Triton March 2015 Vol.11 No 12

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March 2015 Join Triton networking on March 4 and 18 in Ft. Lauderdale.

See A16,17.

C2 Living the dream Yacht owner tantalized as a child at a boat show.

A3

Catch up with crew Updates and obituaries start the new year.

A4,5

U.S. changes affect globe Underwriters adjust insurance under Obamacare.

A18

Rules or not, ticket matters when it’s time for job search

MIAMI NICE

USHERED IN: Crew onboard M/Y Usher, a 154-foot Delta, offer a warm welcome yesterday at the 27th annual Yacht & Brokerage Show in Miami Beach. See more photos and news on A4,10 and 11.

PHOTO/ TOM SERIO

The switch is on to digital publications

By Dorie Cox Walking around the bridge of a new, 145-foot superyacht, the build captain can’t help but smile at how modern it is. Sure, it has five touchscreens on the glass bridge and myriad other technological advances. But the one that gets him most excited is the lack of paper and books.

“We have no chart table and minimal book shelves,” this captain said, asking that neither he nor the unlaunched yacht be named. “We will try to run with as little paper goods as possible.”

And that’s finally OK. In the past year, more and more flag states have agreed to accept digital versions of the several dozen publications yachts must carry onboard and still remain compliant.

Beginning last spring, these required navigational publications began to be available in digital formats – known as electronic Nautical Publications (e-NP) – including sailing directions,

Are yacht crew next?

Trend sees commercial seafarers treated as criminals. B2

coast pilots, GMDSS, SOLAS, MARPOL, STCW, IAMSAR, and more.

There are two main providers of e-NPs, IMO Bookshelf and UKHO Admiralty, each with its own advantages, and both compliant.

As a yacht’s publications begin to expire, more captains are looking to transition to digital.

Capt. Jeff Ridgway is switching the 153-foot M/Y Ingot to digital and has noticed hours of crew time is being saved. Not only do these products replace hundreds of pounds of books, electronic updates also eliminate having a crew member manually correct the weekly Notices to Mariners.

“As far as publications go, they were always a big job,” Capt. Ridgway said.

“Cutting and pasting the updates, even when it went to loose-leaf notebooks, was a lot of work. Once our current publications fully expire, we will get rid of the books.”

Subscription-based digital publications offer several benefits.

For one, they may make for safer

navigating.

“It is possible that updates are not done as frequently as they should be, given a crew’s busy schedule,” said Justin Mann, president of superyacht bridge services at Bluewater Books and Charts in Ft. Lauderdale. “Now they don’t need to do corrections and there are no manual updates anymore.”

Other benefits include cost. Paper supplements and amendments no longer need to be mailed to a yacht.

And crew can simply print a weekly certificate of compliance to satisfy flag or port authorities.

With electronic systems, however, there is the possibility of failure in software, hardware or power. With that in mind, flag states require at least one backup on a separate computer on separate power. M/Y Ingot keeps its publications on a laptop and on the ship’s server, Capt. Ridgway said.

“The requirement is to have two ways to access it, and we have UPS

See DIGITAL, page A15

Mention licensing and there’s no shortage of venting that yacht captains want to do. Those under the USCG scheme complain about the MCA; those under the MCA scheme complain about the USCG. Insurance companies are a favorite scapegoat of both sides, and not From the Bridge even owners escape Lucy Chabot Reed the wrath.

But there has been some objection in recent years from yacht captains who have spent a career working up the licensing ladder only to be stopped at the top. It seems the tonnage on their ticket isn’t enough to qualify them to operate vessels of that tonnage. Nor should it, perhaps.

There is no shortage of captains – and owners and brokers and insurance people – who will say experience is infinitely more important.

See BRIDGE, page A10

TRITON SURVEY

Do you prefer a yacht program with a budget or one without?

Budget 36% No budget 64%

– Story, C1

A March 2015

WHAT’S INSIDE

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These three are nuts

See where these crew have been, page B1.

PHOTO PROVIDED

Advertiser directory C15 Boats / Brokers B9,11 Business Cards C13-15 Calendar of events B14 Captain’s Lunch A1 Columns: Crew Coach A12 Crew Mess C7 Crew Eye A19 Culinary Waves C5 Engineer’s Angle B2 Leadership A13 Motoring B3 Nutrition C4 Onboard Emergencies B4 Owner’s View A3 Rules of the Road B1

Stew Cues C1 Top Shelf C6 Training B6 Yacht Life B7 Crew News A4,5,10-11 Cruising Grounds B1 Fuel prices B5 Marinas / Shipyards B8 Networking QA A16,17 Networking photos C2,3 News A1,6 Obituaries A5,6 Technology Briefs B5 Triton Spotter B15 Triton Survey C1 Write to Be Heard A18-19

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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OWNER’S VIEW: Boat shows

Captains, boat shows are the perfect mix to feed the dream The Miami boat show was an interesting experience, as always.

Boat shows are not just about selling boats today or next month, but serve a valuable role in setting the hook for sales over many years to come. Boat shows are a place where people can aspire to bigger and better boats.

I vividly remember as a kid Owner’s View of about 8 years Peter Herm old, lusting after a 13-foot Boston Whaler at the New York Boat Show.

Years later, I still dream about the next, bigger boat. Part of my dream was started by a nice salesman at that show decades ago who let me sit behind the wheel of that boat and dream.

Today, I own multiple Boston Whalers; I even have a 13-foot Whaler chandelier in my conference room. (No, I am not in the boat business.)

Boat builders would be wise to invest in dreams, especially at boat shows.

Some do, some do not. I don’t envy the women at the counters of the yacht builder stands who have to separate out my kind of riff-raff (actual boat buyers) from the general riff raff (non-buyers).

Some builders and brokers seem to put you through an endurance test before letting you set foot on one of their boats: name, social security number, date of birth, shoe size, wait over here, come back tomorrow, etc.

I understand contact management, but few of these companies ever follow up anyway, so I am not sure why the info is so important. I just wanted to walk through the boat, not test drive it to the Bahamas.

Here is an actual exchange I had at the Yacht & Brokerage Show last month: Woman at XYZ Yachtbuilder stand: Her: “Only real buyers are allowed to go on our boats.”

Me: “I have a 40m boat now; am I qualified to look at your 30m boat?”

Her: “I don’t think so, unless you are a buyer.”

Me: “How do I know if I am a buyer if you won’t let me look at the boat?”

Let’s just say I will not be dreaming about buying one of her company’s boats.

What does this have to do with captains and crew? A lot, actually, as captains and crew can make or break the boat show experience for people like me, just as they can make or break the ownership experience.

I have been told by more than one broker that captains are their most important source of new listings of yachts for sale. Captains are responsible

for nurturing the dreams of owners as they climb up the boat-ownership ladder. A broker at Westport made the most impressive statement of the weekend when he said that more than 70 percent of their new boats are sold to current Westport owners climbing the ladder. From 85 to 164 feet, they have a path for owners to aspire to.

I believe that the captain and/or experienced crew are often the best people to “show” a boat. Certainly, many of the great yacht brokers are former captains themselves, but no one knows a boat like the current captain. He/she is best suited to share the details of a boat with a prospective buyer. Certainly the broker should be present, but the captain should “drive” the showing in most cases.

Captains also have a strong influence on a boat buyer’s choice of new or next boats. I can think of one nice 150-foot boat that went unsold for several years, reportedly due to the lack of a captain’s stateroom on the wheelhouse level. Important to the owner? You might think not, but when it is time for resale, captains matter.

I looked at one boat in Miami with a full-beam captain’s cabin. My hunch is it will sell faster than the sister ship with twin beds in the captain’s quarters.

A quick tale of two showings, both larger than 40m. (I am still dreaming of that next, bigger boat.)

Good: The captain introduced himself on the aft deck and the stew offered my broker and me a cocktail or water. The captain then gave us a great tour. Just the right amount of details and he, of course, knew the answer to every question. He handed the broker his card at the end of the tour and suggested that the broker call him personally if there were any follow-on questions. There was even a chair to sit in while removing and replacing our shoes.

Not good: The captain, sitting on the aft deck, said “Feel free to show yourself around.” He was still sitting on the aft deck when we left.

Boat shows are where dreams are not only fulfilled, but the seeds are planted for the future. It will pay off for everyone involved to make the most of them. My feet still hurt, but I wouldn’t miss a boat show for the world. Next stop: Palm Beach.

High tide only, bow west!

Peter Herm is the pen name for a real yacht owner who is an entrepreneur based on the East Coast of the U.S. It comes from Pieter Harmensz, original owner of the oldest known stock certificate in 1606, issued for a Dutch company with the largest shipping fleet in the world. Comments are welcome at editorial@the-triton.com.

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A March 2015

CREW NEWS

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Where are they now? Captains, crew come together at show

By Lucy Chabot Reed Careers in yachting take a winding trip through yachts, owners, and destinations. It’s easy to lose track of fellow yachties. We caught up with a few at the Miami show last month.

Capt. Rick Kemper, 42m Kingship M/Y Star

Capt. Kemper was with one owner for 18 years, on M/Y Mostro, and most recently, on M/Y Aurora A. After the owner died, Aurora was sold in 2009 to

Kemper

a man from China, and Kemper stayed with it. He spent the past five years in China and Asia.

M/Y Star launched in 2012 and he took it for “an endurance sea trial” around China, Thailand and Malaysia before returning to Hong Kong for a refit. He returned to Florida with the yacht in late January to make it available to the Western market.

Any advice about cruising in China? It’s very restrictive. There are a lot of great marinas, but foreign yachts cannot get into them without

paying a huge tax. And the waters are full of obstructions, fishing boats, nets, tandem trawling. They’re not lit and they’re not on the radio. I’ve ripped the stabilizers off twice.

How did you get started in yachting? I grew up in South Florida fishing and diving. When I was 17, I started working at marinas, rigging boats, working on outboards. I bought cheap boats and fixed them up. I knew Beverly Grant and started dayworking on her boat, M/Y Safe Conduct.

Capt. Charlie Johnson, United Yacht Transport Capt. Charlie Johnson stepped off the popular 157-foot Trinity charter yacht M/Y Cocktails after handing it over to Capt. David Sloate.

How did you Johnson end up here? I got a call to help them out with West Coast sales. It gave me an opportunity to go home to Seattle.

It’s fun to take a break and let the enthusiasm come back.

How did you get your start in yachting? I started in 1975 as a deckhand on a 96-foot classic motoryacht in Seattle. I wanted to travel around the world.

Chef Noel Nugent, 125-foot Cheoy Lee M/Y Namoh

What were you doing before? I was executive chef at the Bitter End Yacht Club for two years.

How did you get into yachting?

I met a lot of chefs coming in and out Nugent and they convinced me that I could make more money and have less stress in yachting. So I packed my bags and moved to Ft. Lauderdale. I felt like I needed a change.

How did you end up here? The day before I ran out of money and expected to pack up and head back, I got a call from Vareek [Capt. Vareek Breaden of M/Y Namoh]. He saw my CV and asked me to come over.

I joined them for the Christmas trip.

That was my probationary period. I guess I did OK because I’ve been here over a year now. It’s the best job I’ve ever had in my life.

Do you miss not having a staff?

I’ve had up to 80 members of staff and here it’s just me. I love it. I stand here 16 hours a day cooking and I absolutely love it.

The owners are some of the loveliest people I’ve ever met in my life.

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CREW NEWS

Four yacht crew, former crew die, one injured as 2015 began

By Lucy Chabot Reed and Dorie Cox Four people who worked on yachts died in late January in separate incidents, and one captain was seriously injured. Two were killed in a crash that hurt the captain, and two died of health conditions.

Two die, two hurt in Virgin Gorda

Two people who have worked as yacht crew died in a boating accident near Virgin Gorda in the pre-dawn hours of Jan. 24, and their captain was injured in the crash, according to news reports and captains familiar with the event.

Kari Way and Howard Anderson, who have worked on the 130-foot Westport M/Y Resolute and recently worked at the owner’s resort on Virgin Gorda, were killed Ms. Way when the resort ferry they were passengers in hit a large rock en route to Oil Nut Bay resort. A photo on the Virgin Islands News Online shows the hard-hulled boat fully out of the water, perched on the rock.

Capt. Steve Fossi, who ran Resolute and is in charge of marine operations at Oil Nut Bay Resort and YCCS Marina, was seriously injured in the accident but has since returned to the United States, according to captains familiar with the owner and news reports.

About 12 people were aboard to boat at about 4 a.m. when it crashed.

All were recovered except Ms. Way, who was found later that morning. Mr. Anderson died at the scene and two others – including Capt. Fossi – were taken to the hospital, according to a news story on VI News Online.

Former chef dies at home

Former yacht Chef Lacey Rico died suddenly at her home on Jan. 20 in Hillsboro Beach, Fla. She was 47 years old.

The official cause of her death is Ms. Rico pancreatic cancer, but Ms. Rico didn’t know she had cancer, said her brother, Kevin Rico, also a yacht chef. He said she attributed recent pain to the flu and her duties in the kitchen at The Hillsboro Club.

Ms. Rico began as a yacht chef in the 1990s and worked on many yachts

including the 114-foot Broward M/Y Summer Breeze, the 122-foot M/Y Bayou, and the 150-foot Trinity M/Y Utopia III. Ms. Rico was in yachting long enough to know a lot of people, said friend, Chef Neal Salisbury.

“She was sweet and we all knew her,” Salisbury said. “She was definitely a presence.”

“The brother sister aspect was nice, too,” he said. “It was great to see family in this industry because this job usually takes people away from family. Lacey and Kevin were even both in the World Yacht Chef Competition in 2003.”

She worked with Capt. Robert Cowart for nearly five years on the 105foot Hatteras M/Y Second Chance in the late 1990s.

“The owners knew her and requested me to see if she was available,” he said. “We were all fond of her. She had a nice heart and guests liked her cooking.”

With a crew of four, Ms. Rico did many jobs onboard, including working on deck and driving the tender.

“Lacey was very flexible,” Cowart said. “She had no preconceived idea of what her duties were as crew and she was a big part of the team.”

Ms. Rico grew up in St. Thomas, USVI and loved to scuba dive.

“I thought of her as the island type, she was always happy to get back to St. Thomas,” Cowart said. “Lacey was very personable, very sharp and could hold a good conversation.”

She retired from yachting, worked on dinner boats in Ft. Lauderdale and most recently worked at The Hillsboro Club. She is survived by her brother and father, David Rico.

Engineer dies in his sleep

The second engineer on a 180-foot (55m) charter yacht in St. Maarten died in his sleep Jan. 25 of a suspected heart attack. He was in his mid-30s.

Second Eng. Marin Bosotina was on watch Saturday, so no one bothered him Sunday morning, his captain said.

The chief engineer went to check on him Sunday evening and found him unresponsive.

“The crew is in great shock,” said the captain, who asked that neither he nor the yacht be named. “It’s a tight crew, very friendly. It’s something you don’t expect.”

Mr. Bosotina was from Croatia and joined the yacht in July from the commercial sector.

“You have to console everyone and tell them no one is responsible,” the captain said. “No one is to blame.”

Lucy Chabot Reed is editor of The Triton; Dorie Cox is associate editor.

Comments: editorial@the-triton.com.

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A March 2015

NEWS BRIEFS

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Builder ceases production; legendary builder Irwin dies Work stops at Christensen

Vancouver-based yacht builder Christensen Shipyards ceased production operations in early February after struggling with an ownership restructure and financial conditions, according to news reports in The Columbian newspaper.

The latest hurdle came in midFebruary when a supplier sued the yard over nearly $1 million in unpaid bills.

It was unclear what the status was of several yachts in the yard under construction. The newspaper quoted John Cochran, a Christensen project manager for M/Y Missing Link, saying work will continue on that vessel.

Power lines strike again

The 88-foot Sparkman & Stephens S/Y Sea Angel allegedly hit the power lines that stretch across the New River in downtown Ft. Lauderdale in late December. The captain was briefly hospitalized and the surrounding neighborhood lost power for about one minute, according to news reports.

Although local media said the 75foot mast hit the overhead lines, that was not confirmed. Triton research last spring discovered the lines are between 92 and 101 feet above the water. One source said the mast was much higher than reported.

Cargo ship aground off Galapagos

Ecuador officials declared a state of emergency for the Galapagos Marine Reserve and Galapagos National Park in early February after the cargo ship M/V Floreana ran aground off the

coast of San Cristobal on Jan. 28.

The Ecuador-flagged ship was transporting food, fuel and other products, most of which have been removed. Only the diesel fuel remained when the emergency was announced.

The reserve and park are UNESCO World Heritage sites.

The state of emergency will apply for 180 days and includes the park, reserve and the archipelago.

In a process that was expected to take much of the month of February, the ship was being refloated and will be towed out to sea and sunk, according to news reports. Its hull was destroyed when it ran aground.

The M/V Floreana is the third ship to run aground in the Galápagos in the past 12 months, the Galápagos Conservancy reported.

Builder Ted Irwin dies

Yacht designer and builder Ted Irwin died in early February of blood cancer.

He was 74.

Mr. Irwin began building boats as a child in the Tampa Bay area. He eventually designed a “moth”, with which he won the North American and the world championships in its class.

As a young man, he landed a job as a draftsman, illustrator and part-time builder with Charlie Morgan before stepping out on his own. He rented a small Quonset hut on St. Petersburg Beach where he built his first commercial sailboat. It took six months to build his first 31 footer, S/Y Voodoo,

See NEWS BRIEFS, page A7

ALL IN FUN: The 3d annual IYC Crew fun run raised $4,500 for the Red Cross in St. Maarten in January. Hosted by IYC’s crew division, the run attracted more than 200 crew throughout the day for the run, barbecue, pool party and a “green” costume party. The crew of M/Y C2 completed 292km, and M/Y Tango completing 146km. Rodrigo Enriquez of M/Y Cacique completed 40km, taking the title of Top Boy. Top Girl was Grace Murphy of MY C2 who completed 34km. Capt. Robert Scott of M/Y Mary A ran 30km to finish third. The crew of M/Y 4YOU won best PHOTOS BY GIEDRE LEMAITRE costume award.

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NEWS BRIEFS

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J Class yachts return to America’s Cup racing NEWS BRIEFS, from page A6 which launched his career by logging an impressive racing record.

Voodoo raced for two years in the Florida Ocean Racing Association, 1964 to 1966, and swept all honors. Mr. Irwin, sailing Voodoo, won 24 out of 28 races during that period. Some of his other famous racing yachts include: Black Magic, La Pantera, Razzle Dazzle and R2D2.

He started Irwin Yacht & Marine Corp. and in 1966, and built his last boat in 1990. At the time. Irwin had built more cruising sailboats over 50 feet than any other boat builder in the world with more than 6,000.

J Class returns to America’s Cup

The J Class Association and the America’s Cup Event Authority have agreed to stage a J Class regatta in Bermuda in June 2017 between the conclusion of the America’s Cup Challenger Playoffs and the America’s Cup Match.

“When racing for the America’s Cup in the 1930s, the J Class boats embodied grace and power with cutting-edge design and engineering,” said Russell Coutts, director of the America’s Cup Event Authority (ACEA).

“Having the J Class join us in Bermuda

will create a spectacular blend between the old and new.”

The J Class boats will be moored in the America’s Cup Village in Dockyard at Bermuda.

“The America’s Cup organizers have offered the J Class a unique opportunity to be part of the America’s Cup for the first time in 80 years,” said Louise Morton from the J Class Association.

“On behalf of the owners, captains and crew, we are delighted to be part of this spectacular event.”

The current J Class fleet comprises seven boats, including three original Js, two of which raced for the America’s Cup. The seven J Class boats currently sailing are: Endeavour, Hanuman, Lionheart, Rainbow, Ranger, Shamrock V, Velsheda. An eighth J Class yacht is expected to launch in May. In other America’s Cup news, NBC will air the America’s Cup races, including the World Series events (2015-16), and the qualifiers, playoffs and finals (2017). NBC televised the last America’s Cup, in which Oracle Team USA staged a comeback to retain the trophy for the United States. The onscreen graphics created for the event, AC LiveLine, won an Emmy Award.

The deal includes live coverage on NBC on both weekends of the finals, live coverage of the playoffs on NBC

and NBCSN (NBC Sports News), coverage of World Series events on NBCSN, and live-streaming of all telecasts on NBC Sports Live Extra.

Competition in the next America’s Cup begins with the first World Series event in Italy on June 6-7.

Calling all stews

Aqualuxe Outfitting of Ft. Lauderdale has opened registration for its Top Notch Tabletop Challenge at the Palm Beach International Boat Show in late March.

The interior supply company will judge table settings during the show, post them online for voting purposes, and announce a winner in early April. Last year’s winners received an assortment of cash and product prizes.

Visit www.topnotchtabletop.com and scroll down to register. See a few images (and steal some ideas) from interior settings on display at the Yacht & Brokerage Show in Miami Beach in February.

Plans for Thai canal reemerge

A 10-year-old plans for a major shipping canal across the south of Thailand have resurfaced in Thai media. The so-called Kra Canal would

See NEWS BRIEFS, page A8

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NEWS BRIEFS

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Monaco show changes site; Vanuatu now requires ANOA NEWS BRIEFS, from page A7 link the South China Sea and the Andaman Sea and could reduce the congestion anticipated to occur in the Malacca Strait over the next 10 years, according to a story in Maritime Executive magazine.

The $20 billion project would involve financing from China and create a 26m deep canal of less than 100km in length that would cut an estimated 48 hours off the current voyage time through the Malacca Strait.

The pre-feasibility study was expected to be unveiled at a seminar on

China’s Maritime Silk Road Initiative on Feb. 21. A full feasibility study would take about a year to complete.

Monaco show shifts

This year’s Monaco Yacht Show – the 25th edition in September – will have extra berths and a new home for one of its exhibit areas, the Darse Nord.

The changes stem from the Monaco government’s renovation of Port Hercules, including new underground car parks and the repositioning of the museum of the private collection of antique cars of HSH Prince Rainier

III. As a result, Darse Nord will move on Quai Antoine 1er in two airconditioned exhibition tents (A and B).

Beginning this year, the show will have three berths alongside the Quai

Rainier III to welcome yachts over 100m, bringing the number of yachts on display to 121.

Other changes include: the main entrance to Darse Sud will move to the end of Quai Antoine 1er (facing the former Yacht Club de Monaco); golf carts will transport guests from Darse Sud to the Quai Antoine 1er entrance; and shuttle boats – including a boat for 50 passengers – will transport visitors across the port, linking Quai Antoine 1er and the north side of the Port (Quai des États-Unis, Quai de l’Hirondelle and the new Yacht Club de Monaco).

New rules in Vanuatu

All yachts en route to Vanuatu must give at least 24 hours advance notice of arrival to customs.

The procedure, according to Vanuatu Yacht Services (www. vanuatuyachtservices.com), is to begin with an e-mail to customsborder@ vanuatu.go.vu with the name of the vessel, name if the master, the voyage, estimated date and time of arrival in Vanuatu, place where boat will land or berth, and name and contact details of person supplying this information.

Upon arrival, yachts must fly the yellow Quarantine flag and call Customs on VHF Ch. 16 in Port Vila and Lenakal only.

“It is an offense to come ashore in Vanuatu unless having undergone customs clearance procedures on arrival,” the company said in a statement.

Donation builds boat

The Sea Shepherd organization received a donation of 8.3 million euros ($9.35 million) in late January to build a custom vessel in its fight to stop illegal fishing in the Southern Ocean.

The vessel will be faster than any vessel in its current fleet. Dutch builder Damen will build the ship.

The donation came from the postcode lotteries in the Netherlands, Sweden and the United Kingdom. Sea Shepherd has received more than 15 million euros in donations from the postcode lottery since 2007.

Report: Wave height to increase

Climate changes this century are expected to alter the highest waves and strongest winds across U.S. and U.S.-affiliated Pacific Islands, according to a new report released by the U.S. Geological Survey.

Scientists from USGS and the University of California Santa Cruz ran four global climate models, using them to drive a global-wave model to look at the projected changes in wave heights, wave periods, and wave directions, and wind speed and wind direction on three Hawaiian Islands and 22 other

See NEWS BRIEFS, page A9

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NEWS BRIEFS

POWDER PLAY: Vilanova Grand Marina in Barcelona and BWA Yachting hosted a ski weekend for crew in Baqueira Beret in the Pyrenees.

More than 30 Med-based crew enjoyed skiing, dinners, dancing, and camaraderie. See more photos on the marina’s Facebook page.

PHOTO PROVIDED

Paralympics drop sailing; it’s not widely, regularly practiced NEWS BRIEFS, from page A8 locations on U.S.-affiliated islands in the Pacific Ocean.

Modeling results project that wind and wave patterns will change over the years throughout the century, and also over certain months and seasons within each year.

In general, extreme wave heights (the top 5 percent) are projected to increase from now until mid 21st century and then decrease toward the end of the 21st century. Peak wave periods (another measure of intensity) increase east of the International Date Line and are forecast to decrease west of the International Date Line. In equatorial Micronesia, extreme waves and winds are projected to undergo substantial (greater than 20 degrees) shifts in direction.

Sailing dropped from Tokyo Games

The International Paralympic Committee (IPC) announced last month that it planned to drop sailing as a sanctioned sport in the Tokyo 2020 Paralympic Games.

The games for handicapped athletes run Aug. 25-Sept. 6, 2020, and will feature 22 sports, though a maximum of 23 could be allowed. The other water sports included are canoe, rowing and swimming. Both one person multihull sailing and blind match racing sailing were excluded.

“To reach this decision, the IPC undertook the most extensive and rigorous review process ever of all the sports, which started in November 2013,” IPC President Sir Philip Craven said in a statement after the Jan. 31 decision. “All were assessed against the same criteria and our aim all along has been to ensure that the final Tokyo 2020

paralympic sports program is fresh and features the best para-sports possible.

“The board’s final decision was not an easy one and, after much debate, we decided not to include two sports – football 7-a-side and sailing – from the Tokyo 2020 program for the same reason: Both did not fulfil the IPC handbook’s minimum criteria for worldwide reach.”

The IPC Handbook states only team sports widely and regularly practiced in a minimum of 24 countries and three IPC regions will be considered for inclusion. For individual sports, they must be practiced in a minimum of 32 countries in three IPC regions.

A final decision on the medal events program will not be made until 2017.

More than 13,000 people have signed a petition to reinstate the sport.

At London 2012, the games involved a record 4,237 athletes from 164 countries who took part in 503 medal events in 20 sports. Sailing has appeared in the past five paralympic games.

The International Sailing Federation (ISAF) reported the news and said it was “extremely disappointed.” “Every effort will be made to reinstate sailing to the Paralympic Games,” according to a statement from the ISAF. Tom Hubbell, president of US Sailing, the national governing body for sailing, issued this statement: “Our sport attracts a diverse group of disabled athletes across the world, as demonstrated by the three fleets of sailors from 14 countries competing in Miami last week at ISAF Sailing World Cup Miami. US Sailing will join ISAF, IFDS and the national governing bodies of our fellow Paralympic sailing nations to lead an appeal of this decision in the fight for reinstatement of Paralympic sailing at the Tokyo 2020 Games.”

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A10 March 2015 BOAT SHOW: Yacht and Brokerage Show at Miami Beach

Sites to shift for next year’s Miami shows

By Lucy Chabot Reed Changes are afoot for both of next year’s Miami boat shows.

The Yacht & Brokerage Show, the inwater show on Collins Avenue owned by the Florida Yacht Brokers Association and Show Management, absorbed open slips and low crowds this year and it plans for bigger and better things to spill out onto the Island Gardens marina off the MacArthur Causeway (I-395). It was supposed to being expanding over there this year, but the new project wasn’t quite ready. Moran Yacht & Ship had one yacht there, the 152-foot Hakvoort M/Y Allegria.

When finished, the marina is expected to allow for 40 boats up to 400 feet in length and 25 feet of draft, which is more than twice the size of vessel that can maneuver to Collins Avenue.

Miami Beach agreed in mid-January to do a traffic study of the MacArthur Causeway to see if the marina project would impact that roadway too much, leaving open its legal options should the results be troublesome.

Several brokers agreed that the show needs to change.

“The boat show model needs to change,” said Bob Saxon, president of Ft. Lauderdalebased IYC. “The show needs to become part of a scene, an event that people want to be a part of, with the boats as a backdrop.”

The Miami International Boat Show & Strictly Sail, mostly trailerable boats and products at the convention center (MIBS), is forced to move out of the facility next year as renovations get under way. It plans to move to a renovated Miami Marine Stadium, the historic bandstand on the cutout on Virginia Key, a bit farther south of Miami off the Rickenbacker Causeway.

Lawsuits linger over the traffic and impact that redevelopment would have on the surrounding neighborhoods, so it’s not yet certain what next year’s MIBS will look like either. The stadium and its surrounding areas have been closed since Hurricane Andrew in 1992, but once hosted concerts, speedboat races and scores of boaters just enjoying the bay. In 2009, it was listed one of the 11 most endangered historic places in America.

The city voted against a multimilliondollar plan to build a flex park there, complete with dry storage and a marine exhibition center. Instead, it committed to a $16 million bond to upgrade the area east of the stadium with power, drainage, lighting and roadway improvements, which would be enough to host MIBS. So both of next year’s Miami boat shows will look different. Just how much, though, no one is quite sure.

Lucy Chabot Reed is editor of The Triton, lucy@the-triton.com.

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www.the-triton.com BOAT SHOW: Yacht and Brokerage Show at Miami Beach

March 2015 A11

A12 March 2015

YACHT CAREERS: Crew Coach

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Boat shows are an opportunity to expand horizons.

The Triton

PHOTO/TOM SERIO

Engage for big possiblities with new people, things at boat show I recently wrote a column about how boat shows can be a challenging, stressful or possibly boring time for captains and crew working them.

But they also are an opportunity for making new connections in the industry.

Yes, the days can be pretty busy, but there usually is some time to walk around a bit Crew Coach and check out the Rob Gannon show. What I want to suggest here is while moving about the show, stay open and curious, and be willing to engage with others. It can be an interesting and worthwhile experience.

When I was just starting out as a young captain, I went to all the shows in the northeast. The big shows in Stamford, New York and Annapolis were well represented by the sailing industry in those days and that’s what I wanted to be around. I got my first steady gig with a major sailing school after meeting one of their representatives at a N.Y. show.

You never knew who was going to be at these shows. I spoke with authors Tristan Jones and Don Street, whose books on their sailing adventures I had enjoyed. I met the most respected news anchor of all time, Walter Cronkite, who was also an avid sailor. Five years later, I was fortunate enough to sit down with him for an extended conversation in St. Thomas as we discussed me taking over for his recently departed captain.

I didn’t accept the offer, though.

When I informed the owner I was working for at the time of the interview, he doubled my salary. What a great feeling. In five short years, I went from hitting the boat shows to having two great owners both wanting me as their captain. This is what can happen when you put yourself out there and connect at boat shows.

I know the shows are a little different these days. The Florida shows certainly are focused on the motoryacht and megayacht industries, but the

opportunities to connect are still there. Even if you are content in your present position, meeting and talking to new people is always stimulating and interesting. A good conversation and exchanging contact information can pay dividends down the road. You never know.

It’s always better to be in the game than on the sidelines. If you are on the sidelines right now, either looking to get in or looking to get back in, go to a boat show and introduce yourself to everyone. Don’t be shy or intimidated.

These shows revolve around people meeting and talking and making connections.

Yes, most folks with booths working the show are there to sell their products or services, so take that opportunity to learn about the latest products and services. It can also stir up an opportunity in another field in the industry. You just never know.

These connections aren’t only about a new position or employment opportunity. You may want to talk to a health insurance agent, or a phone rep, or a banking professional to get info about your needs in those areas.

Of course, it’s always interesting to check out the latest navigation and communication technologies as well as ask questions about your current systems.

Then finally there is just plain old socializing. Shooting the breeze, catching up on the latest scuttlebutt and sharing a laugh can make a boat show fun. We should all remember not to take ourselves so seriously that we can’t relax around people and have a good time.

If you feel bored or in a funk at your next boat show, try showing some interest in someone else’s story. Get out of your own stuff for a while and ask questions and listen. It’s a good thing to do.

Enjoy the voyage.

Rob Gannon is a 25-year licensed captain and certified life and wellness coach. He offers free sample coaching sessions and can be reached at rob@ yachtcrewcoach.com. Comments are welcome at editorial@the-triton.com.

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LEADERSHIP: Taking the Helm

Face facts of fine line between friend and boss onboard boat I’ve been asked a number of times if a supervisor can really be friends with their co-workers while at the same time being the boss. Some say it’s not a good idea in general or that supervisors should keep work and personal life separate.

These are valid points since, first and foremost, a major concern can be Taking the Helm the perception of Paul Ferdais favoritism from the supervisor that may result in a possible breakdown of perceived authority.

Authentic leadership fundamentally rests on the relationships leaders have with their crew. If, in general, a leader is stand-offish and is seen as separate from the crew, they will have a more challenging time developing relationships with their people. The key point here is that a leader doesn’t have to become someone’s friend to have a good working relationship, but the lines can get blurred working on yachts.

The main issue compared to a lot of other work situations is that yacht crew spend a lot of time together in close quarters, sometimes with little chance of getting away. The job puts pressure on everyone as they try to find a work/ life balance. It’s this challenge that can put pressure on us about how to be friends with our crew mates.

Yes, supervisors and leaders can be friends with their co-workers, but there are a few things that need to be done up front to avoid issues later. In general, a supervisor needs to clearly lay out their expectations with their crew about how the work/friend relationship will develop. But it’s not easy to do, is it? Use these steps as a guide to help limit the discomfort you may feel in this type of situation.

1. Have a conversation. Make it a point to talk about the challenges you face being a supervisor and friend with each of your co-workers. If their friendship is undermining your work situation, for example, through public challenges to decisions being made, this needs to be discussed, too. If you don’t address any issues directly, they’ll probably get worse.

2. Acknowledge any discomfort and admit to uncertainty moving forward.

Start with the obvious. Say “I realize that since we’ve become friends our workplace relationship has changed.”

Or “Things have become a little awkward at work due to our personal friendship.” It doesn’t matter what your exact opening statement is; what’s important is that you get the dialogue going. Any dialogue in this situation

shouldn’t be accusatory, judgmental or delivered with a sense of superiority.

In your conversation, ask if they’ve noticed any awkwardness or discomfort. Say something like “Have you noticed a change?” or “I don’t know what this means for our friendship going forward.” Demonstrate that you’re open to talking about what’s happening between you and your coworker. This is a giant step toward creating a “new normal.”

3. Clarify the difference between obligations and feelings. It’s essential for you to reinforce that there is a difference between your work obligations and your personal feelings.

The key message: “There will be times when my work responsibilities will require me to make decisions that don’t necessarily reflect our personal relationship.” The message sets out clear expectations about what may happen in the future.

4. Ask for your co-worker’s support.

Close your conversation by asking for your crew member’s support. This includes asking them to be a partner in your decisions. Say something like “I’d like to know if I can count on your support putting decisions into action.”

When you involve them by asking for their support, you’re sending a powerful message by building trust and being upfront and honest.

5. Accept that others will perceive favoritism. Recognize it, but don’t ignore it. There are two strategies to pursue. First, involve the “favored” crew member in figuring out how to deal with the situation. Ask them for their input in your plan of action.

Second, open a dialogue with the individuals who feel that you show favoritism. While this won’t be an easy conversation, not addressing the issue will be even worse.

6. Go elsewhere to vent. You cannot use your friends who are co-workers as sounding boards for your troubles.

When you want to vent about a frustrating issue, seek out someone higher up in the organization who faces similar challenges.

Have the emotional courage to work through this process and you’ll be seen as a leader who isn’t afraid of difficult situations. Keep these six steps in mind and you’ll find that being a friend, coworker and leader isn’t as hard as you thought.

Paul Ferdais is founder and CEO of The Marine Leadership Group (www. marineleadershipgroup.com) delivering leadership training workshops and coaching. He holds a master’s degree in leadership and spent years working his way up from deckhand, to first officer on yachts. Comments are welcome at editorial@the-triton.com.

March 2015 A13

A14 March 2015 FROM THE BRIDGE FRONT: Licenses

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Attendees of The Triton’s March Bridge luncheon were, from left, Michael Murphy (freelance), Conor Craig (freelance), John Wampler (contract captain), Les Annan (engineer on M/V Jack Edwards), Steve King (freelance), Julie King (freelance), Dan Morrison (freelance), and John Tucker of M/Y Esterel.

PHOTO/LUCY REED

Insurance company often decides if captain moves up BRIDGE, from page A1 Yet yacht captains are still required to have the license. So what’s all the fuss? Why is so much time and money spent to get forever larger licenses if it’s the experience that really matters?

What comes into play as captains move up in their careers?

Our assembled captains were an interesting mix of USCG, MCA, USCG-turned-MCA, yachting and commercial. Only one had the highest MCA yachting ticket; no one had the unlimited USCG ticket (even after 40 years of running boats).

Despite the varied backgrounds, are captains always still working on that next license?

“Pretty much the whole time,” one captain said, with a laugh.

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 above.

“Your license is good for the tonnage; with a 3000-ton license, you can drive up to 3,000 tons,” a captain said. “The problem is the insurance company. You’re driving 120-foot boats and you want to drive a 240-footer, it’s too big a leap. You might have the license, but the insurance company will turn you down.”

“Insurance companies, when they hire, they want a resume as well as your license,” a captain said. “They are looking at both.”

“That only started 10 or 12 years ago,” said another. “They kind of got smart about that.”

And then at least three of the captains told stories of working on small boats (smaller than 80 feet) many years ago, and then suddenly being put in command of large boats (bigger than 150 feet), simply because they had the

paper ticket.

“I was terrified,” one captain said.

“The night before I was to move the boat, I stayed up, waiting for the wind to shift. As soon as the sun came up and the wind moved around, I yelled to cast off the lines.”

Sometimes, captains can make a big leap if the owners fights for it.

“It depends on the boss,” a captain said. “If he’s got enough muscle with the insurance company, he can flex that muscle and make it happen.”

Many of these captains remember the days when a captain didn’t need a license to drive a boat. At least in the United States, that’s still true with a strictly private vessel; there is no law that says the driver of a recreational boat needs a license. (It’s the insurance company that requires it.)

“Commercial vessels are one thing; private vessels are a whole different ballgame,” a captain said. “It used to be that you could run a yacht with no license. But those were small boats.

Now, these private yachts are huge, and they’re having accidents, so you have to be properly qualified.”

And rules or not, “If you don’t have a license, you can’t get a job,” another said. “If you are up for a job with five candidates, your license plays a huge part.”

Which is why yacht captains are forever getting larger and larger tickets when they can, even if they don’t intend on moving up. One captain said he fully expected the safe manning certificate that applies to commercial vessels to work its way into yachting, requiring certain operational positions to hold certain licenses. No one disputed that.

“The bigger question is, why don’t they do it like they do in aviation?” one captain said. “When you buy a jet, it’s

See BRIDGE, page A15

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www.the-triton.com FROM THE BRIDGE FRONT: Licenses

Yachting should catch up with aviation in terms of training BRIDGE, from page A14 included in the price the education for your crew. They have to be licensed and type-approved. They get the time every year to go to school, and still get paid.

It’s just standard in the industry.

“But in our industry,” he said, “it’s not acceptable that the crew have to take time to renew their certifications.”

“That’s going to change,” another captain said. “It has to. There’s got to be an allotment in contract negotiations with owners for education and renewal time, no matter how big the boat is.”

“It’s the captain’s responsibility to push for it and get benefits for the crew,” one captain said. “Crew stay longer and are happier if you fight for their benefits.”

What if you had it all to do over again? What license would you go for?

“Engineering,” one captain said, to some chuckles.

“I’d go for a dual license – master and engineering,” said a third.

“I’m happy with my license,” a captain said. “I just wish it [the paperwork] wasn’t such a pain.”

“For non-U.S. crew, go with the license that will let them drive the largest number of boats,” one captain said. “Seventy to 80 percent will accept

MCA licenses. That’s the one you should have.”

The captains predicted that in the future, coming up through the hawse pipe will be harder than ever.

“You will have to go to a maritime college, come out with 3rd mate unlimited,” one captain said..

So what’s their advice to careerminded deck crew: “Go to college,” one said.

“Ask your captain for more responsibility” said a third. “Learn to start everything, practice driving the tender.”

“And stay ahead of the curve,” said another. “Everyone in this room has to take two courses before the end of next year and I’ll bet no one knows what they are.”

He was right; no one did. Basically, deck officers need ECDIS certification, where applicable, and the HELM course to stay compliant with the STCW. Check with your preferred school for details based on your license.

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. If you make your living working as a yacht captain, e-mail us for an invitation to our monthly Bridge luncheon.

Updates, cost, space onboard add up to benefits for yachts DIGITAL, from page A1 [uninterruptible power supply] on the computers so we could access it for a while if power goes down,” he said.

Another option is to store the publications remotely – either with a shore-based support person or even in the cloud – which can be accessed in case of failure.

“I had a yacht in the yard that did a build out, but the computer was damaged,” said Danila Richards of Large Yacht Service in Ft. Lauderdale, which helps yachts stay compliant.

“They were scheduled to leave the next day so I reset their data and got a new computer to them before they left.”

Some captains are not ready for these electronic changes, and they don’t have to be. Going digital is not required, so navigators can choose to stick to paper charts and books.

“Captains should know that they have to be the type that likes to deal with electronics, and they have to understand the nature of receiving electronically,” Richards said. “It depends on the captain and how well-

versed he is in technology whether he’ll enjoy this.”

Most yacht crew, however, are comfortable with electronic charts, and Bluewater’s Mann sees more embracing digital publications.

“Boats want to start to rotate as their publications expire, that’s a prudent way to do it,” Mann said. “Most boats with expired paper products are transitioning.”

As with all things computer-related, the field will continue to evolve and will become more efficient. Most of the required publications are expected to be available in digital format by this spring, Mann said.

Capt. Ridgway and Ingot are in the final stages of the transition.

“We are working through the bugs and getting everything to work with servers in the UK for the updates to come through,” he said. “I am not sure what everyone else is doing. I just know this is the up-and-coming thing.”

Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

March 2015 A15

A16 March 2015 TRITON NETWORKING: Culinary Convenience

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Get a cut above with Culinary Convenience The Triton is cooking up networking on the first Wednesday of March with Culinary Convenience in Ft. Lauderdale. Captains, crew and industry professionals are invited to join and enjoy a beverage and light snack on March 4.

Until then learn more from president and founder Aaron J. Michaels.

Q. How did this all get started?

Culinary Michaels Convenience was thought of in 2002. The concept started as a mobile toy store for chefs. I would show up in the back of people’s kitchens and offer them all types of smallwares, cutlery, apparel and knife sharpening.

Then customers asked for more products so we started distributing glassware, flatware, china, equipment, refrigeration, furniture, tabletop accessories and more.

Q. What is your background?

I have a bachelor’s degree in hospitality management from Roosevelt University in Chicago, and great experience working for Phil Stefani restaurants in Chicago, Hyatt Hotels, and Joe’s Stone Crab in Miami Beach. My wife, Limor, has a culinary/ hospitality degree from Tadmor Culinary School in Herziliah, Israel.

She has extensive experience in luxury hotels and restaurants in Israel. She has been with Culinary Convenience since 2003, just after we got married.

Q. What do you offer yachts?

We offer knife sharpening, chef supplies and uniforms, chief stew supplies and galley equipment. We offer consulting services and design food service establishments. We have

Yacht crew mingled at Culinary Convenience at its first Triton event last summer. Join us there again on March 4, the place with the big propellar in FILE PHOTO the parking lot. also added a new line from Room360 for luxury bathroom items and fixtures.

It made sense for us, as the stews usually come with the chef, so we are not straying from our goal of what we do best.

Q. How can crew reach you?

They can call (+1 954-525-0011), email (amichaels@culinary-convenience. com) or visit our Web site for online ordering (www.culinary-convenience. com). Our store hours are from 9 a.m. to 5 p.m. Monday through Friday.

During the busy season (October until May) from 11 a.m. to 2 p.m. on Saturday. We also have a mobile store with services available by appointment.

Q. What are favorite products of yacht crew?

Yacht crew love cutlery, uniforms, immersion circulators, fryers, kitchen gadgets, utensils, knife sharpening and more. There is so much for the galley.

Q. Tell us about a few interesting products.

The DecoSpoon is a set of saucing spoons that give chefs the ability to

draw intricate lines and patterns. They even allow them to write with a variety of sauces. Chefs can use their creativity to create strokes, overlays and dots. It’s a way to turn a plate into a canvas.

The Smoking Gun is great for finishing products that are cooked sous vide or other ways where food is not directly exposed to fire or smoke.

Chefs can use flavors, such as hickory, mesquite, applewood, cherrywood and even lavender or clove.

The Immersion Circulator is excellent for preparing food sous vide.

It uses precise temperature control.

Q. What do you see in the future for chefs and yacht galleys?

Specialized services catering to chefs and crew. And yacht galleys getting the equipment needed in order to satisfy the demands of dietary restrictions.

Captains, crew and industry are invited to join us for networking at 2212 S. Andrews Ave., Ft. Lauderdale (33316). For details, visit www.culinaryconvenience.com.

The Triton

www.the-triton.com TRITON NETWORKING: Crewfinders

Find your way to networking with Crewfinders on March 18 Celebrate springtime with yacht captains, crew and industry professionals at Triton networking with one of the original crew placement agencies, Crewfinders International, on March 18 in Ft. Lauderdale. No RSVP is required, just come ready to meet and greet.

Until then learn more about Crewfinders International from owner and manager Linda Turner.

Q. Tell us about Crewfinders.

We are a yacht crew referral agency.

This means the hiring is done between the owner and the crew member. We act as the agent between the two to present qualified choices for the owner to consider. This saves them time in the vetting process.

The advantage to the crew is that we can give the owner our personal insight. We have interacted with you and can share information about your personality and skills that may not come across on paper.

Q. How did this company start?

Crewfinders was originally started by a British boat captain and purchased six months later by Capt. Jim, myself and my family in 1982.

I still own and run it, as I’m the only surviving owner.

We set out to make it a well known name and managed to get the name around the world in the first five years.

Jim’s vision was for the name to be as well known as Chris Craft or G.E. and the first name people thought about when hiring crew.

My family’s vision was that we would be a success if we just stayed in business.

Q. What is your background in the industry?

Both Jim and I were yacht captains and ran yachts together for more than 14 years. I have also been a mate, cook, stew and charter broker.

All the staff that work at Crewfinders have worked on yachts before and the placement staff have all been captains before. We are well versed in what it takes for crew to work well together.

Q. Who will crew work with?

The placement staff are Jack Maguire and myself. We’ve both been captains for more than 10 years. Capt.

Jack held a 1600-ton license before joining us.

Heather Chase handles the data entry and reception duties and has been with us more than nine years.

Q. What sets your agency apart?

We have a long history with most of

Turner

our clients and crew. This knowledge can only be acquired over time and successful placements.

We like people and our main goal is to help the crew find a happy advancement in their career. Our other main goal is for the owners to find a long-term match to fit their program in both personality and skill set.

We also have a new app, “Crewfinders International”, that will allow crew instant access to the new job postings online and allow them to edit their own information from anywhere. It works with Apple and Android.

We can also do background checks for selected crew members. It is a small additional fee to the owners if they wish to use the service.

Q. How should crew use your services?

We use all the mediums to communicate with the crew and the owners.

Q. Your Web site has a lot of information, tell us about it.

Our Web site is the portal to our database and the way our crew sign up to get placed. There is no fee. It also supplies information for housing and a multitude of other services crew may need.

All the forms for the owners to request crew and our fee structure terms are also supplied on the site.

Q. What advice do you have for crew?

The key to getting an interview is the resume presentation. Having the correct certifications and an easy-tocomprehend resume is usually the key to getting the first interview.

References have become more important now and should be available with the resume.

Q. What trends do you see in yachting?

The industry has improved with better training and communication about what is expected of crew.

As crew, their job is to serve at the pleasure of the owner to supply fun, relaxation and entertainment, while keeping them safe.

Q. What is your best cv tip?

When crew come in to interview in the office we cover resume theory and how the information is perceived by the owner or captain.

We help them reorganize it, if needed, to get the important information presented in an easy-toread format.

Triton networking event on March 18 will be at Crewfinders International, 404 and 408 S.E. 17th St., Ft. Lauderdale (33316). For more information call +1 954-522-2739, 800-438-2739 and visit www.crewfinders.com.

March 2015 A17

A18 March 2015

WRITE TO BE HEARD

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The Triton

Obamacare actually affects all of yachting

By Maria Karlsson Obamacare doesn’t only affect U.S. crew members, but the entire global yachting industry, including non-U.S. crew. Why? Because most U.S. and European underwriters have tightened their guidelines concerning the yacht’s time spent in and out of U.S. waters.

Most underwriters globally now require that yachts spend at least six months outside U.S. waters per year, or they will not provide insurance quotes and coverage for crew. It doesn’t matter that a yacht is registered outside the U.S. and has to adhere to the laws of that flag state, nor does it matter that the crew are all non-U.S. citizens.

Some European underwriters will not provide coverage for U.S. citizens at all anymore, or they will limit the amount of coverage available inside the U.S., with the reasoning that U.S. crew will have coverage under the ACA. There is a first-rate crew medical policy available, where the time restriction for U.S. citizens is three month’s outside the U.S. in a 12month period. However, this plan is not compliant with the ACA so crew members may still be subject to paying a tax penalty.

But for many internationally traveling U.S. crew, this may still be the best insurance solution, both in terms of coverage and cost. The premiums are much less than a U.S. domestic individual policy, even when adding the possible tax penalty into the calculation.

I have dealt with a couple of difficult cases lately, one involving a large U.S.registered yacht with about 10 U.S.

Applying for individual U.S. domestic plans can also be bothersome, as the quotes are based on a residential zip code, which yacht crew typically don’t have. crew. The yacht doesn’t leave the U.S. much so the crew do not qualify for an international group policy.

One U.S. insurance company declined to provide a group quote based on the fact that there were too many crew members from a different state than the owner’s company. It’s also imperative that the crew members’ paychecks are issued from the same address and state as the owner’s (employer’s) office.

In the end, we found an insurance carrier that was willing to offer the crew a reasonable group package.

Nonetheless, it’s imperative to keep in mind that a U.S. domestic policy may not provide coverage outside the U.S. for incidental trips.

Applying for individual U.S. domestic plans can also be bothersome, as the quotes are based on a residential zip code, which yacht crew typically don’t have. And the U.S. networks of doctors and hospitals are shrinking; many insurance plans don’t even offer out-of-network benefits anymore.

This is a disadvantage for traveling yacht crew who may have signed up in Florida and need care in New England.

Another challenging case involves a Cayman Islands-flagged yacht with a crew of mixed nationalities. Since the yacht will remain in the U.S. the majority of the time, the crew will not be eligible for either an international

group policy not international individual policies.

The most viable solution for this yacht is to offer U.S. domestic individual policies to the U.S. crew, and an international individual policies to the non-U.S. crew.

One more example involves a former stew who decided to leave yachting to be land-based. As a U.S. citizen, monthly premiums for an individual policy were more than $300 for a bronze plan with a $5,000 annual deductible and a 50% co-insurance. She is 21 years old. She was almost in tears when I told her.

She is, however, newly engaged a foreign national and since they signed the lease on an apartment together and have been a couple for five years, we were able to add her to his international policy as a “domestic partner”. Her premium is now $150 per month for an outstanding policy that works in the majority of the U.S. and overseas.

It’s still easier to arrange coverage for non-U.S. crew, but to meet eligibility for most group policies, the yacht must be outside the U.S. for six months.

Maria Karlsson is president of Superyacht Insurance Group (SYIG) and provides insurance solutions for crew members (individuals and group) and yachts (Hull, P&I).

U.S. crew can find insurance under ACA

By Jill Cappelli There is a lot of confusion and concern with the ever-changing health insurance market and how it applies to crew members.

Crew members live a nomadic lifestyle and enrolling in a traditional U.S. domestic health insurance plan does not provide meaningful coverage for treatment received in places like Monaco or the Bahamas.

There are also big questions of eligibility given that U.S. crew are supposed to be a resident of a U.S. state. According to what GeoBlue sees in our individual membership numbers, about three quarters of crew are nonU.S. citizens who have indicated their home country as “non-US”.

For foreign crew not substantially present or paying U.S. taxes, a shared responsibility payment (tax penalty) does not apply. That is good news.

The Affordable Care Act pertains

to U.S. crew or foreign crew who are substantially present in the U.S. and pay U.S. taxes. Crew members outside of the U.S. for 330 days or more in a 12-month period meet the definition for an individual expat and, in turn, are deemed to have met the individual mandate under the law (no tax penalty would apply).

U.S. crew stateside for more than 35 days have three clear choices: 1. Buy domestic health insurance and face benefit headaches and claim problems abroad.

2. Buy domestic coverage and supplement it with overseas “top up” coverage. GeoBlue has a new plan called GeoBlue Xplorer Select that does exactly that. A 27-year-old would pay $100 a month for a plan with 100 percent coverage abroad, subject to a $1,000 deductible (deductible waived for office visits and prescriptions).

3. Retain your global health coverage, and pay the shared

responsibility payment. The penalty may be less than purchasing two policies. It’s important to run the premium and out-of-pocket numbers by looking at each scenario.

Another important development to consider: the CR Omnibus Bill was written into law on Dec. 16 and included legislation that attempted to redefine an expatriate as someone living six months or more away from home. This is much broader language than the existing 330 days abroad definition for individuals purchasing coverage. The bill comes into law in July 2015 and GeoBlue is assessing the applicability of the law for crew members.

Jill Cappelli is the eastern regional sales manager of individual products for GeoBlue, previously HTH Worldwide, in Pennsylvania. Contact her at jcappelli@ geo-blue.com. Comments on this column are welcome at editorial@the-triton.com.

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WRITE TO BE HEARD

March 2015 A19

CREW EYE

N

ino Vukelic, 2d engineer on M/Y Lady Joy, sent us this warm and inviting wide-angle shot of Ft. Lauderdale beach taken with a Fuji S3Pro SLR camera with a 18-55 Nikon lens. Crew see yachting like no one else can. Make us your canvas; send us images of yachting as you see it (editorial@the-triton.com).

Biodiesel comes Yachts can be charities, legally visit Cuba from numerous oils, not all soy The recent article, “Biodiesel, petrodiesel could fill your yacht tanks in the future” [page B3, February issue] got many things right including that biodiesel is a cleaner burning, renewable, domestic replacement for diesel fuel. Capt. Werner was also correct about the performance benefits of a higher cetane, higher lubricity fuel in biodiesel and the strict ASTM performance standards that commercially produced biodiesel must meet.

However, there was one unfortunate error.

The author stated that 90 percent of biodiesel in the U.S. is made from soybean oil “with beans grown expressly for that purpose.” In fact, according to the U.S. Energy Information Administration, in 2013 53 percent of U.S. biodiesel produced was made from soybean oil, with 13 percent from recycled oils, 12 percent from animal fats, 10 percent from distillers corn oil, and 12 percent from other sources.

This diversity of raw materials is actually one of the strong suits of the biodiesel industry. All of these feedstocks are byproducts or co-products of producing food.

Biodiesel can be one of the easiest ways to transition a yacht to a more environmentally friendly fuel source. It uses the same infrastructure as diesel, and can be used in any diesel engine without major modifications.

For more visit www.biodiesel.org.

Kaleb Little Communications Manager National Biodiesel Board Jefferson City, Missouri

Your “Open Cuba talks have industry poised to set sail” [page A12, February issue] is a good article and timely.

In January, YachtAid Global was asked by three yachts to move humanitarian aid to Cuba. This led us to research how to use our cause as a means to allow legal travel to Cuba by U.S. citizens on yachts.

Based on our research, though, it seems this article has inaccuracies that need to be pointed out. The article states: ”Before the policy shift, U.S. visitors to Cuba had to apply for a special license granted on a case-by-case basis. Now, they can go to the U.S. Department of Treasury online and apply for a general license under one of 12 categories for travel, which include family, research, education, religion or humanitarian reasons.“ Definitions are always important.

A general license is for activities that do not require application and approval by the Office of Foreign Assets Control OFAC. (CFR 515.560) A specific license is for activities that fall outside the scope of the general license and do require application and approval. (It is important to point out that the sort of activities that fall into the specific license category are ill-defined in the U.S. CFR.) As of Jan. 16, there is no need for an application to OFAC if the travel qualifies for the general license. The article states “apply for a general license,“ which is inaccurate.

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

YachtAid Global has been doing these sorts of humanitarian projects around the world since 2006. It is actually simple to go to Cuba with aid aboard the boat. The challenging part is how to stay compliant with the general license once in Cuba, but by staying compliant it truly is a humanitarian effort.

Capt. Mark Drewelow Founder, YachtAid Global

interests, not those of the crew, boat, owner or environment.

If the engine vibrates, something is out of balance or the engine does not like that rpm, just like the owner said. Well, just lower the speed another 0.5 knots and see what happens.

Chief Engineer as posted on the-triton.com

Insurers restricted in Cuba

From my experience as chief stew in the early 1990s, the best crew that bring longevity are those from families that did not have a nanny or housekeeper (primarily low or lower-middle class). [“Captains resolve to make yachting better,” page A1, January 2015] These types of employees are self-sufficient and motivated, take initiative, and have stronger work ethics. They come to the job already accustomed to long hours of physical labor in challenging environments, and they know their place. When one is passionate, they perform better. Captains must seek out those who are and ask that during an interview.

Owners might have to look to the hospitality sector to find qualified, certified, experienced crew, which is worth it, considering the mega-fees of operating a yacht.

The industry has certainly changed since the ’90s.

Lynann Anderson Former stew

As a point of clarification, you have reported that insurers “will” not provide coverage [in Cuba].

Factually, we “can” not provide coverage due to the continuation of OFAC restrictions that prohibit U.S. citizens and businesses from facilitating travel to and transactions with Cuba, unless otherwise designated – such as a travel agent, banking institution or airline.

Rick Salway Marine insurance agent New York

Owner is right on

Regarding the recent column from your new owner columnist [“Captain-owner conflict: Slow down, save engines and money, page A3, February issue], the owner is so right about everything.

I have the same feeling as a Y2 engineer with more than 15 years of experience. Captains makes decisions that serve their best

Contributors Carol Bareuther, Jill Cappelli, Capt. Jake DesVergers, Paul Ferdais, Capt. Scott Fratcher, Capt. Rob Gannon, Chef Mark Godbeer, Peter Herm, Chef Mary Beth Lawton Johnson, E. Maria Karlsson, Chief Stew Alene Keenan, Giedre LeMaitre, Rich Merhige, Capt. Dan Morrison, Keith Murray, Chief Stew Angela Orecchio, Rossmare Intl., Tom Serio, 2d Eng. Nino Vukelic, Capt. John Wampler, Capt. Jeff Werner

Passionate crew are better

Vol. 11, No. 12

The Triton is a free, monthly newspaper owned

by Triton Publishing Group Inc. Copyright 2015 Triton Publishing Group Inc. All rights reserved.

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March 2015

B Section

Keep your bearings They are a small part of equation but vital to yacht. B2

Microbe problems grow Humidity, transportation, refinement at root of problem. B3

Stay on track for OOW The rhyme and reason to the progression of your courses. B6

New dockage down island St. Kitts opens, Nevis plans new marinas, dockage.

B8

Beware trend CRUISING GROUNDS: Puerto Rico Healthy, fun things to do in Puerto Rico that considers seafarers as criminals

By Angela Orecchio

It happens. Be it a big accident or a little accident, it happens. It is nothing new to our industry.

The history of accidents at sea transgresses to the first vessel that took to the water. Those familiar with the evolution of safety at sea since the industrial Rules of the Road revolution know that the majority Jake DesVergers of rules and regulations we have today are a direct result of accidents.

Unfortunately, most regulations are the product of a specific incident versus a proactive initiative. In theory, the development of these rules allows us to operate the most technically advanced and safest vessels on the water.

A terrible trend that has become more commonplace is the criminalization of the seafarer. It has really taken a strong drive by governments since entering the new millennium. The main catalyst for that appears to have begun in 1999 with the accident involving the oil tanker M/V Erika.

In that situation, the Malteseregistered ship broke in two off the coast of Brittany, France, spilling 19,800 metric tons of its 30,000 metric tons of heavy fuel oil. Immediately following the crew’s rescue, the French government arrested the captain on criminal charges.

It was not until 2007 – eight years later – that the owner, the captain, and the classification society of RINA were taken to trial for polluting the environment and endangering life.

This was a contentious and not very clear case, as the media would present it. The ship was certified for that type of operation, the captain was

See RULES, page B12

GET WET: Hiking El Yunque rainforest on the northeast side of the island (top) will get you wet but leave you with a great sense of nation’s natural treasures. Kayak to see bioluminescent organisms (middle) and absorb the atmosphere of Latin/Caribbean accordion music in Old San PHOTOS FROM ANGELA ORECCHIO Juan (above).

I’ve wanted to go to Puerto Rico for a long time and I’m so happy that I finally have had the chance. Puerto Rico is a stunning tropical island, with American, Spanish and Caribbean influence.

The natural beauty here is breathtaking and because the weather is so fantastic it’s not difficult to find yourself surrounded by it on any adventure you decide to take.

After spending a few weeks there recently, I have put together my Top 7 Healthy & Fun Things to Do in Puerto Rico. These are not to be missed when visiting.

1. Diving. If you have your dive certificate, I recommend driving to Guanica on the southwest coast and diving with Island Scuba.

Dives begin at 8 a.m. and you must be at the shop at 7:30 a.m. It takes about 2.5 hours from San Juan.

From the shop, you will take a dive boat 15 minutes from shore to a reef wall where you will dive to between 60-80 feet.

There, you will see many fish and plants and possibly even a Caribbean Reef Shark; we saw one.

When there is good visibility, the reef wall is absolutely stunning with many colors and variety of fish and plants. Our first dive was a bit murky, but the second dive was clear and I felt like I was in an aquarium.

2. Hiking El Yunque rainforest. El Yunque is a large rainforest closer to the northeast side of the island.

The drive from San Juan is about 1.5 hours. Once off the freeway, follow the clearly marked signs to El Yunque (even if the GPS wants to take you elsewhere).

There are many hiking trails to choose from, which you can find online on sites such

as puertoricodaytrips.com.

We took the La Mina trail to La Mina Falls and continued hiking past the falls to the Palo Colorado Information Center.

This trail is beginner-tointermediate level as it can be steep and slippery, but is well marked. It is also an in-andout trail and took us about two hours.

It may be obvious, but I feel I need to say it: This is a rainforest and so it does rain.

In the beginning of our hike, it was cold and wet. After a while, though, we warmed up completely and the cool spits of intermittent rain were welcoming.

3. Old San Juan. Old San Juan is the perfect mix of old Spain and tropical Caribbean.

It has just the right mix of crumbling buildings, palm trees and steamy Latin flare to feel like you’re a million miles from home.

Walk the streets, browsing through shops, and stop to get a coconut in one the many bars. If you’re hungry, try Cafe Berlin for local cuisine as well as vegetarian and vegan fare.

4. Stand-up paddleboarding. Just outside of Old San Juan is a bay in the Condado area, perfect for stand-up paddleboarding. I recommend renting a board in San Juan Bay Marina at SUP Action. They have lockers to store your items and it’s only $20 for an hour rental.

They will give you a quick lesson on the dock, and then off you go.

The bay is calm and big enough to SUP for about an hour. If you stop at the tiny beach next to the bridge, closest to Avenida Ashford, you can even pick up a cool coconut before heading back.

5. Salsa dancing. Rumor has it that salsa dancing got its

See Puerto Rico, page B10

B March 2015

FROM THE ENGINE ROOM: Engineer’s Angle

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The Triton

Keep your bearings; they take the load, but need attention Bearings are placed in machinery to resist static and dynamic forces.

The engineering of bearings – from the material they are composed of to their design and installation – all are formulated to help keep a vessel’s running gear in alignment while reducing wear and tear on these extremely Engineer’s Angle important and costly Rich Merhige components.

The simplistic form and design of bearings can make their role in a vessel’s health seem insignificant.

Bearings and their placement, however, are an extremely important part of any vessel’s mechanical design. By doing one’s due diligence and truly understanding their purpose and function, a significant improvement in the longevity of a vessel’s running gear can be achieved while minimizing maintenance costs.

In the golden age of sail (19th century), bearings made of the tropical hardwood lignum vitae bore the rudder shafts of ships. They later supported the propeller shafts of steamships.

Lignum vitae is an oily rock-hard wood, so heavy it won’t even float.

Additionally, wood bearings don’t perform well in water containing abrasives such as sand or dirt, like the Mississippi River. Despite Isaac Babbitt’s invention of a metal bearing alloy in 1839, wood remained popular until as recently as the 1970s, and is still used in some applications.

When thinking of bearings, Cutless bearings are what come to mind. This has become the generic name for any water-lubricated, rubber-based shaft bearing, but is a trademark of Duramax Marine. These are the most popular and are metallic or nonmetallic. Some professionals recommend non-metallic bearings for use where corrosion can be of concern, such as an aluminum strut or stern tube. Others prefer to always use metallic.

Cutless bearings have grooves to allow for water flow to flush out debris and impurities that could otherwise prove harmful. How is it decided how many bearings a vessel should have? An accepted rule of thumb (and simplest of the formulas used) states that they should not be placed closer than 20 times the shaft diameter, or farther apart than 60 times the shaft diameter.

This generality seems primitive, but it’s been proven, tried and true to be optimal to allow for enough control, without so much rigidity that they cannot allow for movement from the

forces of the engine.

Generally speaking, there is a forward bearing and intermediate bearing (located either inside the hull, or externally), and a strut bearing. This isn’t to say that the rudder bearings aren’t equally important. Standard lengths of bearings are usually four times the diameter of the shaft.

In recent years, bearings manufactured using composite material have gained in popularity due to their durability, lifespan, performance and, of course, greenfriendly factor.

The new composite materials offer greater flexibility and options. For example, the Wartsila Envirosafe waterlubricated bearings are made of a composite filament. These bearings are energy efficient, compatible with many shaft log materials, work in both open and closed water systems, and have various methods of installation. They incur minimal wear, have great stability in water with minimal swelling, and are also usable as rudder bearings.

And they are approved by the major classification societies.

There are some simple things that can be done to see how your bearings are doing. First, try to move the shaft. If it moves easily and/or has a lot of play, chances are the bearings are worn, and there are alignment issues.

Can the bearings be inspected? If so, they should be smooth and even throughout. If there’s uneven wear around any of the edges or at one end, again, the culprit is misalignment.

Are there grooves or gaps present?

If so, this could mean they are nearing the end of their life or it could mean misalignment is present.

Another sure-fire way to determine wear is to measure the bearing clearances. The tolerance of the clearances is determined by the size of the shaft. If they’re out of tolerance, you’re out of time and need to replace the bearing before they become burned out and more serious damage occurs.

Bearing maintenance or renewal is quite often overlooked. It should be one of the priorities for each of a yacht’s yard periods to prevent more serious issues that could seriously damage the shaft, stern tube, strut, or rudder.

Rich Merhige is the owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Ft. Lauderdale, which specializes in rotating and reciprocating machinery.

This column is co-written by Teresa Drugatz, marketing manager at AME. Contact them through info@ AMEsolutions.com or +1 954-764-2678.

Comments on this column are welcome at editorial@the-triton.com.

The Triton

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MOTORING: Diesel Digest

Even well-maintained fuel tanks have microbial growth Microbial contamination of diesel fuel is a fact of life. It is not a matter of “if ”; it is just a matter of “when”.

As a general rule, whenever diesel and water come into contact in a fuel tank microbes will start to proliferate.

Whether it is bacteria, mold or other fungi, unless this growth is held in check the result Diesel Digest will be clogged Capt. Jeff Werner filters, tank sludge and injector failure.

Water is heavier than diesel fuel and therefore accumulates at the bottom of a tank. No matter how well maintained the fuel tanks are aboard a yacht, there is usually some amount of free water sitting on the tank bottom. This water can come from a variety of sources: l Freshly refined fuel contains some water. As the fuel cools down after cracking, this water separates out. l During transport from the refinery via tankers and barges, ballast water can get mixed with the fuel. l Humidity in the air condenses out on the walls of a fuel tank and drips down to the tank bottom. If there is dew on the grass or a car windshield in the morning, then there is dew in the fuel tank. That’s why the axiom “always keep your fuel tanks topped up” is so important to follow. When a tank is full, there is little room for humid air to condense onto the walls of the tank. l Rain, sea spray and water from washdowns can enter deck fuel fillers and tank vents.

And of course there is always a possibility of a catastrophic event, that is, the new deckhand accidentally putting the water hose in the diesel tank port.

The water at the bottom of the tank serves as a perfect medium in which microorganisms can live. And the hydrocarbons in the fuel are a tasty food source for many species of microbes. The result is a proliferation of bacteria and fungi feeding at the fuel/water interface and large colonies floating in the free water below that interface. In addition, microbes can adhere to the tanks walls and can grow fast enough to quickly coat those walls with a slime of organisms.

In the initial stages of microbial contamination, aerobic bacteria use the oxygen dissolved in the water for respiration. Once this supply of oxygen is depleted, anaerobic bacteria take over. These sulfate-reducing bacteria do not need oxygen to survive; instead, they convert the hydrogen and the sulfates in diesel fuel to supply the energy needed for their life cycle.

The waste product of this bacterial conversion is hydrogen sulfide, the stuff that smells like rotten eggs. But worse than the smell is the corrosive effect that this compound has on metal fuel tanks and engine parts.

When fuel tanks are severely contaminated with water, bacteria and mold, a complete tank cleaning is needed. This is a more extensive process than fuel polishing. First, all the sludge and water sitting at the bottom of the tank must be sucked out, stored and disposed of in an environmentally friendly manner as these wastes are biohazards to the marine environment.

The next step is to top off the tank with clean fuel, which assures that all the tank walls and baffles are covered with fuel. This fuel serves as the medium to disperse a fuel additive.

The fuel additive to be used at this point should have biocides to kill the microorganisms and solvents to loosen the microbial colonies from the walls, baffles and tank bottom.

This step is critical, for if any live fungi and bacteria remain after the tank cleaning process, then any new fuel will become inoculated and subsequently contaminated by these surviving microbes.

The final step, which I call “dialysis for your diesel”, is a multi-pass filtration process that agitates the fuel and removes organic and inorganic debris floating in the fuel, as well as any emulsified water. This extensive filtration process, also called fuel polishing, removes particles down to a diameter of three microns or less.

To put this in perspective, a human hair has a diameter of 80 microns and particles between five and 10 microns in diameter can cause problems in fuel systems for main engines and generators.

Once the tank is cleaned and the fuel is polished, an additional dose of fuel additive is mixed into the tank to help guard against future microbial contamination. Then each time the fuel is topped off, a new dose of additive is mixed with the fuel to control any contaminants in the fresh fuel.

At a minimum, fuel tanks should be cleaned on an annual basis. Ideally, they should be cleaned every six months.

Vigilance is the watchword to combat fuel contamination, and trouble-free diesel engine operation is the reward that you reap.

Capt. Jeff Werner has been in yachting for more than 20 years on private and charter yachts, both sail and power. He is an instructor for RYA, MCA, USCG and US Sailing courses and owns Diesel Doctor (MyDieselDoctor.com).

Comments on this column are welcome at editorial@the-triton.com.

March 2015 B

B March 2015

ONBOARD EMERGENCIES: Sea Sick

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At epidemic levels, the flu virus can be managed with these tips This year’s flu season has returned to an epidemic level, according to the latest flu data from the U.S. Centers for Disease Control and Prevention.

But what is an epidemic? It simply means that a higher-than-usual number of flu cases have been reported.

In early January, 8.5 percent of all deaths across the United States were Sea Sick due to pneumonia Keith Murray and influenza.

Part of the problem is that this year’s flu vaccine is not working as planned. This year’s flu vaccine is only 23 percent effective, which is one of the worst performances

in the past decade, according to a population gets the flu. More than government study released in mid200,000 people are hospitalized from February. flu complications, and about 23,600 The flu, also called influenza, is a people die from flu-related causes. highly contagious respiratory infection Generally, when a flu-infected caused by the influenza viruses. The person coughs or sneezes, the virus influenza virus generally enters the becomes airborne. This live virus can body through mucous then be inhaled by membranes in the anyone in the area.

This year’s flu mouth, nose or eyes.

You can also get the vaccine is only 23 flu if you’ve touched a The flu virus is usually most active percent effective. contaminated surface from October through such as a telephone or May, hence “flu season.” a door knob, and then Older adults, young children and touch your nose or mouth. Of course, people with compromised immune the risk of infection is greater in highly systems and other health conditions populated areas such as schools, buses are at higher risk for serious flu and crowded urban settings. complications.

The symptoms of influenza include Each year in the United States, fever, cough, sore throat, runny or stuffy between 5 to 20 percent of the nose, body aches, headache, chills, and

sometimes diarrhea or vomiting.

It is important to note that not everyone with influenza will have a fever (a temperature of 100 degrees F or greater). Consider people to have a fever if they feel warm to the touch, indicate they feel hot or feverish, or when you actually measure their temperature it is 100 degrees or greater.

If a passenger or crew member has Influenza-Like Illness (ILI) before leaving port, he/she should be advised against traveling for at least 24 hours after the fever ends (without the use of fever-reducing medications). This is not only best for the individual; it is best for everyone else onboard to avoid spreading the illness.

Passengers and crew with ILI who are already onboard when the symptoms begin should be medically evaluated and remain isolated in their cabins until at least 24 hours after their fever naturally ends.

When sending a patient with ILI to a medical facility, notify the facility in advance. Also, use care in transporting the sick person so as not to infect others along the way.

Individuals suspected of influenza should be separated from others as much as possible. They should also wear a facemask to prevent the airborne spread of the virus.

If the sick individual shares a cabin, move the healthy person out, if possible, to lessen the chance of that person becoming infected.

If someone on board is sick, it is important that all passengers and crew be reminded to wash their hands often with soap and water or with an alcoholbased hand sanitizer.

To limit the spread, limit the number of people who interact with the ill person. When possible, assign one person to deliver meals and medication. This person should wear a disposable mask and gloves.

In past articles, I have talked about the importance of carrying a sufficient quantity of personal protective equipment (PPE) such as face masks, N95 respirators, and disposable gloves.

Crew members and guests who may have contact with sick persons should be instructed in the proper use, storage, and disposal of PPE. The CDC recommends flu vaccine as the first and most important step in preventing flu. The second line of defense is antiviral drugs, prescription medicines that fight against the flu in your body.

Keith Murray, a former firefighter EMT, owns The CPR School, a first-aid training company. He provides onboard training for yacht captains and crew and sells and services AEDs. Contact him at 877-6-AED-CPR, 877-623-3277 or www.TheCPRSchool.com. Comments on this column are welcome at editorial@ the-triton.com.

The Triton

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TECHNOLOGY

Innovations, companies honored at boat show Seventeen companies and products were honored with Innovation Awards at the start of the Miami International Boat Show last week.

The awards recognize innovative new consumer marine products and technological advancement. This year’s contest featured a record number of entries with 97 products, about twothirds more than last year.

The winners are: For alternate drive technology: Volvo Penta for its forward drive propulsion system, which features forward-facing dual counter-rotating props with an adjustable-trim drive that pulls a boat through the water.

For deck equipment and hardware: Taco Metals for its rub rail-mounted LED light.

For docking and fendering

equipment: StormFender for its fender.

For mechanical and electrical systems: Yamaha Watercraft for its Connext helm control system.

For inboard engines: Indmar Products for its Roush-charged Raptor.

For outboard engines: BRP U.S. for its Evinrude E-TEC G2.

For consumer safety equipment: Simrad-Navico for its forward scan technology.

For watersport equipment: LilliPad Diving Boards for its new diving board.

For consumer electronics, apps and software: Navionics for its SonarCharts and SonarCharts Live.

For center console and walkaround fishing boats: Hydra-Sport for its 53foot Suenos model.

For cuddy cabin and bowrider boats: Rec Boat Holdings/Four Winns for its

Horizon 440 Bow Cruiser model.

For deck boats: Boston Whaler for its 320 Vantage.

For jet boats: Chaparral Boats for its aerial surf platform.

For personal watercrafts: Yamaha Watercraft for its Ride system.

For pontoon boats: Apex Marine, for its Angler Quest.

For tow boats: MasterCraft Boat Company for its X23 model.

The National Marine Manufacturers Association and Boating Writers International (BWI) also honored a company with an environmental award.

This year, the winner is Wake Worx for its Mussel Mast’r aquatic invasive species filter system.

The winners were selected by an independent panel of boating journalists, all members of BWI.

Technical videos, dedicated VoIP, engines debut ABYC launches power training

British Columbia-based AC power company Xantrex has partnered with the American Boat & Yacht Council (ABYC) to create a series of videos for installers and do-it-yourselfers about electrical systems, wiring and regulatory compliance.

The series of videos, titled “Power Time”, features Ed Sherman, ABYC’s director of educational programming.

“Ed is not endorsing our products or brand,” said John McMillan, director of sales for Xantrex branded products at Schneider Electric. “Our goal has always been to bring to light critical issues through the eyes of an expert. It is as simple as that.

To see the video library, visit YouTube and search for “power time xantrex.”

KVH improves VoIP calls

Rhode Island-based KVH Industries has launched a dedicated voice configuration for its mini-VSAT Broadband global maritime satellite network. Its Voice over Internet Protocol (VoIP) service is now delivered on a prioritized and protected data stream, separate from the network’s broadband data traffic to maintain clear sound quality.

For more information, visit minivsat. com/vip.

Caterpillar ships new engines

Caterpillar Marine has shipped the first of its new Cat C8.7 (next column) supercharged diesel engines.

The electronically controlled C8.7 can deliver 650 MHP at 2,300rpm while meeting EPA Tier 3, IMO 2, EU Stage IIIA and RCD emissions requirements.

In addition to internal validation activities, the C8.7 recently completed field testing on three sportfish yachts, ranging from 48 to 55 feet,

accumulating over 7500 hours.

The C8.7’s fuel delivery system allows the use of a radial, belt driven supercharger in addition to a conventional turbocharger; this feature eliminates smoke and reduces lugging, while delivering low-end torque and fuel economy, the company said in a statement. Once the supercharger is no longer needed as the turbo takes over the boost function, an electromagnetic

space, according to a company news release.

In related news, Cummins has created a dedicated Cummins Marine organization within its existing engine operating segment. The new division consolidates its commercial and recreational teams.

Cummins Marine will be led by Jim Schacht, formerly general manager and executive director of Cummins Commercial Marine.

Furuno launches weather receiver

clutch disengages the supercharger to avoid becoming a parasitic load and allows the turbo to provide the maximum permissible boost pressure.

For details, visit marine.cat.com.

Cummins launches new engines

Indiana-based engine manufacturer Cummins and Wisconsin-based Konrad Marine have added 480-hp and 550-hp ratings to the diesel sterndrive packages they jointly offer.

The 480-hp rating is approved for both recreational and commercial applications. The package offers 37 percent more horsepower and 129 percent more torque than gasoline outboards, and 46 percent more horsepower and 54 percent more torque than other diesel sterndrive products sold into the commercial space.

The 550-hp rating is intended for recreational applications. It offers 162 percent more torque than outboards, and more than any other diesel sterndrive offered in the recreational

Washington-based Furuno has launched the BBWX3 SiriusXM Marine Weather Receiver, which uses SiriusXM’s subscription-based marine weather service to deliver live, up-todate weather forecast information.

The BBWX3 connects to a yacht’s NavNet 3D, TZtouch or TZtouch2 network to view weather data onscreen, including current weather reports, NOWRad Radar images; high-res sea surface temperatures, marine forecasts; storm tracking; buoy reports; wave height forecasts and more. On NavNet 3D, this information is overlaid directly onto charts; with NavNet TZtouch or TZtouch2, the information is on a dedicated weather display..

For more information, visit www. furunousa.com.

New vest forms to body

Jacksonville-based Crewsaver introduced a range of ErgoFit and Crewfit inflatable life vests at the Miami International Boat Show in midFebruary. The vests include Fusion 3D technology, which enables the vest to mould to the shape of the wearer’s body and sit off the neck.

Approval by the U.S. Coast Guard is expected this summer, the company said. For more information, visit www. crewsaver.com.

March 2015 B

Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Feb. 15.

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 622/667 Savannah, Ga. 585/NA Newport, R.I. 596/NA Caribbean St. Thomas, USVI 842/NA St. Maarten 1001/NA Antigua 720/NA Valparaiso 840/NA North Atlantic

Bermuda (Ireland Island) 929/NA Cape Verde 760/NA Azores 681/1,170 Canary Islands 704/978 Mediterranean Gibraltar 525/NA Barcelona, Spain 681/1,332 Palma de Mallorca, Spain NA/841 Antibes, France 580/1,379 San Remo, Italy 650/1,699 Naples, Italy 679/1,654 Venice, Italy 639/1,690 Corfu, Greece 567/1,332 Piraeus, Greece 545/1,275 Istanbul, Turkey 644/NA Malta 624/1,138 Tunis, Tunisia 725/NA Bizerte, Tunisia 729/NA Oceania Auckland, New Zealand 539/NA Sydney, Australia 544/NA Fiji 547/NA

One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Feb. 15, 2014 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 908/968 Savannah, Ga. 890/NA Newport, R.I. 881/NA Caribbean St. Thomas, USVI 1,108/NA St. Maarten 1,120/NA Antigua 980/NA Valparaiso 845/NA North Atlantic

Bermuda (Ireland Island) 1,040/NA Cape Verde 867/NA Azores 937/1,774 Canary Islands 876/1,254 Mediterranean Gibraltar 909/NA Barcelona, Spain 871/1,671 Palma de Mallorca, Spain NA/891 Antibes, France 917/1,826 San Remo, Italy 1,028/2,315 Naples, Italy 973/2,192 Venice, Italy 1,041/2,568 Corfu, Greece 1,034/2,048 Piraeus, Greece 1,006/1,938 Istanbul, Turkey 967/NA Malta 1006/1,815 Tunis, Tunisia 889/NA Bizerte, Tunisia 889/NA Oceania Auckland, New Zealand 917/NA Sydney, Australia 931/NA Fiji 939/NA *When available according to local customs.

B March 2015

TRAINING: On Course

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Plan ahead to keep on track for Officer of Watch career Now more than ever, you must plan and rigging, knots, bends and hitches, ahead if your goal is to become an anchoring, cargo work and boarding Officer of the Watch (OOW). Because pilots. of recent regulatory changes, Efficient One of the controversies concerning Deck Hand (EDH) EDH is about when you are required and operational to take this course, which is any time Human Elements prior to your OOW oral exam. Many of Leadership feel that mandating the EDH course and Management at this point in one’s career is a little (HELM) late. As a contributing member of the certificates are now (Large) Yacht Qualification Panel, I was a requirement to part of a discussion in September about become an OOW. when the most logical time to take the And not far off, EDH course might be.

On Course the Maritime and At that time, the MCA officials Brian Luke Coastguard Agency decided that as of Jan. 1, 2017, an EDH (MCA) will require you hold that EDH certificate must be issued 18 calendar certificate for at least 18 months prior months prior to applying for your to being issued your OOW Notice of OOW Notice of Examination (NOE).

Examination (NOE). If you are already This would encourage candidates to an OOW, you are good to go; you have complete the course earlier in their no EDH requirement. career.

Since Dec. 31, 2013, the MCA now My recommendation, therefore, is requires all candidates working toward that mariners take the EDH course their OOW less than 3000 gross tons before completing their other OOW Certificate of Competency (CoC) course requirements. Since the EDH to obtain and hold both EDH and certificate has no expiration date, you operational HELM certificates from can subsequently take all other OOW an MCA-approved training center. courses, thus ensuring that you have You should anticipate that there fulfilled the 18-month requirement will be many prior to submitting such changes paperwork for your What regulations in regulations NOE. exist today will not governing the Any training issuance of CoCs one might obtain necessarily be a over the course of a maritime requirement tomorrow. at your career. training center is What not intended to regulations exist today will not give you complete knowledge about necessarily be a requirement tomorrow. any given subject. The real purpose Keep this in mind and your stress levels behind training is two-fold. First, it is to should be substantially lower as you help you build a solid foundation upon plan and manage your career. which all learning and experience can EDH was formulated by the MCA as take place. And second, it provides a an ongoing attempt to improve upon checking system for flag states. the basic seamanship skills of today’s As an example, the MCA requires crew members. Excerpted from Marine that you test prior to receiving certain Information Notice (MIN) 473, the certifications. These tests are often basic requirements to obtain an EDH taken at a training center to determine certificate follows. Refer to MIN 473 for if you possess the knowledge required the exact details. to obtain the certificate. You must have 1. Candidates must hold an MCAa certain level of requisite knowledge accepted Yachtmaster Offshore to progress within the industry. The Certificate and shore-based course, or knowledge required to be awarded hold a Yacht Rating with at least six the EDH and operational HELM months sea service and the Steering certificates are now felt to be an Certificate, or hold a Navigational essential part of the OOW career path.

Watch Rating (NWR).

Clearly, in our ever-changing 2. Before an EDH certificate can regulatory environment, you can’t just be issued, the candidate must have plan your career, you have to manage it accrued six months sea service on well to keep “your career on course”. vessels greater than 15m in length.

EDH covers a variety of topics Capt. Brian Luke is chief operations important to those working on board officer for International Crew Training the deck of a complex superyacht in Ft. Lauderdale. He is an airline operating in international waters. captain and holds a USCG 1600/3000Some of the topics include general ton master’s ticket. ICT trains crew for nautical knowledge, Code of Safe entry-level through 3000 ITC Master Working Practices (COSWP), shipboard licenses, engineering and interior. duties and responsibilities, shipboard Comments on this column are welcome maintenance, MARPOL, rope work at editorial@the-triton.com.

The Triton

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HEALTH: The Yachtie Glow

March 2015 B

Optimal energy, health is perfect mix of carbs, fat, protein Living and working on a boat definitely has its challenges for someone trying to eat healthy. Most (including the chef onboard) will think eating healthy is filling up on salads and vegetables while staying away from the pastries and leftover guest cheese board.

While I The Yachtie Glow agree, I have Angela Orecchio learned that to be successful at healthy eating, there is much more to the picture. You cannot live on salads and vegetables alone. There are too few calories in vegetables, and while you might feel full initially, you will inevitably crave sweets and most of us will start to binge. We are sweetseeking creatures, after all.

It is true that you can fill up, feel satisfied and gain energy from fat and protein, but we get the cleanest, most efficient fuel from carbohydrates. Our brains need them, our bodies need them. And when we give our brain and body what they need, our moods also improve, as well as overall energy.

The other challenge about being

a vegan on board is that one must people have been victim to the hype consume more plant foods than your of the dairy, meat and fitness industry meat-eating mates. If you do not about needing more protein but this is consume enough high energy carbs simply not true. such as fruit, potatoes, rice, etc., you There are many vegan athletes will feel unsatisfied and go toward and even regular people who thrive higher dense foods such as fat and without a high-protein diet. Yes, you other proteins. need some protein, but as long as you So, apart from needing high carbs have a well-rounded diet composed of for a fuel source, why would you not fruit, vegetables, greens and some nuts want to eat a diet and seeds, you will high in fat and not become protein You do not need protein (even one deficient. as much fat and that’s plant based)?

Fat is similar; you 1. The higher the protein as you think. don’t need as much fat in your diet (at as you think you do. least 15-20 percent) You can get sufficient the more health problems you will see, amounts from a healthy vegan diet. even from a plant-based diet. There is a A word to the wise: The fewer considerable link between diets high in carbohydrates you eat (preferably from fat and heart disease, cancer, diabetes fruit, potatoes, rice and other complex and chronic fatigue. carbs), the more fat and protein your The lower the fat in your diet, the body will require. The guideline I follow better you will feel. Try it for yourself. for optimal energy and health is about You’ll be surprised at how high your 80 percent carbs, 10 percent fat, 10 daily fat intake is. Keep in mind any oils percent protein. I feel my best if most are pure fat. Olives, avocados, coconut of my carbs come from various, ripe meat and nut butters are a great choice fruit for breakfast, lunch and dinner. for quality fats but they can also cause However, lately, only on the boat this health issues when consumed in excess. looks like: 2. You do not need as much fat and Breakfast: 1 liter of orange juice, 5 protein as you think. About 10 percent bananas. of each in your diet is sufficient for Lunch: Either more fruit, such as most people to feel their best. Many a 5-10 banana smoothie, or a salad,

legumes and a large amount of either rice, quinoa or potatoes.

Snack: Whole grain bread (not ideal for me but used for quick, easy fuel) or rice cakes and 2 tablespoons of almond or peanut butter and a sprinkle of coconut sugar.* Dinner: Similar to lunch. * If I’ve had nut butters during the day, I stay away from olive oils or avocados, and vice versa. As a rule 10 percent of fat for the day equals half an avocado or 2 tablespoons of nut butter.

There is a lot of give-and-take living on a boat when someone else is cooking, however, I try to stick to this ratio when I can to feel my best.

Try this for a week. Eat an abundance of fresh fruits, vegetables, greens and cooked carbohydrates without additional oils and animal products and see how you feel. If you’re still hungry after your lowfat meal, you’re not eating enough carbohydrates.

Angela Orecchio is a chief stew and certified health coach. This column was edited from entries in her blog, The Yachtie Glow (www.angelaorecchio. com), which offers tips for crew on how to be healthy, fit and happy on board.

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

B March 2015

MARINAS

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Yacht crew mingle with marina staff, including Capt. Aeneas “Nee” Hollins of Christophe Harbour (right) at the new marina’s grand opening in midFebruary.

PHOTO FROM CAPT. SCOTT FRATCHER

St. Kitts opens yacht marina; Nevis project plans 150 slips Christophe Harbour in St. Kitts had its grand opening in mid-February, welcoming more than a dozen yachts up to 240 feet. The marina welcomed its first yacht in December and now has 24 alongside slips for yachts 150 to 220 feet. Nine of those are under contract for sale, the marina announced in a statement. Services include in-slip fueling, electricity, and customs and clearance onsite. Construction on the first shoreside building is expected to begin this quarter and be complete by early 2016.

Capt. Scott Fratcher of the 90-foot charter yacht M/Y Orion was there and said the marina “completes the triangle between Antigua, St. Maarten and, now, St. Kitts.” (See photos on the-triton. com.)

Not to miss out, construction was expected to start in late February on a new marina on Nevis, Tamarind Cove in Cades Bay on the northwestern end of the island. The project takes over the existing Seabridge pier and plans to add about 100 slips to the north of it and 45-50 slips to the south.

Slip lengths will be flexible but should accommodate yachts to at least 150 feet; one face dock can fit 300 feet of yacht. The channel is 14 feet deep; the turning basin is 15 feet.

To get the project under way, about 25 percent of the slips will be available for sale, said Adrian Dozier, director of Tamarind Cove Marina Development.

It should be complete in 14 months, he said.

– Lucy Chabot Reed

Plans for covered megayacht dockage on New River revived A new group of investors has taken over the old Summerfield Boat Works property in Ft. Lauderdale and plans to revive the designs of Pier 17, a previous project slated for the space before the financial crash.

Now called Harbour Twenty-Six, the long slice of land on the north bank of the New River across from Lauderdale Marine Center will have 26 covered slips for yachts between 80 and 170 feet. The slips are for sale starting at $1.8 million.

Each slip will have a two-story, enclosed garage and storage unit. For crew, the property will have a pool and grilling area and exercise equipment.

Greyhawk Marine Group bought

the property in 2005. Although initial renovations to the property began, it never really got under way and has sat vacant for years.

Ft. Lauderdale boater and resident Marion Uter mentioned the property to some real estate developers he knows in Alabama and they liked the idea.

“We’re primarily single-family home developers in Alabama,” Cox said. “It’s completely random that we’re involved with this, but we’re excited. I think it’s going to be a ton of fun.”

Cox’s group closed on the property in November and plans to break ground in late April. Slips should be open in the spring of 2016.

– Lucy Chabot Reed

The Triton

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BOATS / BROKERS

March 2015 B

Calixe, Aquila, and Mirabella I sell; Sibelle, Kiss launch Merle Wood & Associates has sold the 188-foot Feadship M/Y Calixe., and the 82-foot (25m) Sunseeker M/Y Hideout.

New to its central agency listings for sale include the 205-foot (62m) Oceanco M/Y Lady Lola listed at 49.9 million euros, the 123-foot Heesen M/Y No Comment (in a joint with Luxury Yacht Group), and the 121-foot Benetti M/Y Domani.

Infinity. Built under the code name Y710, the yacht features an exterior design by Espen Øino and an interior

by Sinot Exclusive Yacht Design and David Kleinberg Design Associates.

It accommodates 12 guests in six cabins and owner’s suite and has a circular pool measuring 5m in diameter on the main deck. She is powered with twin 4,828hp / 3,600kW MTU engines capable of reaching speeds of 20 knots.

Northrop & Johnson has sold the 164-foot Benetti M/Y Aquila by brokers Kevin Merrigan and John Weller, and the 132-foot (40m) S/Y Mirabella I built

by Concorde Yachts by broker Joost Goverts (with Polaris Yacht Brokerage, who brought the buyer).

New to its central agency listings for sale are the 158-foot S/Y Peacemaker listed with Michael Geraghty for $3.5 million, the 110-foot sloop S/Y Annagine built by Dykstra and listed with Derk Jan Rolff for 5.5 million euros, the Indonesian-built 98-foot (30m) ketch S/Y Aventure with broker Bert van Muylwijk listed for 2.6 million euros, and the 67-foot (20m) S/Y Namoussa built by Royal van Dam and listed with Rolff for 1.48 million euros.

New to its charter fleet is the 115foot Christensen M/Y Ocean Pearl based on the U.S. West Coast.

In related news, the brokerage hired Tom Babbitt as a broker in its Newport office, and hired Edward Dickinson as a junior sales broker in its Antibes office.

Babbitt began his yachting career in 1989, selling powerboats in New York. Over the years, he has held every position from sales broker and sales manager to vice president, general manager and owner at various yacht brokerages along the Eastern seaboard.

A UK native, Dickinson spent two years as crew and brings a degree in business to the yachting sector.

Heesen Yachts has launched the 50m M/Y Sibelle, an aluminum, fast displacement hull with a plumb bow.

Ft. Lauderdale-based Hargrave Custom Yachts sold a new 130-foot tri-deck in early February to Anthony Simboli, the owner of M/Y Gigi II. This is the third new Hargrave for Simboli, which he will name M/Y Gigi III. Moran Yacht & Ship has sold the 114-foot (34.7m) Moonen M/Y Beluga.

New to it central agency listings for sale is the 151-foot (46m) Delta Just J’s listed at $29 million.

Dutch builder Oceanco (above) has delivered the 291-foot (89m) M/Y

M/Y Sibelle will reach a maximum speed of 18.5 knots with two 1,000kW MTUs, meaning it can cross the Atlantic with fuel to spare. The exterior features contrasting bands of wraparound glass.

Ten guests can be accommodated in five cabins. The master has two dressing rooms, each with a private ensuite bathroom. M/Y Sibelle was expected to undergo testing in the North Sea and delivered to her owner by the end of February.

Feadship has launched the 152-foot

(46.4m) M/Y Kiss. (above) “With yachts like Como and Kiss, we are effectively building a sporty-type boat around our average size of over 15 years ago, but now with all the

See BOATS, page B13

B10 March 2015

CRUISING GROUNDS: Puerto Rico

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SUP, dancing and kayaking have Latin Caribbean flare PUERTO RICO, from page B1 origins from Cuban and Puerto Rican traditional dancing. It is now a popular and sexy dance that will put you right in the San Juan spirit on a night out.

Have two left feet? Don’t worry. Triana Tapas & Flamenco in Old Town (251 Recinto Sur, +1 787-725-8819) offers free salsa lessons at 8 p.m. on Tuesday and Wednesdays to straighten you out. They also have flamenco shows Friday and Saturdays.

6. Bioluminescent kayaking in Bio Bay. There are three bodies of water in Puerto Rico where you can see bioluminescent organisms light up when agitated by movement. We went to Bio Bay in Fajardo on the northeast coast and took a kayaking tour with Pure Adventure to experience this for ourselves.

The tour starts either at 5 or 7 p.m. and begins with a mile-long kayak through mangroves. If you start at 5, you will get to actually see the mangroves and, if you’re lucky, large iguanas looking down over you from within the trees. You then emerge from the mangroves to a stunning lagoon with views of El Yunque rainforest, if it’s a clear evening.

The tour guide, a marine biologist, will give you an explanation of why the organisms light up and what to expect. When it gets dark, you will see the tiny, magical, diamond-like creatures below you before heading back through the mangroves.

Beware that there are many tour groups doing the same thing, so it is quite loud with people and you likely will bump into other kayakers throughout

the mangroves.

Be prepared to either tip over or almost run over someone else who has tipped over when the mangrove tunnel becomes backlogged with kayaks and people running into trees.

Overall, it was fun, and if you can have a light attitude about it, it’s pretty funny as well. Just follow the guide and the rules and you’ll be safe and have a great time.

Tip: Bring a waterproof camera; expect everything to get wet.

7. Surf. Normally, I would never put surfing last on any list of to-do’s as it is one of my favorite playtime things to do. However, I never actually went surfing in Puerto Rico this time around.

Blasphemous, I know. I just didn’t make it happen this time.

But 2.5 hours from San Juan, on the northwest coast, is Rincon, known for its surfing spots and laid back surfer vibe. There are many beach side spots to stay in, surf lessons and chill out beach bars.

Another spot that came recommended is Isabella, just east of Rincon. Isabella is a smaller area, with great surf, quiet beaches and fewer tourists.

Either way, if you get a chance when you are in Puerto Rico, get out and play.

Angela Orecchio is a chief stew and certified health coach. This column was edited from entries in her blog, The Yachtie Glow (www.angelaorecchio.com), which offers tips for crew on how to be healthy, fit and happy on board. Comments are welcome at editorial@the-triton.com.

When the diving in Puerto Rico is clear,(top) it can feel like you are in an aquarium. The author and friends (above) cool off with fresh coconuts in Old Town.

PHOTO FROM ANGELA ORECCHIO

The Triton

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FYBA brokers honored, new board named

By Lucy Chabot Reed Broker Skip Mansfield was honored Jan. 30 with the Florida Yacht Brokers Association’s inaugural Lifetime Achievement Award.

A licensed yacht salesman and charter broker at Sarasota Yacht & Ship, Mansfield helped Northrop & Johnson open offices around the country, most of which still exist today.

Mansfield later was hired by Dick Bertram to manage all of his operations in Miami and Ft. Lauderdale. And he established Emerald Yacht and Ship, which he ran for 21 years.

At age 88, he’s still a sailor, having recently finished the Regata del Sol al Sol, a 456-mile race from St. Petersburg, Fla., to Isla Mujeres, Mexico.

Also honored at the dinner was Jon Burkard, president of Allied Marine Brokerage & Charter, who was named FYBA’s Broker of the Year. Burkard has worked in yacht sales and management for the past 35 years, and has served on FYBA’s board for more than 10 years.

FYBA’s Charter Professional of the Year honor was awarded to Barbara Stork Landeweer of International Yacht Collection. She joined IYC in 2010 with more than 20 years experience in yachting. She landed her first yachting job at Fraser, then joined The Sacks Group, joining IYC when the firm acquired Sacks.

In presenting the award, charter broker Daphne d’Offay said when she first got into the business, her first bit of advice was to go talk to Landeweer.

“She knows everybody,” she said.

Her 2014 charter yacht registry includes the 169-foot Benetti M/Y Sai Ram, the 164-foot Westport M/Y Aquavita, the 164-foot Delta M/Y Arianna, the 145-foot Heesen M/Y At Last, and the 140-foot Proteksan M/Y Capricorn.

FYBA also welcomed its new board of directors. Re-elected to serve a twoyear term are Gary Smith of Sarasota Yacht & Ship as president, Bob Saxon of International Yacht Collection as vice president, Bruce Schattenburg of Allied Marine and Paul Flannery of HMY Yachts as board members.

Newly elected to two-year terms on the board were Jason Dunbar of Luke Brown Yachts, Paul Burgess of Sunseeker International, and Jeff Partin of Camper & Nicholsons.

These board members join existing members Bob Zarchen of Ardell Yacht & Ship Brokers (treasurer), Bob Denison of Denison Yacht Sales, Jeff Erdmann of Allied Marine, and George Jousma of Sanlorenzo, who return to complete their terms.

BOATS / BROKERS

March 2015 B11

B12 March 2015

FROM THE TECH FRONT: Rules of the Road

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Mariners charged with manslaughter, negligence rules, from page B1 considered competent, and the owner had assurances from his management company that all was correct.

The unique aspect was the criminalization of the accident. Civil fines can be expected if something improper was done, but now the prospect of jail time was put on the table for someone doing their job as expected.

To cite a more recent issue, we can review the tragic events surrounding the M/V Deepwater Horizon. She was a dynamically positioned, semisubmersible, offshore oil-drilling rig owned by the company Transocean.

Built in 2001 in South Korea, the rig was registered in the Marshall Islands and leased to the multinational corporation British Petroleum (BP).

On April 20, 2010, while drilling in the Gulf of Mexico, an explosion that was caused by a well blowout killed 11 crewmen. It ignited a fireball visible from 40 miles (64 km) away. The resulting fire could not be extinguished.

Subsequently, on April 22, 2010, the Deepwater Horizon sank, leaving the well gushing at the seabed and causing the largest offshore oil spill in U.S. history. The resulting litigation continues to this day. Criminal charges and resulting fines were levied against several of the companies involved.

There are pending manslaughter charges against two of the BP supervisors assigned to the rig.

In November 2014, Capt. Lee Joonseok was sentenced to 36 years in jail.

Capt. Lee was the master of the ferry named M/V Sewol that sank in the waters of South Korea earlier in 2014.

Although he was acquitted of murder, Lee was found guilty of violating “seamen’s law” and abandonment causing death and injury. More than 300 people died; 250 of them were students on their way to a field trip.

Nine people remain missing and are presumed dead.

The sentence was the culmination of a five-month trial. A panel of three judges delivered the verdict and the sentence. Prosecutors had sought the death penalty for Capt. Lee, alleging that he did not use the available equipment such as life rafts, life vests, and announcements to evacuate the passengers. The ship’s owner was convicted of accidental homicide and sentenced to 10 years in prison. Several ship inspectors were found guilty of negligence and sentenced from two to six years in prison.

In early February, an Italian court found Capt. Francesco Schettino guilty for his role in the loss of the cruise ship M/V Costa Concordia. The accident resulted in the total loss of the ship and

killed 32 people off the Tuscan island of Giglio in 2012.

Capt. Schettino was the sole defendant in a 19-month trial. Being found guilty of multiple manslaughter charges, he was sentenced to 16 years and one month in prison. He was also found guilty of abandoning the ship while the majority of the 4,200 passengers and crewmembers were still aboard.

The shipwreck occurred on the night of 13-Jan-2012, when the cruise ship navigated too close to the island and ran aground. The court determined that Capt. Schettino changed the course of the ship to perform a “salute” to the island; a risky move supposed to offer a spectacle for passengers and inhabitants of Giglio.

Our most recent example of criminalization comes to us from Hong Kong. Capt. Lai Sai Ming was sailing as master of the high-speed ferry named M/V Sea Smooth. Capt. Lai was found guilty for his actions in an accident between his vessel and a pleasure boat near Lamma Island off the coast of Hong Kong and sentenced to 18 months in jail.

Capt. Lai was sentenced to an additional 18 months for endangering the safety of others at sea, but the terms will be served concurrently. He could have been given a life sentence.

Capt. Chow Chi-wai was in command of the pleasure vessel M/V Lamma IV. He had 120 people on board during the collision on Oct. 1, 2012.

He was sentenced to nine months for endangering others’ safety at sea.

Unlike Capt. Lai, he was acquitted of all 39 charges of manslaughter.

It is widely recognized that yachting remains a unique entity. We have our own special needs when it comes to operating safely while still meeting the recreational needs of the owner and guests.

However, history has demonstrated that the regulations that used to only affect the big ships, eventually (and sometimes painfully) trickle their way into our daily routine. Keep a sharp watch and be prepared.

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.

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BOATS / BROKERS

Ocean Independence takes over Burger Boat brokerage BOATS, from page B9 know-how and intelligence Feadship has developed,” said Feadship director Henk de Vries. “This facilitates a clever approach to high-end production, one which remains entirely custom while keeping the costs of a Feadship of this size within the bounds of reason.

“The owner of Kiss required a more conventional speed of 16 knots (Como is 19), so she has a different power plant,” he said. “And while Como is a sports boat with an open top deck, Kiss has a complete master penthouse on the upper deck. This obviously added both volume and weight to the yacht, hence requiring a revised lines plan. Make no mistake, these are two different Feadships.”

Kiss has a metallic black hull with a red stripe on the waterline. A large bulwark window measures 6.5 metres in width, and the owner’s quarters take over a complete deck. The interior is

by Redman Whiteley Dixon. It can accommodate eight guests and eight crew, plus a captain’s cabin.

Ocean Independence has added to its central agency listings for sale a 107foot (32.5m) Vicem cruiser for $6.65 million and the 80-foot (24.5m) Vicem for $2.5 million.

The Switzerland-based charter, management and brokerage firm has taken over the brokerage business of Burger Boat Company, BYS, and named Thom Conboy as its president of the Americas where he will oversee the operation and all new business development, focusing on brokerage and new construction sales.

The brokerage team includes Cheryl Toney as vice president, Michael Bach in project development, and Chris Collins, Julien Elfenbein and Teddy Garsva as brokers.

Heading the office’s charter division is Daphne d’Offay. Ocean Independence has 115 yachts in its fleet.

Burger Boat Company will continue to build new yachts at its yard in Manitowoc, Wisc.

Italian-builder Benetti has begun production of a 63m on spec. The yard announced in a press release that it decided to do so while in the midst of

high sales, especially the sale of nine superyachts since September, including a custom 65m. It expects to deliver 19 yachts in 2015, including seven projects over 50m. The yard has 45 units under construction in Livorno and Viareggio, it said in the release.

Camper & Nicholsons has added to its central agency listings for sale the 144-foot (44m) Heesen M/Y At Last and the 105-foot (32m) S/Y Liara.

New to its charter fleet is the 253foot (77.4m) M/Y Legend (beginning this fall in the Med and winter in South America/Antarctica) and the 131-foot (40m) M/Y Thumper based in the Balearics this summer.

Italian builder Arcadia Yacht debuted the U.S. edition of its 85-foot (26m) semi-planing vessel (above) during the Miami show. The boxylooking yacht offers more interior space compared with other vessels her size, and covers the top deck with solar panels.

This is Hull No. 8 in the Arcadia 85 line. She is powered by twin MAN diesels R6-730hp each, giving her a maximum speed of 18.5 knots. The tender garage can hold a 4m tender and two-seat Jet Ski. As part of its development plans beyond Europe, the builder has hired Alessandro Diomedi to lead operations for the Americas. Diomedi was manager of Ferretti Group for 10 years, first for the Asian, and later the

American markets.

New York-based Hacker-Craft debuted its first fiberglass hull at the Miami show. The classic mahogany motorboat builder offers the 27-foot fiberglass tender with a 7-foot-3-inch beam and 28-inch draft. Hacker-Craft also recently launched a 33.5-foot limousine tender for a 230-foot yacht.

March 2015 B13

B14 March 2015

CALENDAR OF EVENTS

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Palm Beach show, Superyacht Summit top March calendar March 3-7 Dubai International Boat

Show, Dubai International Marine Club. This year to host seven sectors with more than 26,000 visitors from 76 countries. www.boatshowdubai.com

March 4 The Triton’s monthly

networking event (the first Wednesday of every month from 68 p.m.) with Culinary Convenience in Ft. Lauderdale. Join us for casual networking. www.the-triton.com

March 7 38th annual Waterway

Cleanup, Ft. Lauderdale area.

Organized and sponsored by MIASF. Visit www.miasf.org and www. waterwaycleanup.org.

March 7 Marine and Composites

Industry Career Day at International Yacht Restoration School in Newport, R.I. Free. www.iyrs.org

March 8 National Marine Suppliers Yachty Nationals Golf Tournament, Hollywood, Fla. The tournament will raise funds for the Marine Industry Cares Foundation. www. nationalmarine.com

March 10-15 Moscow International Boat and Yacht Show, Russia. eng.mosboatshow.ru/boat

March 11-14 Loro Piana

Caribbean Superyacht Regatta and Rendezvous, BVI. www. superyachtregattaandrendezvous.com

March 13 Marine Engineering Science and Technology (IMarEST) annual dinner. imarest.org

March 18 The Triton’s monthly

EVENTS OF MONTH March 25 2nd annual International Superyacht Society forum, Palm Beach County, Fla.

Discussion of future growth of superyachts with a focus on Italian design. Speakers include Fincantieri’s Marco Mazzu and executives from ISS and the Florida Yacht Brokers Association. www. superyachtsociety.org

March 26-29 30th annual Palm Beach International Boat Show, Palm Beach, Fla.

Boats, yachts and accessories from 8-foot inflatables to superyachts of more than 150 feet. In-water portion of the show is on the Intracoastal Waterway along Flagler Drive. Show entrances are at Evernia and North Clematis streets. Free shuttle buses. www. showmanagement.com

March 20 IGY Crew Olympics,

Rodney Bay Marina, St. Lucia. Fun competitions for yacht crew. www. igymarinas.com

March 26 3rd annual Opportunities in Superyachts Conference, Malta. Panel discussion and debate on regulatory, financial, fiscal and legal issues in global superyacht industry. www. quaynote.com

March 26-27 USSA Southeast

networking event (the third Wednesday of every month from 6-8 p.m.) with Crewfinders in Ft. Lauderdale. www. the-triton.com

Region networking events, West Palm Beach, Fla. U.S. Cocktail events in the USSA pavilion at the Palm Beach International Boat Show. ussuperyacht. com

March 19-22 St. Barths Bucket

March 27-29 annual Firestone Grand

Regatta. A regatta set in the Corinthian spirit for yachts over 100 feet (31m). www.bucketregattas.com/stbarths

MAKING PLANS April 15 Triton Expo, Ft. Lauderdale

The Triton hosts an Expo in April and October each year. The crewfocused event features vendors who provide the goods and services that yacht captains and crew use.

All captains, crew and industry professionals are invited; no RSVP required. www.the-triton.com

Prix of St. Petersburg, Fla. Boaters can reserve a slip at Acura Yacht Club, for details call Kim Green at +1 727 8984639, kgreen@gpstpete.com. www. gpstpete.com.

April 1 The Triton’s monthly

networking event with Viking SurfSUP in Ft. Lauderdale. www.the-triton.com

April 11 Westrec annual Sunrise

Harbor Marina Captain and Crew Appreciation Party, Sunrise Harbor Marina, Ft. Lauderdale. Event by invitation only, registration required, contact shmarina@fdn.com. 7-10 p.m. www.sunriseharbormarina.net

The Triton

www.the-triton.com SPOTTED: Miami, Ft. Lauderdale

Triton Spotters

Capt. Dan Morrison brought home his Triton coffee mug after last month’s captains lunch and his wife, former yacht Chef Sophie Morrison, snatched it up. We have more, don’t worry.

Yacht captains and crew were spotted during the Yacht and Brokerage Show in Miami Beach in mid-February reading Triton Today.

Crew kept up with show news, exercised their brains with puzzles, and watched the docks for interesting sights for the popular Boat Show Bingo.

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.

March 2015 B15

C Section

Triton networks in town Crew join us at Marine Outfitters and Yacht-Mate Products. C2-3

March 2015

Start morning right And it may be different than your mother taught you.

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Don’t be sick at sea Meats and produce top culprits for food-borne illnesses.

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What’s that smell? Control odor onboard

TRITON SURVEY: Budgets

owner’s money. I feel bad that owners now go to management companies because they can’t trust the person that they hire with the money. But they still trust them with their lives?”

“I don’t feel a need for a budget as I only do what’s necessary,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “That said, I do feel that some owners need to be more involved in the day-today operation as I’ve seen ridiculous expenditures on unnecessary changes, modifications and ‘repairs’ that were decided solely by the captain.”

“I prefer the freedom and trust to spend wisely on necessary projects/ repairs, upgrades and improvements to keep the yacht running in perfect order so that the owner can enjoy the yacht and all systems work each time they come aboard,” said the captain of a yacht 120-140 feet. “The crew have more pride in their jobs when defects can be rectified and things actually work and feel safe rather than just getting by on a Band-aid.”

Slightly more than a third of our respondents appreciate working under a budget.

An important aspect of getting a yacht ready for a boat show is creating an inviting atmosphere for prospective guests or future owners who come to see the vessel. One of the things people focus on when they step inside is whether they feel comfortable. The first impression visitors get – and the one that is the most difficult to control Stew Cues – is the odor that Alene Keenan greets them when they walk onboard.

Boats are often full of funky odors.

The air in staterooms can get stale.

Graywater and blackwater holding tank systems can affect the smell of a yacht.

There are cooking odors, chemical odors, and just general “life onboard” odors.

Most of the time, the main culprit is mold and mildew. It is hardly surprising that it is so prevalent on yachts when you consider the circumstances: wet, warm, dark. How could mold go wrong?

Mold grows in various environments, from refrigerators to air handlers. It flourishes in tropical climates, because the conditions are almost always perfect.

In more temperate climates, mold spores go dormant when conditions are unfavorable. When it gets too dry or cold, mold cannot proliferate.

Mold spores thrive on organic materials and especially love paper, wood, and other organic matter. A chemical byproduct of mold that grows on items that are stored is called geosmin and may be the source of that prevalent “musty” smell on yachts.

So what’s a stew to do? The only way to remove a smell is to remove the source. Moisture level is the component that must be controlled, and that is difficult on a boat. Running a dehumidifier is the best way to ensure that the humidity registers between 40 and 55 percent. There are also small, renewable silica gel units that absorb moisture from the air especially well in

See Budgets, page C8

See STEW, page C12

MONEY IN AND MONEY OUT: This month’s Triton survey asked how captains handle the yacht owner’s money. Most ILLUSTRATION/BIGSTOCK.COM captains say crew are the largest expense.

Captains prefer no budget, but usually have one This month’s survey comes from a captain on what he calls a “nobudget boat” who “had it out” with the chef after receiving the credit card bill. (“She went a bit crazy,” he said.) It got him thinking about budgets and he wondered if most yachts operate under a structured Triton Survey Lucy Chabot Reed spreadsheet-andbudget kind of system, or if they ran more like his boat, budget-free but reasonable.

So we asked yacht captains: How do you handle the boss’s money for the yacht? Does your vessel operate within the limits of a budget? Or do you work better with no limits?

More than 70 yacht captains replied to this month’s survey, most on yachts between 100-140 feet, in yachting more than 20 years and with fewer than six bosses in their careers.

In general, our responding captains preferred to operate a boat without a budget by a ratio of 2-to-1, but they also preferred to substantiate expenses with reports and receipts.

Savor the sweet and hearty Try this Mexican chicken and end with a baked brie.

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The ideal

We began by asking general questions about their preferences. Do you prefer a yacht program with a budget or one without?

Nearly two-thirds of responding captains said without, and some turned philosophical.

“This is a wish,” said the captain of a yacht 120-140 feet in yachting more than 30 years. “Most vessels now operate on some type of a budget, whether stated directly or imposed.

Every receipt is checked and expenses – especially crew salaries, insurance and travel – are checked closely. I think no-budget boats are almost a thing of the past. Some crews and captains have helped this happen with the owners.”

“I think we as professional captains, given the job of protecting the owner’s family and investment, should be given the respect of the position and the freedom to control the expenses of the yacht,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “I think we have lost some of that control and trust of owners due to captains not discussing a budget and not doing their best with the

C March 2015 TRITON NETWORKING: Marine Outfitters

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he first Wednesday in February brought together more than 200 captains, crew and industry professionals for Triton networking with Marine Outfitters, formerly known as Claire’s Marine Outfitters.

Temperate Florida weather in Ft. Lauderdale made for a great event PHOTOS/DORIE COX with cold beverages, hot pizza and doughnuts.

The Triton

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TRITON NETWORKING: Yacht-Mate Products

he Triton hosted the third Wednesday of the month networking event with Yacht-Mate Products on a chilly night in Ft. Lauderdale in February. About 200 captains, crew and industry professionals toured the showroom and enjoy beverages PHOTOS/DORIE COX and snacks.

March 2015 C

C March 2015 NUTRITION: Take It In

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The Triton

Breakfast not just for kids; eat to combat depression, stress Your mother always told you to eat breakfast, right? Well, Mom’s advice still rings true, even though you’ve traded a book bag for a log book. That’s because breakfast really is the most important meal of the day – even for adults.

Breakfast, literally defined, is the meal that breaks your fast and is usually eaten Take It In within two to three Carol Bareuther hours of waking.

Several studies point to positive school performance in kids who eat breakfast. However, what’s in this meal for adults? For one, Australian researchers showed last year that eating breakfast as part of an overall healthy dietary pattern was associated with a reduced likelihood of depression in participants over age 18.

This protective depressive effect was especially seen in those with Type 2 diabetes.

Secondly, eating breakfast can help you to get more nutrients in your day and lose weight, too. This is especially true, say U.S. researchers, if your breakfast menu includes whole grain

breads or cereals, low-fat milk and whole fruit or 100 percent fruit juice.

Third, eating breakfast can make you stress-free and stronger. In the first case, when more than 800 nurses in Wales ate breakfast (cereals, dairy products and fruit), they experienced less stress, fewer lapses in concentration, and fewer accidents and injuries at work.

In the second case, Japanese scientists discovered that when more than 1,400 adults aged 19 to 83 ate breakfast daily, their grip strength was stronger than those who skipped breakfast often.

What makes a good breakfast?

Ideally, it is one that serves up at least three food groups, from choices that include fiber-rich grains, nonfat or low-fat dairy, fruits and vegetables, and lean proteins. This means that a bowl

of whole-grain cereal topped with nonor low-fat milk and slices of banana is an excellent choice as is a bowl layered with granola and fat-free Greek yogurt topped with sliced strawberries.

Other variations include a smoothie: flax or wheat germ blended with milk or yogurt and a choice of fruits or vegetables; or a sandwich made of wholegrain bread, turkey, lettuce and tomato; or even dinner leftovers such as a small bowl of baked chicken, brown rice and broccoli.

There’s no nutritional rulebook that says breakfast can only be comprised of certain foods. A look around the world’s breakfast tables quickly dispels this myth.

For example, a traditional Japanese morning meal includes miso soup, steamed white rice and Japanese pickles. In Colombia, it’s changua, a

soup made of milk, eggs, scallions, cilantro and bread, that beats Wheaties as a favorite. And in Turkey, it’s a plateful of bread and cheese along with butter, olives, tomatoes and cucumbers.

What each of these breakfasts has in common is ingredients from at least three food groups.

Prepare ahead of time for breakfast, since mornings can also be among the busiest times of the day. For example, before you go to sleep, move shelfstable items such as cereal and bread and cool foods such as milk and yogurt to the forefront of your counter and refrigerator to make them quick and easy to grab.

You can also hard-cook eggs the night before. For breakfast on the go, blend up a smoothie and pour in a mug, or layer fruit, cereal and yogurt in a portable plastic container.

If you’re not hungry in the morning, take a piece of fresh fruit or bag of trail mix or granola bar with you out the door. One food group is better than none, and it still fits the definition of breakfast.

Carol Bareuther is a registered dietitian and a regular contributor to The Triton.

Comments on this column are welcome at editorial@the-triton.com.

The Triton

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IN THE GALLEY: Culinary Waves

Prevent foodborne bacteria from sickening crew, guests Recently, a friend on a yacht suffered Other forms of foodborne bacteria a foodborne illness. He toughed it out, are e coli (recently found amid thinking he had a stomach flu or virus strawberries, spinach and lettuce), of some sort. Needless to say, he did not salmonella (on the skins of melons, go to the hospital papaya and other fruits, nuts, spinach where his yacht was and other greens), and staph bacteria docked. The next (found in meat). day, he wished he There are simply ways to prevent had because it was foodborne illnesses from affecting your not any better. It yacht and crew. It just takes a moment took many days to and a little diligence, both of which can get over the illness move to the back burner when we are he felt. pressed for time or hit with demands.

As yacht chefs, First, pay special attention to where Culinary Waves we need to take you purchase your products. While it is Mary Beth special care with fine to buy local ingredients, give these Lawton Johnson the produce and goods of questionable background a meats we buy in little extra care when preparing them. foreign countries. It is easy to feel Regardless of where you get your secure in the U.S. or in Europe. We all produce, wash them thoroughly. Use have reputable stores where we buy clean water and some sort of cleaner. needed provisions You can make you and the farm or own with a little dish The toxic or provisioner that will detergent (preferably ship what we need to something organic) infectious agents us packed in ice. or a couple drops that can make us But when we travel, of bleach in a sink sick often enter the we take chances with of cool water. Scrub our health, the owner’s them a bit, then rinse body through the and guests’ health, and dry. food we eat. and our crew’s health This is especially every time we buy true for fruits and local. vegetables, even when That’s not to say we shouldn’t do it. you don’t eat the skin. Any bacteria on I just suggest we remember that not the outside gets spread to the inside everyplace is as safe and secure as our when they get sliced. How many times homelands. have we seen a man down island slicing We chefs know the potential fruit with a machete? Think again hazards of food handling, storage and before you eat it. preparation. The toxic or infectious Cook your meats on a high heat to agents that can make us sick often destroy any bacteria. enter the body through the food we eat.

Feel comfortable with the person The agents that cause us to get sick or store selling you your meat. When may have originated from the source in doubt, don’t buy it. If the meat does – infected animals or growing facilities not look fresh, bright in natural color, – but it can also come from the storage don’t touch it. Have you ever been and delivery of those foods. approached by that guy selling meat One of the most common items out of his cooler, claiming some big yacht chefs purchase in a foreign port yacht changed its travel plans and is fruit. Too often, we think nothing of didn’t need it? Stay far away from that simply giving it a quick wash under the guy, and anyone else you don’t feel faucet and cutting into it. As the knife confident about. cuts through the exterior of the fruit, And finally, notice the ice on items any troublesome bacteria on the skin is stored in freezers in stores or in trucks, carried to the flesh inside. especially in a foreign country. Ice One of the deadliest foodborne crystals indicates time-temperature bacteria is listeria. It is not like abuse, or maybe that the item had foodborne pathogens that cause too much moisture on it when it was gastrointestinal discomfort such as packaged. Not only will that affect diarrhea, nausea and cramps. Instead, taste, it could harbor some nasty listeria monocytogenes stays in the bacteria that could make sick the body. You may not even know you people who trust you with their food have it until it shows up as something and health. else, such as meningitis or septicemia.

A recent outbreak, which resulted Mary Beth Lawton Johnson is a certified in several deaths, was traced back to executive pastry chef and Chef de cantaloupes. Thoroughly wash fruits Cuisine and has worked on yachts for and vegetables before slicing them. And more than 25 years. Comments on this if cooking them, make sure they get to column are welcome at editorial@thethe proper temperatures. triton.com.

March 2015 C

C March 2015 IN THE GALLEY: Top Shelf

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Baked Brie with Sultanas in Champagne, Cinnamon and Vanilla Gelee, Nutella Dust One thing I really love to make is dessert; one thing I really hate to eat is dessert.

Put a cheese board in front of me any day, but keep that sweet stuff away.

Then there is this recipe. Ah, common ground. A savory sweet that hits so many notes it’s almost singing a broadway musical.

Sweet, spicy, tangy, gooey, tart and an array of textures define this dish as unique and wonderful.

The gelee will keep for weeks, the powder a week and the brie wrapped in pastry can sit in the fridge covered for up to a week (unbaked), which will allow you to prep this pre-charter and whip it out whenever you are running behind schedule or simply because you need a break.

I added frozen blueberries, raspberry syrup and some micro mint to my plate.

Enjoy. Serves 10.

For the brie: 2 cups sultanas (or golden raisins) 2 cups champagne 1/2 cup sugar 1 bunch fresh thyme 2 5-inch wheels of brie 2 sheets frozen puff pastry, thawed 1 egg, beaten Preheat the oven to 375 degrees F. In a small, heavy-bottomed saucepan, combine sultanas, champagne, sugar and thyme. Simmer for 20 minutes to reduce to a syruplike consistency. Pull out thyme and allow to cool.

Cut just the top rind off both wheels of brie and set aside.

Spread out pastry sheets on a floured surface. They should each be big enough to encompass one brie wheel.

Place the brie (cut side up) in the center of each pastry and spoon some of the cooled sultana mixture on top, making sure not to let it pour over the edges.

Fold over one side of the pastry, then the next and so forth until the brie is totally covered. Trim any excess pastry and brush both bries with the beaten egg.

Place the brie in the oven for 20-30 minutes or until golden brown.

For the gelee: 3 Tbsp chilled, filtered water 2 7g packs gelatin 4 cups filtered water 5 Tbsp white sugar 3 cinnamon sticks 1 vanilla bean, split 1 bird’s eye chili, halved and deseeded

Pour chilled water in a small bowl and sprinkle gelatin over, allowing it to bloom.

In a heavy-bottomed sauce pan, add remaining ingredients and simmer for 30 minutes, or until water has reduced by half. Strain out hot liquid and return to pan at med-high.

Add gelatin to the mixture and whisk for 2 minutes until completely dissolved.

Pour the mixture into a silicone bread mould, allow to cool and then cover and refrigerate for at least 4 hours.

Once hard to the touch, use a butter knife to loosen the edges and turn out the gelee onto a chopping board. Make half-inch slices. Reserve in fridge until plating.

For the Nutella dust: 4.2oz (120g) Nutella 2.8oz (80g) maltodextrin powder (Available from specialty stores. I get my chemicals from the International Store on 17th street.)

In a food processor, place the ingredients and pulse for 1 minute.

Scrape the sides if necessary.

Place the powder in a sealed container until plating.

Mark Godbeer, a culinary-trained chef from South Africa, has been professionally cooking for more than 11 years, 9 of which have been on yachts (chefmarkgodbeer.com). Comments on this recipe are welcome at editorial@thetriton.com.

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IN THE GALLEY: Crew Mess

Pollo Pibil Pollo Pibil is a Mexican chicken dish from the Yucatan in which chicken is smothered with achiote paste and sour orange juice and slow cooked in banana leaves over hot wood coals in a hole in the ground.

As we don’t have a hole to dig aboard, I slow roast the pibil in a crockpot. Achiote paste is a dark red paste made of ground annatto seeds that has a soft, earthy flavor, similar to saffron. You can find it in Latin grocery stores, along with the sour orange juice needed for this dish.

For this spin on a traditional Pollo Pibil, I use split chicken breasts (though thighs can be used for the budget cook) and slow cooked them in a delicious achiote-spiced sauce.

Makes excellent tacos or burritos, or simply serve over yellow rice, Garnish with cilantro, cebolla morada (from last month’s recipe) or pico de gallo. Enjoy.

Ingredients: 3 lbs skinless split chicken breasts Salt and pepper 1 onion, quartered 1/2 cup sour orange juice 2 habaneros, seeded and diced 3 garlic cloves, diced 1 Tbsp coriander 1 tsp cumin 1 tsp dried oregano 4 Tbsp achiote paste 1/4 cup chicken broth 1/2 cup apple cider vinegar Season the chicken with salt and pepper. Place chicken atop onion in crock pot.

In a blender, combine the remaining ingredients to form the sauce. Pour over the chicken. Slow cook on low heat for 4-5 hours until

the chicken can be easily shredded from the rib with a fork. Shred the chicken (discard rib) and let everything cook for 30 minutes more with the crock pot lid off. Leaving the lid off will help some of the water evaporate so the sauce thickens up.

Capt. John Wampler has worked on yachts for more than 25 years. He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break. Contact him through www.yachtaide.com. Comments on this column are welcome at editorial@ the-triton.com.

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C March 2015 TRITON SURVEY: Budgets

In your current command, do you operate with a budget?

Is your budget adequate?

Do you have input into that budget?

No 3%

No 13%

Sort of 22%

The Triton

Do you make an effort to keep expenses down?

No 7%

Not really 18%

No 43% Yes 35%

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Yes 87%

Yes 79%

Yes 93%

Even with no budget, captains prefer to report all expenses Budgets, from page C1 “I like to know what kind of money the owner wants to spend,” said the captain of a yacht 80-100 feet in yachting more than 25 years.

“I like to work to a budget,” said the captain of a yacht 180-200 feet in yachting more than 15 years. “It also gives me a sense of achievement to keep the yacht in budget.”

“Budgets give one a goal, something to aim for, the goal of effective spending,” said the captain of a yacht 160-180 feet in yachting more than 20 years. “But the budget must be realistic.

By thoroughly planning a season in terms of cruising and maintenance one can achieve a realistic budget.

Crew food, interior consumables, maintenance consumables, surveys, yard periods, planned maintenance, communications, dockage and shorepower – and even, to a certain extent, crew turnover and flights – can be budgeted for if a plan for the year can be drawn up and adhered to.

“Breakages and unplanned repairs

cannot be budgeted for,” this captain said. “Newer vessels are easier to budget for; older, uncared-for vessels more difficult. Owners’ expenses are usually not budgeted for, including fuel for an unexpected cruise, dockage, transport, food, wine. To budget means to limit what one can do. A benefit is efficiency. A disadvantage can be to put off what needs to be done, and suffer some sort of failure in the future.”

Among those captains who prefer no budget, we asked What does “no budget” mean to you?

More than three-quarters said “no budget” does not mean they can spend with abandon, but rather that they are able to spend with permission and documentation.

“I am rarely questioned and can justify any expense,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “I am naturally budget minded.”

“The owner never says no,” said the captain of a yacht 80-100 feet in yachting more than 20 years.

“This creates and keeps the bond

with the owner,” said the captain of a yacht 120-140 feet who has worked for two owners in his more than 15-year career. “If he feels like looking at the receipts then so be it. If not, at least I have provided the proof.”

“Upgrading needs permission; mechanical, get it done; food, no budget,” said the captain of a yacht 100120 feet in yachting more than 30 years.

Just 23 percent of those who prefer no-budget boats said they preferred no restrictions on spending.

“Safety, routine maintenance, food, uniforms, and routine paint and varnish are no budget,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “Major item replacement or major paint would have some discussion.”

“I’m sure that if I began spending large amounts of money without being able to justify it there would be consequences,” said the captain of a yacht 120-140 feet in yachting more than 15 years.

For those who prefer budgets, we wondered Do you want input into

establishing that budget, or would you rather have your boundaries established and then simply deliver?

Interestingly, 100 percent of respondents said they prefer to offer input into establishing the budget, or even creating it themselves.

Regardless of whether the boss has a budget on the boat, we wondered of captains Do you prefer to submit receipts and other supporting documents to justify expenses?

Nearly all do.

And we were curious if budgets made operating a boat easier, so we asked Do you prefer to have your department heads adhere to a budget?

Even though captains prefer to have no budget, nearly three-quarters want their departments to operate under one.

The bottom line: What is the ideal fiscal environment between a captain and the owner on a yacht?

See Budgets, page C9

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TRITON SURVEY: Budgets

Do department heads have a budget?

Do you have a spending limit, above which you need OK?

No 6%

Yes, some 16%

Yes, all 32%

Do you prepare spreadsheets to support expenses?

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No 52%

Not spreadsheets, but reports 38%

Do you have incentives to keep expenses down?

Yes 6%

No 30% Yes 56%

Yes 70%

No 94%

In real world, most captains usually have some sort of budget Budgets, from page C8 The majority – again, about threequarters of our respondents – prefer to have the authority to spend within reason, with support documents filed monthly.

“I feel this nurtures the trust that expenditures will be reasonable and justifiable, and reduces the difficulty in securing funds,” said the captain of a yacht 200-220 feet in yachting more than 10 years.

“Keep invoices on all purchases, submit to accounting for reporting, and records on board the boat for future reference and back up should an issue arise as to where and why money was spent,” said the captain of a yacht 120140 feet in yachting more than 10 years.

“Given the latitude to be smart with the owner’s money to keep the boat in the proper order.”

The next largest group (12 percent) opted for support documents to be filed quarterly.

Just 7 percent prefer a strict budget and documentation so there can be no

misunderstandings.

And only 3 percent wanted the authority to spend within reason, but no paperwork.

“Been with him long enough that we both know where we stand,” said the captain of a yacht less than 80 feet in yachting more than 20 years with just two owners. “Some of the bills get out of control; we still work it out.”

Not a single captain chose the answer “open checkbook, no questions asked.” Even a captain who has that situation on his current command said he’d prefer to file quarterly reports.

The reality

In addition to what captains prefer in the ideal world, we wondered what they actually work under, so the rest of our questions ask about their existing job. In your current command, do you operate with a budget?

The answers were pretty split, with 43 percent saying no, 35 percent saying yes and 22 percent who said “sort of ”.

The make-up of budgets are as varied as yacht programs themselves.

“No budget, but I am frugal and operate well within the 10 percent of original value figure that many put out as a standard for operating expenses,” said the captain of a yacht 80-100 feet in yachting more than 30 years.

“I use a monthly / yearly format,” said the captain of a yacht 160-180 feet.

“An entire year is estimated and broken down into monthly and then into categories.”

“I have an annual budget; all invoices/receipts are submitted to accounting each month,” said the captain of a yacht 120-140 feet who has worked for three owners as captain in more than 10 years. “I reconcile the petty cash and credit cards and submit those reports to accounting, who then in turn runs the necessary reports for the owners. I look over that report before submittal.

“There are monthly, quarterly and annual reports detailing all expenses and how the budget is looking,” this captain said. “Necessary repairs are anticipated and there is wiggle room for any unforeseen issues. Some

months we go over the budget, but other months we come in under budget. For 2014, I came in under budget across the board, but over budget in a particular category based on our cruising requirements.”

“I get an ‘allowance’ every month deposited into the boat account,” said the captain of a yacht 120-140 feet who considers his boat to be “sort of ” on a budget. “It is to cover operations, maintenance and upgrades. As long as I don’t have to ask the boss for more money, I can spend it any way I want.

Crew paychecks and fuel are covered by our home office.” (It may be worth noting that this captain has worked as a captain for just one owner during a career of more than 25 years.)

“We do not have a set budget but daily expenses that are over $1,000 I would talk over with the owner,” said the captain of a yacht 100-120 feet in yachting more than 15 years. “We do what work we can ourselves, only subbing out big projects.”

See Budgets, page C10

C10 March 2015 TRITON SURVEY: Budgets

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Most document yacht expenses; crew most costly in equation Budgets, from page C9 “No specific budget,” said the captain of a yacht larger than 220 feet.

“Expenses less than $5,000, don’t need OK from managers. Big expenditures, I always try to inform them in advance.

It’s a risky situation if you don’t control other card users. Monthly cash/card reports supported by invoices.”

“No, but definitely not open checkbook,” said the captain of a yacht 120-140 feet who does not operate on a budget. “Very knowledgeable, longterm owner. He understands costs, wants the boat in great shape, does not want to be taken advantage of.”

“With a one-on-one with the owner, there has never been a budget, except with charter situations,” said the captain of a yacht 100-120 feet in yachting more than 30 years. “It always depends on the owner as you know what he wants, then you shop or buy as required.”

“No budget; we just make the boat run on schedule,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “If I ask for permission to spend, I am always told no. If I just spend what is needed, it is never questioned, so that is what I do.”

For those captains who operate under a budget (or even sort of), we asked Is your budget adequate?

Most of our respondents – 87 percent – said it is.

Do you have input into that budget?

Again, most – 79 percent – do.

For those captains who do not have a budget onboard, we wondered Do you make an effort to keep expenses down anyway?

Ninety-three percent said they do.

“Otherwise, there will be a budget,” said the captain of a yacht 200-220 feet in yachting more than 20 years.

“No budget, but I keep all records in a spreadsheet,” said the captain of a yacht less than 80 feet in yachting more than 25 years. “Even when there is no budget, it is my responsibility to keep costs as low as possible.”

“By due diligence and careful research, I save the owners my salary annually without any sacrifice of quality,” said the captain of a yacht larger than 220 feet in yachting more than 30 years. “A captain and department heads should know how and where to source virtually anything and should continue to develop more knowledge, relationships and resources to that end. There’s no sense in throwing money away just because an owner has millions or billions.”

“We also tend to use the same vendors, subcontractors, etc.,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “You often get what you pay for. Going bargain basement seldom pays off at the end of the day.”

“Doing more with less gets you noticed and compared favorably against the last guy,” said the captain of a yacht 180-200 feet in yachting more than 30 years.

“We do all work in-house and this saves a heap of money,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “I am an engineer first who happens to be able to drive a boat so the owner is lucky and knows it. This helps keep the need to justify down.”

Regardless of whether the owner requires a budget, we were curious Do you prepare spreadsheets to support expenses each month?

More than half do, and the bulk of the rest submit reports of some kind.

Just 6 percent do not.

Again, even if budgets are not established by the owner, we wondered Do your department heads have a

budget?

Slightly more than half do not.

About a third of captains require budgets of all department heads. About 16 percent said only some departments have to adhere to a budget.

With or without budgets, we wondered Do you have a spending limit, above which you must seek approval?

Seventy percent said they do, but that limit varies depending more upon the owner (or owner-captain relationship), it seems, than the length of the boat.

“Up to $1,500,” said the captain of a yacht 180-200 feet in yachting more than 30 years. “Anything over needs prior approval.”

“Currently, no budget,” said the captain of a yacht larger than 220 feet in yachting more than 15 years.

“Have a limit to $5,000 before asking permission. All expenses supported.”

“Will give the owner heads up on big items prior to spending anything over $25,000,” said the captain of a yacht 160-180 feet in yachting more than 30 years.

Do you have incentives (such as a bonus) to keep expenses down?

Ninety-four percent do not.

Flotsam and jetsam

Operationally, we were curious if captains faced similar financial hurdles, so we asked What is the yacht’s biggest annual expense?

Far and away, it was crew (including salaries, uniforms, training, etc.), chosen by 60 percent of respondents.

“Pay peanuts, you get monkeys,” said the captain of a yacht 100-120 feet.

“Try to keep salaries under control; greedy crew can look elsewhere for work,” said the captain of a yacht 200220 feet in yachting more than 10 years.

“We offer a good package overall, and a good working environment.”

“Well-paid crew, will motivate them to do the extra work (within knowledge and capacity), avoiding external subcontractors,” said the captain of a yacht 120-140 feet in yachting more than 10 years.

“Getting the best people for the value of money spent,” said the captain of a yacht 160-180 feet in yachting more than 30 years. “Salaries, repairs and fuel are the top three expenses.”

“But in refit years, then the refit expenses are the largest expense,” said the captain of a yacht 120-140 feet in yachting more than 30 years.

Maintenance and repairs came in second with 21 percent of the vote.

“Boatyard visits and equipment upgrades are the biggest,” said the captain of a yacht 80-100 feet. “All must be priced out first and submitted for approval.”

“Ongoing upgrades to a 10-year-old yacht to keep it fresh,” said the captain of a yacht 120-140 feet in yachting more than 25 years.

“Normally, maintenance/refits is the largest expenditure as we do it every year,” said the captain of a yacht larger than 220 feet.

About 15 percent of respondents chose fuel and dockage.

“Previous boat, we sat behind the owner’s house so dockage expense was nil,” said the captain of a yacht 120-140 feet in yachting more than 10 years.

“This owner, we have a great seasonal rate, but still a monthly dockage and electric expense that adds up. There is no way around dockage if you don’t own your own dock. Fuel, well, if you want to cruise then it costs money to run. You want to run fast then it might cost a bit more. Sometimes the fuel

See Budgets, page C11

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TRITON SURVEY: Budgets

March 2015 C11

Most have no fiscal issues with owner, but with crew, manager Budgets, from page C10 cost and burn gets attention because it is a big expense on one big hit that is easily noticed on the balance sheet.”

The few “other” choices simply married two of the above.

“We spend about a third on crew, a third on maintenance and a third on paperwork (insurance, flag state and such),” said the captain of a yacht 100120 feet in yachting more than 25 years.

And beyond the biggest expense, we wondered What is your biggest fiscal challenge?

We were relieved to see that more than two-thirds said they had no financial challenges with their current owner and program.

“Thankfully all invoices and available monies are not a problem,” said the captain of a yacht 120-140 feet in yachting more than 10 years.

“Vendors are paid on time, the credit card always works and petty cash requests are met in a timely fashion.

Sometimes, accounting scoffs at the size of some expenses or why, but usually a quick e-mail description is sufficient as they are not totally aware why things cost so much or why it is necessary to spend on certain vendors.”

Among the third who did have challenges, it was most often that the

budget was not adequate (11 percent) and bills not paid on time (10 percent).

“Having adequate crew in numbers to keep the vessel in perfect shape, maintain a happy and good working crew,” said the captain of a yacht 120140 feet in yachting more than 30 years.

“It hurts to develop trust with vendors and then the boss is tardy in paying them,” said the captain of a yacht 140-160 feet in yachting more than 20 years.

“On time is relative,” said the captain of a yacht 180-200 feet in yachting more than 30 years. “Management is used to a standard net 30. Industry has many small vendors who find it hard to manage net 30. They want seven or 14.”

Just two respondents said that crew are sometimes not paid on time.

But even these fiscal challenges are endurable.

“The crew are always a month or two behind in pay,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “Crazy, but it’s an easy job so we put up with it.”

“Credit card balance management at the office is not as efficient as it should be,” said the captain of a yacht 100-120 feet in yachting with three owners more than 30 years.

Even though most captains said they had no fiscal challenges with the owner,

there were a few other things that financially challenge captains.

“Crew who come into the program and say ‘The owner is rich, why should he or you care?’,” said the captain of a yacht 160-180 feet in yachting more than 25 years. “Wealthy people are not wealthy because they do not watch their money or hand it out freely.”

“A ‘yacht manager’ who is an accountant, has never worked on a yacht for pay and who does not come from a yachting background,” said the captain of a yacht 80-100 feet in yachting more than 30 years.

All the captains who offered final thoughts about budgets and yachts noted that budgets always help in building trust with the owner, whether the budget is formal or not. A few parting thoughts: “Budgets build trust with owners,” said the captain of a yacht 100-120 feet in yachting more than 30 years. “If we call ourselves professionals, we should be able to act like it.”

“I do my budgets even if the boss doesn’t ask for them, and my monthly reports with documents by department,” said the captain of a yacht 120-140 feet.

“Rather than a budget, I think we need a financial policy signed with the boss,” said the captain of a yacht 140-

160 feet in yachting more than 20 years.

“This should spell out parameters of spending. It does not need dollar figures but can have them in there.

This is basically an OK from the boss to engage someone to do work.”

“No yacht should operate on a total no-budget basis,” said a captain in yachting more than 20 years. “Even in cases where I am given a great amount of latitude, I still involve the owner in the process. ... Trust is not built by being able to maintain a strict budget.

Trust is built and maintained by making good decisions and keeping the owner informed.”

“A captain’s real job is crew and money,” said a captain of 30 years.

“Almost anyone can drive.”

“They run their businesses with budgets so why not the yacht?” said the captain of a yacht less than 80 feet in yachting more than 20 years. “It would be easier all round.”

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.

C12 March 2015 INTERIOR: Stew Cues

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Fight toxins with bamboo charcoal, plants, salt lamps and candles STEW, from page C1 guest and crew cabins and bathrooms.

Once the interior is dry, all surfaces should be washed and dried to remove mold and mildew spores. There are different ways to clean the interior surfaces. Some are better for air quality than others. Vinegar is a natural microbial cleaner but it should only be used in the proper dilution with water and in well-ventilated areas. Vinegar releases acetic acid into the air and lingering fumes can irritate the lining of the nose, throat and lungs. Over time it can corrode interior surfaces.

All natural pH neutral soaps will not damage surfaces when used in the proper dilution. Adding a few drops of essential oils such as melaleuca or lavender to a soap-and-water solution intensifies the purification process.

Once surfaces are clean and dry, we need to think about ways to improve and maintain indoor air quality.

Indoor air can contain more toxins and chemicals than outdoor air. Many fabrics, carpets and other materials emit harmful chemicals into the air.

In today’s chemical laden world, it is practically impossible to completely avoid harmful toxins. For the remaining chemicals in indoor air, there are some natural options. Four of my favorite techniques for reducing exposure to indoor chemicals are by using bamboo charcoal, plants, salt lamps, and beeswax candles.

Bamboo charcoal works wonders for removing odors and toxins. As it absorbs unpleasant odors, it also dehumidifies the air. It is great for use in closets and in cabinets under bathroom sinks.

The porous structure of high density bamboo charcoal helps remove bacteria, harmful pollutants and allergens from the air and absorbs moisture, preventing mold and mildew by trapping the impurities inside each pore.

They have been scientifically proven to reduce the amount of formaldehyde, ammonia, benzene, and chloroform gases emitted from everyday items such as paint, carpeting, furniture, air fresheners, chemical cleaners, rubber and plastics. They are toxin free and safe to use around pets and children.

Bamboo charcoal rejuvenates when the bags are placed in sunlight once a month. You can reuse the bags for two years, after which the charcoal can be poured into the soil around plants to fertilize and help retain moisture.

Plants do a really great job of

filtering indoor air and I am surprised that they are not used onboard more often. They absorb carbon dioxide and release oxygen. Through studies conducted by NASA with assistance

by Dr. B.C. Wolverton (you can find his book, “How To Grow Fresh Air,” on Amazon.com), scientists have identified many house plants that remove pollutants that are common in cleaning products and personal care products. They also remove gases put into the air through lacquers, varnishes and petroleum products.

Research has narrowed down which plants are the best at filtering indoor air. Unfortunately, many do not fit the interior décor design but many of these varieties do well in low light and would add value in crew areas. Here are a few examples: aloe vera, peace lily, snake plant, corn plant, Boston fern, bromeliads and bamboo.

Another useful air purifier is a Himalayan natural crystal salt lamp, which may be lit with candles or electricity. They emit negative ions that remove toxins by bonding with the positively charged ions of air pollutants and can be lit for as long as you like to maintain this purifying effect. They are useful in crew and guest cabins, even at night, because the natural orange glow doesn’t disrupt sleep hormones. A drop of pure essential oil can be added to the salt lamp to be released as it is warmed.

Last but not least, beeswax candles can be burned to clean the air. Paraffin candles are petroleum derived and release chemicals such as benzene, toluene, soot and other chemicals into the air. They are usually artificially scented. These types of candles do more harm than good for indoor air quality and should be avoided.

Pure beeswax candles burn with almost no smoke or scent and clean the air by releasing negative ions into the air. Beeswax candles are especially helpful for those with asthma or allergies and they are effective at removing common allergens like dust and dander from the air. Beeswax candles burn more slowly than paraffin candles and last much longer.

A clean, fresh atmosphere onboard is inviting at any time and is especially important to add that extra touch at boat show time. Many of the odors that are typically found onboard are difficult to control, but with these tips you are guaranteed to feel confident that you are doing your best to maintain a pure, healthy environment with good air quality.

Alene Keenan has been a yacht stew for more than 20 years. She teaches at MPT and offers interior training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Download her book, The Yacht Service Bible on her site or amazon.com. Comments are welcome at editorial@the-triton.com.

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