spanish Empire’s South Atlantic and Caribbean trading domain, it was observed that nearly every ship that disappeared at sea and did not make its destination was carrying a cargo of bananas. This gave rise to the belief that hauling bananas was a dangerous prospect. Another explanation for the banana superstition is that the fastest sailing ships used to carry bananas from the tropics to U.S. ports along the East Coast in order to land them before they could spoil. These ships were often suspect to shipwrecks or lost at sea due to demanding schedules and nontraditional voyage routes. Another theory is that bananas carried aboard slave ships fermented and gave off methane gas, which would be trapped below deck. Anyone in the hold, including the human cargo, would succumb to the poisoned air, and anyone trying to climb down into the hold to help them would fall prey to the dangerous gas. And finally, one of the better known dangers of bananas at sea, is that a species of spider with a lethal bite likes to hide in bunches of bananas. Crew members suddenly dying of spider bites after bananas are brought aboard certainly would be considered a bad omen resulting in the cargo being tossed into the sea. Down the Hatch. Here is a drinking expression that has its origins in sea freight, where cargoes are lowered into the hatch. “Over the rail and on the deck, 1, 2, 3, down the hatch.” Footloose. No, this doesn’t refer to the 1980’s dance movie. The bottom portion of a sail is called the foot. If it is not secured, it is footloose and dances randomly in the wind. Head. On sailing ships, the toilet was typically placed at the head of the ship near the base of the bowsprit. Splashing water naturally cleaned the toilet area. Contrary to some beliefs, it was not placed on the poopdeck. Groggy. This term comes from grog, the name sailors in the British Royal Navy disdainfully used for their daily ration of a half-pint of rum and an equal amount of water. The unpopular order was issued by Vice Admiral Sir Edward Vernon, nicknamed “Old Grog” because of the impressive grogram cloak he wore on deck. Keel Hauling. A punishment on board ships said to have originated with

the Dutch, but adopted by other navies during the 15th and 16th centuries. A rope was rigged from yardarm to yardarm, passing under the bottom of the ship. The unfortunate delinquent was secured to it, sometimes with lead or iron weights attached to his legs. He was hoisted up to one yardarm and then dropped suddenly into the sea, hauled underneath the ship, and hoisted up to the opposite yardarm. The punishment was repeated after he had had time to recover his breath. Mayday. This is the distress call for voice radio when vessels and people are in serious trouble at sea. The term was made official by an international telecommunications conference in 1948. It is an anglicization of the French “m’aidez” (help me). Pipe Down. This term means to stop talking and be quiet. The Pipe Down was the last signal from the Bosun’s pipe each day, which meant “lights out” and “silence.” Poop Deck. The name originates from the French word for stern, la poupe, from Latin puppis. Thus the poop deck is technically called a stern deck, which in sailing ships was usually elevated as the roof of the stern or “after” cabin, also known as the “poop cabin.” In sailing ships, with the helmsman at the stern, an elevated position was ideal for both navigation and observation of the crew and sails. Pooped Out. This term described the condition of seamen caught on the poop or aft deck after a wave from heavy seas crashed down upon it. Port and Starboard. Port and starboard are shipboard terms for left and right, respectively. In Old England, the starboard was the steering paddle or rudder, and ships were always steered from the right side on the back of the vessel. Larboard referred to the left side, the side on which the ship was loaded. So how did larboard become port? Shouted over the noise of the wind and the waves, larboard and starboard sounded too much alike. The word port means the opening in the “left” side of the ship from which cargo was unloaded. Sailors eventually started using the term to refer to that side of the ship. Rummage Sale. This phrase stems from the French word arrimage, meaning “the loading of a cargo ship.” Damaged cargo was occasionally sold at special warehouse sales. Skyscraper. Traditionally, this term referred to the topsail of a ship and only more recently has come to mean a tall building. Slush Funds. This was once the personal fund of ship cooks. They were earned by skimming off the fat, or

See RULES, page B13


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www.the-triton.com FROM THE TECH FRONT: Rules of the Road

Rummage sale, skyscraper, slush fund originally nautical RULES, from page B12 slush, from cooking and selling it when the ship came into port. Scuttlebutt. A butt was a wooden cask, which held water or other liquids. To scuttle is to drill a hole, as for tapping a cask. The cask of drinking water on ships was called a scuttlebutt and since sailors exchanged gossip when they gathered at the scuttlebutt for a drink of water, scuttlebutt became slang for gossip or rumors. Son of a Gun. When the crew was restricted to the ship for an extended period, wives and women of easy virtue were allowed to live aboard. Infrequently, but not uncommonly, children were born aboard. A convenient place for this was between the guns on the gun deck. If the child’s father was unknown, they were entered into the ship’s log as “son of a gun.” Three Sheets to the Wind. This is a popular drinking expression. A sheet is a rope line, which controls the tension on the downwind side of a square sail. If, on a three-masted fully rigged ship, the sheets of the three lower course sails are loose, the sails will flap and flutter and are said to be “in the wind.” A ship in this condition would stagger and wander aimlessly downwind. When someone is “three sheets to the wind,” they are seen to act in a similar manner. Toe the Line. The space between each pair of deck planks in a wooden ship was filled with packing material called “oakum” and then sealed with a mixture of pitch and tar. The result, from afar, was a series of parallel lines a half-foot or so apart, running the length of the deck. Once a week, as a rule, usually on Sunday, a ship’s crew was ordered to fall in at quarters -that is, each group of men into which the crew was divided would line up in formation in a given area of the deck. To insure a neat alignment of each row, the sailors were directed to stand with their toes touching a particular seam. Another use for these seams was punitive. The youngsters in a ship, be they ship’s boys or midshipmen, might be required to stand with their toes just touching a designated seam for a length of time as punishment for some minor infraction of discipline, such as talking or fidgeting at the wrong time. A tough captain might require the miscreant to stand there, not talking to anyone, in fair weather or foul, for hours at a time. Hopefully, he would learn it was more pleasant to conduct himself in the required manner rather than suffer the punishment. To Know the Ropes. There were miles and miles of cordage in the rigging of a square-rigged ship. The only way of keeping track of and

knowing the function of all of these lines was to know where they were located. It took an experienced seaman to know the ropes. Under the Weather. If a crew member is standing watch on the weather side of the bow, he will be subject to the constant beating of the sea and the ocean spray. He will be under the weather. Unlucky Friday. It is believed that Friday is the worst possible day to start a journey on a boat and no enterprise can succeed that commences on that day. The most well known reason for the dislike of Friday is that it is believed that Jesus was crucified on a Friday. Therefore, this day must be observed and respected and will be unlucky for anyone who attempts to go about business as usual. Many sailors state that various ships lost at sea disembarked on a Friday. In contrast, Sunday is the best possible day to begin a voyage. It has led to the adage, “Sunday sail, never fail.” Women on Board are Bad Luck. It is probably best to start with the most popular superstition. Almost any professional mariner will tell you that having a woman on board the ship makes the seas angry and is an omen of bad luck for everyone aboard. It was traditionally believed that women were not as physically or emotionally capable as men. Therefore, they had no place at sea. It was also observed that when women were aboard, men were prone to distraction or other vices that may take away from their duties. This, among other things, would anger the seas and doom the ship. Interestingly enough, there is a way to counter this effect. While having a woman on board would anger the sea, having a naked woman on board would calm the sea. Imagine that. This is why many vessels have a figure of a woman on the bow of the ship, this figure almost always being bare-breasted. It was believed that a woman’s bare breasts would “shame” the stormy seas into calm. Alas, the ancient power of female nudity. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB), an organization that provides flag-state inspection services to yachts on behalf of several administrations. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1 954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at editorial@the-triton.com.

July 2014 B13


B14 July 2014

CALENDAR OF EVENTS

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The Triton

Summer brings submarine races, regattas, boat shows July 6 Pacific Cup. Billed as the “fun

race to Hawaii,” this race course runs from San Francisco to Hawaii. www.pacificcup.org

July 7-11 2nd biennial European

International Submarine Race (eISR), Gosport, England. Unique sporting and engineering challenge for teams of university students who race their human-powered submarines in a slalom course. www.subrace.eu

EVENTS OF THE MONTH July 2 Triton networking Ft. Lauderdale

The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) with Crew Unlimited, Ft. Lauderdale. Join us for casual networking, no RSVP required. www.the-triton.com

July 12 IYRS Summer Gala,

Newport, R.I. Annual event at IYRS, an experiential school with a core education model dedicated to teaching technical and craft-oriented career skills. iyrs.org

104 and 177nm race courses in Narragansett Bay with champagne finish in Newport Harbor at the Ida Lewis Yacht Club. www.ildistancerace. org

July 16-20 11th annual Cape Panwa

Aug. 15-17 Annual Lionfish Bash,

Hotel Phuket raceweek. Yacht racing off Phuket’s east coast. www. phuketraceweek.com

July 31 - Aug. 1 47th Sydney

Bahamas. Charity fishing events held at Bimini Sands Resort and Marina to eradicate invasive species. woodyfoundation.org

International Boat Show, Glebe island and Darling Harbour, Sydney, Australia. www.sydneyboatshow.com.au

Aug. 16-18 Dive Expo, Northriding,

Aug. 2-9 Cowes Week, Isle of Wight.

Aug. 21-24 Newport Bucket Regatta,

One of the UK’s longest running sporting events. Up to 40 daily races for up to 1,000 boats. www.aamcowesweek. co.uk

Aug. 6 The Triton’s monthly

networking event on the first Wednesday of every month from 6-8 p.m. Bring business cards for networking. Stay tuned for details and location at www.the-triton.com

Aug. 7-10 12th annual Shipyard Cup,

East Boothbay, Maine. An invitational regatta held in the “Corinthian tradition” open to sailing yachts of more than 70 feet. Typically the fleet ranges from 90 to more than 150 feet. www.shipyardcup.com

Aug. 12-15 12th annual Newport

Industry Rendezvous, Newport, RI. Events for megayacht brokers, staff and active captains. Includes open house, cocktail party, lunch, croquet, pub crawl, scavenger hunt by tender, clambake and more. www. industryrendezvous.com

Aug. 14-15 Newport Yacht

Rendezvous. Yacht hop at Newport Shipyard on Aug. 14, Dinner dance at Rosecliff Mansion on Aug. 15. www. newportyachtingcenter.com

Aug. 15 10th annual Ida Lewis

Distance Race Newport, R.I. Features

Johannesburg, South Africa. www. nationalboatshow.co.za

Newport, R.I. www.bucketregattas.com

Sept. 2-7 Hiswa In-Water Boat Show, NDSM-shipyard, Amsterdam. www. hiswatewater.nl

Sept. 9-12 SMM, Hamburg, Germany. Shipbuilding, machinery and marine technology international trade fair. smm-hamburg.de/en/home

Sept. 24-27 Monaco Yacht Show,

Monaco. Expanded show this year with docking for 110 yachts, 400 extra square meters for exhibitions and more than 100 events in Monte Carlo and onboard. www.monacoyachtshow.com

Sept. 29 - Oct. 2 International

BoatBuilders’ Exhibition and Conference (IBEX), Tampa, Fla. Seminars, workshops for boatbuilders, dealers, suppliers, buyers, designers, repairers, surveyors, and boatyard/ marine operator. www.ibexshow.com

MAKING PLANS Oct. 3 Ft. Lauderdale Yacht Symposium

Focus on employment, jobs and careers in yachting. www.yachtsymposium.com


The Triton

www.the-triton.com SPOTTED: Greece, Quebec, Texas

Triton Spotters

Yacht manager Darla Skaf took a busman’s holiday aboard a cruise ship in Italy and Greece in May, carrying her Triton to Positano and Mykonos. We can’t tell which is more lovely: that view or that smile.

Capt. Chris Day delivered an Oyster 66 from Newport to Chicago for the 106th Race to Mackinac Island in Michigan. Taking the long way around Nova Scotia and through the St. Lawrence Seaway, he brought his Triton to Quebec for this historical shot at Quebec City Marina.

Triton grandparents Jan and Steve Reed are touring the Southwest and took their Triton to the Lyndon B Johnson National Historical Park and his ranch near Stonewall, Texas. LBJ was the 36th president of the United States, taking over when President Kennedy was assassinated.

Where have you taken your Triton lately? Whether reading on your laptop, tablet, smart phone or in print, show us how you get your crew news. Send photos to editorial@the-triton.com.

July 2014 B15


C Section

CU at Triton networking Crew Unlimited is our host the first Wednesday in July.

July 2014

C2

See what you missed Photos from networking with Global Satellite. C3

Just because it’s a juice Fruits, vegetables are great, the problem is the additives. C5

Stews clean, dust, polish too much, and hurt fine art

TRITON SURVEY: Summer plans

GIVE ME YOUR HUDDLED MASSES ... : The northeast coast of the United States is the top cruising ground this summer, which the crew of M/Y Legend knows firsthand. The 14 crew from eight nations are making two trips up the Hudson River and other points in New York. PHOTO/CAPT. HERB MAGNEY

All aboard: Crew, yachts cruising this summer Smaller percentage in the yard, awaiting plans or job-hunting By Lucy Chabot Reed On a drive toward the beach on June 1, a glimpse of nearby marinas showed they were still full of large yachts. This was on June 1: the beginning of hurricane season, the beginning of yachty summer. What were all these yachts still doing here in Ft. Lauderdale? So we asked in our survey this month, What are you doing this summer? Almost 100 captains and crew took

Sensations for the summer Satisfying satay and some sparkling semifreddo. C6,7

our survey in early June, a smallerthan-normal turnout so perhaps plenty of crew were just too busy with last-minute departure details to get to it. (Hopefully, by now, they are off on summer adventures.) The good news is that, among those who took the survey, almost two-thirds expect to be out on the water with the owner and his/her guests, or charter clients, cruising and enjoying the summer. The remainder were sprinkled among some other options, including 11 percent who will summer in the shipyard, 10 percent awaiting the call to set off on adventure, and 7 percent looking for work. “Not sure yet; plan is like a fourletter word on our boat,” said the

captain of a strictly private yacht 100120 feet in yachting more than 15 years. About 9 percent opted for “other”, including an exciting turn as committee boat for the New York Yacht Club this summer and owner’s rep for the construction of a new vessel. A few aren’t going anywhere (we neglected to provide that as an option), but that was both bad and good. “We’re not going anywhere for first time ever,” said the captain of a strictly private yacht 100-120 feet in yachting more than 25 years. “We’re sitting at Bahia Mar for the season.” “Our owner is awesome,” said the captain of a strictly private yacht 100120 feet in yachting more than 15 years.

See SUMMER, page C8

Have you ever wondered where the term “stewardess” or “steward” comes from? In commercial maritime industries and in air travel, it is used to describe the department responsible for the comfort and safety of others. A large part of our duty requires that we take charge of keeping house. As yacht stews, Stew Cues one function Alene Keenan of running the household concerns the proper care and maintenance of the beautiful, expensive, museum-quality fine furnishings, paintings, sculptures, ceramics, and other wooden, metal or glass art. Most yachts have a trove of museum-quality art onboard that we are responsible for taking care of. If you have ever prepared for a cleaning project, chances are you were uncertain how to handle certain pieces. Sometimes we are working with a cup or vase or pitcher and we wonder, how should I hold this? Should I be wearing gloves? What tools are safe to use to clean this, and what products are gentle enough to use? According to many captains I’ve known, most of the damage that occurs on yachts is the result of mishandling of materials by interior staff. Our daily schedules will always include dusting, polishing and detailing fine art pieces. The problem is, we clean and dust and polish too often. We damage surfaces by using cleaning supplies or polishes that are too strong, and we unintentionally break fragile items as we are cleaning. One of the most common mistakes that results in breakage is improper handling of items. Mishandling can cause obvious examples of damage,

See STEW, page C12


C July 2014 TRITON NETWORKING: Crew Unlimited

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The Triton

Place yourself at Crew Unlimited for networking in July Matching crew with jobs is a vital part of the yachting industry. Come learn more at Triton networking with Crew Unlimited on the first Wednesday of the month, July 2, in Ft. Lauderdale. All crew and industry professionals are invited. Until then, learn more from Ami Ira, owner and manager of charter and business Ira development. Q. Tell us about Crew Unlimited. We are international crew placement with offices in Ft. Lauderdale and Antibes and more than 50,000 registered crew. In 2006, C U Yacht Charters was launched for charter marketing and brokerage services and since 2008 we have been host of the Fort Yachtie Da International Film Festival. Q. What is new with crew jobs? There are new specializations like electronics and technology positions and more demand for electrical technical officers (ETO). A new position is the deckineer (deck/ engineer). There are more stew-plus positions such as nurse, hairdresser,

beauty therapy, sports massage and personal trainer. And this has become a very certified industry, placement is more specialized and customized. Q. How has technology affected how crew find work? We were the first crew agency to create cell phone compatibility for the online job list. Crew can be notified via text if there are new positions available and reply instantly. Crew can do the research about jobs and the clients can do the same about the crew. People can Skype interview versus being face-toface to save money and time. Q. What’s ahead for placement? There are a lot of startup agencies. Many crew who get off yachts want to do crew placement out of their house. It is not an easy job, especially to do well, which means checking references and verifying licenses. Most of the Web-based startups will not make it because they can’t afford the level of service required. As the industry becomes more regulated, crew placement agencies are likely to assume more responsibility for employment legalities. They will be expected to have a contract with each yacht that assures the candidates that the yacht owner will provide insurance, vacation, pay, repatriation, and other

concerns that the MLC has recently placed on ship manning agencies. Q. What do you see for crew? I see longevity in the future. I think crew have realized it’s not always greener on the other side and they are starting to appreciate the job they have and how well they can do with it. Seriously committed crew will stay and the rest will leave. I see a lot of female deck crew and engineers in the future. Also, as the industry continues to attract younger and more people who want to be crew, competition for the entry level positions will become more fierce, and will result in the lower level jobs turning over. Captains know they can find a replacement and the newer crew haven’t learned the work ethic. Supply and demand should lower the entry level wage base. Likewise, as competition grows for these entry level jobs, crew will have to work harder to get their first break, by investing in their education like the GUEST program, STCW, Powerboat Level 1, SCUBA, bartending certificate, sommelier certificates, and any other marketable skills to put themselves in a better position. Q. What surprises you? The biggest mistake I see is when crew quit a good job without trying to fix the one they have by

communicating what is lacking to the captain or the owner. If you have outgrown the position you’re in, then you owe it to yourself to further your career. But if there’s a chance your own grass could be greener just by watering it (communicating) then try that before you jump ship into the stress trifecta of new job, new home, new family. Q. What would you like crew to better understand? Working on board yachts is a privilege. There is opportunity to see the world and correspond with the most successful business owners in the world. And there is no other industry in the world that pays as well or allows you to save as high a percentage of your salary. But it doesn’t last forever, and you can ruin it for yourself. One misstep can cause you to lose your job, your references and all future jobs. This industry is extremely tightknit and insular when it comes to your reputation, so you must guard it and protect it like your livelihood depends on it, because it most certainly does. Networking is July 2 at Crew Unlimited’s office at 1069 SE 17th St., Ft. Lauderdale, FL 33316. For details contact +1 954462-4624; e-mail info@crewunlimited. com or visit www.crewunlimited.com.


The Triton

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TRITON NETWORKING: Global Satellite

ore than 200 captains, crew and industry professionals gathered at Global Satellite for networking in Ft. Lauderdale on the first Wednesday in June. New connections and old friends enjoyed cool beverages, tasty treats and tours through the latest in satellite PHOTOS/DORIE COX technology.

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C July 2014 NUTRITION: Take It In

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Skip the added sugars, water for beneficial 100 percent juice The number of juice and juice-like and orange juice 8 teaspoons of sugar. beverages are multiplying on shelves Juice also has more calories. A as fast as the little furry tribbles that 12-ounce regular cola provides 145 took over the U.S.S. Enterprise. This calories, while apple juice, grape juice proliferation and orange juice have 165, 240 and 165 of fruit- and calories, respectively. vegetable-based Sugar-sweetened non-carbonated products, and ones juice “drinks” can be worse. Some of that make you these might have slightly less calories think they contain and sugar, however the sugar added is fresh produce, is in the form of HFCS. U.S. researchers both good and bad in 2012 showed that during a 26-week as far as health and trial, those who consume juice “drinks” nutrition goes. sweetened with HFCS had higher body Take It In The big benefit weight and levels of triglycerides. Carol Bareuther of 100 percent fruit The key here is to drink 100 percent juice is that it’s a juice and to do so in moderation, from great way to get needed nutrients in a one half to one cup (4 to 8 ounces) fast and convenient form. For example, daily. U.S. researchers who looked at the One of the best ways to manage diets of nearly 9,000 people found that moderation is to consume a those who drank seven ounces (nearly combination of 100 percent fruit and 1 cup) of 100 vegetable juices percent orange plus the whole juice daily were fresh produce more apt to meet itself. For daily nutrient example, it takes requirements 3 medium-sized for vitamin A, apples to make vitamin C, folate, 1 cup of apple magnesium and juice. If you’re potassium. looking for a What’s more, snack, go for the these OJ drinkers apples because were 21 percent the fiber that is less likely to be associated with obese and 36 the whole fruit percent less prone will keep you to metabolic filled up longer. syndrome, a If you’re eating group of risk It takes three medium-sized apples to a bagel for a factors that breakfast on make 1 cup of apple juice. increases the run, a small PHOTO/DEAN BARNES carton of 100 a person’s likelihood of percent apple heart disease, diabetes and other health or orange juice is a quick way to add a problems. fruit serving to the meal. (But a small Veggie juice is just as positively carton, not a big glass.) potent. A study published last year Smoothies are a great option, too. showed that when 106 overweight The benefits of a smoothie over juicing or obese medical students at Tehran fresh produce (unless your juicer University drank an average of 11 preserves most of the pulp and skin) ounces of 100 percent tomato juice is that it contains all the goodness in daily, they had a reduced risk of the whole fruit or vegetable rather than diseases such as heart disease and only the juice. diabetes. Finally, there’s another way to enjoy The key to these benefits is drinking 100 percent juice. That is, squeezed 100 percent juice, not a juice “drink” or mixed into water. Water is the best that has water and sugars (usually in beverage for hydration, especially in the form of high-fructose corn syrup the hot days of summer. A blend of half (HFCS)) added in place of part or all of juice and half water or even a squeeze the real juice. of fresh lemon, lime or orange in ice Of course, too much of a good water is a good way to enjoy a lowthing can be bad. For example, some calorie, low-sugar beverage that is truly people switch from sugar-sweetened all natural, healthful and tastes good, carbonated beverages to 100 percent too. juice thinking they will cut down on their sugar and calorie intake. Not so. Carol Bareuther is a registered dietitian A 12-ounce can of cola contains the and a regular contributor to The Triton. equivalent of 10 teaspoons of sugar. Comments on this column are welcome Apple juice also has 10, grape juice 15 at editorial@the-triton.com.


The Triton

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IN THE GALLEY: Culinary Waves

Crew an option as fill-in chefs; or find compatible, able temp Your chef just had an emergency As for expectations, get references back home and has to step off the yacht from other yachts, and food pictures. for a week or so. In the meantime, More importantly, if there’s time, have the yacht has a trip planned, maybe a them come in and do a trial day. This is charter or perhaps standard procedure for estate chefs so a trip with the boss why not for yacht chefs? and guests. What I’ve found that the budget issue do you do? can be significant. Can this fill-in chef The easiest keep to a budget? Do they know how and perhaps most to provision? Can they give the costs logical answer is of a recipe? It’s simple math, really, but to hire a freelance this will tell you if they know what they chef for the trip. spend. Not all chefs focus on saving the But don’t assume yacht and owners money, and there are Culinary Waves that’s the only those I like to call runaway chefs, those Mary Beth solution. I have who take the pocketbook and run. One Lawton Johnson seen several cases freelance chef ran a food bill up to five where other crew figures in less than a week. This chef members successfully pitch in to cook, didn’t like the pots and equipment giving the owner another glimpse into onboard so he went out and bought the value of his crew and giving the new ones for his temporary stint. talented crew member a break in his/ The captain can avoid runaway her regular duties. spending by giving the fill-in chef a Each scenario, each yacht, of course, menu and asking them to price it is different. Start by asking what the out, and by having them stick to the expectations are of the upcoming preference sheets. Have rules for the trip. Is it a highgalley. Go over end charter this with the fill-in that requires chef prior to any Perhaps the most Michelin service? spending. critical component for (If so, you’ll Finally, you a fill-in chef is their probably need a have to consider attitude. Yacht crew replacement chef how good the who can deliver to chef is, and I don’t are a tight-knit group those standards.) just mean his/her and a new person has But if it’s not, culinary skills. Is to fit into the current see if someone the chef concerned already onboard only with food or dynamic. can step in to help with the whole out. Some yachts picture to get the are casual and the owners don’t mind job done? Does the freelance chef have experiencing the cuisine of one of their the aptitude to go days on end and not crew. On many yachts, a crew member cause problems or take a break? If they already cooks once a week to give the have never done a freelance gig before, chef a break, so they are already aware is your yacht the one that they should what it takes to feed the yacht. cut their teeth on? Of course, some crew are better at There is a lot more involved in hiring this than others, so it’s a decision. I’m a freelance chef than getting a warm just saying to make sure you consider body in the galley, including uniforms existing crew in the mix of options. and personality conflicts or mood When a freelance chef is needed to issues that affect everyone. I am all fill in, there are things to consider other for hiring freelance chefs on certain than their skills as a chef. To make that occasions. But I am also for the crew trip go as smoothly as possible, a yacht stepping forward and doing the job if should consider: they can. 1. The ability of the freelance chef to Regardless of who you get, fit in with the existing crew understand that the job can be 2. The expectations of the owner or overwhelming for one person. That is guests why it is important to act and work as 3. The budget a team. If you notice the fill-in chef in 4. How good the fill-in chef is. need of help, give it to them. They are Perhaps the most critical component working for you as well as for the owner for a fill-in chef is their attitude. Yacht and guests. A great team gets the job crew are a tight-knit group and a done. new person has to fit into the current dynamic. Can the fill-in take direction Mary Beth Lawton Johnson is a certified and criticism from the crew? The crew executive pastry chef and Chef de are the fill-in chef ’s knowledge base. Cuisine and has worked on yachts for They can help someone stepping in for more than 20 years. Comments on this a brief time, but only if the temporary column are welcome at editorial@thechef lets them. triton.com.

July 2014 C


C July 2014 IN THE GALLEY: Crew Mess

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Indonesian Beef Satay In 1989, I shipped a 54-foot Bertram to Hong Kong then delivered the boat on her own bottom to Guam via the Philippines, Palau, Ngulu and Ulithi Atolls. While on Guam, I dated a flight attendant, which afforded me $50 buddy passes to the Far East. After three visits to Bali, I fell in love with the island. Indonesia is the most populous Muslim-majority nation in the world. But on Bali, Hinduism is the dominate religion. This makes the island culturally different with amazing temples, artistry, the mythical Barong, shadow puppetry and, of course, the gamelan music and dance. Not to mention the food. This is one of my favorites. The prep is all done the night before so come dinnertime, it’s easy fare.

Ingredients: Marinade ingredients: 1 1/2 pounds boneless sirloin, cut into 1-inch chunks 1 large clove garlic, minced 2 tbsp. soy sauce 1 tbsp. canola oil 1 tsp. cumin 1 tsp. coriander Basting Sauce: 3 tbsp. fresh lemon juice 2 tbsp. soy sauce 1/4 tsp. each coriander and cumin Combine and refrigerate overnight. Spicy Peanut Sauce: 2/3 cup creamy peanut butter 1 cup water 2 cloves garlic, minced 2 tbsp. brown sugar 1 1/2 tbsp. lemon juice 1 tbsp. soy sauce 1/2 tbsp. crushed red pepper In a wok or saucepan, combine first three ingredients and bring to a low boil over medium heat.

Add remaining ingredients and refrigerate overnight. The Preparation: Skewer 4-5 pieces of marinaded beef per stick. Cook on grill about 4 inches above coals turning frequently (about 10 minutes). A couple of minutes before meat is done, brush on basting sauce. While cooking, warm the peanut sauce in the microwave. Serve with ramekins of peanut sauce, shaved coconut and yellow rice. Menikmati. Capt. John Wampler has worked on yachts big and small for more than 25 years. He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break. Contact him through www.yachtaide. com. Comments on this column are welcome at editorial@the-triton.com..


The Triton

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IN THE GALLEY: Top Shelf

Semifreddo Trio: Strawberry, vanilla bean and salted pistachio Load up on the bug repellant, the 50+ sun block, polarized sunnies and your best frozen desserts recipes. Summer is here. Of course, working aboard yachts, it always seems to be summer as the majority of boats follow the tropical temperatures. However, this sensation of summer never gets old. Here’s a recipe designed for this time of year. Elegantly dressed up, it deserves the right to be eaten at the fanciest of tables. Found scooped into a plastic bowl and served pool side, it will be just as regal. The recipe requires a few hours to complete, but the majority of that is allotted for freezing, allowing you to concentrate on your other dishes. And it is very forgiving. This recipe serves 10-12, depending on portion size. Ingredients: 1 cup strawberries, leaned and chopped into half-inch cubes 1 vanilla bean, halved and seeds scraped out 1 cup roasted pistachios, shelled, salted 1 1/2 cups half-and-half 3 large eggs 1/2 cup white granulated sugar 5 tbsp. dark agave honey 2 1/2 cups heavy whipping cream 1 pinch Kosher salt Cleaned fruit and edible flowers for garnish Place 10 2 1/2-inch ring molds on a baking sheet and spray with Pam, evenly coating the insides of each. Wrap the bottom of each mold tightly with cling film (I use Press’n seal) to prevent any mixture leaking out. In a food processor, grind pistachios for 10 seconds or until finely chopped. Transfer to a small saucepan, add 1/2 cup half-and-half and bring to a boil. Once the mixture begins to boil, remove from heat and set aside for 15-20 minutes to cool and for flavors to infuse. In another saucepan on mediumhigh heat, bring the honey to a boil, then add the strawberries and 1/2 cup half-and-half and whisk. Continue to cook for 5 minutes on medium-low heat. Remove from heat, blend in a blender, strain and set aside to cool. In a third saucepan, bring the remaining half-and-half and vanilla bean to a boil. Remove pod and set aside to cool. In a large metal mixing bowl set over a pot of boiling water (also known as a double boiler; never allow the

bottom of the bowl to touch the steaming water) whisk together the eggs, sugar and salt. Continue to whisk until the mixture doubles and finally triples in volume. (A thermometer should read at least 170 degrees F.) Remove the bowl from the double boiler and continue to whisk for a few minutes. Divide the egg mixture amongst the three completely cooled half-andhalf mixtures and fold until just blended. In a separate mixing bowl, whip the heavy cream until soft peaks form and divide amongst the three halfand-half mixtures. Lightly fold in until the whipped cream is barely incorporated. Evenly distribute the vanilla mixture among the molds. Freeze for 30 minutes, or until firm to the touch. Refrigerate the other two flavored mixtures until needed. Next, layer on the pistachio mixture and freeze 30 minutes or until firm to the touch. Lastly, top with the strawberry mixture and freeze until it set. Cover. To serve, I discard the plastic from the bottom of all the molds and run a knife along the inside edge of the mold to allow for easy and clean removal of the semifreddo. Place the semifreddo into a shallowwalled dish and garnish with fresh fruit. Enjoy immediately. Mark Godbeer, a culinary-trained chef from South Africa, has been professionally cooking for more than 11 years, 9 of which have been on yachts (chefmarkgodbeer. com). Comments on this recipe are welcome at editorial@the-triton.com.

July 2014 C


C July 2014 TRITON SURVEY: Summer plans

Where will you go this summer?

Are any of these a new destination for you?

NY, New England, Maine 38%

Bahamas 19%

Florida 18%

www.the-triton.com

New for me 8%

MidAtlantic 16%

W. Med 14%

When was the last time the y to a new place?

Last year 16%

New for the boat 16% Other 16%

The Triton

Last se 49

No 61% E. Med 8%

Great Lakes 6%

New for me and boat 16%

It’s been a while 36%

New England, Bahamas, Florida, mid-Atlantic top destination list SUMMER, from page C1 “We are cruising with owner and guests but we have a slow summer every other year; this is our slow summer. Only one 10-day trip planned. The rest of the summer is for crew vacations, time off and maintenance.” Only one respondent it using the summer for time off. The engineer of a private/charter yacht 200-220 feet is on a three-month on/three-month off rotation, and summer is his time off. None of our respondents is using the summer to take classes. So for those yachts and crew who will be cruising, we wondered Where will you go? The New York-New England-Maine corridor was the top destination, with 38 percent of captains and crew hitting that region this summer. The next most popular summer

destination, by half, was the Bahamas, followed closely by Florida and the U.S. Mid-Atlantic Coast. About 16 percent chose “other” among their summer plans, and included Nova Scotia, the Tennessee River and that ubiquitous “unknown”. “Could be Florida-Bahamas, could be New England,” said the captain of a strictly private yacht 100-120 feet in yachting more than 15 years. That captain on a new build will be visiting suppliers around the world, and the engineer taking the summer off will be playing with his own boat in Florida and riding a tractor on his property in Georgia. About 14 percent are headed to the Western Med, and 8 percent are headed to the Eastern Med. Beyond the destinations, we were curious to learn, Are any of these places a new destination for you?

Most -- 61 percent -- are not. But 16 percent were new for both our respondent and the vessel. Another 16 percent were new destinations for the vessel, if not our respondent. And 8 percent were new for the crew but not the boat. So when was the last time you went to a new place? Despite the seemingly humdrum responses in the previous question, about half of our respondents said they went someplace new last season. Add in the past year, and nearly two-thirds have recently been someplace new. “New owners, so everything is a first for them,” said the captain of a strictly private yacht 80-100 feet in yachting more than 15 years. “Last season, we did the Chesapeake Bay up to New York, New York to the Cape and up through Maine.” “We just completed the Caribbean

and Bahamas for the first time on this hull,” said the engineer of a strictly private yacht 180-200 feet in yachting more than five years. “Went to Bulgaria, close to Varna,” said the captain of a strictly private yacht larger than 220 feet in yachting more than 15 years. “The authorities are still in the Soviet ages.” “This boat is constantly moving to new places,” said the chef/cook of a predominantly private yacht less than 80 feet and in yachting less than five years. “It’s a new boat and we went to Harbor Island this spring with the owner and guests,” said the captain of a strictly private yacht less than 80 feet in yachting more than 25 years. “He had never been there before, and we’re returning this summer.”

See SUMMER, page C9


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yacht went

eason 9%

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TRITON SURVEY: Summer plans

If making a passage, will the yacht go on its own bottom or by transport?

About how much of the summer will the owner be onboard? All of it 14%

Transport 12%

N/A 28%

Own bottom 61%

July 2014 C

How much of the summer will the yacht be in use?

Less than a week 12%

10 weeks 12%

Less than a month 30%

2 months 18%

All of it 27%

Less than a week 9% Less than a month 17%

10 weeks 11%

6 weeks 13%

6 weeks 11% 2 months 25%

Crew hope for new ports; most yachts travel on own bottom SUMMER, from page C8 “Last year, we went to Manhattan, then up the Hudson River to Albany, then the Erie Canal to the Oswego Canal exiting onto Lake Ontario,” said the captain of a strictly private yacht 120-140 feet in yachting more than 20 years. “From there Lake Erie, Lake Huron and on to Lake Michigan. Ultimate destination was Chicago. From there we worked our way back with stops in Grosse Pointe/Detroit, Rochester, Albany and then on down the Hudson to New York City.” “Traveled this winter for the first time to Turks and Caicos,” said the captain of a predominantly private yacht 140-160 feet in yachting more than 25 years. “The owners loved it there and will return.” Still, that leaves about 35 percent of our respondents who acknowledge that

it’s been a while since they’ve seen a new place. But they aren’t giving up. “Next year, maybe Alaska?” said the captain of a predominantly private yacht 100-120 feet in yachting more than 30 years. With all that traveling, we were curious If you make a passage, will the yacht go on its own bottom or on a transport ship? Most of our respondents (61 percent) are transporting their vessels on their own bottom, and it’s not really that surprising since most are likely in Ft. Lauderdale and heading to places around the U.S. or nearby Bahamas. About 12 percent are shipping on a transport ship and for the remaining 28 percent, it’s not applicable. We asked our respondents to elaborate a little by asking if they thought their choice was a good thing or a bad thing, and without exception,

they said their option was preferred, whether it be on their own bottom or by transport ship. “It’s good to use the systems,” said the captain of a strictly private yacht 140-160 feet moving on its own bottom. “It’s good for the boat’s machinery,” said the engineer of a strictly private yacht 180-200 feet who will move the yacht on its own bottom. “It is a fine thing,” said the captain of a predominantly private yacht 160-180 feet that repositioned this year on its own bottom. “An 1,100-mile, non-stop ocean passage from Port Everglades to New York Harbor with a 16-hour, 35knot near gale and a 24-hour, 45-knot gale en route. It slowed things down a bit but we dealt with it by slowing down and changing course for best ride.” “Good thing, stopping a lot to check out the small towns,” said the first officer of a predominantly private yacht

100-120 feet, also moving on its own bottom. “Good thing because it saves wear and tear, lessens engine hours, and allows more time for owner or guest usage,” said the captain of a predominantly private yacht 120-140 feet moving on a transport ship. “Good, because it was time off for me,” said the captain of a strictly private yacht 120-140 feet shipped by transport. “But bad because [the transporter] was not organized to deal with 40m yachts.” Another telling detail of a yachting summer is to know About how much of the summer will the owner be onboard? We tried to separate out those who will be in maintenance, but the stats didn’t fall out easily, so we’re not sure

See SUMMER, page C10


C10 July 2014 TRITON SURVEY: Summer plans

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Crew wish for bigger and newer boat, time off, dream locales SUMMER from page C9 if this question and answer is truly representative of the active summer revealed in our first question. About 42 percent said the owner would be aboard a month or less, with a similar-sized group saying the owner would be aboard somewhere between six and 10 weeks. Just 14 percent said the owner would be aboard all summer.

Are this year’s summer plans different from last year? Yes, but bad 9% No 38%

Yes, but good 53%

But more than owners use yachts, so we asked How much of the summer do you expect the yacht to be in use (including owner use as well as charter or guest use)? Here, the numbers showed more activity, with about 26 percent saying a month or less, almost half somewhere between six and 10 weeks, and about twice as many saying the yacht would be busy all summer (27 percent). With all the boats being sold recently, we were curious to know from that 11 percent of respondents who are getting work done this summer, What sort of work are you getting done? Half said it was regular maintenance,

and 30 percent more were managing a refit on an existing vessel. Just 10 percent were getting painted and 10 percent were making repairs. None of our respondents noted they were doing a refit on the boss’s new vessel. So much for sales, at least among our respondents. And we also wanted to know Where are you getting this work done? Not surprisingly, nearly all our respondents were in the United States, with 44 percent in a shipyard, 22 percent in a marina and 11 percent at a private dock. The fifth at “other” were in the Caribbean. We know, certainly, that there are many yachts in shipyards and marinas in the Med and elsewhere, but those captains and crew didn’t take our survey. (All captains and crew are welcome to take our surveys. To receive a monthly link to the current survey, email me at lucy@the-triton.com.) Among the 8 percent of our respondents who are not working but instead doing something more personal this summer (taking time off or looking for work), we asked Was this summer’s personal time your choice? They all said no, that they would much rather be working on a yacht. And finally, statistically, we asked Are this year’s summer plans different from last year? More than half (53 percent) said that yes, plans this summer were different, but in a good way. Most of the rest said this summer will look a lot like last year. And about 9 percent said this year is different, but in a bad way. We crunched the data a little bit more to see who those “bad way” folks were, and discovered that they aren’t doing much, which might lend itself to

the negative impression of the summer. Three quarters of these respondents were getting work done or just sitting, or they were looking for work. Most of our respondents were captains, so that was true here as well, and they varied on vessel size but tended to be on larger yachts -- a quarter were on vessels 140-160 feet and another quarter were on vessels 200-220 feet. Many respondents will summer in U.S. Atlantic (That’s contrary to our coast towns like Nantucket. TRITON FILE PHOTO respondents as a whole where 77 percent are on “That the yacht runs well and the vessels smaller than 140 feet.) crew all get along,” said the captain of We ended the survey with the opena strictly private yacht 120-140 feet in ended query If you had one yachting- yachting more than 10 years. “The rest related wish for this summer, what is easy.” would it be? “That everyone finish the season The answers delighted and safely, without any injuries or damages,” saddened, but they didn’t disappoint. said the captain of a predominantly “Good weather” was the top wish, private yacht 120-140 feet in yachting double of any other single wish. more than 10 years. The next most popular wish was for “For a bigger boat, with new some time off, or some personal time destinations to cruise to,” said the to visit with family, even if they came to captain of a strictly private yacht less the boat. than 80 feet in yachting more than 10 About as many wished to visit their years. “To get the kids off of the boat dream location, noting such wishes as and off their Xbox.” “return to Croatia”, “visit the Bahamas” A handful of respondents wished for or even to stay home. full-time jobs, and just as many wished “To do exactly what I am,” said the the yacht was busier with both owner captain of a strictly private yacht 100and charter use. 120 feet. “After being in the industry for “For the owners to enjoy their boat,” 26 years, it is such a welcome change said the captain of a predominantly to just sit in Ft. Lauderdale and not do private yacht 140-160 feet in yachting anything.” more than 25 years. “Remember their The next two most-common wishes enjoyment is our primary job.” were tied: for the owner to buy a bigger “That the owner would invite lots of and newer boat, and for a stress-free, guests all the time so I could showcase problem-free summer. my totally amazing food,” said the chef of a strictly private yacht 120-140 feet in yachting more than 10 years. And naturally, there were some who felt the exact opposite; one man’s pleasure is another man’s pain. “Less owner use; more down time,” said the captain of a predominantly private yacht 120-140 feet in yachting more than 10 years. Those that made us chuckle included “a cool and windy summer”, the “Dallas cheerleaders” and “to retire”, not to mention “to get my own boat,” which of course conjures up images of the next boating-related wish – for the day when it sells. Lucy Chabot Reed is editor of The Triton. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, e-mail lucy@the-triton. com to be added.


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HEALTH: The Yachtie Glow

July 2014 C11

Breakfast, snacks key to your Mediterranean summer body It’s that time of year again, yachties. Time to cross the big blue Atlantic toward a warm and most likely busy summer in the Med. Ocean crossings are the best time to work on improving your health and fitness because you can limit your distractions. Here is a shopping list The Yachtie Glow to provision for Angela Orecchio the crossing as well as a 21-day sample menu that makes a difference. This meal shopping list will ensure that you do not run out of the two main meals you are in control of on board: breakfast and snacks. These will keep you away from the cakes and cookies when the days start to feel long and you become restless at sea. The list is caffeine-, dairy-, meat- and gluten-free. And remember, organic is best. The 21-day sample recipes for breakfast and snacks are meant to be simple, as you may not have much space on board to keep a variety of ingredients. The best way to solve this problem is to have a few key meals you love and alternate between them. Shopping list 1 jar almond butter 50-100 bananas 1 bag carob powder 1 bag chia seeds 1 bag coconut sugar (if desired) 1-2 bags corn or rice cakes 5-10 bags frozen fruit Green or herbal tea (not coffee) 8 bottles coconut water 1 bag hemp hearts 1-2 containers hummus 1 bag Just Barley 1-2 boxes Lara Bars or Pure Bars 1-2 boxes Mary’s Gone Crackers 50 Medjool Dates 1-2 boxes organic cereal 1 bottle orange oil 2-3 cartons organic Eden soy milk 1 container organic oats 1-2 small bags raw nut mix 1 bottle peppermint oil 1 bag vanilla powder Other items include: Tupperware with lid to fit in your drawer; measuring spoons (at least 1 tablespoon and 1 teaspoon); and a blender (if you have to buy your own, purchase a Nutribullet because they are small, high speed and come with a cup and lid).

Meal Plan

Breakfast Breakfast consists of an assortment of smoothies, or oatmeal or cereal with almond or soy milk and fruit, varied over the 21 days. Smoothie suggestions include a chocolate smoothie (3-5 bananas,

water, 1 tsp.-1 tbsp. carob powder, 1/2 tsp. vanilla, 2 tbsp. chia, 2 tbsp. hemp), a banana smoothie (3-5 bananas, water, 2 tbsp. chia, 2 tbsp. hemp, 1 tbsp. Just Barley), a berry smoothie (3-5 bananas, water, mixed berries), a peppermint crisp smoothie (3-5 bananas, 3-5 dates, 1 drop peppermint oil, 1 tsp. carob powder), a caramel smoothie (10 dates, 1 bottle coconut water, 2 tbsp. chia, 2 tbsp. hemp, 1 tsp.-1 tbsp. carob powder, 1 tsp. vanilla), a green monkey smoothie (3-5 bananas, water, 2 tbsp. chia, 2 tbsp. hemp, 1 tbsp. Just Barley), and a butterscotch smoothie (10 dates,

1 bottle coconut water, 2 tbsp. chia, 2 tbsp. hemp, 1 tsp.-1 tbsp. carob, 1 tsp. vanilla). For a detailed 21-day meal plan, visit www.angelaorecchio.com and search for “ocean-crossing meal plan”. Snacks Hummus & Mary’s Gone Crackers Lara Bars or Pure Bars Dates or bananas Corn or rice cakes with almond butter, or raw nut mix Coconut water For lunch and dinner, make the best choice possible from the selection

given to you. Choose low fat, highcarbohydrate whole foods such as potatoes, rice, quinoa and other whole grains, and as many veggies as you would like. Choose legumes such as peas, beans and lentils. Instead of high-fat dressings full of unrecognized ingredients, choose fresh lemon or lime juice. Angela Orecchio is a chief stew and certified health coach. Her blog, The Yachtie Glow (www.angelaorecchio. com), offers tips for crew on how to be healthy, fit and happy on board.


C12 July 2014 INTERIOR: Stew Cues

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Improper chemicals and handling can shatter, crack, dent art STEW, from page C1 such as shattered glass in a frame, broken ceramics, or dents and scratches in metal objects. Paintings may crack as a result of careless bumping and jarring during movement. We should handle objects only when necessary, and know the condition of each piece before moving it. Don’t rush, and don’t take unnecessary risks. Move only one object at a time. Treat each object as if it is irreplaceable. Here are other tips to avoid damage: l Do not lift objects by handles or rims, which are often structurally weak. l Do not lift or move furniture pieces alone if you cannot properly support them. Lift chairs by the bottom edges of the seat, not by the back. Do not drag chairs across the room. Ask for help when you need it. l Small and fragile objects should be given additional support and cushioning. Items can be carried together if they are separated and supported by padding. l Wear clean, appropriate gloves. Metals can corrode after being handled without gloves. l Keep hands clean, even when wearing gloves. Do not touch your face or hair or otherwise soil the gloves. l Wear white cotton gloves when

handling most objects. Wear plastic gloves (latex or nitrile gloves) when handling slick objects such as ceramics or glass; objects with oily or tacky surfaces that can attract cotton fibers; fragile paper or other organic materials that may catch on cotton fibers; and some natural history specimens. l Never smoke, eat or drink while handling objects. l Avoid wearing anything that might damage objects by scratching or snagging the surface (for example, rings and other jewelry, watches, belt buckles, etc. Many of the products we use to clean with are too harsh and may be unnecessary. A clean, soft brush, such as a makeup brush is all that is needed to gently remove dust particles. Plain water is often the safest thing to clean with, if washing is needed at all. A mild soap-and-water solution may be harmless if the article is in perfect condition but if there are any cracks in the glaze, it could penetrate the surface and cause damage. Wipe gently with a damp cloth if needed, and dry with a clean, soft, lint-free cloth. Consult a conservator if a piece is very soiled. Do not submerge pieces in water. As for metals, in normal home situations, we would not clean and polish them so frequently. Some

metal art pieces are never meant to be polished at all. Each time we polish, we remove some of the metal. However, the silver flatware used for setting the table will have to be polished regularly, and you will have to make a decision about what product to use. Most experts recommend avoiding fast acting “instant dips” on silver. These work so fast because they add more acids and abrasives into the mix, which strip more of the valuable metal off of your silver pieces each time you polish. And while it’s possible to replate silver that’s been reduced down to its base metal, it is expensive. Instant-dip cleaners also create another problem: if not removed properly, the products can leave a milky finish on your silver that is difficult to remove. Use gentler polishes made by reputable companies. These polishes require more time and work, but a slow polish is safer. Brass is also meant for polishing, however, check to see if it has been lacquered. Lacquer is often added to more modern brass to provide protection from the elements and prevent tarnishing. Sometimes the lacquer will be rubbed off and the brass is exposed to oxidation and will require regular polishing. Bronze is usually meant to be

washed, but not polished. A finish is typically put on bronzes by an artist or at a foundry to give the metal a darker patina or to shade the metal to accentuate its three-dimensionality. Sometimes bronze is even coated with gold. That’s why it’s best to avoid polishing bronzes. In both cases, you’re removing a layer of the piece that the artist intended to be there. Such damage diminishes both the integrity of the piece and its value. Simply washing the piece is recommended because bronzes don’t corrode in water. As the person in charge of running the household and being responsible for the maintenance and protection of everything on board, it is our duty to master proper preservation techniques for a variety of different materials. The big lesson is: When in doubt about how to clean or polish valuable pieces, get advice from a reputable specialist. Alene Keenan has been a megayacht stew for more than 20 years. She teaches at MPT in Ft. Lauderdale and offers training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Download her book, The Yacht Service Bible, on her site or amazon.com. Comments on this column are welcome at editorial@thetriton.com.


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BUSINESS CARD ADVERTISERS

July 2014 C13


C14 July 2014 BUSINESS CARD ADVERTISERS

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BUSINESS CARD ADVERTISERS

July 2014 C15

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Triton July 2014 Vol. 11, No. 4  

A monthly publication with nautical news for captains and crew on megayachts.

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