Triton February 2014 Vol.10, No.11

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February 2014 The Triton networks on the first and third Wednesday of the month. See C2-3.

A14 Bring the boat punch list Check projects off at new Ft. Lauderdale space.

B1

All in the family Conflict is unavoidable; tips to save face and your job.

C1

AT THE HELM: Joe Bartram worked with clients until shortly before his death on Christmas Eve. In 2012, he showed this 1939 Mathis-Trumpy, M/Y Innisfail, during the Palm Beach boat show.

PHOTO/LUCY REED

Iconic broker, yachtsman recalled as a gentleman Legendary yacht broker J. Burr “Joe” Bartram Jr. passed away at his home in Ft. Lauderdale on Christmas Eve after a battle with pancreatic cancer. He was 79.

The silver-haired broker was best known for his charming demeanor, gracious friendliness and ethical

Leadership can be learned Trainers: HELM course a good start for weak leaders. A18-19

Yachting means being on call; scheduling time off is a dream

RIG YOUR COLORS

By Lucy Chabot Reed

It’s out of the bag Stew’s quest to solve picnic problem is all sewed up.

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business dealings.

“We’ve lost a true gentleman,” said Capt. Rusty Allen, who first met Mr. Bartram in the late 1980s.

Mr. Bartram’s yachting career spanned the length and breadth of contemporary yachting itself. Born on July 12, 1934, he joined yachting

See BARTRAM, page A4

When it comes to time off in yachting, captains say it’s tough to manage, no matter what.

The rare story of an owner who schedules the boat’s use – and sticks to it – causes captains’ eyes to light up as they remember their best time in yachting.

And then there From the Bridge Lucy Chabot Reed is all the rest: the last-minute vacation cancellations, the missed holidays and broken marriages, the revolving door of new crew.

Yes, being on call to the yacht’s owner is what they sign up for, most of the time, but captains assembled at our most recent roundtable discussion say having a career in yachting doesn’t have to mean they can’t also have a life. And they know how to manage it otherwise.

“It’s harder than necessary when you’ve got to be at Defcon 4 all the time,” one captain said. “When you find an owner who plans their sail, that eliminates 70 percent of the problem right there.”

“It does, it starts at the top,” said another. “I worked for an owner who planned a year out and it was great.”

“And then there are the nightmare owners where you are on call 24 hours a day,” said a third. “Not even the crew can get away, let alone the captain.”

As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A17.

These captains represented a mix of industry experience and tenure, from those who have worked their way to the largest of yachts to those who have

See BRIDGE, page A16

TRITON SURVEY: Time off for crew

Do crew get time off?

Crew:

Captains: Yes, it’s easy – 49%Yes–72% Yes, but it’s hard – 46% No, just can’t – 5%

Yes, but it’s hard – 58% Yes, it’s easy – 26% No, just can’t – 15% – Story, C1

The boat show must go on, but journey in may be a challenge

By Lucy Chabot Reed After two weeks of meetings in mid-January, concerns over a narrowed channel to the Yacht & Brokerage Show appear to have been alleviated with extra tug boats.

Show Management, a part owner and the producer of the show that begins Feb. 13, said it will make sure the 500 yachts expected to come into Indian Creek for the show this month aren’t at risk because of changes in the channel.

“Surveys have revealed that there is adequate width and depth to transit the channel,” said Daniel Grant, spokesman for the show. “Is there less room that there has been in years past? Yes. But there will be additional support boats on hand to help captains who need or want it.”

At issue is the dog-leg turn at the eastern end of the deep-water channel that runs parallel to the Julia Tuttle Causeway (I-195) on the north side. A contractor for the Army Corps of Engineers has driven pilings into the channel at that end to curtain

off an area where they are planting seagrass as part a mitigation project related to expansion in the Port of Miami.

That channel, which is normally about 100 feet wide and 12 feet deep, was carved in 1961 when the causeway was constructed. Though never officially marked or maintained as a channel, boaters quickly discovered it and began to use it to get to Miami Beach.

See CHANNEL, page A15

A February 2014 WHAT’S INSIDE

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Follow the red line?

Who’s driving anyway? Find out on page A7.

Advertiser directory C15 Boats / Brokers B6 Business Briefs B12 Business Cards C13-15 Calendar of events B14 Columns: From the Bridge A1 Crew Coach A9 Crew’s Mess C4 Culinary Waves C4 Interior: Stew Cues C1 Nutrition C7 Personal Finance A8

Onboard Emergencies B2 Rules of the Road B1 Top Shelf C5 Crew News A3 Fuel prices B5 Marinas / Shipyards B3 Networking Q and A C2,3 Networking photos A14 News Briefs A6 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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CREW NEWS

Chief Stew Jenny-lee Cecconi Watkins, right, and Carol Dykes, owner of C-Worthy Corp., worked together for a year to perfect details on Watkins’ PHOTO/LUCY REED Superyacht Beach Bags.

Yacht stew’s beach bags come together to keep it all together

By Lucy Chabot Reed Stews across the industry have felt what Chief Stew Jenny-lee Cecconi Watkins felt. Called upon time and again to hurriedly put together a beachside barbecue for guests, the crew was always forgetting something, forever chasing around plastic bags that were blown about on the beach, and occasionally breaking or scratching yacht tableware.

“On each yacht I’ve worked on, we always do beach barbecues with the owner and guests,” said Watkins, who has been in yachting more than six years. “Most of the time, nothing its planned; the owner decides at the last minute so all the crew are running everywhere on the boat trying to get everything ready on time. What a challenge.

“The captain always says ‘don’t forget anything’, and we always forget something,” she said with a chuckle.

It’s funny now, sitting in a coffee shop recalling memories, but it’s not funny when it’s happening, when the 10-minute tender ride out to the yacht and back means the guests won’t get the great cocktails you just mixed up.

There had to be a better way.

She began collecting all the items for picnics, but many of the items have other uses on the yacht and can’t sit waiting in a grab bag for the unannounced beach picnic. And even then, some items might get left behind.

She wanted a padded bag, specially made to hold all the items she wanted to take ashore, and pretty enough to be seen by guests enjoying their private picnics on special beaches.

There weren’t any, so when her yacht, the 50m Feadship M/Y Sea Racer, came to Ft. Lauderdale for some refit work, she took some time

to sketch one out herself. Now came the hard part, and likely the part where many stews with a similar idea before her gave up: finding someone to make it.

Growing up in Antibes, a career in yachting was inevitable, but Watkins has a bit more drive, or at least determination, than the average stew. She began reaching out to manufacturers to help her with a prototype.

One by one, manufacturers all across the United States refused. The job was too small, they said. They would only make 100 or 1,000 of them bags.

Watkins wanted to start with just one to make sure it would work. And so she kept looking. Over a year, she reached out to 68 manufacturers, but she wouldn’t give up.

After having C-Worthy, a custom yacht canvas company in Pompano Beach, Fla., do some work on her yacht, she asked one of the installers if his company might help her with a prototype. He thought it would.

“It’s hard to find someone to prototype,“ said Carol Dykes, owner of C-Worthy Corp. “It takes a lot of time.

Usually, what’s going to happen is you put the time into the design and then they send the manufacturing overseas.”

Watkins’ designs were different.

“I think that it’s custom enough, exclusive enough that we’ll keep manufacturing them for her,” Dykes said.

Watkins worked with Dykes and a stitcher named Charlene for a year, tweaking the designs, each time paying the C-Worthy staff to invest a little more time, a little more energy in making the bag the way she envisioned it. The final prototypes were ready just in time for the Ft. Lauderdale boat

See BEACH BAGS, page A12

February 2014 A

A February 2014 OBITUARY: Joe Bartram

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Fun, friendly, Bartram known for generosity with yachties BARTRAM from page A1 as a young man in the late 1950s as a broker with Northrop & Johnson in Stamford, Conn. In 1967, he broke off with his friend Bruce Brakenhoff Sr. to start the firm that still bears their names, Bartram & Brakenhoff.

He was an active member of the New York Yacht Club and a founder of the NYYC’s Harbour Court in Newport.

He served on many NYYC committees and was active in several America’s Cup syndicates, including as co-manager of the Courageous Syndicate, which successfully defended the Cup in 1974.

He was also a member of the Indian Harbor Yacht Club in Greenwich, Conn., and the Storm Trysail Club, the invitation-only organization of bluewater sailors.

Set in that circle of yachtsmen, many of his clients – though most would call themselves friends, not clients – naturally came from old New England money, and many of the yachts he specialized in were what are now considered classic sailing and motor yachts, including Trumpys and the Feadships of the 1980s.

“We always said, ‘If you want to buy a slow boat, call Joe’,” said Jimmy Floyd,

sales and marketing manager with Bradford Marine in Ft. Lauderdale.

Mr. Bartram was honored with a lifetime achievement award in early December from Ocean Reef Club’s Vintage Weekend committee for everything he’s contributed to the classic boat community over the years.

Perhaps more than being known for the style of yacht he sold, Mr. Bartram was known for the style of brokerage he embraced. Capt. Allen recalls one deal he witnessed firsthand when his boss, through his broker Kit Denison, put an offer in on a yacht Mr. Bartram had listed, the 116-foot classic canoe-stern

Feadship M/Y Lady Angela.

Mr. Bartram had received a verbal offer (but no deposit) from a prospective buyer and told Capt. Allen’s boss about it. About a week later, the verbal deal fell through and Allen’s boss bought the yacht.

“It just showed how Joe played by the rules,” said Capt Allen, who spent 12 years with that owner and also skippered M/Y The Highlander for a time. He is now a rotational captain with the Natita fleet. “Joe was a gentleman and his word was his bond. … No disrespect to brokers today but they broke the mold when Joe passed away.”

To people closest to him, however, Mr. Bartram will be remembered mostly for his fun, friendly and generous spirit, from setting a mooring ball off his home for yachts to tie up to, to expanding his dock to make way for fuel trucks, to opening his home to captains and crew far from family.

“Everybody went to Joe’s house for fuel, everybody,” said Capt. Butch Vogelsang, most recently of the 170foot Feadship M/Y Dream. “Joe was the go-to guy. If you had an issue, you’d call Joe and he’d say ‘come to my house’.

How’s that for service?”

Mr. Bartram’s nephew Alex Clarke, a broker with Denison Yacht Sales, wrote this on his company’s web site in memory of his uncle: “I grew up spending the month of August in his guest cottage with my mom, dad and sister,” Clarke wrote. “I can’t remember a weekend going by when that mooring ball was empty, always having a yacht tied up like famous yachts such as M/Y Stone Face with the Farbers, or M/Y Destiny with Freddie Appleton.

“Every time a yacht would drop lines to depart, Unkie Joe would hop in his golf cart (with the Snoopy bobble head on the dash) with one of his numerous Labrador Retrievers by his side sitting shotgun. He would race down to the end of the dock, position his brass cannon and send them off with proper yachting etiquette with a traditional sounding of the cannon.

“Of course, the yachts would blast their horns in response,” he wrote.

“Normally, a battle would begin as he would normally sound the cannon numerous times, then the yacht would blast its horn, and this would continue until the yacht would disappear around the point.

“Classic ‘Unkie Joe’.”

To many who started in yachting in the 1980s, it was those summers at Mr. Bartram’s home in Marion, Mass., on Buzzard’s Bay – which he called Caritas – that carry their strongest memories of “Unkie Joe”, as he became known to the fleet of captains and crew who spent time with him.

See BARTRAM, page A5

The Triton

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OBITUARY: Joe Bartram

Bartram taught old school way of selling BARTRAM from page A4 Jimmy Floyd was young when they met. Working for his uncle, Jimmy Smallwood, he helped drum up business, walking the docks in Newport, telling people “I’m Jimmy from Smallwoods.” Mr. Bartram called his friend Smallwood to warn him that “someone is walking the docks impersonating you.”

Smallwood told his nephew to go introduce himself, “which I did, and that started a long friendship,” Floyd said. “Every summer after that, I spent a weekend at Joe Bartram’s house. I was new to this so that was over the top for me. There was always a big dinner and we’d watch old videos of old America’s Cup races.

“Joe loved young people,” Floyd said.

“Never once when I was there was I the only one there. There were always other people around. He was really young at heart, and he just liked being surrounded by youth.”

Mr. Bartram spent most of his life a bachelor, marrying only recently. He never had any children of his own, but became like a father-figure to many of the young yachties he helped place on yachts through his relationships with owners.

“He loved crew,” said David Lacz, a former yacht captain who bought the Bartram & Brakenhoff firm in 1998.

“Here’s a man who never had any children. His children were the crew, the chefs, the mates, the stews, the engineers, the captains. He looked after everybody. I think he’d like that to be what he was remembered for.”

He is.

Capt. Len Beck, most recently of M/Y Battered Bull, was a young first mate aboard the 1963 Burger M/Y Curt C, travelling the Mississippi River with Mr. Bartram as a guest. He recalled their first meeting clearly, Mr.

Bartram looking sideways at him in the wheelhouse and saying, “You gonna keep that beard?”

“He sort of just glanced at me, his coffee cup about chest-high,” Beck said. “I thought I looked fantastic and nautical with it. I was 24, maybe.

“That echoed in my mind and stayed with me in my yachting career, that real subtle ‘you gonna keep that beard?’”

‘He loved crew,’ said David Lacz, a former yacht captain who bought the Bartram & Brakenhoff firm in 1998.

‘Here’s a man who never had any children.

‘His children were the crew, the chefs, the mates, the stews, the engineers, the captains.

He looked after everybody. I think he’d like that to be what he was remembered for.’

Mr. Bartram didn’t tell Beck he should shave, he just asked the question, and drank his coffee. And Beck shaved his beard.

Beck remembers, too, the summers at the original Caritas, the home Mr. Bartram owned in Marion from the mid-1970s to the mid-1990s where “we all went between trips.”

“He had a big stone wharf where you’d see two Feadships docked sternto on the outside and an 85-95-foot Burger like mine on the inside,” Beck said. “Summer was a social occasion

and it was there that I met people like Billy Zinser [now of M/Y Cakewalk] and Freddie Appleton,” a legendary charter captain who passed away several years ago.

In addition to those social gatherings, what Beck said he remembers most about Mr. Bartram is the human part.

“It was just the way Joe treated everybody,” Beck said. “He was a gentleman. If you spent any time at all with Joe, you always felt better afterward. He made everybody feel welcome, made everybody feel valued. … He was part of my yachting upbringing, that’s for sure.”

Even the name of Mr. Bartram’s estate – Caritas – reflects something about him. It is a Latin term for charity, and is one of the three theological virtues (faith and hope are the others).

“The first time I met Joe, he knew about the previous boat I ran and he said ‘you just did a trans-Atlantic’,” said Capt. Vogelsang, who was fresh off a yacht he said really wasn’t meant for bluewater. “I said I had and he said ‘I would have thought you were smarter than that.’ He knew everything. I was stupid enough to do it and Joe was right, I shouldn’t have done it.”

Mr. Bartram mentored and befriended countless yacht crew in his 60 years in yachting.

“The list can never be measured as his ethics, good nature, giving spirit, and love has been passed on to generations and will continue to reverberate through the industry long into the future,” his nephew Clarke wrote.

Mr. Bartram and Mr. Brakenhoff Sr. sold their brokerage firm in 1998 to Lacz, who had just joined the firm two years before. Mr. Brakenhoff died in 2012.

See BARTRAM, page A13

February 2014 A

A February 2014 NEWS BRIEFS

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Sailor killed in St. Lucia; master and pilot at fault in allision Thieves kill, hurt sailors in St. Lucia A British man was stabbed to death and his wife injured on Jan. 17 when three robbers boarded their 41-foot yacht in Vieux Fort in St. Lucia. The couple had sailed S/Y Magnetic Attraction from England to the Caribbean to celebrate her 60th birthday.

Roger Pratt, 62, was defending his wife, Margaret, from the thieves, according to multiple news reports.

She found him in the water after the robbers fled in the Pratt’s dinghy. Police have at least two locals into custody.

The UK’s Daily Mail reported that the couple had expected to leave St.

Lucia the day before but the official from HM Customs in Soufriere failed to turn up to work, forcing them to change plans.

“Thanks to a mixture of local bureaucracy, official incompetence, and bad luck, the wealthy and semiretired couple from Moreton Morrell, Warwickshire, found themselves forced to spend the weekend in Vieux Fort, a commercial port on St Lucia’s southern tip,” the Daily Mail reported.

The couple had been sailors since they were children and had spent years planning their 12-month trip across the Atlantic and around the Caribbean, the Daily Mail reported.

Master also at fault in pilot’s error The U.S.’s National Transportation Safety Board has determined that the probable cause of the Overseas Reymar allision with the San FranciscoOakland Bay Bridge in January 2013 was the pilot’s decision to alter course without sufficient time to avoid the bridge’s tower, and the master’s failure to oversee the pilot by engaging in a phone conversation during a critical point in the transit.

“Although the pilot serves as the waterway expert, the master is the vessel expert,” the NTSB reported. The two phone calls from his company that the captain answered “should have been postponed until the vessel entered a less demanding phase. The master was unable to assist and oversee the pilot effectively. Consequently, he was not in a position to recognize that the vessel was no longer on a safe course.”

The 752-foot tanker hit the fendering system of the tower. No one was injured and no pollution was reported. Damage to the vessel was estimated at $220,000, and the cost to repair the tower was estimated at $1.4 million.

To read the full report, visit www. ntsb.gov and search for MAB1318 (it comes up fourth on the search list).

Fitzroy to lay off staff New Zealand-based Fitzroy Yachts announced in mid-January that it plans to lay off much of its workforce after it completes its latest yacht, a 37.5m Dubois-designed sloop.

“Like a large number of our fellow yacht builders, we have felt the effects of the 2008 global financial crisis and its impact on the new build order book,” the company said in a statement. “Following the imminent completion of our current build, the 37.5m Dubois performance sloop FY17, a substantial reduction of employees, albeit extremely regrettable, will not be avoidable.”

The award-winning builder of aluminum-hulled sailing yachts up to 50m said it is negotiating with the owner of that yacht for “a goodwill contribution to support the employees

Fitzroy Yachts has built a string of award-winning sailing yachts, including the 165-foot (50m) S/Y Ohana.

PHOTO PROVIDED

in the form of an incentive linked to a successful and timely completion of his yacht.”

About 120 people are expected to lose their jobs.

“All of the jobs could go; there’s no more work for them here,” Managing Director Rodney Martin told The New Zealand Herald. “We are talking about highly skilled people so I’m optimistic they will find new employment.”

He told The Herald the company plans to keep a small design and technology team in case things change.

USCG separates medical certs

The U.S. Coast Guard’s National Maritime Center (NMC) said it has begun issuing medical certificates in accordance with the regulations that implement the amendments to the STCW Convention. It said it expects to issue 50,000 medical certificates within 90 days.

Beginning Jan. 24, the agency said it will start issuing medical certificates to each qualified mariner applying for an original, raise-in-grade or renewal merchant mariner credential (MMC).

All the medical certificates will be issued free of charge.

The new document is intended to certify that mariners have: the physical capability to fulfill all the requirements of basic training as required by Section A-VI/1 of STCW; adequate hearing and speech to communicate and detect audible alarms; no medical condition that would prevent the effective performance of duties; no medical condition likely to be aggravated by service at sea; and no medical condition that requires medication with side effects that could interfere with the performance of duties.

To sail under the authority of their MMCs, mariners will be required to carry the certificate going forward.

The agency asks that mariners sign the certificate in blue or black ink as soon as they receive it and keep it, without separating the pages, along with their MMC. If the certificate indicates that the mariner has a medical waiver, he or she must comply with the requirements of the accompanying waiver letter, which must be carried when sailing under the authority of the MMC. The Coast Guard said it may grant a waiver if an applicant for a MMC does not possess the vision, hearing, or general physical condition necessary and extenuating circumstances warrant special consideration. For more information, go to www.uscg.mil/ nmc/medical/medical_cert.asp Reported in a recent edition of Wheelhouse Weekly, a newsletter of the International Organization of Masters, Mates & Pilots. It has been reprinted with permission.

See NEWS BRIEFS, page A10

The Triton

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NEWS: Navigation

February 2014 A

US, UK upgrade nautical charts for clarity, easier upgrades ICW charts improve ‘magenta line’

The U.S. Office of Coast Survey announced in mid-January that future editions of nautical charts of the Intracoastal Waterway will be updated to include an improved “magenta line” that has historically aided navigation through the East Coast and Gulf Coast.

Additionally, Coast Survey will change the magenta line’s function, from the perceived “recommended route” established more than a hundred years ago, to an advisory directional guide that helps prevent boaters from going astray in the maze of channels that comprise the route.

The decision comes on the heels of a year’s investigation into problems with the magenta line. In early 2013, after receiving reports of groundings by boaters who followed the line into shoals, Coast Survey started to remove the magenta line from Intracoastal Waterway nautical charts.

“We cannot deliberately include chart features that we know may pose a danger to navigation,” explained Rear Admiral Gerd Glang, director of Coast Survey. “The problems of the magenta line’s misplacement, which had been developing over the past seven decades, were aggravated when some boaters assumed that the line indicated a precise route through safe water -

PROVIDED BY NOAA COAST SURVEY

although it actually went over land, shoals, or obstructions.”

The U.S. Coast and Geodetic Survey, a NOAA predecessor agency, first installed the line on nautical charts in 1912, when the advent of motor boating produced a demand for charts of the inland waters and shallower waters along the East Coast. The magenta line on Intracoastal Waterway charts received major updates in 1935, thanks to an influx of funding from the Great Depression’s Public Works Administration. Charts rarely recorded updates of the magenta line in the ensuing 70 years.

“Today’s decision to reinstate the magenta line is not a quick fix,” said Capt. Shep Smith, chief of Coast Survey’s Marine Chart Division. “It will take at least three years to fix problems that were 70 years in the making.”

When no depth soundings are on the chart, the line will generally be positioned in the centerline of dredged channels and natural waterways, avoiding shoals or obstructions less than the controlling depth. When the chart data is insufficient for determining the line’s preferred route, Coast Survey will attempt to gather additional data from partner agencies and reliable crowdsourcing.

“We need to hear from boaters who can provide hazard locations,” Capt. Smith said. “Over 200,000 boaters actively share information on ActiveCaptain, and their reports along the Intracoastal Waterway are particularly helpful for revising the ‘magenta line.’”

In cases where information is lacking and the line depiction can lead to risky navigation, Coast Survey will remove the line.

UKHO adds QR codes to charts

The United Kingdom Hydrographic Office (UKHO) has introduced QR codes to more than 3,000 admiralty charts, bringing digital benefits to paper chart users.

All newly printed versions of 3,371 Standard Nautical Charts and Mariners’ Routeing Guides, including print-on-demand charts, now feature

the code, which after scanning takes the user to the scanned chart on the UKHO’s searchable Notes to Mariners database, known as NM Websearch (www.ukho.gov.uk/nmwebsearch).

There, they will be provided with instant access on their smartphone or tablet to chart status information.

“This is an invaluable means of checking how up-to-date a chart is before sending it on to a ship, as well as making it quicker and easier for a second officer to check the status of a chart,” said Jason Scholey, senior product manager with Charts for UKHO. “The QR code will also help from a compliance perspective by allowing Port State Control inspectors to scan the chart when they go onboard a vessel to see how up-to-date it is.”

A QR or ‘Quick Response’ code is a two-dimensional bar code with a higher storage capacity than a traditional bar code. This allows it to be used for a variety of purposes, including the storage of website URLs that can be scanned, read and directly accessed on a smartphone or tablet, using widely available QR code reader applications.

The UKHO will continue to add QR codes to its remaining standard nautical charts and Mariners’ Routeing Guides.

A February 2014 PERSONAL FINANCE: Yachting Capital

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Bon voyage as Triton financial columnist; Ahoy around town Well, it’s has been more than eight years that I have written this financial column in The Triton. My hope is that during this time you have been able to use my input to help you manage your financial decisions.

Through many of my articles I have stressed the importance of seeking professional Yachting Capital financial advice.

Mark A. Cline Additionally, I

have encouraged readers to seek legal and tax advice as these go hand in hand to make the best financial decisions.

Knowing the importance of this combination of resources, I have been working to put together a team within my practice to facilitate this exact combination of resources.

Effective this year, I have merged my practice with Gilman Ciocia, a New York-based company that has been ranked as one of the top 40 tax preparation firms in the nation by Accounting Today magazine. This transition allows me to meet a personal goal and open a second Florida office.

Gilman Ciocia has more than 30 locations in Florida and New York and understands the complex tax issues within the yachting industry. This change will give me the ability to make sure that my clients who are interested will have access not only to financial advice but also to tax advice.

Now that I’ve started working closer with CPAs beyond a simple referral, I was shocked to find that 75 percent of tax returns filed are overpaid. So, just as I have always suggested that you get a second opinion on your investment plan, you should also do that on your taxes as well.

Are you preparing to overpay on your taxes this year?

Having made these changes, my expectation is that I will be extremely busy for some time so I have decided that this will be my last article as a regular columnist for The Triton. It has been a great pleasure writing for The Triton and watching its readership grow through the years.

I hope that in the future as I learn valuable information I will write an article and pass it on. I am available to discuss any of my past articles so make note of my new phone number below.

See you around the docks and at future Triton events.

Information in this column is not intended to be specific advice for anyone. You should use the information to help you work with a professional regarding your specific financial goals.

Capt. Mark A. Cline is a chartered senior financial planner. Wish him well in his new job by sending comments to editorial@the-triton.com.

Moore Stephens launches crew savings service Isle of Man-based Moore Stephens Financial Services has created a new flexible savings service for superyacht crew, the Personal Wealth Builder investment account.

The service lets crew put aside a little something each paycheck to practice the sagest of financial advice: to pay yourself first.

“The Personal Wealth Builder account offers great flexibility which is perfect for superyacht crew and comes with a greater range of investment funds than many other similar savings schemes,” said Mike Buffini, a chartered wealth manager and director in Moore Stephens Financial Services. “You know, most savings plans are just too complicated for the lifestyle of superyacht crew.”

Monthly investments start at $300 (300 euros; 200 pounds) and the account lets crew change how much is saved and how often with no fixed saving term. Savings in the account is available at any time with no penalties, and investment options include growth portfolios or more than 370 global investment funds. Money can be moved between investments at no charge.

Moore Stephens does not collect a commission on account transactions, but charges a one-time set-up fee.

Moore Stephens is a global accounting and consulting firm with more than 624 offices in 101 countries.

For more information, visit www. msiom.com.

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YACHT CAREERS: Crew Coach

Ego can drive owner-captain relationship so remain as boss I really enjoy the view from where I sloop, to the Bahamas with a couple of live. I’m right on the Indian River, which friends for crew earlier that winter. is the Intracoastal Waterway about 100 The owner came down a couple of miles north of Ft. Lauderdale. times with his wife and I sailed them I particularly around the Abacos. All was well as enjoy migration we usually had a nice time on simple season. Not the day sails. When the time came to birdlife, but the deliver the boat back north, the owner yacht migration. informed me he was going to do the Each year as trip. I was not thrilled. yachts cruise by, This man was Type A all the way, I keep binoculars a corporate mover and shaker who close by to admire worked his way to the top at a Fortune and try to identify 100 company. I respected his drive and Crew Coach the designs. And success but I really didn’t want to go Rob Gannon invariably, my mind offshore with him. I was concerned recalls deliveries about his ego and his need to be the I’ve done over the years. Only twice did smartest guy in the room. What served I have owners aboard, and that was him well in his corporate life could be enough. an issue on delivery.

The first trip was delivering a 65So in an effort to avoid conflicts foot ketch from New York to the Virgin out there, we talked about who was Islands via Bermuda. There were four going to be the captain out there. He of us on board, assured me he plus the owner. wanted me in The owner was charge and had no So what’s a captain not really a sailor; problem with that. to do with a big ego especially not an It eased my mind owner causing issues on a little but I didn’t offshore sailor. delivery?

He wanted to completely buy it. experience the Sure enough, about If it’s regarding first leg.

Day Two, we had navigation and safety, I didn’t know a discrepancy on we must step in and him well as I had our plotting. We just started with were marking our take control of the the vessel, but I on the situation. That is our job, positions had a good feel for chart and I noticed our responsibility as his personality. one of his marks For all his success was about 50 miles captains. and wealth, he off. When I pointed seemed pretty this out he refused easy going and to believe he was humble. He made it clear he had no wrong. (He was clearly wrong.) desire to run the show on this delivery.

Instead of admitting his error, he There were enough capable hands proceeded to bust out the GPS manual aboard so he really didn’t have to do and started pushing buttons, convinced much. some settings must be wrong. Things Sure enough, as we ventured farther were a little tense the rest of the way offshore, he was fine. I remember the and sadly, our relationship was never weather was fairly stable, a little sloppy really quite the same. at times but not bad for October. We So what’s a captain to do with a big had a good ride; under sail most of the ego owner causing issues on delivery? way. Our mellow owner remained just If it’s regarding navigation and safety, that. He read pretty much constantly we must step in and take control of and really didn’t have a whole lot to say. the situation. That is our job, our It was hard to tell but I think he really responsibility as captains. enjoyed the chance to do the trip and But be aware that the big ego will just shut down his other life for a few dig in when challenged. Approach the days. owner’s ego smartly and tactfully to We arrived in Bermuda, the owner minimize tension. That’s really all you caught a flight back to New York can do once you’re out there. and everyone felt good about the If you are going to do an offshore experience, piece of cake. Who says you delivery with an owner understand that don’t want owners on delivery? the ego you see onshore is the ego you’ll The second time, it was a different see offshore. personality and ego, leading to a different experience. I had been captain Rob Gannon is a 25-year licensed for this man and his family for about a captain and certified life and wellness year. We were getting on just fine and coach (www.yachtcrewcoach.com). on a whole, he treated me well. I had Comments on this column are welcome brought the boat, a beautiful 50-foot at editorial@the-triton.com.

February 2014 A

A10 February 2014 NEWS BRIEFS

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The Triton

Thai registration changes; captains to collect evidence NEWS BRIEFS, from page A6

Boats leave Greece over tax

The Greek Marinas Association (GMA) has reported that “a number” of foreign-owned yachts have left Greek waters due to new, increased taxes imposed at the start of the year, according to a story on ekathimerini. com.

News reports cite the possibility that Greek tax and customs authorities could bar yachts from leaving if owners are unable to pay the additional charges. GMA data indicated yacht owners, mostly from the UK, Italy, France, Germany and Austria, have taken their boats to Croatia, Montenegro and Turkey.

The taxes amount to about 20 percent more than last year.

GMA pointed out that when Italy tried this in 2012, 30,000 boats left. Italian officials then exempted foreign owners of private boats from the additional charges. And Sardinia withdrew its added taxes when marina and yacht owners resorted to the European authorities.

More paperwork in Phuket

A new rule that went into effect in late December in Phuket, Thailand, changes the paperwork requirements for long-term stays, a move that might cause large yachts to go elsewhere.

Foreign-flagged yachts can be temporarily imported tax free for six months, after which time the yachts leave or the owner reflags it Thai.

Now, yachts must re-register every two months. Additionally, while the captain can do the paperwork when the yacht first arrives, the renewals must be done by the owner.

The director of customs in Phuket said she didn’t know why the changes has been made but that she would request an exception.

“I understand that the two months doesn’t make sense for Phuket so I will give [Bangkok] an explanation as soon as possible so that at least the captain can do the renewal instead of the owner,” Nunthita Sirikup told The Phuket News.

The newspaper reported that “many yacht owners” said if the rule is enforced, they will head somewhere more yacht-friendly such as Langkawi.

New rule tasks master in crime

A measure now pending at the International Maritime Organization (IMO) sets guidelines for ship masters to follow in “collecting and preserving evidence” following allegations that a serious crime has been committed on board ship. The measure outlines responsibilities of the ship’s captain

during the time period between the report of a possible serious crime and the time when professional crime scene investigators take action.

“It is recognized that the master is not a professional crime-scene investigator and that crew and resources to preserve and collect evidence may be limited depending on the vessel type,” the measure states.

However, “the master should attempt to secure the scene of the alleged crime as soon as possible… Where an incident has occurred in a space that cannot be sealed, the master should aim to collect the evidence…”

Under the rule, the master would be expected, for example, “to draw up a list of persons who may have information and invite them to record their recollection of events,” as well as to collect evidence while wearing protective clothing “such as overalls and rubber gloves.” The rule stipulates that all collected items “are to be photographed, identified, labelled and logged at the location found before removal and packaging.”

Examples of labels and packaging materials for many types of evidence are listed. Specifics for collecting samples of blood and other “biohazards” are included, as are techniques for recovering fibers and hair, and preserving or photographing footprints and fingerprints.

The new rule is posted in its entirety on www.bridgedeck.org.

Reported in a recent edition of Wheelhouse Weekly, a newsletter of the International Organization of Masters, Mates & Pilots. It has been reprinted with permission.

U.S. again considers longshore fix

On Jan. 16, Rep. Debbie WassermanSchultz introduced H.R. 3896 that will amend the federal Longshore and Harbor Workers’ Compensation Act to enable repair workers in the recreational boating industry to once again get worker’s compensation coverage by buying state worker’s compensation insurance rather than federal insurance.

In 2009, Congress passed a law that allowed the recreational repair industry to substitute state workers compensation coverage for federal insurance, a far less expensive option.

But an administrative definition of recreational vessel hindered the intended consequence.

The new bill corrects the regulatory definition of recreational vessel for purposes of the Longshore Act and thus restores the ability to get state worker’s compensation coverage.

The House of Representatives is

See NEWS BRIEFS, page A11

The Triton

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NEWS BRIEFS

February 2014 A11

NMMA postpones in-water show; USCG studies air draft NEWS BRIEFS, from page A10 expected to take up this measure this session with an equally deliberate and bipartisan consideration in the Senate, according to a statement from the Marine Industries Association of South Florida.

MIASF President Kristina Hebert, COO of Ward’s Marine Electric, has testified before Congress on behalf of MIASF to urge the enactment of this measure for the benefit of the recreational boating industry.

Duncan Smith, who represents MIASF in Washington, underscored that “the bipartisan support for this measure is very encouraging and will be the key to its eventual passage.”

NMMA postpones in-water show

The National Marine Manufacturers Association (NMMA) yesterday postponed Superyacht Lifestyle Miami (SLM), its in-water boat show to accompany the Miami International Boat Show in February, to next year.

“In consideration of the strong interest from potential exhibitors, sponsors, our members and the superyacht industry, we are postponing our Superyacht Lifestyle Miami event to February 2015 to better accommodate their needs,” NMMA

President Thom Dammrich said in a press release. “NMMA has made this strategic decision to best fulfill expectations of forging relationships between the superyacht industry and luxury brand categories.”

Show Management and the Florida Yacht Brokers Association plan to expand the Yacht & Brokerage Show into Miami Beach Marina for a collection of yachts over 150 feet. It will call the exhibit Superyacht Miami.

USCG seeks input on clearance

The U.S. Coast Guard has called for public comment on the problem of overhead clearance (air-draft) accidents.

In its petition, which calls for vessel masters to be provided with accurate vertical air draft information, a maritime organization has described 16 overhead clearance accidents that it says were avoidable and that resulted in damage to or destruction of waterway infrastructure and inconvenienced the public.

The Coast Guard will consider all comments received in response to this notification in determining whether to initiate the requested rulemaking.

Comments and related material must be received by March 20, either through its online docket via www.

regulations.gov or to the Docket Management Facility.

Canal expansion could halt

A consortium of construction companies has threatened to halt work expanding the Panama Canal in a dispute over $1.6 billion in cost overruns, according to a story by Reuters news service.

The consortium, known as Grupo Unidos por el Canal (GUPC), had threatened to suspend work unless the Panama Canal Authority (PCA) paid the overruns. The PCA has resisted.

The consortium was set to meet with the PCA and insurers Zurich North America at presstime to discuss the status of the work, including its $600 million bond on the $3.12 billion locks project, the most difficult part of the expansion.

Canal Administrator Jorge Quijano has said the PCA is already in discussions with other third-party contractors in case it cannot resolve its dispute with the GUPC. He estimated the remaining work would cost about $1.5 billion.

GUPC - which also includes Italy’s Salini Impregilo SpA , Belgium’s Jan De Nul and Constructora Urbana from Panama - won the contract to build a third set of locks for the century-old

canal in 2009.

The expansion is one of the world’s largest construction projects. It was due to cost about $5.25 billion, but the overruns could bump that up to nearly $7 billion, Reuters reported.

Suez development studied

Egypt has invited 14 consortia to bid for a chance to say how they would develop the Suez Canal area, officials said, aiming to attract more ships and revenue to shore up the country’s finances, according to a story by the Reuters news service.

Egypt wants to turn 29,000 square miles around the canal into an international industrial and logistics hub. A winning consortium will be selected in the first quarter and will have six months to come up with a master plan.

Egypt’s Interim Prime Minister Hazem el-Beblawi said the master plan will be presented to the cabinet within nine months.

In November Egypt will host an international conference for investors and in early 2015 infrastructure work will begin, said Mohab Memish, head of the Suez Canal Authority.

He said the project would be put to the public for national discussion before it is adopted.

A12 February 2014

CREW NEWS

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Superyacht Beach Bags come in a variety of sizes to hold everything in one place for a picnic. PHOTO/LUCY REED

Bags fill a niche for stews’ everchanging plans BEACH BAGS from page A3 show in late October.

Watkins’ line of water resistant bags include three styles: one for cocktail parties with compartments for glasses and bottles for up to 21 guests, one for a picnics with compartments for entree plates, dessert plates, bread and butter plates, glasses, cutlery and napkins (one size for 6-12 guests, one for 10-18 guests), and an insulated one for the chef ’s pans of food to keep them level and covered.

“Each item has its own compartment so that if any of them are empty, you know you’ve forgotten something,” she said. “At the moment in the market you can only find some picnic bags for two, four or six guests, nothing for 12 guests or more.”

She didn’t go into the project emptyhanded. Although she won’t discuss how much she’s invested, she not only paid C-Worthy but she’s patented all her designs with a lawyer and ordered professional-looking marketing materials. She’s marketing the bags not just to yacht stews but to wedding planners and caterers, too.

She has gotten lots of calls, she said, and three large yachts are placing orders. But sales have been slow.

On first blush, the bags are expensive, ranging from $2,500-$4,000 each, and they are made to order so they take a little time to deliver.

But they also come stocked with upgraded melamine plates in several design options and polycarbonate glassware that is unbreakable, doesn’t cloud and is dishwasher safe. Those items are always available so if one piece gets damaged or lost, it can be replaced without having to buy an entire new set, another problem she said her bags help stews solve.

Maybe beach picnic-specific bags aren’t a new idea, but Watkins put in the energy to bring one to life. And Superyachtbeachbags.com was born.

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.

The Triton

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OBITUARY: Joe Bartram

Respect for traditions, clients set Bartram apart Bartram’s roots as a yachtsman.

“When the sun came up, the flag went up; when the sun went down, the “They were like a second and third flag went down,” he said. “The yacht father to me,” Lacz said. “When I had to be properly presented, the blue started working for Joe and Bruce, light on, the blue light off, the owner’s I was working the Miami show, light on or off, the burgee flown. Even wearing a shirt with the logo on it, at his house, if the flag was up after and people would point and say “Say sunset, it had a light on it. hi to Joe for me’, or ‘Say hi to Bruce’ or “Some crew don’t even know about ‘great company, great people.’ At the colors, and that would make him nuts,” beginning of the show, I was nervous he said. “Joe was an old and timid, but by the school yachtsman.” end of the show, I was Mr. Bartram so proud to be working relocated to Ft. for them.”

Lauderdale in 2001, Though the financial where he continued to reward might have sell yachts and carried been greater with on the tradition of bigger firms, Lacz said opening his home to he knew the men and the yacht crew, even in their history enough the months and weeks to know that their firm before his death. was where he wanted “In his house in to begin.

Ft. Lauderdale on the “I wanted him to New River, he had an teach me the right air whistle installed to way to sell boats,” he In 1998, Joe Bartram carries continue saluting yacht said of Mr. Bartram, the cradle of Carter Floyd, traffic as it passed by,” who of the two men was the one more the then-7-month-old son Clarke wrote. “Since he often showing boats of Jimmy Floyd, on Goat lost his battle to cancer, and meeting clients.

PHOTO PROVIDED yachts have continued Island, R.I. sounding their horn in “I wasn’t interested so his honor.” much in the money; I Mr. Bartram is survived by his wife, just wanted to learn the right way, the Barbara, his sister, Nina Griswold, honest way. … I wanted to learn from numerous nieces and nephews, and the best.” hundreds of friends. A memorial Getting started wasn’t easy. It took service was held in late January in Ft. Lacz months, he said, to get a foot Lauderdale. An additional service is in the door and finally a brokerage planned for Greenwich, Conn. In lieu position, one that didn’t exist when he of flowers, his came calling. But family has asked it was worth it, that donations be he said. What he ‘In his house in Ft. sent to Carpenters learned from Mr. Lauderdale on the Boat Shop, 440 Bartram was the New River, he had an Old County Road, old school way of Pemaquid, Maine, selling boats. air whistle installed to to the “Joe would not continue saluting yacht 04558, attention of Robert talk about his deals traffic as it passed by,’ Ives. Donations to anybody,” said may also be sent Lacz, a trait he wrote Alex Clarke, Mr. to Lahey Clinic, carries on today.

Bartram’s nephew.

41 Mall Road, “In time I came ‘Since he lost his battle Burlington, Mass., to realize that our 01805. business is very to cancer, yachts have “Joe was competitive. I continued sounding definitely unique, learned very early their horn in his honor.’ even then,” Beck from Joe that loose said of those early lips sink ships. days in Marion.

“Joe respected “I didn’t know many brokers yet but his clients too much,” he said. “Who it was easy to see that Joe wasn’t the are we to go out and brag about the average guy. people buying boats, saying I just sold “And he never wanted the limelight,” a boat to so-and-so? We hardly ever he said. “He did what he liked doing. It send out announcements. I get a lot of just ended up that he touched people.” flack for that now, people saying I need to market the company more, but Joe Lucy Chabot Reed is editor of The hated publicity. He would never send Triton. Comments on this story are out a press release announcing what welcome at lucy@the-triton.com or boat he just sold.” through facebook.com/tritonnews.

Lacz traces that back to Mr.

BARTRAM from page A5

February 2014 A13

A14 February 2014 TRITON NETWORKING: Adventure Sports

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The Triton

The Triton started the new year with networking at Adventure Sports on the third Wednesday in January in Ft. Lauderdale. More than 300 captains, crew and industry professionals enjoyed paella and a beverage while making some new business connections.

Attendees practiced their “paddle� on the stand-up paddle machine and a raffle offered gift cards and a GoPro. Join us when we do it again on the first and third Wednesday of this month. Find PHOTOS/DORIE COX out where on pages C2-3.

The Triton

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FROM THE FRONT

February 2014 A15

Yacht industry wants popular channel formalized, maintained CHANNEL from page A1 So when Corps workers began erecting pilings in early January, passing captains grew concerned.

After captains in his fleet saw the pilings being driven on Jan. 9, Capt.

Glen Allen, fleet captain with Fleet Miami, said he initially met with port and Army Corp officials to confirm the channel would be maintained at 100 feet wide and 12 feet deep.

“When we went back to check, it was definitely smaller than it was intended to be,” said Capt. Allen, whose fleet includes M/Y Usher and M/Y Harle.

“The channel is constricted in one spot to 40 feet, 8 feet of draft. They’ve driven the pilings right in the middle of the channel.”

“I don’t think my tug can get through there,” said Capt. Jim Steel of Steel Marine Towing, which works with yachts moving into the show. “I will do my own survey a few days before the show to see how it goes.”

The solution, some say, is to have the Corps remove or move the pilings before yachts start moving into the show the first week of February, a step it has initially resisted because of the cost, the brunt of which would fall on taxpayers.

The Corps had more meetings planned with officials from Show

Management, Miami Beach and the yachting community as The Triton went to press on Jan. 21.

Despite what happens for the show, boaters hope this situation draws attention to the fact that the channel should be formalized and maintained to a navigable depth. The worst part is dog-leg at the east end of the channel as it turns north toward Indian Creek Waterway and a “hump” that lessens the depth.

“We transit that channel all the time,” Capt. Allen said of the 154-foot M/Y Usher (exMr. Terrible), which draws 7.5 feet. “At high tide, we have just a foot under the keel. I wouldn’t bring anything bigger than that through there.

“Long term, we need to work together to have a federally marked channel,” he said. “Nobody knew about this because there was never any Notice to Mariners about it because it’s not maintained by the Coast Guard.”

Several groups are lined up to do just that.

“The good news is this will be a

positive thing, not just for the boat show but for the whole boating community,” said Michael Moore, a marine attorney who attended various meetings in January. “After the show, we will ask the Coast Guard to mark the channel and remove the shallow spots.”

As for the show, solutions were still being discussed as The Triton went to press, including having private industry pay to move the pilings temporarily.

Though the Corps suggested that yachts can enter Indian Creek from the north, captains PHOTO/GOOGLE EARTH aren’t thrilled with that idea.

“It’s so skinny there, I prefer to go the other way,” Steel said. He remembers bringing the old 142-foot (43m) Broward M/Y Cocoa Bean through there and having it run aground in the middle of the channel.

He had to pull the yacht out of the channel to get through, he said.

Other approaches to the channel also present limitations, including the 32 feet of air draft at Haulover and the eastern side of the Julia Tuttle

Causeway, Capt. Allen said.

Tides, too, are also a concern as they always are during the boat show. A week before the show when most boats will move in, high tide will be “super low”, Steel said, less than 2 feet above slack tide.

“The water depth there is really tide driven,” he said. “And with a good west wind, there would be no tide whatsoever.”

Steel towed the 200-foot Benetti M/Y Diamonds are Forever in last year in “by the skin of my teeth”, and he said that was only because there was a strong easterly wind. This year’s Belle of the Show is the 162-foot Christensen M/Y Remember When, expected to draw less than 8 feet. It was not clear which yacht registered for the show had the deepest draft.

If depth issues prove to be too much of a challenge, yachts showing up for the Yacht & Brokerage Show can opt for the Superyacht Miami exhibit at Miami Beach Marina, which has a draft of 12 feet or greater in most places and direct access from Government Cut. “It’s always interesting, that’s for sure,” Steel said about the Miami show.

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.

A16 February 2014 FROM THE BRIDGE: Time off

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Both captains, crew should know what they are getting into BRIDGE from page A1 returned to smaller ones, all in the hopes of not only building their careers but of also living their lives.

“It’s tough,” one captain said of taking time away from the yacht. “I’ve done two years with no holiday at all.”

“They forget we have families,” another said.

“They think we’re living the dream,” said a third. “It’s true, I’d rather be on the boat, but I still want to be home once in a while.”

These captains noted that each yacht program is as different as each yacht owner, and trying to gauge how supportive the owner is about planning, scheduling and time off can be challenging. It’s almost easier to know the opposite.

“One owner wouldn’t hire anyone

who had a family,” one captain said.

Another pointed out that a current owner is family oriented, making scheduling time off easier.

“He wants to keep crew and will look after them,” this captain said. “There’s no crew car, but he will pay for relief so the crew get time off.”

“We’ve got to ask these questions during the interview process,” another captain said. “You have to know if they want someone 24/7. … It’s up to us to let them know that if they let us plan, they’re going to have a better time.”

“They have to let their pilots know ahead of time,” said a third.

“That’s the best trick, calling the pilot to ask ‘what do you know about his plans?’,” another captain said.

This veered the conversation into some of the perks these captains have enjoyed in their careers, the time

the owner didn’t want to make an island crossing and invited the crew to bring their families for the journey, or the time an owner let the captain’s girlfriend fly to the yacht on his jet.

“It’s such a small thing to them – the jet was coming anyway and it had an empty seat,” the captain said. “It’s such a small thing to keep crew happy.”

“It comes down to the personality of the owner,” said another.

Most of what we aimed to discuss were the challenges of juggling the needs of the owner with giving crew time off.

Several captains noted that they try to warn crew ahead of time that much of their personal life will be ignored once they get in yachting.

“As captain, I tell crew I know you have a girlfriend or boyfriend on land; that’s going to end,” one captain said. “I

try to give crew time off on a crossing or let them invite their girlfriends on for the crossing. You’ve got to care about your crew and do what you can, but sometimes we can’t do much.”

“The biggest barrier to helping your crew is the management company,” another captain said. “Crew think it’s the captain not giving them time off, but it’s really the management company.”

“I think the biggest problem is Dockwise,” said a third.

What? How can a ship transport company be to blame?

“Captains say ‘that’s your vacation’, and it’s only then,” this captain said of the scheduled crossings. “What if I don’t want those days? What if I want to go to a family reunion or make it home for a birthday? It doesn’t matter.

Crew are told you can take your vacation during this period, and that’s it.”

Another way to handle it is to call in temporary or relief crew to give crew time off.

“It’s a small expense, but the captain has to support it as well and push it with the owner,” one captain said.

“Crew will work their tails off if they have a structured calendar,” another said. “It makes such a difference in their work. They don’t mind having 12 weeks of charter if they know when their time off is.”

“And they can plan for it,” said a third.

“We also need to not be selfentitled,” another captain said. “Crew do have to be flexible.”

Bringing on relief crew is an added cost to the owner, but these captains agreed that it’s still possible to achieve.

“If that’s understood at the beginning, it makes it easier,” one captain said.

“No matter if they [owners] understand, they still don’t like it,” another said of the added expense.

One captain said it becomes the master’s job to show the owner that the “added cost” isn’t really a cost, but a benefit.

“If you have an owner, management company or a captain who is not willing to listen, shame on them,” one captain said. “I can tell an owner I can decrease turnover by 82 percent and it’ll only cost us 6 percent more a year, and they still say no. It breaks my heart when people don’t listen to a good idea.”

The captains rattled off the litany of expenses involved with hiring a new crew member – flights, uniforms, agency fees, time, training – that added up far exceed the cost of allowing time off.

“New crew also change the dynamics and upset the whole crew,” a captain said. “The politics change and it’s a

See BRIDGE, page A17

The Triton

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FROM THE BRIDGE: Time off

Attendees of The Triton’s February Bridge luncheon were, from left, Christopher Wills of M/Y Betty Jane, Jared Burzler of M/Y Pipe Dreams, Michael Schueler of M/Y Ronin, Rusty Allen, Wendy Umla (looking), Scott Miller of M/Y Grand Coroto, Mark O’Connell (freelance), and Dusty Roach of M/Y Reverie.

PHOTO/LUCY REED

Crew will quit to get time off; harder to do after investment BRIDGE from page A16 nightmare.”

“It makes no sense,” the first captain said.

It’s not uncommon for crew to quit to take time off, and one captain noted that it’s becoming harder to do these days, especially for licensed crew.

“It used to be that you’d join the industry for a while, and if it was for you, great, but if it wasn’t you’d shift back ashore and would have had this great experience,” one captain said.

“Now, you invest so much time, money and effort in your license and career you can’t just say ‘I’m moving home.’

You put up with it.”

“Owners should realize that we’re not running 80-foot, unclassed, unmanaged yachts anymore,” another said. “They’re not getting people who are jumping in and out of the industry.

They need to understand that, and they need to respect their people to get them to stay.”

“If crew like the program, they’re going to stay,” said a third.

Another issue these captains raised when it came to maintaining relationships while working in yachting – a key driver in the desire for time off – was couples onboard.

“I just hate it when an owner or manager says ‘we don’t do couples; we had a bad experience’,” one captain said. “To that, I always say two things: Have you ever had a bad experience with singles, which they have; and give me just enough rope to hang myself.”

In this case, this owner gave the captain some rope and the captain and partner were hired.

“Within a couple years, we had six couples onboard, and the owner came to me and said this is the best time we’ve ever had on our yacht,” this captain said.

“It makes a difference when people have relationships in their lives. It’s about management. It’s the option of having a future, having a relationship and a career in yachting.”

So are captains on call all the time?

“Yes, 24/7, and we accept it,” one captain said to unanimous approval in the room.

What about your crew, do they accept that yachting is their whole life, too?

“The senior crew, yes,” a captain said.

“I tell crew the downside: no weekends off, you can’t have a dog, a house, a relationship,” one captain said. “But the good side is the travel and adventure. And I will give you everything I can, but I can’t give you weekends off.”

“Deal with it,” another said.

“They need to be told what they have to give up and get their heads around it,” said a third.

“That’s why we get paid X and not Y,” a captain said. “For this level of service, I expect to see some grey hairs on the captain’s head.

“The more you are paid, the more you expect to give.”

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

February 2014 A17

A18 February 2014 WRITE TO BE HEARD

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The Triton

Modern times call for modern training The survey you held for the quality of leadership and management skills in the yachting industry was very interesting [“Level of leadership depends on viewpoint,� page C1, January issue].

From a worldview outside of the maritime environment, it is hard to know if one is a good manager, which is why many large companies now do 360-degree performance evaluations to assist in determining the viewpoint from each level of employee. This is helpful in determining a method to improve teamwork, leadership, management, etc.

From an overall maritime viewpoint, it was determined by the IMO that, in fact, this was an area that needed improvement. In yachting, many of our captains have been captains for a long time and have worked their way up from captains of smaller yachts to captains of larger yachts.

Many also have been business people in former lives as well, perhaps giving them an experiential advantage.

This is a contrast to other parts of the maritime industry and, for that matter, contrary to the experiences that future yacht captains may have as well.

In the past, yachts were smaller, crews were smaller. Fewer people started out on very large vessels, working their way up from rating (i.e. deckhand) to officer to captain.

In those days, many captains went from being in command of an 80foot boat to a 130 to 200, etc. They developed management and leadership skills accordingly, from small crews to larger crews.

Now, though, someone who is a deckhand on a 70m boat and then moves up to OOW and then chief mate and then captain has to learn the leadership and management for the

deck crew as OOW and then for the management-level course designed entire vessel as captain. This is true for to complement the first course by the engineers and the chief stews as training the manager in upper-level well. management and leadership skills. This Where have they had training for course presents interactive scenarios this? Nowhere, until now. Setting egos and situations to learn from. aside, every organization operates It is a busy five-day course at MPT. better for everyone when the leaders We are fortunate that the author of the and managers are good at their job. program is also the lead instructor, and That is where the new HELM we have had rave reviews so far. This courses come it. They are offered in level will be the same for both USCG two levels: Operational for mid-level and MCA and for both chief /second managers and Management for masters engineers as well as chief mates and and chief officers. These courses are masters. ideally suited to complement the While this is not an MBA program, it experience they obtain onboard or is a perfect add-on to the training these through other jobs they have had in the officers obtain now. past.

Most captains do not have time The Human Element Leadership & to attain a graduate-level college Management course is part of the new degree in management or leadership.

STCW amendments These courses are for both operationaldesigned specifically While HELM is not and managementfor the maritime level certificates. industry and the an MBA program, it It is intended unique management is a perfect add-on that over the course requirements to the training these of their career, related to our officers obtain now. officers will take industry, such both courses. The as assessments, first is intended crew mentoring, to introduce the upcoming officer international regulations, to the leadership and teamwork multicultural/24-hour living and skills required to supervise a crew working conditions, etc. and conduct the type of mid-level We are excited about this course and management done by operational thrilled that the PYA has recommended officers such as assistant engineers and it as part of the curriculum for the officers of the watch, both on deck and heads of department/chief stew for in engineering. the interior department as well as for This first level, operational, is like an engineers and deck officers. extension on a BRM (bridge resource I feel these courses will satisfy management) course. In the MCA the missing formal training link in system, it takes the place of ERM and management that we have all been BRM; in the USCG system, it will be talking about for many years. required in addition to the BRM and Amy Morley Beavers ERM. This course takes one to three Vice president, regulatory compliance days, depending on flag.

Maritime Professional Training The second level is the HELM Ft. Lauderdale

The Triton

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Leadership survey points out need

WRITE TO BE HEARD

February 2014 A19

CREW EYE

The Triton’s latest article concerning leadership in the yachting industry [Triton survey: “Level of leadership depends on viewpoint,” page C1, January 2014] has revealed interesting and concerning opinions from both yacht captains and crew.

Although not comprehensive, the survey does provide valuable insight and sends a signal to the yachting industry -- and captains in particular - that leadership skills are attributes that captains must acquire and develop across their career.

In essence, leadership matters.

Developing a framework for continuous professional development is a goal that the Yacht Captains Association (proposed) is fully focused on and has adopted as a core element in its mission.

A summary of the key items of relevance from my analysis is as follows: 1. Captains’ views of their leadership capabilities is generally above average however crew generally regard captains leadership skills as “below average”.

2. Crew often separate the role of “captain” from that of “leader”. A captain’s yacht operating skills did not necessarily mean he/she has good leadership skills.

3. Communication skills (or lack thereof) were seen as a prime indicator by crew of poor leadership.

4. Significant numbers of captains (about 70 percent) and crew (about 90 percent) said that leadership skills should be taught to those studying a mariner’s license.

5. Captains generally support the proposal of structured leadership study programs.

6. Captains’ and crews’ opinions about on-board training vary significantly.

7. Performance reviews of crew are rare.

8. A majority of crew (75 percent) claim that regular crew meetings are not held.

The Yacht Captains Association (proposed) will activate research, initiate strategies and facilitate career development opportunities for captains, who will, through the YCA, take charge of their career development needs, ultimately making them better leaders. Captains with improved leadership skills can only strengthen the industry and encourage more people to consider yacht ownership.

The YCA (proposed) seeks to engage with yachting industry partners to investigate a globally recognized system of non-technical leadership training and development for yacht captains.

The YCA (proposed) would like to invite the participation of industry accreditation bodies, flag states, yacht insurance organizations, training organizations and other interested bodies or individuals to join with us to move forward with this initiative.

Capt. Ian Bone ianbyca1@gmail.com

C

apt. Christopher Walsh of M/Y Archimedes shared this photo, “my new command here in Vietnam.” Paddling the bamboo basket is a fullbody workout, he said, and he has two for crew races.

Crew Eye is a forum for images of yachting as only crew can see it. Send your photos to us at editorial@ the-triton.com. Tell us where and when you shot it, and what kind of camera you shot it with.

Even basic leadership training will help The Triton survey this month [“Level of leadership depends on viewpoint,” page C1, January 2014] was very interesting. It is clear from the results that there is a significant discordance between the perception of captains and the perceptions of crew regarding leadership on board yachts.

We at ICT find these responses even more fascinating due to the negative comments we hear at the office regarding the requirement to take the HELM course. In talking to many students over the past few months, the general consensus is that they do not want to have to take additional time, or pay for, leadership training.

Our perspective is that leadership training for the industry is necessary. The crew responses in the Triton survey corroborate this. Further, we feel that training centers should not only be involved in formal leadership training, but have an ethical responsibility to do so.

Yesterday’s yacht captain, who could handle a boat in any condition at any marina, is the captain of the past. Handling a yacht well is still necessary but not sufficient. Today’s yachts are

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

much larger and more complex.

Yacht operation is no longer reliant on one person, but an entire crew.

The only way to manage this new vessel successfully is with good leadership skills.

The professional training of individuals in positions of responsibilities equivalent to a yacht captain’s include extensive formal leadership training.

The airline industry, commercial maritime environment and major corporations invest heavily in the ongoing training of the leadership abilities of their managers and crews. Leadership training begins on day one in the military and maritime academies, and never ends.

We believe that leadership training should also be part of the entire training curriculum in the yachting industry as one continues to develop in his or her professional career. As one advances up the ranks to professional yacht captain, it is essential that they possess the leadership qualities and skills to lead their crews on increasingly more complex and larger vessels, with increasing regulatory demands, while meeting the

Contributors Carol Bareuther, Amy Morley Beavers, Capt. Ian Bone, Capt. Mark A. Cline, Capt. Jake DesVergers, Capt. Rob Gannon, Chef Mark Godbeer, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Brian Luke Keith Murray, Rossmare Intl., Tom Serio Capt. John Wampler

expectations and ensuring the safety of owners, guests and crew.

This cannot happen without reasonable leadership skills.

A leader is most effective if they are perceived by those they lead as a good leader. The Triton survey shows that despite the perspective of the captains, crew members do not feel that the majority of their captains are good leaders. Seventysix percent of crew in the survey rated their captains as average or below average.

Leadership skills can be taught.

The HELM requirement is a good start. It is not the solution, but is at least official recognition that such formal training is necessary for the safety and benefit of the industry.

A commitment to ongoing formal structured leadership training in professional yacht education curricula can only make our crews and captains better and safer. We would rather see a Triton survey result showing 76 percent of crew rating their captains as above average. There should be no discordance with this goal.

Brian Luke Chief Operations Officer International Crew Training Ft. Lauderdale

Vol. 10, No. 11

The Triton is a free, monthly newspaper owned

by Triton Publishing Group Inc. Copyright 2014 Triton Publishing Group Inc. All rights reserved.

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

February 2014

B Section

Don’t eat the poison apple Drugs, bugs, chemicals onboard can be deadly.

B2

Boat seizures in Mexico Marinas merge, open, expand in U.S., Turks and Caicos, more. B3

Hybrids, BNWAS and more GSM modem with iECDIS and simulator in tech news.

B5

B6

The Jones Act protects trade, impacts crew, offers loophole

DO IT YOURSELF

Crew bring their yacht projects to stew’s shop

making.

Jones is scheduled to teach a sushi class in the future. He has been friends with Scantlen and McNurty for 10 years and recently offered to bring some of his catch from a job on a sportfish to a Maker Square social event.

“I said I could make some fish and John said, ‘why don’t you teach a class?’” Jones said. “As fast as I said it, that’s how the class came about. So I’ll be teaching a sushi class. I know a lot about what kind of fish is good for sushi, how to cut it right and how to roll your own.”

After taking classes, people can purchase memberships or continue to pay per class with a variety of options including four-visit and eight-visit punch cards. Prices start at $50 a month.

“Yachts can get a membership because crew are often do-it-yourself, especially sailors,” Scantlen said.

Even if crew don’t know what they want to do, everything at Makers Square’s art-filled property is designed to spark creativity. Workshop tables are strewn with tools and bins overflow with wires, paints, cloth and papers.

Wall are covered with murals and Weiner’s metal sculptures hang in several rooms.

Education and cooperation are encouraged and a walk by the hydroponic/aquaponics benches, the

Maritime cabotage, or coastwise trade as it is referred to in many countries, may generally be defined as the movement of goods or passengers between two ports or places within the same state. While in some countries the definition has been expanded to include certain other related Rules of the Road activities, the Jake DesVergers terms cabotage and coastwise trade are used interchangeably when referring to the domestic movements of cargo and passengers.

Restriction of access to cabotage trades is a protection measure that has traditionally been a policy choice of many maritime states. Its aim is to reserve to national-flag vessels those activities that involve domestic movements of goods and passengers.

More recently, this aim has been expanded in instances to include commercial activities such as oil and gas exploration and development.

In Australia, these types of laws are titled as the Coastal Water Acts. In Canada, it is known as the Coasting Trade Act. For the European Union, it is Regulation (EC) 3577/92.

For those yachts that call upon U.S. ports, they will be familiar with the Merchant Marine Act of 1920, more commonly known as the Jones Act. Federal laws protecting U.S. shipping date back to the first Congress in 1789.

American shipping in the United States – coastwise trade – has been protected from foreign competition in order to encourage the development and maintenance of an American merchant marine. This is done for both national defense and commercial purposes. As a result, all vessels engaged in the U.S. coastwise trade have been required to

See MAKER, page B8

See RULES, page B10

By Dorie Cox A yacht’s broken rail, damaged LED light string and ripped seat cushion can all be fixed by crew in a maker space.

Whether in Auckland or Alaska, crew can find a gathering of do-it-yourselfers from a movement called “make”.

Although much of the community gathers online, the number of physical locations of maker spaces is growing.

Stew/Chef Elaine Scantlen, along with her husband and business partner, have opened just such a business in Ft. Lauderdale.

“The sky’s the limit,” said freelance Mate Rusty Jones, who visited the space recently to schedule some classes.

“Anything you can think of, you can do.

There is no place like it.”

Each of the 200 global maker spaces is distinct, but this one is perfect for the needs of yacht crew.

“I think half of it is getting off the boat and having a no-worries environment to work on things,” he said. “And it’s a way to meet new and local people.”

Makers Square in Ft. Lauderdale opened in October and combines the talents of Scantlen, her husband, John McNurty, and business partner Brian Weiner. It’s 14,000 square feet of warehouse, workshops and workspaces filled to the brim with tools and materials.

It came about through the “maker” movement, credited to Dale Dougherty, who published Make magazine in 2005 to connect do-it-yourselfers with the information they sought. The worldwide community (makerspace. com) grew into fairs, digital libraries, social media and work spaces.

For Jones, though, the Ft. Lauderdale maker space is perfect for his yachtingrelated needs, and he visits whenever he is in town.

“Anything you can remove from

Yachts on list of sales Fleurtje, Turquoise, Marjorie Morningstar and more, sell.

DO IT YOURSELF: From left, Brian Weiner, Stew/Chef Elaine Scantlen and John McNurty, all co-founders of Makers Square, stand among the power tools in the metal shop at their maker space in Ft. Lauderdale in January. Below, PHOTOS/DORIE COX Weiner welds in the shop. the boat can be worked on at Makers Square,” he said by phone from a yacht in the Bahamas.

Any metal fabrication, woodwork, varnish or custom work can be done there, he said.

A tour through the main building includes a woodshop, a metalworking bay, a ceramic-making area, sewing room, and a computer and 3D-printing room.

Access is controlled, but open.

Initially, an interested person would take classes to earn access to the tools, Scantlen said.

“They prove their ability and we assess their skills,” McNurty said. “Plus,

the classes are a great way to learn the right way to work. We don’t get clowns here. We’re giving them access to $150,000 worth of tools.”

The classes vary with members’ interest and aside from the standard woodworking, metalworking and sewing classes, Makers Square offers blacksmithing, jewelry and costume

B February 2014 ONBOARD EMERGENCIES: Sea Sick

www.the-triton.com

The Triton

Drug poisoning on the rise; chemicals, bugs also serious Poisoning can happen in many ways, as water or soda bottles to store through various routes, and it can be chemical products. This is a recipe for accidental or intentional, as in the case disaster and frequently results in the of suicide. Below are the ways we can unintentional injury or death of an be poisoned: unsuspecting person.

1. Ingestion, In both these circumstances, it pays by eating to be prepared. Put the U.S. poison or drinking number (1-800-222-1222) on or near something every telephone and save it in your cell 2. Contact, phone. The line is open 24 hours a day, splashing seven days a week. or spilling Here’s what to do for poisoning something on 1. Remain calm. If you act scared, the skin or in the the patient will become more scared.

Sea Sick eyes 2. Call or radio for medical help.

Keith Murray 3. Inhalation, If your ship has a medical service, breathing now is a good time to call the service dangerous fumes for medical advice. You may be told 4. Injection, bites or stings from to administer activated charcoal. It insects, snakes, spiders or sea life. helps prevent the poison from being First, let’s address poisoning by absorbed from the stomach into the ingestion where the victim intentionally body. Check your first-aid kit to see if takes medication. This is often a you some handy. mistake, where they accidentally 3. If in the U.S., call that poison help took too much of their prescribed number (1-800-222-1222). medication or When calling even a pharmacy for help have error, but this the following Every day in the can also be information United States, 105 an attempted available: people die as a result suicide.

The victim’s age, of drug overdose, In either height and weight case, this can be The container or and 6,748 more are deadly. According bottle of the poison treated in emergency to the CDC, / medication (if departments for the the Centers for available) Disease Control The time the misuse or abuse of and Prevention, poison exposure drugs. Nearly 9 out of deaths from happened 10 poisoning deaths are drug overdose Your location have been rising The victim’s vital caused by drugs. steadily over the signs and general past two decades appearance and have become the leading cause of The names of other medications the injury death in the United States. Every victim may be taking, if any day in the United States, 105 people Whether the poisoning was die as a result of drug overdose, and accidental or possibly a suicide attempt 6,748 more are treated in emergency As with all medical emergencies, departments for the misuse or abuse training and preparation is the key. of drugs. Nearly 9 out of 10 poisoning Know what you will do if someone deaths are caused by drugs. on board – crew or guest – has a Poisoning by contact is often poisoning incident. Think about the work-related while we are working items onboard that might contribute with chemicals that can be absorbed to such as scenario and consider their into the body. To avoid this, always placement and availability. wear protective clothing (gloves, long sleeves, long pants, socks, shoes) Keith Murray, a former firefighter when working with pesticides or other EMT, owns The CPR School, a first-aid harmful chemicals. training company. He provides onboard Chemicals can also poison us by training for yacht captains and crew ingestion, if we accidentally drink and sells and services AEDs. Contact something. This is why it is important him at 877-6-AED-CPR, 877-623-3277 or to keep chemical products in their www.TheCPRSchool.com. Comments on original bottles or containers. Never this column are welcome at editorial@ use food or beverage containers such the-triton.com.

Put the U.S. poison help number (1-800-222-1222) on or near every telephone and save it in your cell phone. The line is open 24 hours a day, seven days a week.

The Triton

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MARINAS / SHIPYARDS

February 2014 B

Nearly 400 boats ordered seized in Mexico over $70 permit Mexico seizes boats over permit

Dick Markie, harbor master at Paradise Village Marina in Mexico, reports in that authorities have begun enforcing long-standing laws, most notably the temporary import permit.

American and Canadian boat owners were caught up in a bust in late November that resulted in nearly 400 boats were ordered seized over the $70 permit.

The standard paperwork of crew list, documentation, passports of everyone on board and check-out from last port should be available, and best if it’s e-mailed 24 hours in advance to the harbor master at the first port of entry.

Find details on the temporary import permit at www.banjercito.com.mx; click on “Application for Temporary Import Permit for Vehicles, Boats and RVs” on the right side.

“They want everything in place when boaters arrive, just like most countries,” Dickie said via e-mail. “I recommend that all a yacht’s required paperwork be done online. It is easy and cuts their check-in time to almost nothing.”

Driven by attempts to combat terrorism and a commitment to preventing the illegal imports of synthetic chemicals for drug production and export of black market goods, officers began enforcing the temporary import permit more strictly in late November when armed officers and tax agents stormed eight marinas on both the Pacific and Caribbean coasts in what witnesses thought was a major drug bust.

The country’s Treasury Department says it has up to four months to decide whether to release the boats or sell them at auction, according to reports by the Associated Press. The U.S. Embassy in Mexico City is having discussions on the issue with the Mexican government.

Another tip Markie offered was to avoid importing chicken into the country.

“The Mexican government is deathly afraid of bird flu,” he said. “The country depends on chicken and if bird flu ever gets started here, it would be an economic disaster. My advice is do not bring chicken; you can get plenty here.

They will also confiscate certain fresh fruits and vegetables, but don’t worry, this country is full of wonderful fresh produce.”

Dickie also reports that Paradise Village recently rebuilt its megadocks, adding a pump out system to the area and DSL lines and 480volt power to every slip. For more information, e-mail him at dmarkie@ paradisevillagegroup.com or visit www. paradisevillagemarina.com.

– Lucy Chabot Reed

Hodgdon, Boothbay merge

Maine-based Hodgdon Yachts and

Boothbay Region Boatyard (shown below) have signed a letter of intent to merge the yards in Southport and Wotton’s Wharf in Boothbay Harbor with Hodgdon Yachts. The merger is expected to become final this spring.

Global Yachting (IGY), and its guests have access to the resort’s amenities.

Situated on the northeastern coast of Provo, the marina is an official port of entry with customs and immigration on site.

The entrance channel depth is 8.5 feet at low tide, and the marina is open for both short-term and long-term berthing.

Marina expands in Montenegro

“Combining Boothbay Region Boatyard’s outstanding facilities in Southport and Wotton’s Wharf in Boothbay Harbor with our facilities in East Boothbay, Richmond and Damariscotta will create one of Maine’s largest, full service marine companies,” Hodgdon Yachts President Timothy Hodgdon said. “We look forward to continuing to serve Boothbay Region Boatyard’s existing customers while aggressively pursuing opportunities to grow the combined business.”

The boatyards will continue to provide maintenance and repair service to vessels up to 80 feet. The joint company expects to add about 30 employees, bringing Hodgdons total employment to about 150 people in the Boothbay region.

Sandy Spaulding, Hodgdon Yachts’ senior business adviser, will serve as interim general manager of Boothbay Region Boatyard as Hodgdon conducts a national search to permanently fill the position.

Wotton’s Wharf offers transient deep-water dockage for yachts up to 200 feet. Located on the west side of Boothbay Harbor, it is the home base to the annual Shipyard Cup, a Hodgdonfounded and -hosted superyacht regatta each summer.

This merger is part of an ongoing effort by Hodgdon to diversify the fifth generation-run company, which started in 1816 during the era of clipper ships and is America’s oldest boat builder. Over the past 12 years, Hodgdon has grown from its roots as a custom builder of power and sail yachts up to 60m to also build superyacht tenders and interiors using advanced composites design and construction.

For more information, visit www. hodgdonyachts.com.

Provo marina opens

The first luxury resort with its own marina opened recently on the leeward side of Providenciales, Turks & Caicos.

The Blue Haven Resort and Marina includes 35 suites, 16 guest rooms and 78 marina slips for yachts up to 220 feet.

The marina is operated by Island

Porto Montenegro in Tivat, across the Adriatic from Italy’s southeastern shore, has begun work on its second phase in which it will add 180 slips, growing to 430 by this summer. The marina will accommodate yachts up to 75m. Other second phase construction includes the expansion of existing jetties, additional wharves and a new

fuel pump.

“The expansion of the marina is not only a testament of success for Porto Montenegro, it also confirms that the Adriatic has cemented itself as an exciting destination for yachts of all sizes and classes,” marina director Tony Browne said in a statement.

The upland development includes 130 luxury residences, an Olympicsize pool, restaurants, bars, shops, and other amenities.

Brewer adds Maryland marina

Connecticut-based Brewer Yacht Yard Group has acquired Oxford Boatyard and Mears Yacht Haven Marina, in Oxford, Md. The new Brewer Oxford Boatyard & Marina (BOBY) joins the company’s 22 other fullSee MARINAS, page B4

B February 2014

MARINAS / SHIPYARDS

www.the-triton.com

The Triton

Martinique upgrades approved; Capt. Pehrson hired at Port Vell service marina and boatyard locations between New York and Maine.

“We are thrilled to be taking over this wonderful operation,” said Rives Potts, president of Brewer Yacht Yard Group. “This allows us to extend our operations further south to accommodate customers who travel the east coast each year.”

Founded in 1866, Oxford Boatyard is located on Maryland’s Eastern Shore.

The yard features a 75-ton Travelift and performs refits to both power and sailing yachts. The property will have more than 170 wet slips for yachts up to 100 feet and dry storage for more than 100 boats.

For more information, visit www.byy. com.

to allow for the creation of a travel lift facility for yachts up to 45m and 440 tons.

Work was expected to begin in the first quarter of 2014 and be complete by the end of 2015.

After a fam-tour visit by M/Y Blue Moon in January 2011, decision-makers in Martinique became committed to expanding services and amenities for yachts, according to Douglas Rapier of Douglas Yacht Services and president of the Martinique Yachting Association.

Douglas Yacht Services and Martinique Dry Dock have a 180m float-in/float-out dry dock facility, including a repair wharf of 140m with warehouse facilities.

The group has begun to study the development of a megayacht facility to handle 30 yachts up to 120m.

Pehrson joins Marina Port Vell

Couach founder dies

MARINAS from page B3

Marina Port Vell (MPV) in Barcelona has hired Capt. Anders Pehrson as dockmaster.

Pehrson has spent the past 15 years as a chief officer and captain of yachts, including M/Y Apogee, Helios2, Atlantic Goose and, most recently, Emotion (ex-Emerald Star).

Capt. Pehrson

Upgrades approved in Martinique

Douglas Yacht Services in Martinique has reported that major changes are happening on the island in relation to pleasure yachts.

Chief among them was the 12 million euros the government approved in July 2012 to upgrade the existing dry dock facility in the bay of Le Marin

Guy Couach, founder of the yacht builder that bears his name, died on Jan. 6. He was 88.

The grandson of Albert Couach, founder of Couach marine engines in 1897, Mr. Couach was the first to initiate industrial-scale production of boats, laying the foundations for mass production of motorboats in 1946.

In 1962, he founded the Guy Couach shipyard, for the manufacture of boats using composite materials. In 1970, the shipyard built the first-ever yacht made from Aramat, a kevlar-based composite material. Several hundred of these yachts were built in the shipyard on France’s southwestern shore. He led the company and design models until 1986.

The shipyard was purchased in 2011

by Nepteam, a regional investment group, and remains specialized in the manufacture of 20m-50m yachts with composite materials.

Iconic, upgraded, expanded Highlander ready for charter The Feadship Charter Division has become central agent for charter bookings on the iconic Feadship M/Y Highlander. Launched as The Highlander in 1986 for Malcolm Forbes, the green-hulled motoryacht is one of the world’s most instantly recognizable superyachts. Recently refit at Derecktor, the 162-foot (49m) yacht went through sea trials in January and will be delivered to her new owners in mid-February.

The refit included upgrading all the mechanics while extending the stern by 12 feet to create a contemporary transom and accommodate a lifting transformer platform. The top deck has

also been extended forward.

The new interior changes the yacht from a corporate entertainment boat to a yacht for private use. The entire main deck was stripped back, floors, ceilings, and walls removed, and contemporary white Angire and dark wenge interiors installed. The new master stateroom is forward with two new master bathrooms. There are six guest suites with en suite baths.

Quantum zero-speed stabilizers have been added, as well as a new pilot house, extensive wi-fi facilities and a new audio-video system.

She will be available for charter in the Med beginning in May.

The Triton

www.the-triton.com

TECHNOLOGY BRIEFS

February 2014 B

Martek launches iECDIS; electric drive buys hybrid Martek launches connected ECDIS UK-based maritime electronics manufacturer Martek Marine has launched iECDIS, the first model to integrate a GSM modem to offer automatic download and installation of charts, updates and notices to mariners.

said Christoph Ballin, CEO of Torqeedo.

“All components have been designed to work together and have been tested in a complete system-setup.”

The products resulting from this alliance will initially be aimed at yacht manufacturers. Existing yachts can also be retrofitted with the new hybrid systems.

For more information, visit www. torqeedo.com.

Wireless BNWAS released

The modem uses a mobile network signal to download recent items, including the most recent piracy warnings and weather forecasts, which can be overlaid on the chart display itself.

IECDIS is available on lease as well as purchase, allowing user to transfer costs to system integration, crew training and chart licensing instead.

“We’ve created a market-leading solution that combines cutting-edge technology with a lucrative commercial proposition and a system that mariners will want to use and ship managers will find easy to adopt,” said Bentley Strafford-Stephenson, ECDIS product specialist at Martek Marine. “It’s a rugged piece of military-spec hardware, powered by time-tested, trusted Jeppesen software, with features such as weather, radar, piracy and ice-chart overlays and route planning. It’ll have freely updatable charts and software updates that will only take minutes to upload.”

For more information, visit www. martek-marine.com.

UK-based Net-Logic has released Watchkeeper+, a wireless version of its Bridge Navigational Watch Alarm System (BNWAS).

Beginning July 1, vessels must be fit or retrofit with a BNWAS, which ensures the officer on watch is alert. Its timer is reset at timed intervals, and if the reset does not occur, an alarm will be triggered on the bridge, followed by an alarm in the back-up officer’s quarters and additional alarm to alert other crew members that the watch stander is, for whatever reason, unable to carry out his or her duties.

Net-Logic’s MCU (master control unit) acts as both the primary sounder, primary reset and main control unit.

In addition, it has a panic button mode that will set off all alarms in emergencies.

Watchkeeper was designed specifically for the luxury yacht market rather than a transferal product from large commercial shipping. Aesthetics and size have both been adapted to the high standards of luxury yachts and the smaller bridge space.

It usually installs in one day. For more information, visit www.net-logic. co.uk.

Electric drive firm buys hybrid

Germany-based electric drive manufacturer Torqeedo has acquired Moonwave Systems GmbH, a manufacturer of hybrid drives for yachts between 40 and 70 feet.

The newly developed hybrid systems not only provide hybrid electric propulsion, but will also power all AC and DC loads including air conditioning and large, homestyle appliances. Green energy from regeneration and solar panels can be integrated into a vessel’s energy management system. Yachts equipped with the new hybrid drive system can travel silently, offer joystick docking and take advantage of noiseless, environmentally friendly energy sources while at anchor, the company said in a statement.

“Combining Moonwave’s state-ofthe-art system developments with our high-tech propulsion systems, we can provide a fully integrated solution for propulsion and energy management,”

WASSP builds sonar for yachts

New Zealand-based sonar manufacturer WASSP Ltd. has debuted WASSP-Wireless (photo above), a new system designed for superyachts and specifically underwater obstacle avoidance.

Installed in the tender or a support vessel, the system uses a wi-fi radio link to send a real-time sea floor map back to the bridge for display on a MaxSea navigation plotting platform.

Using a wide angle, multi-beam transducer, WASSP-Wireless can make one pass at a depth of 20m to map a swath more than 60m wide using 112 sonar beams. The resulting image is information rich and either 2D or 3D. “Unlike other avoidance systems, the transducer is mounted in the hull

of the tender, thereby avoiding the need to slip and engineer transducer hull penetrations on the superyacht, usually an exercise owners like to avoid,” said WASSP Managing Director Gareth Hodson. “Alternatively, for rapid deployment, the transducer can be pole mounted to the side of a tender.”

WASSP systems are used in a variety of commercial applications including defense, hydrographic and fishing.

For more information, visit www. wassp.com.

New underwater lights shine

UK- and U.S.-based Lumishore, a manufacturer of LED underwater lights, has launched the new Lumishore EOS Thru-Hull Colour Change system.

The new range of compact units have nearly three times the brightness of existing lights, have a 110-foot-wide beam angle, and are individually controlled by one EOS controller.

The controller screen enables individual control of each light’s color and intensity in a wireless integration with smartphones and tablets.

For more information, visit www. lumishore.com.

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

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 865/921 Savannah, Ga. 872/NA Newport, R.I. 869/NA Caribbean St. Thomas, USVI 1,106/NA St. Maarten 1,113/NA Antigua 930/NA Valparaiso 900/NA North Atlantic

Bermuda (Ireland Island) 1,023/NA Cape Verde 882/NA Azores 950/1,787 Canary Islands 861/1,198 Mediterranean Gibraltar 906/NA Barcelona, Spain 938/1,898 Palma de Mallorca, Spain NA/887 Antibes, France 905/1,809 San Remo, Italy 1,082/2,315 Naples, Italy 986/2,261 Venice, Italy 1,089/2,207 Corfu, Greece 1,054/2,075 Piraeus, Greece 1,027/1,938 Istanbul, Turkey 957/NA Malta 815/1,428 Tunis, Tunisia 879/NA Bizerte, Tunisia 879/NA Oceania Auckland, New Zealand 921/NA Sydney, Australia 936/NA Fiji 942/NA

KVH doubles VSAT capacity

Rhode Island-based KVH Industries is doubling the capacity for two of the three global C-band beams of its mini-VSAT Broadband network. The increased capacity, which takes effect this month, enhances the network’s multi-megabit service.

KVH first introduced C-band overlay coverage to its existing Kuband network less than two years ago, and has seen installations of its dual-mode TracPhone V11-IP satellite communications system increase.

This onboard terminal uses a single, 1m-diameter stabilized antenna with dual-band transmit and receive capability to switch between the miniVSAT network’s global C- and Ku-band satellite coverage.

“Vessels using the TracPhone V11-IP typically need C-band coverage only a small percentage of the time they are at sea, because of the extensive Ku-band capacity of the mini-VSAT Broadband network,” said Marc Edwards, KVH’s network operations director. “This network architecture allows us to provide the power and speed of a modern maritime VSAT service with the global coverage typical of global L-band services like Inmarsat FleetBroadband.”

The C/Ku-band mini-VSAT Broadband service provides vessels travelling between 75°N and 70°S latitude with broadband data connections for accessing the Internet or shore-side business networks or for making low-cost, high-quality voice calls. In most areas, the mini-VSAT

See TECH BRIEFS, page B7

One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Jan. 15, 2013 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 825/880 Savannah, Ga. 730/NA Newport, R.I. 725/NA Caribbean St. Thomas, USVI 1,050/NA St. Maarten 985/NA Antigua 1010/NA Valparaiso 970/NA North Atlantic Bermuda (Ireland Island) 1040/NA Cape Verde 960/NA Azores 880/NA Canary Islands 950/NA Mediterranean Gibraltar 865/NA Barcelona, Spain 825/1,740 Palma de Mallorca, Spain NA/2925 Antibes, France 950/1,860 San Remo, Italy 945/2,075 Naples, Italy 970/2,090 Venice, Italy 1024/2,215 Corfu, Greece NA/2,020 Piraeus, Greece 1040/1,845 Istanbul, Turkey 920/NA Malta 960/1,700 Tunis, Tunisia 920/NA Bizerte, Tunisia 920/NA Oceania Auckland, New Zealand 885/NA Sydney, Australia 890/NA Fiji 720/NA

*When available according to local customs.

B February 2014

BOATS / BROKERS

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Yachts Giant, Fleurtje, Turquoise, Aghassi sell Camper & Nicholsons has sold the 241-foot (73.5m) M/Y Giant built

by IHC Holland, the 184-foot (56m) Perini Navi S/Y Rosehearty by AlexLees Buckley and Bruce Brockenhoff of Perini Navi USA, the 155-foot (47.5m) ISA M/Y Ellix Too by broker Fernando Nicholson, and the 137-foot (41.6m) M/Y Il Cigno built by Nicolini.

The brokerage has added to its central agency listings for sale the 126foot (38m) S/Y Azul de Cortes, and the 102-foot (31m) Leopard M/Y Friday.

Heesen Yachts has signed a contract to build a custom 231-foot (70m) fast displacement, aluminium motor yacht. The keel was laid in October and the yacht is due for delivery in spring 2016.

Espen Oeino International will design the exterior and Sinot Design the interior. A crew of 16 will be accommodated in eight cabins, each with private showers.

Fraser Yachts has recently sold the 187-foot (57m) S/Y Fleurtje built

by De Vries Lentsch and listed for 6.9 million euros with Pierrik Devic, Kirill Anissimov and Dennis Frederiksen in Monaco; the 181-foot (55m) Proteksan Turquoise M/Y Turquoise listed for $28.5 million with Stuart Larsen in Ft. Lauderdale; and the 170-foot (52m)

Amels M/Y Marjorie Morningstar listed for $27.5 million with Josh Gulbranson in Ft. Lauderdale.

Fraser also recently sold the 124-foot (38m) M/Y Odyssey built by Rodriquez and listed for 5.5 million euros with Alain Tanguy in Monaco; the 115-foot (35m) Benetti M/Y Siete listed for $5.9 million with Jody O’Brien in Florida; the 104-foot (32m) Benetti M/Y Zazou listed for 8 million euros with Antoine Larricq in Monaco; the 101-foot (31m) Ferretti M/Y Lady Soul listed for 3.3 million euros with David Legrand in Monaco; the 97-foot (30m) Azimut M/Y Pacific Pearl listed for $549,000 with Neal Esterly in San Diego; and the 82-foot (25m) M/Y Emerald Fjords built

by Northrop Pac Mar and listed for $2.1 million with Tom Allen in Seattle.

New to the brokerage’s new central agency listings for sale include the 162foot (50m) Benetti M/Y Rima II listed for 13 million euros, the 143-foot (44m) S/Y Syl built by Barcos Deportivos and listed for 13 million euros (VAT paid) with Giulio Riggio in Spain, the 114foot (35m) Benetti M/Y Latiko listed for 5 million euros with Larricq in Monaco, the 90-foot (28m) Nautor’s Swan S/Y Altair listed for 5.5 million euros with Georges Bourgoignie in Florida, and the 71-foot (21m) S/Y Kavenga for 795,000 euros, also with Bourgoignie.

BYS, the brokerage arm of Burger Boat Company, has recently sold the 187-foot (57m) S/Y Fleurtje with Compass International, and the 145foot (44m) Heesen M/Y At Last.

The brokerage has added to its central agency listings for sale the 116foot (35m) Burger M/Y Cynthia for $10.4 million, and the the 90-foot (27m) Lyman-Morse M/Y Tumblehome for $5.9 million Merle Wood & Associates has recently sold the 170-foot (52m) Amels M/Y Marjorie Morningstar, and the 82foot (25m) Sunseeker M/Y Doctor No. The 108-foot Burger M/Y Chanticleer was donated to AMI Kids.

New to the firm’s central agency listings for sale include the 213-foot (65m) Benetti M/Y Ambrosia III in a joint with Burgess, and the 164-foot (50m) Delta M/Y Arianna in a joint with SG and listed for $45.9 million.

IYC broker Mark Elliott has sold the 145-foot (44m) Christensen M/Y Aghassi (photo above) listed for $13.9 million. Broker Frank Grzeszczak has sold the 142-foot (43m) Trinity M/Y Espresso III listed for $14 million with

Worth Avenue Yachts.

The brokerage added to its new central agency listings for sale the 157-foot (48m) Christensen M/Y Lady Janet (photo above) for $27 million with broker Roy Sea. Yachting Partners International (YPI) has sold the 129-foot (39m) Sanlorenzo M/Y Onyx. YPI broker Gregory Gheraia acted for the buyer; the yacht was listed with Ocean Independence.

Moran Yacht & Ship has sold the 164-foot (50m) Feadship M/Y Iroquois, and the 101-foot (31m) M/Y Lady Soul.

The firm has added to its central agency listings for sale the 196-foot (60m) Lurssen M/Y Solemates for 57.5 million euros and the 130-foot (40m) Hakvoort M/Y Apostrophe, for 27.5 million euros.

Oceanic Yachts, a new line of yachts built by Cantiere Navale di Ostia (Canados), has sold hull No. 1 (photo above) in its 90-foot series. Delivery is due in June. The design highlights extended outdoor and indoor living volumes, ability to carry large toys and tenders, high performance and ability to navigate at economic speed with low fuel consumption.

The first Oceanic 90 will be introduced at the Cannes Boat Show this fall.

Bruce Schattenburg has been picked to head up Allied Marine’s new office in Ft. Lauderdale as director of luxury yacht charters.

Schattenburg was most recently director of U.S. operations with Y.Co and before that was a broker Schattenburg with International Yacht Collection.

He will also re-open the Allied Marine-Ferretti Group superyacht division, focused on sales of new and pre-owned yachts over 100 feet. Allied Marine is part of the Ferretti Group.

The Triton

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TECHNOLOGY BRIEFS

Resolve Maritime Academy has opened its new simulator, with (from left) Manager Rosemary Mackay, academy Director Denise Johnston and PHOTO PROVIDED simulation group manager David Boldt.

Resolve opens Transas engine room simulator in Ft. Lauderdale Ft. Lauderdale-based Resolve Maritime Academy has opened a Transas engine room simulator platform, the ERS 5000 TechSim as part of the Academy’s Simulation Training Center.

The simulator has enabled Resolve to expand its course offerings to engineers and is connected to the school’s full-mission bridge simulator.

“Connecting the simulators means we can offer Resource Management and Integrated Systems training to our clients,” said David Boldt, Simulation Training Group Manager at Resolve Maritime Academy.

Resolve Maritime Academy hired Rosemary Mackay, an engineer with

nine years of experience in maritime education (and 12 years of at-sea experience) to manage the simulator.

She joins the Academy from Star Center, where she instructed classes and was involved in course design and development.

The simulator meets STCW code requirements and the scope of training objectives corresponds to specifications of standard competence for engine department personnel, which provide for the use of simulators for training engineers as well as engineering instruction for operational, management and support personnel.

For more information visit www. resolveacademy.com.

Germany-based Tognum changes company name to Rolls-Royce TECH BRIEFS from page B5 Broadband service uses Ku-band transponders to provide the TracPhone V11-IP with high-speed downloads at rates up to 4 Mbps.

For coastal and in-port use, the network relies on Ku-band coverage. In areas outside of its Ku-band coverage and for redundant backup service, the TracPhone V11-IP automatically switches to C-band global beams.

For more information, visit www. kvh.com.

Tognum renames to Rolls-Royce

Germany-based Tognum AG has changed its name to Rolls-Royce Power Systems AG. Since March 2013, the specialist for large engines, propulsion systems and distributed energy systems has been a wholly owned subsidiary of Rolls-Royce plc and Daimler AG, each of which own half the company.

The group of companies with MTU Friedrichshafen GmbH as the core company has been consolidated in the

Rolls-Royce Group’s results since the beginning of 2013. Regional companies will also operate with immediate effect under a new name: Michigan-based Tognum America will now operate as MTU America, and Singapore-based Tognum Asia Pte Ltd will operate under MTU Asia Pte Ltd. The product portfolio includes MTU brand high-speed engines and propulsion systems for ships, for heavy land, rail and defence vehicles, and for the oil and gas industry. Under the MTU Onsite Energy brand, the company markets diesel gensets for emergency, base load and peak load applications, in addition to cogeneration plants for the generation of combined heat and power based on gas engines or gas turbines. The Norwegian subsidiary Bergen Engines manufactures medium-speed engines for marine and power generation applications. L’Orange rounds off the portfolio with fuel injection systems for large engines.

In related news, Rolls-Royce ended talks to buy Warsila’s marine division.

February 2014 B

B February 2014 FROM THE TECH FRONT: Maker movement

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The Triton

Interior staff can customize, repair, enhance yacht MAKER, from page B1 small stage, through the library, by the swimming pool and unofficial bar serve to open minds to innovation and conversation.

Previously chief stew on M/Y Joanna Alexandra, Scantlen now freelances as a stew/chef until she can devote all her time to their business. Her favorite thing is where she gets most inspired: the commercial sewing room. At least five machines line the entrance room of the main building.

“I grew up in Ohio with eight brothers and sisters, that meant I got hand-me-downs.So I started sewing in third grade to make them fit,” she said.

She pointed to each machine and explained how it could be helpful for yacht crew.

“This can easily sew eight layers of leather and it can do canvas, no problem,” she said of the walking-foot machine. “That is the serger machine that gives you that finished edge, and the blind-stitcher you can use for curtains and hems.

“This is our commercial one that can sew canvas, plastic and heavy zippers,” Scantlen said as she sat at the Juki sewing heavy-duty outdoor material. “I’m repairing these cushions for a boat I was on.”

Scantlen sees Makers Square as not

just a solution to problems but as a tool to enhance job outputs.

“So many things can be better onboard,” she said. Scantlen has taught interior classes and she is wired to trigger enthusiasm and inspire ideas to customize a yacht and charter guests’ experience.

“It’s fun to be creative and it’s exciting to see what you can come up with,” Scantlen said.

With more than 20 years onboard yachts she offered examples.

“It drives me crazy how most linens come with king-size pillowcases but the pillows are standard and the extra material is tucked under,” she said.

“Realistically it takes two minutes to sew it and make it fit perfectly. It seems every boat I’ve been on, the pillowcases are not right.

“As a stew in St. Blas islands I made pillows of the molas, the local fabric,” she said. “I’ve made napkin rings, runners with the yacht’s logo and designed custom napkins. And I make things for themes. It’s a guest’s birthday? What’s their interest?

“It is easier to make than it is to go shop, try to find and buy,” she said.

“Specific things are hard to find and time consuming.”

Scantlen is also a milliner (a hat maker), and she makes theme party packages for yachts.

Stew/Chef Elaine Scantlen sews a boat cushion on a commercial machine PHOTO/DORIE COX at Makers Square in Ft. Lauderdale in January.

“Crew work on yachts worth millions of dollars, yet they go to Party City,” she said. “They need a way to upgrade, to go upscale.”

Her personalized steamer trunks include costumes, hats, masks, gloves, spats, table decor and linens to order.

Engineers and captains, too, can do just about anything in the wood and metal shops.

“We got this equipment from a company that used to make fly bridges,” McNurty said.

He pointed around the metalworking bay to the welder, mill,

lathe, TIG (for aluminum and stainless steel) and MIG (for steel and plate) welders, pipe benders (to 4.5 inches), plasma cutter, drill press, hand tools, sander, grinder, chop saw (for PVC and metal), gas torch, sheet break and sandblaster.

McNurty walked to the next bay and explained the woodworking tools: mitre, chop, table, band, and scroll saws, wood lathe, routers, drills, and every type of hand tool.

“Starboard marine lumber can be

See MAKER, page B9

The Triton

www.the-triton.com FROM THE TECH FRONT: Maker movement

February 2014 B

Onboard part hard to find?

Then 3D print replacement MAKER, from page B8 cut for custom things like fish cleaning tables for the tender, dashboards and risers for electronics,” Jones said.

McNurty said one of the popular classes is for 3D printing. Maker Square has two 3D printers which translate a computer file of a scanned object, usually a scale model of a project crew want to create, and melts filament into layers that harden into the item.

“You can make any small part, finally fix that thing from the refrigerator door, replace that latch, fix that door lock,” Scantlen said.

“With yachts having parts from around the world, there are things you just can’t get, things they don’t make any more or are hard to order in,” McNurty said. “Now you scan the part and print it.”

“This is like when you used to take your film in to be printed and now you can do it at home,” Scantlen said. “One day yachts will have these onboard.”

The other popular class is for microcontrollers, small boards with inputs and outputs that can be used for automation.

“There are many uses on yachts like LEDs,” McNurty said. “You can customize everything, because you can add music with sound and light activation.”

Other microcontroller applications for yachts include timer, memory, analog to digital converter, serial communication port, gps, bathymetrics, camera, smoke detector and propane, carbon and motion detectors.

Jones said he looks forward to getting back to the maker space when he gets off his boat job in the Bahamas.

He has ideas for the shop and he’ll be preparing for his upcoming sushi class.

But mostly he said he looks forward to

The co-founders of Makers Square stand in front of workspaces at their maker space and social club. The spaces are available to members for projects, and more are being created for rent. At left, McNurty shows LED lights run by a microcontroller on a Bolivian carnival mask. PHOTOS/DORIE COX the people and the social events.

“Most everyone is an outta-the-box type of thinker with original ideas,” Jones said.

Jones will be back in town at the end of the month. He’ll be the one with the fish.

Makers Square is located at 1142 NE

6th Ave, Ft. Lauderdale (33304), phone is +1 954-816-9191. For upcoming classes, prices and events, visit www. makerssquare.com.

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

B10 February 2014 FROM THE TECH FRONT: Rules of the Road

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Definition of ‘passenger’ key to foreign flags in U.S. waters RULES, from page B1 be American-built, American-owned and American-crewed.

The coastwise law governing the transportation of merchandise was first established by Section 27 of the Merchant Marine Act of 1920, sponsored by U.S. Sen. Wesley L. Jones (R-Washington), hence its nickname of the Jones Act. This act revamped U.S. shipping laws governing cabotage, shipping mortgages, seamen’s personal injury claims, and other topics.

The Jones Act provides that the transportation of merchandise between U.S. points is reserved for U.S.-built, -owned and -documented vessels. As stipulated in 46 U.S.C. section 55102, “a vessel may not provide any part of the transportation of merchandise by water, or by land and water, between

points in the United States to which the coastwise laws apply, either directly or via a foreign port, unless the vessel (1) is wholly owned by citizens of the United States for purposes of engaging in the coastwise trade; and (2) has been issued a certificate of documentation with a coastwise endorsement under chapter 121 of Title 46 or is exempt from documentation but would otherwise be eligible for such a certificate and endorsement.”

Consequently, foreign-flag vessels are prohibited from engaging in the coastwise trade and transport of merchandise between U.S. points.

In addition, the same prohibitions apply to U.S.-flag vessels that do not have a coastwise endorsement on their document, i.e., are not coastwise qualified. In yachting, this is most commonly seen on foreign-built yachts

or those yachts that were built in the U.S., registered under a foreign-flag, and then later returned to the U.S. registry. In the latter scenario, once a yacht leaves the U.S. flag, the coastwise endorsement is lost. If that yacht returns to a U.S. flag in the future, a waiver may be obtained to reinstate the coastwise endorsement, but it is not a guarantee. They are usually only granted for yachts less than 200 GT. The Jones Act applies to the United States, including the island territories and possessions of the United States, including Puerto Rico. However, the coastwise laws generally do not apply to the following: 1) American Samoa; 2) the Northern Mariana Islands; 3) Canton Island; or 4) the Virgin Islands.

A vessel that is built in, documented under the laws of, and owned by citizens of the United States, and which

obtains a coastwise endorsement from the U.S. Coast Guard (USCG), is referred to as “coastwise-qualified.” The term “coastwise-qualified vessel” means a U.S.-flag vessel having a certificate of documentation with a coastwise endorsement. As stated above, simply being registered under the U.S. flag does not automatically permit coastwise trade.

The certificates of documentation issued by the USCG provide conclusive evidence of nationality for international purposes, which allow qualified vessels to engage in restricted coastwise trade.

In order to engage in coastwise trade, a vessel must meet certain eligibility requirements to qualify for a certificate of documentation and coastwise endorsement. These requirements are solely within the purview of the USCG. They make determinations such as what constitutes a U.S.-built vessel.

For those of us in yachting that review the above summary and the restrictions related thereto, one may question how so many foreign-flagged yachts are permitted to charter in U.S. waters? Many of them are not owned

by U.S. citizens, not built in the U.S., and most certainly not crewed by Americans.

For this answer, we must look to the federal agency responsible for enforcement of the Jones Act. That agency is U.S. Customs.

U.S. Customs has consistently held that when a yacht is chartered under a bona fide bareboat charter, the bareboat charterer is treated as the owner of the yacht for the period of the charter. Because the owners are not considered “passengers” for purposes of the coastwise laws, the charterer is not prohibited to use the yacht for pleasure purposes only.

A yacht chartered under an agreement other than a bareboat charter (e.g. a time or voyage charter) and used in coastwise transportation would be subject to penalties under the Jones Act. A yacht chartered under a bareboat charter would also be subject to penalties if the bareboat charterer used it in the coastwise trade and not for pleasure, such as to transport passengers between coastwise points or entirely within territorial waters.

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.

B12 February 2014

BUSINESS BRIEFS

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Nautical Ventures invests; rigging company is now Lloyd’s approved Nautical Ventures buys fueling firm ABA picks Taylor Made Dania Beach-based Nautical Ventures Group has purchased a 51 percent stake in LukFuel, a South Florida direct-to-dock fuel delivery company.

“Since the formation of Nautical Ventures Group last year, we’ve been looking for the right business components to make us a single-source supplier for the local South Florida marine community,” CEO Roger Moore said. “Our local boating market is ripe for an economic rebound and we’re establishing a strong foundation on which to build our organization.”

Nautical Ventures recently opened a 30,000-square-foot retail showroom and service center and last year acquired River Bend Marine Center.

LukFuel’s local fleet of four tanker trucks will double this year and expand into new market segments with bulk fuel delivery programs tailored to select, high-usage clientele.

For more information, visit www. nauticalventures.com.

N&U gets Lloyd’s OK

Ft. Lauderdale-based Nance and Underwood Rigging has received approval from Lloyd’s Register as a service supplier and provider of surveys, sails, masts and rigging.

The company manufactures and installs davit cables and safety access systems, and offers SWL load testing, means of embarkation testing, and anchor and mooring winch service.

For more information, visit nanceandunderwood.com.

Imtra restructures

Massachusetts-based Imtra, a manufacturer and importer of marine products, has promoted former COO Eric Braitmayer as its new president and CEO. Longtime President and CEO Nat Bishop has retired.

Former Commercial Sales Manager Alex Larsen has been promoted to vice president of commercial sales.

Peter Kilgore retains his longtime role as president of Imtra subsidiary Maximum Weather and succeeds Braitmayer as Imtra’s vice president of marketing. Vice President of Sales Chip Farnham will continue in his role as will Jeff Vancura who joined Imtra in June as CFO. “I am fortunate to have worked closely with this group, all of whom have been instrumental in shaping Imtra’s strategic direction and bringing continued innovation to our renowned customer service,” Bishop said. “I am supremely confident that this is the right team to lead the company into a new phase of growth and prosperity.”

For more information, visit www. imtra.com.

New York-based Taylor Made Systems has been designated a preferred supplier for glazing and canvas systems by the American Boatbuilders Association.

The Taylor Made brand will supply items such as windshields, doors, roof systems and hull windows, while its fabric engineering and manufacturing arm, Ameritex Fabric Systems, will supply items such as bimini tops, ttops, mooring covers and curtains.

For more information, visit www. taylormadegroup.com.

Westport exec tapped for MIASF

Former Westport executive Phil Purcell has been selected as the new executive director of the Marine Industries Association of South Florida.

The MIASF owns the Fort Lauderdale International Boat Show, the largest annual in-water Purcell boat show in the world.

Purcell spent 17 years with Westport in senior management positions and as a shareholder, joining the Washingtonbased builder in its infancy. He retired from the company in 2013.

Purcell will replace Carlos Vidueira, an executive with Rybovich who has served in a part-time capacity since 2010. Vidueira will remain treasurer and sit on the association’s executive committee.

Bellingham appoints NE GM

Washington-based marina builder and dock manufacturer Bellingham Marine has promoted Michael LaRocque to general manager of the company’s northeast division.

LaRocque will be responsible for day-to-day operations LaRocque including project administration, scheduling of manufacture and construction activities, and budgeting.

He is a veteran of the construction industry with a background in civil engineering. He was most recently a senior project manager/operations manager for Bellingham Marine in the Mid-Atlantic region.

For more information, visit www. bellingham-marine.com.

See BUSINESS BRIEFS, page B13

The Triton

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BUSINESS BRIEFS

SeaDek buys production plant; YachtWorld picks hero finalists BUSINESS BRIEFS from page B12

MPI starts electronics arm

Ft. Lauderdale-based yacht managers Marine Professionals (MPI) has formed a new group, Marine Electronics Inc., a full-service marine electronics and custom audio visual provider.

MPI has been providing marine electronics and AV installations for over a decade, but formed Marine Electronics to formalize its role.

Marine Electronics offers electronics and navigation equipment as well as custom A/V consultation, sales, installation and maintenance.

The company is a dealer for most of the major marine electronics brands including Garmin, Raymarine, and KVH as well as audio-visual companies such as SONOS, DirecTV and Logitech.

For more information, visit marineprofessionals.com.

SeaDek buys new plant

Central Florida-based SeaDek Marine Products has purchased a new 72,000-square-foot production facility. SeaDek manufactures non-skid materials as alternatives to molded-in non-skid or paint-on textures.

The move comes after years of growth that necessitated multiple offsite facilities for machine space and material storage. The move will bring all operations under one roof.

One of the first new uses for the additional floor space will be a drivein custom factory installation service.

Customers will be able to drive their trailered boats into one of the facility’s entrance ramps where SeaDek personnel will template, design and install custom non-skid kits. The added facility space will also allow SeaDek to expand their custom installer program.

For more information, visit www. seadek.com.

Larson names new VP sales

Minnesota-based Larson Boat Group has named Patrick J. Blake vice president of sales and marketing.

Blake worked for over 23 years in a variety of senior executive positions at Brunswick Corp. He served as VP of global sales for the Bayliner, Trophy and Maxum boat brands, as well as a VP for Sea Ray Boats.

Larson Boat Group designs, builds and markets 58 models in three brands: Larson, Triumph and Striper.

YachtWorld hero finalists named

Dominion Marine Media, the division of Dominion Enterprises that operates YachtWorld, Boat Trader and boats.com, has chosen the finalists for its 2013 YachtWorld Heroes award. The winner will be announced at the Miami

International Boat Show this month.

Now in its third year, the YachtWorld Heroes initiative recognizes individuals and their organizations who have leveraged their love and respect for boating in our oceans, rivers, lakes and streams into a higher consciousness.

The five 2013 YachtWorld Heroes finalists are: Joel Aberbach of Miami, a volunteer with the U.S. Coast Guard Auxiliary, Sea Partners and America’s Waterway Watch. He has volunteered 25,000 hours over 40 years to educate the public about protecting and preserving our marine environment.

Betsy Alison of Newport, the paralympic coach for the U.S. sailing team. She was a 2011 U.S. Sailing Hall of Fame inductee and has dedicated her life to disabled sailing.

Dieter Paulmann of Germany, founder of Okeanos Foundation of the Sea and Pacific Voyagers. He and his crew sailed 20,000 miles across the Pacific in seven sailing canoes to raise awareness of threats to the sea.

David Rockefeller Jr. of Newport, founder of SailorsForTheSea.org, which educates and encourages the boating community in the worldwide protection of the oceans.

Jeanne Socrates of the UK, a sailor, who completed a single-handed, nonstop circumnavigation at age 70.

For more information, visit YachtWorldHeroes.com.

Marine charity adds program

Marine Industry Cares Foundation, a philanthropic organization made up of South Florida’s marine industry, has added ARC Broward and the annual Broward AWARE! child abuse prevention campaign to the list of charities it supports.

Broward AWARE is a collaboration of more than 20 agencies that focus on preventing child abuse. ARC Broward, which helps people with disabilities and other life challenges, was chosen to launch the campaign because children with special needs have three times the rate of incidence of child abuse.

MICF board Chairman David Reed and Executive Director Gordon Connell gave ARC students a field trip to Lauderdale Marine Center and classroom instruction about careers in the marine industry. Reed is publisher of The Triton.

Since 2010, MICF has raised more than half a million dollars for South Florida agencies benefiting children, mostly through its annual Spin-AThon.

The 6th annual Spin-A-Thon will be held Friday, April 25, at Esplanade Park in downtown Fort Lauderdale.

For register a team, visit www. marineindustrycares.org.

February 2014 B13

B14 February 2014

CALENDAR OF EVENTS

www.the-triton.com

The Triton

February calendar offers training, seminars and boat shows EVENT OF THE MONTH Feb. 13-17 The Yacht and Brokerage Show, Miami Beach

The megayacht part of Miami’s boat shows, not to be confused with the Miami International Boat Show, showcases hundreds of millions of dollars worth of yachts in-water along a one-mile stretch of the Indian Creek Waterway. Free, www.showmanagement.com.

Running concurrently is the Miami International Boat Show at the Miami Beach Convention Center and Sea Isle Marina and Yachting Center. Strictly Sail will be at the Miamarina at Bayside. Free shuttle bus. www.miamiboatshow.com.

Jan. 31- Feb. 2 and Feb. 7-9 Primo

Cup Trophée Credit Suisse. Competitive series racing with 1,000 sailors from 15 nations. primo-cup.org

Feb. - March Major League baseball’s

spring training in Florida. Atlanta Braves in Lake Buena Vista, Baltimore Orioles in Sarasota, Boston Red Sox in Fort Myers, Detroit Tigers in Lakeland, Houston Astros in Kissimmee, Miami

Marlins in Jupiter, Minnesota Twins in Fort Myers, New York Mets in Port St. Lucie, New York Yankees in Tampa, Philadelphia Phillies in Clearwater, Pittsburgh Pirates in Bradenton, St. Louis Cardinals in Jupiter, Tampa Bay Rays in Port Charlotte, Toronto Blue Jays in Dunedin, Washington Nationals in Viera. www.floridagrapefruitleague. com

Feb. 1 25th annual Women’s Sailing

Convention, Southern California Yachting Association, Corona del Mar, Calif. www.scya.org

Feb. 3-5 MYBA Broker Seminar,

St. Laurent du Var, France. Broker seminar course covers charter, sale and purchase and yacht management. www.myba-association.com.

Feb. 5 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) with Aere in Ft. Lauderdale. Join us for casual networking. See page C2 for more. www.the-triton.com

Feb. 5-7 Seatec 12th International

exhibition of technologies, subcontracting and design for boats, megayachts, ships, Marina di Carrara, Italy. www.sea-tec.it

Feb. 6 The Triton Bridge luncheon, Ft.

Lauderdale, noon. This is our monthly captains’ roundtable where we discuss the issues and trends of the industry.

For people who earn their livings as yacht captains. RSVP to Editor Lucy Chabot Reed at lucy@the-triton.com or 954-525-0029. Space is limited.

Feb. 6 The Pineapple Cup-Montego

Bay Race, an 811 nautical mile run from Ft. Lauderdale to Montego Bay, Jamaica. www.montegobayrace.com.

Feb. 6-9 58th Los Angeles

Boat show, Los Angeles, Calif.

LosAngelesBoatShow.com

Feb. 7-9 Miami International Map Fair.

The 21th anniversary of the fair, the largest map fair in the world. Search map fair at www.historymiami.org.

Feb. 7-23 22nd Olympic Winter

Games, Sochi, Russian Federation.

International event for major winter sports. For events in Sochi visit www. sochi2014.com and for information on the Olympics visit www.olympic.org.

Feb. 11-14 American Boat and Yacht

Council Marine Systems Certification, North Vancouver, BC. Call +1 410-9904460 or visit www.abycinc.org.

Feb. 12 USSA SE Regional networking

Feb. 26-March 2 St. Louis Boat and Sport show, St. Louis, Mo. StLouisBoatShow.com

Feb. 28-March 2 Palm Beach Marine

Flea Market/Seafood Festival, West Palm Beach. flnauticalfleamarket.com

March 1 37th annual Waterway

Cleanup, Ft. Lauderdale area.

Organized and sponsored by MIASF with more than 2,000 volunteers and 60 boats gathering debris from the waterways. Visit www.miasf.org and www.waterwaycleanup.org.

March 3-6 American Boat and Yacht

Council Marine Electrical Certification Course, Toms River, NJ. Call +1 410-9904460 or visit www.abycinc.org.

March 4 Mardi Gras, New Orleans. www.mardigras.com and www. mardigrasneworleans.com.

March 4-7 ABYC Introduction to

Basic Marine Electric and Corrosion Protection, Chicago IL. Call +1 410-9904460 or visit www.abycinc.org.

March 4-8 Dubai International Boat Show, Dubai International Marine Club. www.boatshowdubai.com

March 5 Networking Triton-style with

event. ussuperyacht.com

Viking SurfSUP from 6-8 p.m. in Ft. Lauderdale. the-triton.com

Feb. 14 Valentine Wobbly Club Race,

March 5-6 Tackling Kidnapping,

Antigua. All funds donated to ABSAR, the search and rescue service in Antigua. Contact ABSAR at info@absar. org or AYSS at info@ayss.org.

Feb. 15-17 51st Coconut Grove Arts Festival, Miami. www.cgaf.com

Feb. 16 5th annual Team Westrec

Fun Walk and Run, Ft. Lauderdale.

A1AMarathon.com

Feb. 19 The Triton’s monthly

networking event (the occasional third Wednesday of every month from 6-8 p.m.) with Yacht-Mate Products in Ft. Lauderdale. See page C3 for details. www.the-triton.com

Feb. 22-March 2 New England Boat show, Boston, Mass.

NewEnglandBoatShow.com

Feb. 23-28 Advanced Marina

Management course, Charleston, S.C. marinaassociation.org

Feb. 24-27 American Boat and Yacht Council Introduction to Basic Marine Electric and Corrosion Protection, Seattle, WA. www.abycinc.org

Hostage-Taking and Hijack, Biltmore Hotel, Miami. www.quaynote.com

March 6 The Triton Bridge luncheon, See Feb. 6.

March 7 National Marine Suppliers Pre-Golf Tournament party. Open to yacht crew from 7-10 p.m. www. nationalmarine.com.

March 8 National Marine Suppliers

Yachty Nationals Golf Tournament, Plantation, Fla. www.nationalmarine. com or info@nationalmarine.com.

MAKING PLANS March 20-23 Palm Beach International Boat Show Palm Beach

More than $350 million worth of boats, yachts and accessories.

In-water portion of the show is on the Intracoastal Waterway along Flagler Drive. Show entrances are at Evernia St./Flagler Dr. and North Clematis St./Flagler Dr. Free shuttle buses. www.showmanagement.com

The Triton

www.the-triton.com SPOTTED: Antigua, Fort Lauderdale

Triton Spotters

Crew from S/Y A Salute and S/Y Ptarmigan were spotted reading their Tritons at the Antigua Charter Yacht Show while docked at the historic Nelson’s Dockyard during one of the last shows of the year.

Junior Stew Rachelle Kruger gets a lift from Steve Teachout from Ocean 10 Security during Triton networking with West Marine last year.

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.

February 2014 B15

C Section

February 2014

Network with The Triton Join Aere Docking Solutions and Yacht-Mate Products. C2, 3

Criticism is tough A guest’s bad day doesn’t mean you are doing a bad job.

C4

Too much fat?

Nutrient-rich avocados override concerns; are heart healthy.

C7

Things are cooking Valentine’s Day Beef Wellington and Spicy Pork Ragout C4,5

Unescapable, Tough to give time off when plans change conflicts can be conquered

TRITON SURVEY: Time off for crew

By Lucy Chabot Reed

One of the biggest complaints we’ve heard from captains and crew over the past 10 years has been the inability to take time off.

That issue was amplified in our recent survey that asked readers to identify what bugs them in yachting [“Crew prioritize their top concerns,” page C1, November 2013]. Time for family and friends was near the top of the personal list, and scheduling time off joined other crew issues atop the operational list.

More than 150 captains and crew took our survey this month, and we asked them slightly different questions to perhaps show how this issue is seen from each side.

It may be significant to note that about half of our respondents are on yachts with seasonal programs, ones that change locales by the season.

Those tend to be more active yachts (versus those sitting at the owner’s home most of the year) so we believe it’s important to remember that when sifting through these results.

Also, know that these are not necessarily the captains of the crew who responded, so resist the urge to see either side as being untruthful.

We began by asking the broad question: Captains, are you able to give your crew time off? and Crew, do you get time off?

The answer surprised us, considering how often we hear this

Captains, why is regular time off hard to manage?

Common last-minute changes – 82%

No time - 9% No budget - 9%

THERE’S NO PLACE LIKE HOME: Having a home, two kids and a white picket fence might be hard with a career in yachting, but captains and crew still want PHOTO/DORIE COX; ILLUSTRATION/CHRISTINE ABBOTT time away from the yacht. complaint. Almost 95 percent of captains said they give their crew time off; about 85 percent of crew said they get it. (Still, that left 15 percent of crew who said they don’t get time off.)

We broke this question down a bit more. Among the “yes” answers, we were curious to learn if it was easy or hard to have crew time off. Here’s where the difference began to show.

Among captains, the larger group at almost 50 percent said their schedule made it easy to give time off, leaving 45 percent to say it was difficult.

“It’s a difficult subject to solve,” said the captain of a yacht 220 feet who has been in yachting more than 30 years. “I try my best on behalf of my crew but it’s difficult.”

“No cause for complaint,” said a captain in yachting more than 25 years who noted it’s often difficult to arrange time off for crew. “Fact: a deckhand on a busy charter boat makes double the median U.S. income with zero living expenses and nominal taxation.

Most new money yacht owners are not sympathetic to personal agendas, as

they made their money working hours that crew would frown at. Everyone has a choice: live on shore and get 124 days off per year (U.S. average including weekends) with a quarter the disposable income or work offshore and get paid for your time.”

Among crew, this discrepancy was greater, with 58 percent saying it was difficult to get time off, meaning just 27 percent of respondents thought getting time off was easy.

That means twice as many captains than crew thought arranging for time off was easy.

“Our captain does a phenomenal job managing our time off, making allowances for individuals to take unpaid leave if they have no vacation time available as well as advocating vacation during down time,” said the chef of a yacht 120-140 feet in yachting almost 10 years who noted that the yacht’s schedule still makes it tough to take time off. “He also fosters a great environment for each crew member to

See TIME OFF, page C8

With the approach of Valentine’s Day, many people take time to recognize and acknowledge the people we know and love. Not everyone feels all warm and fuzzy about this, but just remember that you don’t have to romanticize the day in order to show appreciation and Stew Cues consideration for Alene Keenan the people in our lives.

This year, resolve to demonstrate respect and integrity in all of our dealings with others, all of the time.

Every occupation has its tensions.

It isn’t a question of avoiding them but of how to deal with the conflicts that develop from them.

Yachting has its own particular challenges. Not only are we dealing with people with different backgrounds and personalities, but we are dealing with them 24/7. Now add some bad habits and interesting idiosyncrasies, throw in a bunch of expectations, and then turn up the heat a little with the daily trials of life onboard. Guess what? You are bound to have conflict. It’s unavoidable. And it is in your best interest to learn how to handle conflict respectfully.

Sometimes we are faced with situations that make us really uncomfortable or just plain angry.

Before you go overboard with your opinion, decide whether this issue is really important. Are you compromising your beliefs or morals?

Is someone breaking the law? If yes, it’s important that you stress your position. If not, maybe this is a time for compromise. Consider your coworker’s arguments, why they are upset, and their point of view. Conflict can lead to a process that develops closeness or isolation.

If you are having angry feelings See STEW, page C6

C February 2014 TRITON NETWORKING: AERE Docking Solutions

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The Triton

The T riton networks with AERE on February’s first Wednesday The Triton hosts networking with AERE Docking Solutions on Feb. 5 at Coco Asian Bistro and Bar in Ft. Lauderdale.

All yacht crew and industry professionals are welcome to meet the staff of this international provider of fenders, fender covers and other docking products. No RSVP is required; just come with the goal Abernathy of meeting new people and enhancing your business opportunities.

Until then, learn more from AERE’s Chief Operating Officer Vicki Abernathy.

Q. Tell us a little bit about your company.

AERE Docking Solutions is headquartered in Coral Springs, Fla., and offers a full range of docking products for vessels of all sizes. We started in 1998 and sell our products worldwide, primarily through a network of dealers and distributors.

We pride ourselves on our customer service and we will find a solution for any docking problem, including designing and manufacturing custom

fender products.

Crew really love our lightweight, but heavy-duty products.

Q. What are your top selling products?

AERE inflatable fenders are available in more than 40 sizes and types, including heavy-duty, cylinder-style fenders, round buoy-style fenders, and flat mat fenders for the stern and other specialized uses.

The Fenda-Sox fender covers are available for all manufacturers’ fenders in nine standard colors and now, also available in neoprene fabric.

The newer product line of inflatable docks, including jet ski docks and work platforms, are becoming a “must” for larger boats and shipyards. In 2013, we added AERE marina products to our menu of solutions for docking and marinas.

Q. Tell us about yourself. How did this all come about?

I grew up in the Washington, D.C., metropolitan area and spent most of my first career working in executive positions in the telecommunications industry.

When I moved the family to Florida in 1998 for a job in telecommunications, my husband, Gary, started the business as Praktek, which was short for “practical technologies” since we thought we

would stay in the high-tech world.

But then we got involved in the marine industry, and the rest, as they say, is history.

I joined the company full time in 2008 and now serve as chief operating officer where I manage the business end of the operation.

Q. Docking is a science. Is there something you wish crew knew to dock more safely?

We have found that boats tend to “under fender,” essentially purchasing fenders that are too small to handle the weight of the vessel against the dock.

And when boats use older-style fenders that are not fully deflatable, they often have stowage and weight issues onboard.

Using inflatable/deflatable fenders allow crew to have larger fenders available when required. We have developed a list of suggested fender sizes for a boat’s length, available on our Web site, www. aeredockingsolutions.com.

Q. With your expansion into docking products, are you seeing changes in how marinas are built?

Yes. Marinas are going upscale with more attention on appearance, environmental concerns and facilities for guests and crew.

Many marinas also operate small chandleries on their premises to assist

with necessities beyond having a fuel dock.

Q. What do you predict will trend this year?

We anticipate that many more boats will go in for refits or upgrades that have been postponed due to the economy over the past few years. That should also facilitate the sale of boats as owners move up. And, of course they will need new fenders and fender covers.

Q. As things change, how would you say technology is affecting your business?

We revamped our Web site in 2013 and are continually adding products and information so we’re essentially open for business 24/7.

We have developed a monthly e-mail newsletter and are also using Facebook, Twitter and LinkedIn to keep up with our customers and the industry.

The Triton networking events are held the first Wednesday of every month, and usually the third Wednesday as well.

This month, find us on Feb. 5 from 6-8 p.m. at Coco Asian Bistro and Bar in the Harbor Shops, 1841 Cordova Road, in Ft. Lauderdale (33316). For more information, contact AERE Docking Solutions at +1 954-345-2373, info@ aeredockingsolutions.com or www. aeredockingsolutions.com.

The Triton

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TRITON NETWORKING: Yacht-Mate Products

February 2014 C

Network with Yacht-Mate on the third Wednesday this month The Triton networks with YachtMate Products on the third Wednesday of February, Feb. 19, in Ft. Lauderdale.

Until then, learn more about this marine environmental systems for water and air treatment from owner Sandy Hoekstra.

Q. Tell us about Hoekstra your company.

Yacht-Mate Products is a full-service water and air treatment company located at 3200 S. Andrews Ave. in Ft. Lauderdale.

We have a showroom and warehouse offering everything from simple water filters to small package sewage treatment plants and everything in between. We sell, service and install all products we offer.

Our main line is our water softener.

We can outfit any size vessel and can install single- or twin-tank systems and semi- or fully automatic systems in both portable or installed systems. Our total water quality program includes treating water from dockside sources to prevent hard water issues. We do that with softeners or fresh water reverse osmosis systems.

We recommend UV sterilizers and drinking water systems for cooking

and ice in salon and bridge bars. This reduces bottled water storage, cost and waste onboard.

We offer a variety of other systems, including a line of hydroxyl generators for odor control in bilge and vent lines below deck, portable units for living areas, and air conditioning units to eliminate mold and bacteria, as well as the Gelair line of products.

We have the Icesea fresh and saltwater flaked ice systems for pleasure and commercial fishing boats.

We have recently added a new line of products by Harsonic that prevent biofilm, which is the initial step of fouling and algae that builds on the hull of boats, shafts and sea chests. For fuel and water tanks, these systems prevent biofilm buildup.

Q. Who uses your products?

We have many end users of our products on their yachts and boats.

Christensen and Ocean Alexander yachts install our Ecomar compact sewage plants on their new builds, and Westport installs our automatic water softeners. Most recently, the new Harsonic is being installed on a new Westport 112.

Q. Tell us about yourself.

I was born and raised in Pompano Beach, Fla., and still reside there. I love the Florida lifestyle. I like being active; I ride my bike 10 miles a day and I walk

the Ft. Lauderdale A1A 5K, which is this month (Saturday, Feb. 15).

Q. How did you get into yachting?

I started in the water business in 1991 with a small local company selling water systems to restaurants and hotels. Then I went to work for Cuno, now a 3M company, as a regional sales manager opening and maintaining distributors of the water factory line of small residential and light commercial reverse osmosis and filtration systems for the southeast United States.

In 1998, I got involved with a small water company in the marine business and decided to go on my own in 1999.

I created and opened Yacht-Mate Products in a niche market for water softeners, which are unlike the PVCtype systems offered. We added all the systems we would sell to a home to provide the same great quality of safe water for yachts. Both need to maintain the quality of their water supply for their families, guests and clients.

Q. What sets Yacht-Mate apart?

We are always looking for new technologies and products to add to our line-up.

Q. What do you want everyone to know about Yacht-Mate Products?

We are a small local company with many products to satisfy anyone’s budget. Customer service is No. 1 and we make sure our customers come back

for all their water filtration needs when building or moving on to other boats.

We have both wholesale and retail clients and our products are in Boat Owners Warehouse and DS Hull. With West Marine, we are in the catalog and in the megayacht division stores. We support a lot of the local chandlers for filtration supplies as well.

Q. You are active in the industry.

Tell us more.

We are members of the U.S. Superyacht Association and the Fort Lauderdale Mariners Club. In the past, we have been involved with the Jeb Bush and Ft. Lauderdale fishing tournaments, and we ran the golf tournaments for the Marine Industries Association of South Florida.

Q. Tell us about some of your staff.

When you stop by our office, you will be greeted by my labs, Gracie and Lucy. They don’t let me out of the house without them. Debbie De Brocq runs the office and is the smiling face behind the desk. All Triton readers are invited to stop in and see our showroom. We have great cold water by the glass.

For more information on Yacht-Mate Products, contact sales@yachtmate. com, +1 954 527-0112 and visit www. yachtmate.com. The Feb. 19 event will be at the store at 3200 S. Andrews Ave., Suite 105, in Ft. Lauderdale (33316).

C February 2014 IN THE GALLEY: Culinary Waves

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Criticism inevitable; remember it’s just business. Listen, adjust Everyone in yachting gets criticized at some point. You can’t be in this profession – or any other for that matter – and not encounter it.

Most often, it’s crew throwing criticism at other crew. But sometimes, a guest or owner criticizes us, and that hurts. These are the people we work to please. And Culinary Waves because we put so Mary Beth much of ourselves Lawton Johnson in what we do onboard, we tend to take these criticisms personally.

When a guest or owner throws a critical punch our way, we have to take it in stride. Don’t sulk, make a face, or respond verbally. Instead, smile to let them know you get it. Understand that your way is not the way they want it.

It’s not personal; it’s business. So listen, and adjust.

I once worked for an owner who meddled in everything, from going into the engine room to creating chaos to the galley. He even told me I should quit yachting and go sell my pies at Walmart. (I probably should have; I would be rich by now if I had.)

That comment came from a single individual who had control issues;

See WAVES, page C12

Valentine’s Day Beef Wellington Valentine’s Day is Feb. 14. Release your creative side and show your special someone you love them with this easy seven-ingredient dinner.

Ingredients: 4 tbsp black pepper 2 beef tenderloins, 2 inches thick 2 tsp olive oil 2 tbsp pesto 2 packages ready-made pie crust 1 egg, beaten 1 tbsp water Directions: Preheat oven to 375 degrees F. Spray a cooking sheet with cooking spray.

If the tenderloins are misshapen, tie them around the middle with cooking string. Sprinkle both sides with pepper.

In a medium-hot skillet, brown the steaks, about 1 minute per side.

Once browned, move to a plate.

Spread a tablespoon of pesto on top of each and cover; allowing steaks to cool for 20 minutes.

In the meantime, unroll the pie crust (there are two per package). Place the steaks pesto side down in the middle of one pie crust. (If you tied them, remove the string now.)

Pull the crust over and cover steaks.

Place them seam side down and brush with beaten egg/water wash.

With the extra pie crust, use a 2-inch heart-shaped cookie cutter to cut several hearts. Lightly press them on top of steaks. Brush these with egg wash.

Place in the oven on the center rack and set the timer for 22-25 minutes, or until the crust is golden brown.

Once baked, let stand for 5 minutes before serving with linguini alfredo, steamed green beans and a nice cabernet or merlot. Enjoy.

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

The Triton

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IN THE GALLEY: Top Shelf

Spicy pork ragout To me, a pasta sauce can only be made with love, time and fresh ingredients. This is why I chose a pasta dish to share in February, the month of love.

It is near impossible for this dish to go pear shaped. It is not technically demanding, but rather timing conscious, so you can focus on getting the house dressed for romance whilst the ragout focuses on helping your A game.

I accompanied the pasta with chili oil, pesto and balsamic glaze. I cooked and stuffed calamari pasta for a more visually appealing presentation, however I do prefer this recipe with a fresh-made Fettuccini pasta.

Ingredients: 1 pound pancetta, chopped 2 red onions, diced 5 sprigs fresh thyme, tied together with cooking string 4 garlic cloves, crushed 1 Tbsp dried thyme 1 Tbsp dried sage 1 tsp smoked paprika 1 tsp cayenne pepper 2 pounds ground pork 1 cup tomato juice (Pomi brand is the best). Ready-made tomato soup can be used as a substitute.

1 pound plum tomatoes, diced 1/4 cup olives, chopped 1/4 cup capers 1 cup crumbled goat cheese Choice of pasta Directions: In a heavy sauce pan over medium heat, cook chopped pancetta 1015 minutes until almost crispy, stir regularly.

Add the diced onions and cook 5 minutes more.

Add the fresh thyme, crushed garlic, dried thyme, sage, paprika and cayenne pepper. Cook 5 minutes more, stirring occasionally.

Add the ground pork and cook for 5 -7 minutes, stirring regularly, coating the pork with the spices and pancetta fat.

Add the tomato juice and bring to a simmer, then place a lid on the pot and reduce heat to low. Cook for 15 minutes.

Return heat to medium and add the plum tomatoes, olives, capers and goat cheese. Cook 10 more minutes, stirring regularly.

Remove from heat. Remove the fresh thyme. Salt and pepper to taste.

Serve with choice of pasta. Garnish with sliced figs, Parmesan and sliced cherry tomatoes.

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

February 2014 C

C February 2014 INTERIOR: Stew Cues

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The Triton

Like with family; compromise, find neutrality, use mediation STEW, from page C1

resolve it. Doing this can help you step outside of yourself and see things from about the people you live and work a new angle. What’s the objective or with, you are headed for trouble. Try goal? When both parties have a desired to get to the heart of the matter. Your outcome, it is more likely to resolve the crew is your family. There will be plenty issue. of “moments” when things are not 7. Compromise when possible. Easy going the way you want, or the way you to say but hard to do, compromising is think they should, or when someone is a major part of conflict resolution and blatantly breaking the rules. Everyone any successful relationship. It requires deserves to be treated with respect -knowing, accepting, and adjusting to even during an argument. Learn to talk your differences. about what the real issue is, so you can 8. If you can’t find a common avoid constant fighting. ground, go through the chain of Here are some guidelines for dealing command and get mediation, with with conflict: the goal of helping you find your own 1. You can’t solutions, not “win” a conflict; to offer advice that means getting or push you Identify what you see the outcome you to a particular in objective, neutral want, without outcome. terms. Describe the addressing the 9. Sometimes underlying issue. facts of the situation as you have to agree The issue will to disagree. If you objectively as possible. always come up can’t resolve an again later. issue, sometimes 2. Conflicts mean that people care it’s best to drop it. You can’t see eyeenough about something to disagree to-eye on everything. Focus on what strongly, and that is a good thing. matters.

But issues have to be addressed, and 10. Realize that you have the right cannot be allowed to go forever. Resolve to a safe, secure workplace and any disagreements when they start. They concerns you have regarding this need tend to get worse with time. attention. If a co-worker yells at you, 3. If someone did or said something calls you names or ridicules you, tell that made you angry, or if you don’t them to stop. If they don’t, walk away understand their actions or viewpoint, and tell them that you don’t want to simply asking about it can make a continue arguing right now. If you difference. Don’t assume that people can’t express yourself without fear of do things to annoy or irritate you; retaliation, you may be experiencing sometimes there is a good reason why abuse. people do things the way they do.

11. People disagree, and that isn’t Simply asking can resolve the discord. necessarily a bad thing. You have the Make your inquiry a question, not an right to a different opinion from your accusation. “I was wondering why you co-workers. While conflict is normal, ….”, not “Why do you always have to …” your disagreements shouldn’t turn into 4. Identify what you see in objective, personal attacks and no one involved neutral terms. Describe the facts of should try to lower the other’s selfthe situation as objectively as possible. esteem.

What is actually happening, when and There is conflict in all relationships how is it happening, what is the other You and your crew must choose person doing, and what are you doing? how you will act when conflict To be objective, you are only allowed to occurs. To keep things on an even list verifiable, observable facts. You are keel, communication is key. When not allowed to assume or guess at what you communicate effectively, you the other is thinking or doing. Cite understand your co-workers better facts. “I’ve noticed that you criticize my and make your team stronger. When work” is OK, but “I’ve noticed that you you can resolve conflicts successfully, don’t respect or value my work” is not you are developing a healthy working OK. You can’t assume something about relationship, and it will help you be the other person. more successful in all areas of your life.

5. Apologize for your part in the Resolve to be kind to one another. dispute. Usually everyone involved has Put a little love in your heart. done or said something to sustain the tension. You are taking responsibility Alene Keenan has been a megayacht for your part in the conflict, not stew for more than 20 years. She teaches accepting the entire blame. Appreciate at MPT in Ft. Lauderdale and offers the other person’s part in the issue, and interior crew training through her tell them why it is worth it to you to company, Yacht Stew Solutions (www. solve the conflict. yachtstewsolutions.com). Download 6. See the “bigger picture.” Identify her book, The Yacht Service Bible: The the consequences of the conflict in Service Manual for Every Yacht, on her order to show why it’s necessary to site or amazon.com. Comments on this

The Triton

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NUTRITION: Take It In

Try nutrient-rich avocados for a Valentine’s Day healthy heart What’s baseball sized, great tasting sliced or smashed, and green both inside and out? An avocado.

This tropical fruit might not be one of the traditional romantic foods that come to mind for St. Valentine’s Day, but it’s one you should consider adding to your plate this holiday and every day. Nutrition Take It In researchers have linked regular Carol Bareuther consumption of avocados, along with a mostly plantbased diet, to the prevention of heart disease, type II diabetes, obesity and possibly even cancer.

You don’t have to travel far to find the fruit the ancient Aztecs considered an aphrodisiac. The top 10 avocadoproducing countries in descending order are Mexico, Chile, the Dominican Republic, Indonesia, Colombia, Peru, the United States, Kenya, Brazil and Rwanda, according to 2011 data from the Food and Agriculture Organization of the United Nations.

The most common variety of avocado grown commercially is the Hass. Haas avocados are oval-shaped, have a thick, bumpy skin and turn from dark green to almost black when ripe.

Their taste is rich and nutty.

Less prevalent, yet still popular, is the smooth, green-skinned variety of avocado grown in Florida and throughout the Caribbean. These are twice the size of Hass and pear-shaped with a mild (some say watery) flavor.

The biggest differences nutritionally between these two avocado varieties are calories and fat. Compared ounce for ounce to the Hass, the greenskinned avocado has 28 percent fewer calories and 34 percent less fat, as calculated from figures provided on the USDA’s National Agricultural Library database.

Fat is one of the more interesting nutrients in avocados. More than 75 percent of the fat is in the heart-healthy monounsaturated form with the remainder provided by polyunsaturated fats.

Both mono- and polyunsaturated fats are heart healthy while saturated fats, like the type found in chicken skin and marbling beef, can boost your risk of heart disease.

What’s more, because avocados are a plant rather than an animal food, they are cholesterol free. Only animal foods contain cholesterol.

In addition, avocados contain a natural plant sterol called betasitosterol that can help maintain healthful blood levels of cholesterol.

These facts are why it’s good to substitute fats like mayonnaise and butter for avocado in your diet. Spread mashed avocado on bread while making a turkey sandwich in place of mayonnaise, for example. Or layer thin slices of avocado on whole-grain toast instead of butter at breakfast.

Better yet, avocados are nutrient dense, meaning that they pack nearly 20 vitamins, minerals and phytonutrients into every mouthful.

You sure can’t say that about mayonnaise or butter. In terms of specific nutrients, one Hass avocado provides more than three quarters of an adult’s daily value (DV) for the hearthelping, birth-defect-preventing, B vitamin folate.

The same-sized serving serves up more than half an adult’s DV for fluid-balancing potassium, eyesightsaving vitamin A and the energizing B vitamins: pyridoxine and pantothenic acid. One-fourth of the DV for healing vitamin C, the B-vitamin niacin, and trace nutrients magnesium and copper are also found in one avocado. This fruit is virtually sodium-free and is rich in fiber too, containing 6 to 8 grams of dietary fiber per fruit.

When selecting avocados, choose those that are slightly soft for immediate eating. If avocados are purchased rock hard, place them in a brown paper bag, set them out at room temperature on the galley counter and they will ripen in one to two days.

Avocados will ripen no further once they are cut and once they have been refrigerated.

One of the best ways to enjoy an avocado is by cutting it in half lengthwise, removing the center pit, scooping out the soft flesh with a spoon and eating it immediately either plain or with a squeeze of lemon or French dressing. The avocado’s soft texture blends nicely in cold creamed soups and in spreadable dips such as guacamole. Avocados have become one of the more popular ingredients in today’s many salsa variations.

This fruit is better used in uncooked dishes than in cooked ones, but slices nicely complement grilled fish or chicken.

Avocados are also a favorite ingredient in salads ranging from mixtures with citrus fruits to combinations with seafoods and vegetables.

Finally, for dessert, avocado mousse and avocado cheesecake may seem uncommon – but they are both uncommonly good.

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

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

February 2014 C

C February 2014 TRITON SURVEY: Time off for crew

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Most crew have quit for time off; most captains haven’t TIME OFF, from page C1 take personal responsibility to ensure our work is managed and completed in a timely fashion to make room in the schedule for time off.”

We wondered about this time off and asked Is it regular and scheduled, as in the same day or time each week or month?

The majority of both captains (60 percent) and crew (78 percent) said no, they squeeze their time off in whenever they can.

“I work by myself, with part-time crew for chef and mate if needed for a trip,” said the captains of a yacht 80100 feet. “My schedule is pretty light sometimes and very busy other times. I take time when the schedule permits.”

We were curious to know why can’t time off be more regular and weren’t surprised to learn that the majority of both captains and crew said it was because their program changes at the last minute so they can’t schedule things like time off.

“The base cause is that we are a

Is time off regular, scheduled?

Captains: No – 60%

Yes – 40% Crew: No – 78% Yes – 22%

Captains, have you ever lost a crew member over time off?

Crew, have you ever had to quit to take time off?

Captains, have you ever quit a job to take time off?

No – 58%

No – 27%

No – 65%

Yes – 42%

Yes – 73%

Yes – 35%

moveable object and therefore are always at the mercy of changing plans,” said a captain in yachting more than 30 years. “Weather, flights, illness, births, deaths and marriages can never be anticipated a year in advance.

Despite my trying to confirm our plans or schedules, the owner’s visits change at very short notice and often.

The uncertainty makes for poor crew morale and for constant disagreements between the owners, management and the crew.”

“I used to run a 120-foot yacht and it seemed every time I scheduled my time off the owner would use the boat,” said a captain in yachting more than 25 years who runs a yacht less than 80 feet. “No matter what arrangement we agreed to I always had to reschedule.

Same for the crew. That’s one reason I run a smaller, local boat now. Also, being away all the time was not good for family life.”

“It seems that owners/managers are reluctant to look after their crew when it comes to time off,” said the engineer of a yacht 140-160 feet in yachting about five years. “They feel our job working on their boat in these nice areas should be enough.”

Just 9 percent of captains and 17 percent of crew said the owners wouldn’t spend the extra money to hire relief workers in order to give crew time off.

We asked this next question three ways to get answers we thought would be interesting to compare. First, we

asked captains Have you ever lost a crew member over time off?

The majority – 58 percent – said no.

When we asked crew Have you ever had to quit to take time off, the majority – 73 percent – said yes.

“Captain and crews find a way to take off, but it is very difficult for the engineer, and the captain is not supportive,” said the engineer of a yacht 140-160 in yachting more than 25 years who has quit both for personal time and to take courses.

Then we asked captains Have you ever had to quit to take time off, the majority – 65 percent – had not.

“If you are passionate about the industry in which you work, every day will bring its own rewards,” said a captain in yachting more than 20 years now running a yacht 140-160 feet who has never quit to take time off.

“Idealistic? Yes, but this is yachting.

We offer the highest level of UHNWI service in the world. Its rewards are easily received. Its downsides must also be received with equanimity. There is no free lunch, and yachting is a sevencourse gourmet meal there for the taking.”

That meant that slightly more than a third of captains had quit to get time off.

“A planned program is ideal,” said the captain of a yacht 140-160 feet who has quit for time off. “Owners who know in advance where they want the boat are also owners for whom yard work, leave, rotations and down time

can be planned. Any program that ‘has no itinerary’ is doomed.”

We always toss in a temperaturetaking kind of question. This month it was How important is time off for crew?

Both captains and crew agreed that time off is very important, 67 percent and 85 percent, respectively.

“Getting time off is essential to crew,” said a captain in yachting more than 30 years. “We start crew with four weeks vacation the first year. It goes up one week per year to cap at eight weeks paid vacation.”

“Yachting isn’t really a good career if you’re looking for abundant and flexible time off,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “That said, if I were running a very busy charter boat (which I absolutely will not do), I’d do my best to work in off time for the crew whenever possible. I believe very strongly that a happy crew makes for a happy boat, which makes for a happy owner.”

“I’m making a much stronger effort these days to get crew and myself the appropriate time off, even at the risk of disagreements with the owner,” said another captain of a yacht 120-140 feet and in yachting more than 15 years.

“Same goes for hours of rest each work day.”

“I’m a firm believer of doing whatever the job requires, but at the

See TIME OFF, page C9

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February 2014 C

Captains would run rotations; crew would accept them TIME OFF, from page C8 end of a week charter, time off is a must,” said the captain of a yacht 80100 feet in yachting more than 15 years.

“I’ve told the owner and broker that there will be no back-to-back charters.

I’m 50 and my chef is 56. We work nonstop for our guests while they are on board. When the boat is not being used, I take weekends off. I have been lucky to work for people who believe being with family on holidays is important, so I get home for Thanksgiving, Christmas and birthdays for my son. My pay may be a little less than some, but it is important to me and my family to have the time off.”

Yet three times as many captains as crew said it was “not very important,”

How vital is time off for crew?

Captains:

that this demanding schedule is what yachties sign up for.

“The yacht is ready to go at all times, on one day’s notice,” said the captain of a yacht 100-120 feet. “Crew know what they are there for: service. And everyone is well paid, as they should be.”

“As I am usually hired as a freelance chef, if I ever get time off, it’s without pay,” said a chef in yachting less than 10 years. “If I’m working on a yacht, I’m not on vacation and don’t expect or want time off.”

Twice as many captains as crew thought it was “somewhat” important.

One way to satisfy time off and schedules is through rotations, which are fairly common in the engine room and not unheard of on the bridge.

They are rare, though, among junior or interior crew. So we asked captains, If you could, would you run rotational jobs on your yacht?

Less than half (44 percent) said they would for senior positions. But more said they wouldn’t run them at all (32 percent) than those who would offer them to all crew (24 percent).

To compare this perception, we asked crew Do you think your captain would support rotations onboard?

The resulting proportions were about the same. Slightly more than half (51 percent) said yes for senior crew, 31 percent not at all, and 19 percent for all crew.

“Yachting is a very controlled environment; freedom is an illusion,”

l

Somewhat -27%

l

l

For full-time yacht crew, a bi-yearly rotation would be awesome. l

Not very - 6%

l

l

Owners should know that crew come and go. Money should never be a factor. l

l

l

Rotations that don’t always fall with the same crew would be optimum, so it’s almost like working on a new yacht from time to time.

Crew:

l

Very - 85%

Not very -2%

l

l

It’s good to get away from boats and the boating crowd to see how the rest of the world live their lives. l

Somewhat -13%

See TIME OFF, page C10

A few more thoughts about rotation onboard You need time off to recharge the batteries and stop thinking about the yacht 24-7.

Very - 67%

said the chief stew of a yacht larger than 220 feet in yachting more than 10 years, who thought the captain would support rotations for all crew.

“By nature, crew are strong, freedomloving and nomadic. Rotations give crew a choice to visit family or explore the world. Time off for studies benefit the crew member as well as the yacht.

Yachts should aim to empower crew and understand the nature of crew to maintain happy crew and hopefully with it, crew longevity.”

“The yachting industry is an industry where we as crew get to travel on the owner’s expense,” said the first officer of a yacht 100-120 feet in yachting more than 25 years who

l

l

It’s the cormorant theory: Japanese fisherman throws cormorant overboard with ring around neck and line around foot. Bird instinctively and enthusiastically catches and swallows fish as far as ring allows. Fisherman retrieves bird, who regurgitates fish into hold. Process repeated until bird gets discouraged. Must remove ring often enough to keep bird interested in fishing. Otherwise you have to

continuously replace bird (breakdown maintenance).

This option is ideal for light bulbs, but not so much for cormorants or engineers. l

l

l

Great crew would stay longer aboard yachts if they felt they were valued and got the time off they deserve. l

l

l

Keeping the crew happy is the best way to retain them. If you can’t keep them happy you will have constant turnover, which costs the boat much more in the long run. l

l

l

Yachting has become less appealing with all of the commercial work now available for both captain and engineer that offer better schedules, more time off, better pay, and better benefits packages. l

l

l

People leave the industry because unlike the commercial industry there is never enough time off. We deserve to have a life also. l

l

l

Holidays, rotations, perhaps flexible time all sounds wonderful but when you get down to it a sailor’s life is a life at sea.

C10 February 2014 TRITON SURVEY: Time off for crew

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Majority would take rotation to retain passion for the job TIME OFF, from page C9 didn’t think the captain would support rotations. “With that being said it is also an industry where we work hard and should get well-deserved time off. This is an industry where if you don’t realize you are working during every one else’s time off you should go elsewhere.”

“Yacht owners and masters are living in the Stone Age,” said the engineer of a yacht 200-220 feet in yachting more than 10 years who didn’t think the captain would support rotations.

“Billionaires are cheap. Masters are too afraid to let someone else do their job in case the relief master does a better job than they do. Time off is terrible and wages are a disgrace.”

We also asked crew Would you take a rotational job?

They overwhelmingly – 97 percent – said yes.

“Time off is very important for people who are more than 10 years in the industry,” said a first officer in yachting more than 10 years.

“Money just cannot replace the value of time with friends and family and time to recharge your batteries. Our industry is very demanding, especially when it comes to senior positions. If people don’t get any time off they will eventually lose the passion for their work and will not be able to deliver the standard that is expected. They won’t be happy in their job anymore and eventually will leave yachting. Since I couldn’t find rotation, I decided to just do freelance work two years ago. I meant a big cut in income but I am still very happy with my decision.”

We asked captains this question, too, but just three-quarters said yes.

“The industry is losing captains to the oil industry because of time off and bigger pay,” said the captain of a yacht 200-220 feet in yachting more than 25 years. “Managers and owners need to wake up to this fact and stop before good, well-trained crew cross over.”

We were curious to know Do you

Would you take a rotation job?

Captains: Yes – 75% No – 25% Crew: Yes – 97%

If you could, captains, would you run rotational jobs?

Yes, for senior crew – 44% No - 32% Yes, for all crew -24%

Would your captain support rotations onboard?

Yes, for senior crew – 51% No - 31% Yes, for all crew -19% see rotational jobs as a solution to crew turnover in yachting or as just another expense for the owner?

Among captains, three times as many considered it a solution rather than an expense, though most offered some sort of caveat.

“It depends on the use of the vessel,” said a captain in yachting more than 15 years. “If the owner would like to use his vessel all the time, rotation is the only way.”

“Rotation can work but it is difficult to find the correct alternate crew,” said the captain of a yacht less than 80 feet in yachting more than 30 years. “Some just don’t do the job and others try to steal your job.”

“For owners who don’t plan ahead, I see rotation as a solution,” said the captain of a yacht 180-200 feet.

“I do see it as a solution but I really feel that many of the new crew are looking for a rotation job before they have put the time in,” said the captain of a yacht 100-120 in yachting more than 10 years. “Some are looking after a season in the industry. I feel you have to earn a rotation job.”

That was not an uncommon opinion.

“Junior crew need to prove themselves,” said the captain of a yacht 120-140 feet in yachting more than 10 years. “I am still a firm believer that crew who sign on and stay less than a year should not be in this industry.

After one year, yes, they can receive 13th month paid and could have some rotation.”

“Unfortunately, the more crew

No – 3% See TIME OFF, page C11

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February 2014 C11

Cost, discomfort for owner, cited as negatives for rotations TIME OFF, from page C10 receive, the more they want,” said a captain in yachting more than 30 years.

About a third of captains said it can sometimes be a solution, most notably on large and/or busy yachts.

“For busy boats, rotations would boost morale and improve everyone’s experience, even the owner’s,” said the captain of a yacht 120-140 feet in yachting more than 15 years.

“Done properly, the expense should be minimal, but finding the right combination is not as easy as it sounds,” said the captain of a yacht 120-140 feet in yachting more than 20 years.

“I feel it would make for owner/ guest discomfort seeing different people,” said the captain of a yacht 100120 in yachting more than 20 years. “If I could find someone all are comfortable and confident with, it might work.”

Still, some noted that the additional crew member is an expense that some owners won’t accept.

“The accountants did a cost evaluation for a 10-crew vessel and it was not to the owner’s advantage,” said the captain of a yacht 140-160 feet in yachting more than 25 years. “It was less expensive to employ new crew.”

And other captains thought it was just plain unnecessary.

“This is yachting,” said the captain of a yacht 160-180 feet in yachting more than 20 years. “You sign up, check your life into the shoe locker, sail to exotic locales, get paid a disproportionate amount of tax-free money with no expenses. Stop complaining. Tesco (with respect) awaits those who cannot balance the risk and reward.”

Among crew, almost all respondents considered rotations a solution.

“Sharing a position with another chef/cook re-energizes both and the owners/guests benefit from more choice, variety, etc.,” said a chef/cook in yachting more than 15 years.

“It’s definitely a solution for more senior crew who may need a shift in balancing their time between work and personal life in order to maintain the value of a yachting career,” said a chef in yachting less than 10 years.

“I see it as the solution,” said a first officer in yachting more than 10 years.

“It is not much more expensive for the owner once you take all related costs into consideration. Of course, crew members who want rotation have to be reasonable. You cannot expect the same pay for half the work.”

“Rotation, especially for engineers, could actually reduce costs by reducing turnover,” said the engineer on a yacht 160-180 feet in yachting more than 10 years. “We are paid 50 percent of our on-watch salary when off-watch, meaning that the payroll is increased by 50 percent of an engineer’s salary.

Otherwise, we don’t get paid vacations,

reducing that amount somewhat.”

“A solution to crew turnover for sure,” said a mate in yachting less than 10 years. “One of the biggest factors for crew leaving a boat is because of burnout. There would be nothing better than knowing you’ll get some valued time off at the end of a busy season and then have a great job to return to.”

“I hope they will become more common in the future,” said a first officer in yachting about five years.

“I believe it will reduce costs to the owner in the long term by keeping the right crew happy and rested,” said the bosun on a yacht 160-180 feet in yachting about five years. “I think it is the future for yachts larger than 50m.”

“Rotational works for commercial shipping,” said the engineer of a yacht 200-220 feet in yachting more than 10 years. “Superyachts are no different from a real commercial vessel these days so crew should be treated the same and not like slaves.”

“I see it as a solution to retain senior crew members but only on larger vessels,” said an engineer in yachting less than three years. “Crew on smaller vessels move frequently as they upgrade licenses.”

“Rotations truly are the answer to keep crew rested and happy,” said the bosun of a yacht 160-180 feet in yachting about five years. “Otherwise they end up burnt out at the end of the season. Rotation gives them somewhat of a short-term goal to work toward and keep them motivated.”

And we asked captains a few extra questions aimed just at them, including What about your time off? What best describes your situation?

Like crew, the largest group at 44 percent said they take bits of time whenever they can.

“The work never stops, even when I’m off, so I take time away but

continue to work as necessary,” said a captain in yachting more than 30 years. “I rarely can take a big block of time, never in shipyard periods, never when guests are on board, never when making a passage. I take time when we’re at a dock, doing routine maintenance.”

“Almost regular weekends in winter when not cruising, though I’m still on call babysitting two boats,” said the captain of a yacht 100-120 feet in yachting more than 20 years. “Summer cruising time off is nearly nonexistent.

I can manage a few weeks vacation for family or myself. But I get evenings at home when I’m in Ft. Lauderdale.”

“Time off over the past 15+ years has been spotty due to our operation,” said the captain of a yacht 80-100 feet in yachting more than 20 years. “We are now at a point where I can take regular time off – worked around the boss’s schedule, though. It’s all good and getting better.”

The next two groups were even at 23 percent: captains who get regular, scheduled time off and those who get ample time but find it hard to plan.

“My boat is currently for sale and the owner ‘will never use it again,’ so we (the skeleton crew) work 0700-1500, Monday to Friday, with weekends off (unless something comes up),” said the captain of a yacht 120-140 in yachting more than 15 years. “We take our 30 days vacation (as per our contract) in bits and as needed for personal time/ vacation, etc.”

Just 5 percent said they haven’t had time off in years.

“We are, right now, in a top position at three and a half years without a vacation and over 100 days for the whole crew without a day off,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “It’s just the job.”

Captains, how would you describe your time off?

Regular, scheduled - 23%

Offered, but hard to take - 23% Other - 6%

I squeeze in what I can - 44%

Haven’t taken much - 5%

And 6 percent opted for “other.”

“It’s tougher on captains to actually get time to take vacations,” said the captain of a yacht 100-120 feet in yachting more than 15 years. “You can delegate authority, but you can’t delegate responsibility. Even when you are off, just at home or on vacation, you always have work in the back of your mind.”

“I can find time for the crew but it is very different for the captain,” said the captain of a yacht 120-140 feet in yachting more than 20 years. “By the time you find relief and get them approved by the insurance, the plans have changed and the whole lot goes out the window. If you want time off, then be prepared to lose your job.”

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 February 2014 IN THE GALLEY: Culinary Waves

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‘Take this back; I want my steak rare.’ That’s not necessarily a criticism of the TRITON FILE PHOTO chef or stew. Don’t take it personally.

Don’t let guest’s bad day affect your work; use professionalism WAVES, from page C4 criticizing the crew was at the top of his to-do list every day he was onboard.

Maybe people like this have to find fault with others to feel important.

Maybe they had a bad day. Or maybe they just don’t know how to communicate; criticism is all they know. It could be that’s all they got growing up so they don’t know how to feel secure with praise.

The point is, there’s a lot of stuff coming through a piece of criticism.

We can’t take it personally. What we can do is move through it. From criticism, we learn how the guest or owner wants something done. So we adjust. Yes, it would be better if they could communicate it in a less hostile way, but remember, they might not know how.

When the criticism starts, step back, realize it might not be you, and adjust.

I have always believed that it is in our best interests as chefs to find out exactly what types of food our guests or owners like and how they like it prepared. If you don’t know this, you set yourself up for failure and, most likely, criticism.

Suppose the criticism was about the way you cooked a piece of meat. If you were in a restaurant and didn’t like the way the meat was cooked, you would send it back and another would be brought to you the way you asked. It’s the same thing on a yacht.

So why is it when we are confronted with the dissatisfaction from the owner over the food we have cooked, we take it personally? It’s because we think as chefs that our food should be perfect. We take pride in our work and the food on that plate is a direct expression of our experience and skill

as a professional chef.

Maybe the oven is not quite right.

Maybe the meat was not the best.

Maybe nothing you do will satisfy the grumpy owner today. I have worked for those owners, too. It is not easy. Again, don’t take it personally.

These scenes are more frequent when the chef has to go through the chain of command to reach the owner.

Generally, yacht owners are pleasant and want to know the person preparing their meals. It is a tremendous benefit to get out of the galley and talk to the guest or owner who had a problem with your food.

The biggest challenge for chefs is when one guest complains about the dish while the others have been served.

If you can alter the meal to get it back to the person in 3 minutes, then do what you can to alter it. If you can’t, apprise them of the time window when a new one will be ready. If you can’t remake it, have a back up ready.

I recently had an owner announce he wanted lamb for dinner. That was it; the conversation was over. I had to guess what kind of lamb he wanted. I prepped two meals that night. I made lamb stew and had seasoned lamb loin chops ready to go.

Turned out he didn’t want the stew but was completely happy with the lamb loin chops. Sometimes, that’s what it takes. And I had to remember that it wasn’t my stew, it was his preference. After doing this for 20 years, I’ve learned not to take it personally.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 20 years. Comments on this column are welcome at editorial@thetriton.com.

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