Triton February 2015 Vol.11, No. 11

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

See A13,14.

C2

You never know what’s next Chefs serve from food trucks and another pens novel. A6,12

When pigs bite Popular Bahamas tourist attraction bites captain.

A5

MCA sea time clarified Derails outlined for stand-by, on watch and yard time.

B1

Keep it running We welcome a new columnist from the engine room.

B2

Open Cuba talks have industry poised to set sail

By Dorie Cox News in mid January that U.S. travel restrictions to Cuba will be eased sent a wave of enthusiasm through parts of the yachting industry as management and charter companies are eager to make it available to their yachts, crews and clients.

“This is exciting and will expand and push cruising down further south,” said Rupert Connor, president of Luxury Yacht Group in Ft. Lauderdale.

Yachts have always been able to visit Cuba, but yachts with ties to the U.S. – either through flag, ownership, guests or crew – have been legally restricted

by U.S. laws, mostly those delineated in the Cuban Assets Control Regulations portion of the Treasury Department’s Office of Foreign Assets Control.

Key among those restrictions was not to spend U.S. money in a way that aided Cuba or its residents. But a shift in policy proposed by President Obama on Jan. 16 means travel for authorized purposes such as humanitarian or research will be easier, U.S. credit and debit cards can be used, and travelers can buy airline tickets direct from the U.S. “The lack of money restrictions is

BIENVENIDOS A CUBA: A shift in U.S. policy toward Cuba, announced in mid January, has begun to ease travel PHOTO PROVIDED restrictions to the island nation for yachts with U.S. ties. big,” Connor said. “We know we have a big demand for Cuba.”

The United States severed diplomatic ties with Cuba in 1961.

In mid-January, Obama opened talks on resuming diplomatic relations. It was unclear when final policies will be in place, but the yachting sector is watching closely.

Before the policy shift, U.S. visitors

to Cuba had to apply for a special license granted on a case-by-case basis. Now, they can go to the U.S. Department of Treasury online and apply for a general license under one of 12 categories for travel, which include family, research, education, religion or humanitarian reasons. Previously, it was difficult to get the special license, said Michael Reardon, president of Hill

Accidents cost and pay in captains’ careers When a yacht has an accident, the yachting world seems to know about it.

Call it the coconut telegraph or blame social media if you like, but it’s fellow yachties spreading the word, some seemingly eager to criticize whenever a colleague has an accident.

What is that From the Bridge all about? Within Lucy Chabot Reed minutes of a yacht bumping a dock or, worse, gone aground, we get emails and texts, tweets and posts from some other yachtie gloating about the incident.

Yet over the years, captains have repeatedly said that a captain who has never hit anything hasn’t spent much

time at sea. So that got us wondering: Are accidents part of yachting or something inexcusable? Are they an invaluable learning experience or grounds for dismissal?

We gathered eight captains to find out.

Our conversation started slowly.

Mention accidents and most yacht captains will say they’ve never had one.

But capture them around a lunch table for an hour and they eventually come around.

This wasn’t an exercise to see who had had an accident but rather to find out what accidents mean to a yacht captain’s career. And the answer is “it depends” But first, those accidents. These captains began by telling stories of accidents they saw or knew about,

someone else’s accident.

“This is a funny topic,” whispered a captain sitting beside me. “Nobody’s going to admit to an accident.”

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 above.

So why are some accidents just accidents and others cost you your job, or maybe even your career?

“It’s how we evaluate the accident,” a captain said. “If you tear the running gear out of a boat, you probably shouldn’t work in yachting again. If you have a mechanical failure, it’s not your fault.”

See BRIDGE, page A10

Robinson.

“We did have a managed yacht with an owner who wanted to go to Cuba a while ago,” he said. “He looked into the educational or humanitarian project but it was hard to do and it was a big commitment to host people onboard.”

But yachts have done it, and now it

See CUBA, page A17

TRITON SURVEY Do yachts still provide cars for the captain and crew to use? Or are reimbursements all the rage?

Do you use your personal vehicle for work?

I don’t own a car Not 8% often 13% Never 16% Yes, sometimes 16%

Yes, usually 24%

Yes, always 23%

– Story, C1

A February 2015 WHAT’S INSIDE

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Taking one for the team

Watch out, this popular Bahamian tourist attraction can bite. See A5.

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Advertiser directory C15 Boats / Brokers B5 Business Briefs A8-9 Business Cards C13-15 Calendar of events B14 Captain’s Lunch A1 Columns: Crew Coach A15 Crew Mess C6 Crew Eye A19 Culinary Waves C5 Engineer’s Angle B2 Leadership A16 Motoring B3 Nutrition C4 Onboard Emergencies B4 Owner’s View A3

Rules of the Road Stew Cues Top Shelf Training Yacht Life Crew News Cruising Grounds Fuel prices Marinas / Shipyards Networking QA Networking photos News Obituaries Technology Briefs Triton Spotter Triton Survey Write to Be Heard

B1 C1 C7 B7 B6 A5,6,12 B1 B5 B12 A13,14 C2,3 A1,4,5,7 B9 B8 B15 C1 A18-19

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

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OWNER’S VIEW: Slow down

Captain-owner conflict: Slow down, save engines and money One of the biggest stories in the boat business over the past six months has been the free fall in fuel prices. This changes the economics for many boat owners and will hopefully get more boats moving.

While less impactful for deeppocketed yacht owners for whom the fixed cost of crew will typically far surpass the fuel Owner’s View bill, this change Peter Herm results in money saved that can then be spent on more important things like raises for the crew or that new high-speed Internet system we “need”.

Here is a proven way to burn a lot less fuel: Go slower. Now we just have to convince the captain to go along.

I realize that some owners like to go fast. Yet why waste the money and subject the engines to more wear when the owner is not on the boat?

Generally, the slower most boats go, the more fuel efficient they will be. (Yes, I know there are lots of variations on this: planning hull vs. displacement, on plane, off plane, sea conditions, etc.

Bear with me.)

For example, our boat with MTU2000 series engines will go 22 knots and burn more than 200 gallons per hour (GPH), about nine gallons a mile. At 9.3 knots, they burn about 15 GPH, At 10.5 knots (where my captain likes to cruise), they burn 25 GPH. This doesn’t include generator use.

If fuel costs $3 a gallon, it’ll cost $4.84 to go one nautical mile at 9.3 knots instead of $7.14 to cover that same mile at 10.5 knots. Going just 13 percent faster (10.5 vs. 9.3kts.) burns 48 percent more fuel (money).

Use these numbers to figure the cost of the 1,500-mile passage from Key West to Bangor, Maine (www. sea-distances.org). The savings are significant.

At $3 a gallon and cruising at 9.3 knots, the fuel cost for this trip is $7,260 instead of $10,710 at 10.5 knots.

The trip took 18 hours longer, but even calculating the extra fuel burn on the generator(s) at 3 gph, money is still saved by going slower.

The engine experts I’ve spoken to over the years say that lower RPM results not only in less fuel burned but also, more valuably, in longer engine life. The time between overhauls on a 1200 rpm generator is longer than on an 1800 rpm generator.

The reality is that there are no negatives to going slower, except the additional hours the crew works while under way. However, isn’t a boat in motion better than a boat at the dock?

It is for me.

Over the past 30 years of owning yachts, I have had multiple captains who simply cannot bring themselves to run just a little slower. There have been a long list of seriously and earnestly communicated reasons as to why the boat cannot go slower. Here are my favorites: No 1. It hurts the engines. The purported logic behind this myth is that by running slower, the engines do not reach operating temperatures and carbon accumulates in the cylinders.

While this is true, here is what the experts say: “Running your engines at 1000 rpm is fine, but bring the engines up to 80 percent of maximum rpm for 20 minutes every 12 hours. This will burn out the carbon. Your engines will last significantly longer.”

This comes from Ryan Kamphuis, senior sales engineer of MTU America, and Jason Herbert, president and owner of Antilles Power, the Caribbean MTU distributor. Herbert is also the guy who rebuilt my boat’s engines, which went from Maine to Alaska and back -- at a memorable 9 knots -- without so much as a wrench turned, with the exception of fluid changes.

No. 2. The stabilizers don’t work at slow speeds. A conversation with Dave Yish, senior customer service manager at Naiad Dynamics, the largest manufacturers of stabilizer systems in the world, busted this myth.

“While stabilizing systems are designed for the typical running speed of the boat and may be less effective at slower speeds, the difference between their effectiveness at 9.3 knots vs.

10.5 knots is infinitesimal; less than 5 percent at most.”

No. 3. The boat has a funny vibration running that slow. That may be true, but it is most likely an indicator of other issues (props, bearings, mounts, etc.) and not the chosen speed. It is a good warning sign for other issues that are probably not due to speed.

Our boat will cover about 15,000 miles this year. My desired 9.3 knots will save about $35,000 over running at 10.5 knots during that time. Maybe the savings will pay for the nifty new Internet system that will help while away those extra 180 hours at sea my captain and crew will gain by going slower.

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

February 2015 A

A February 2015

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Fire destroys three yachts in Ft. Lauderdale, Alabama

By Lucy Chabot Reed

Thick smoke block the sunrise on a cool Sunday morning as two fiberglass PHOTO/CAPT. JOHN TUCKER yachts burn in Ft. Lauderdale.

An early morning fire destroyed two yachts at the old New River Marina on Jan. 18 in Ft. Lauderdale. There were no reports of any injuries.

The 78-foot Azimut M/Y Lady Lex, parked alongside the dock, and the 75foot Sunseeker Manhattan M/Y About Time II, rafted beside it, were destroyed by the blaze.

The yachts were pulled from the water a few days later, but as of press time, no cause had been determined.

Judging by the condition of the vessels after the fire was extinguished, the fire appears to have started in the Sunseeker.

Workers in the Bradford Marine shipyard across the river were alerted to the fire after hearing pops and cracks. Others who live nearby were alerted by the sirens of more than a half dozen fire rescue vehicles rushing to the marina.

Thick black smoke from the burning fiberglass yachts was visible for miles. By mid-morning, the fires were extinguished, but firefighters continued to douse the smoldering yachts with foam.

The yachts were removed from the water and remained at the marina pending investigations into the cause of the fire.

PHOTO/CAPT. OLIVER DISSMAN

M/Y Notorious burns on the hard

The 82-foot Feadship M/Y Notorious was destroyed by fire at Ditto Landing on the Tennessee River in Huntsville, Ala., on Jan 21. There were no reports of injuries.

The yacht was launched in 1953 as M/Y Serano II and later renamed Exuberance. It is believed to have been owned at one time by U.S. President Gerald Ford, and actor Charlton Heston lived aboard while filming “Planet of the Apes,� according to news reports.

In August, the yacht had partially sunk at the marina and suffered grave injury being hauled out. It was being stored on the hard at the marina.

The cause of the fire was under investigation at press time.

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

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NEWS

February 2015 A

Captain gets bitten taking guests to see the pigs at Big Majors

By Lucy Chabot Reed While in Big Major Cay over the Christmas holiday, Capt. Michael Crosby took two teenage guests to shore to feed the pigs, as he has done many times before.

“We are all well versed in proper behavior when dealing with the pigs,” he said.

They know to toss the food and not let the animals eat from their hands.

They keep their distance and don’t engage the animals.

On this day, they chose an area where just a few pigs were, far from where the majority of the pigs and their babies were, he said.

Two of the oldest and largest pigs came toward them, acting aggressively, Capt. Crosby said. He took the bag of

Power lines shock, stop sailing yacht on New River The 88-foot (26.8m) ketch S/Y Sea Angel interacted with the power lines that stretch across the New River in downtown Ft. Lauderdale in late December.

The captain was briefly hospitalized as a precaution and the surrounding neighborhood lost power for about one minute, according to news reports.

Although local media said the 75-foot mast hit the overhead lines, that was not confirmed. Research conducted by S-E-A- Ltd. last May discovered the high-voltage transmission lines are between 95.2 and 101.6 feet above the water.

According to news report, the sailboat’s mast hit the power lines, resulting in an explosion that caused lines to fall.

S/Y Sea Angel was designed by Sparkman & Stephens and was the last yacht built in the Stephens Boatyard in Stockton, Calif., in 1986. She has cruised around the world and chartered in the Caribbean. It had an extensive refit in 2011.

It was unclear how high its two masts are.

A sailing yacht of more than 70 feet was electrified as it headed west up the river in January last year.

That yacht had an air draft of 98 feet and did not hit the lines but instead was hit by an electrical arc. A fire started in its engine room and it was stopped dead in the water. No one was injured.

– Lucy Reed

food from the guests and walked slowly backward toward the tender in about knee-deep water.

Suddenly, one of the pigs nudged him in the belly, then lunged at him and bit him.

“This was the first time in all my years going there that I have ever experienced or heard of any such incident (unless, of course, it was deserved by bad behavior on the part of the person being bitten),” Capt. Crosby said. “Thankfully, I was the one bitten and not one of the kids.”

One of the guests tossed food away from the tender and the pigs chased that, giving Capt. Crosby a chance to regroup. He figures the pig weighed 400-500 pounds.

“There’s nothing that we were doing that was aggressive,” he said. “I know of

a guy who got bit on the leg but that’s because he tried to get on the pig and ride it. He deserved it. But we were not teasing them. This was not the fault of the bitee; it was the biter.”

Back onboard, he cleaned the wound – two gashes that match the pig’s front teeth – and began a round of antibiotics. A few weeks later, he was still red and sore, but not infected.

“I was just thankful it was me and not one of the [guests]. If that was her who got bit or, God forbid, a little kid with food in his hand, that pig could have taken the hand. … I just want people to know this can happen. They will bite.”

Lucy Chabot Reed is editor of The Triton. Comments welcome at lucy@thetriton.com.

A February 2015

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All three New River food trucks run by yachties

By Lucy Chabot Reed Ft. Lauderdale has added three food trucks to the riverside near the Andrews Avenue bridge, and all are run by former yacht crew.

The trucks – Expresso Coffee’s second location, Nacho Bizness’ second location, and the new Wholly Crepe – opened for business Friday and had an official grand opening Monday, complete with elected officials cutting ribbons.

“After coming here 12 years ago to work on boats, and now I have the mayor and city commissioners here opening my business, it’s awesome,” said Terrence Booth, owner of Wholly Crepe and former chef of the 164-foot Feadship M/Y Floridian. “It’s a bit daunting to turn around and take that step ashore.”

Booth, a native of South London, and his wife, Christine David-Booth, chief stew on the 155-foot Christensen M/Y Abbracci, came up with the idea and created the business model. Just before they were ready to open the truck, she was called away on a trip.

So Booth is manning the truck with friend and fellow former yachtie Jane Ormerod, who spent 20 years as a chef on yachts, including M/Y Triple Seven and M/Y Capella C. The trucks are set up on the north bank of the New River, just east of the Andrews Avenue bridge. The city park beside them is named for H. Wayne Huizenga, who used to own M/Y Floridian.

“I used to work for Mr. Huizenga on his boat, and now to be here running a business next to the park named for a man who gave so much to Ft. Lauderdale, and the opportunities he gave me,” Booth said, letting his thought drift off.

The skills he learned working on

Aaron Byers, left, of Nacho Bizness helped Terrence Booth get started with his food truck, Wholly Crepe.

PHOTO/LUCY REED

yachts prepared him for life ashore.

“You’re not just a chef on a yacht, you’re a provisioner and you work with all kinds of people, all nationalities,” he said. “Stews aren’t just cleaning toilets. Working in that job you get to understand what clients want. It’s personal service, and it teaches you a lot about people, especially if you’re doing it right. If you’re putting it down, you’re not doing it right.”

When the Booths decided to start a food truck business, they discovered the city-supported plan to place a few trucks on Riverwalk. Through that, Booth met Aaron Byers, owner of the food truck company Nacho Bizness and a fellow former yachtie. Byers put Booth to work on his truck one busy day to give him a glimpse of what it would be like. Afterward, Booth realized he needed to streamline his menu.

This is Byers’ second location. Unlike his first truck, this one physically belongs to the city, though Nacho Bizness runs the business inside. The same goes for Expresso Coffee, the drive-through coffee shop across the street from Maritime Professional Training (MPT) on South Andrews

Avenue. Owner John Robichaud and Suzy Ludlow – both yachties from the 1990s – have contracted with the city to operate the truck for a year, and have expanded the menu to serve a variety of grilled cheese sandwiches in addition to breakfast fare such as waffles and coffee.

“We wanted Riverwalk back to what it was planned to be 20, 25 years ago,” Ft. Lauderdale Mayor Jack Seiler said before snipping a blue ribbon marking the official opening. “There are great riverwalks all over the world, but none of them have the river we do.”

Identified with blue banners that read “Gourmet Delights”, the trucks are expected to remain in place for about a year, experimenting with opening times as the seasons and demand changes.

Expect two to be open for breakfast,

Suzy Ludlow and Jon Robichaud of Expresso Coffee have added grilled cheese sandwiches to their menu at PHOTO/LUCY REED the river truck. all three for lunch, and at least two for dinner, at least for now.

“It’s going to be trial and error, but we’ve got to be patient,” Booth said.

“We just opened Friday.”

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

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NEWS BRIEFS

February 2015 A

U.S. senator begins drive to repeal Jones Act; BUI limit lowered McCain: Repeal Jones Act

U.S. Sen. John McCain (R-Arizona) has filed an amendment to the bill governing the Keystone XL Pipeline that would repeal the Merchant Marine Act of 1920.

Also known as The Jones Act, the law requires that all goods shipped between waterborne ports of the United States be carried by vessels built in the United States and owned and operated by Americans.

He called the act “an antiquated law that has for too long hindered free trade, made U.S. industry less competitive and raised prices for American consumers.”

His amendment targets the U.S.build requirement of the Jones Act. Maritime unions have opposed repealing the act.

In December, McCain vowed the eventual full repeal of the Jones Act despite tough opposition.

“It’s one of these things you just propose amendments to bills and encourage hearings and sooner or later the dam breaks,” McCain said after a speech at The Heritage Foundation, a conservative think tank.

“But I have to tell you … the power of this maritime lobby is as powerful as anybody or any organization I have run up against in my political career,”

he said. “All I can do is appeal to the patron saint of lost causes and keep pressing and pressing and sooner or later you have to succeed.”

New hours for Okeechobee

The U.S. Army Corps of Engineers in Jacksonville has proposed reducing the operating hours at each of the five locks on the Okeechobee Waterway, making them operational from 7 a.m. to 5 p.m., seven days a week.

The proposed change would take effect on April 1.

“These changes will allow the district to reduce costly overtime while still maintaining operating hours that accommodate 95 percent of the boat traffic that passes through the locks,” said Jim Jeffords, operations division chief for the Jacksonville district.

The proposal is open to public comment until Feb. 13, submitted via e-mail (SFOO@usace.army.mil) or mail (U.S. Army Corps of Engineers, South Florida Operations Office, 525 Ridgelawn Road, Clewiston, FL 33440).

The proposed changes won’t impact Canaveral Lock near Port Canaveral; it will continue to operate from 6 a.m. to 9:30 p.m. daily.

IMB slams decision to pay pirates

The International Maritime Bureau

(IMB) has criticized a December decision by the European Court of Human Rights (ECHR) that France should compensate convicted Somali pirates for trial delays.

“These criminals have been responsible for taking hostage thousands of seafarers who were subjected to unprovoked violence and sometimes torture,” a spokesperson for the IMB said in a statement. “Some seafarers have also been murdered by pirates while carrying out their lawful business on the high seas.”

The ECHR last month ordered France to pay thousands of euros to Somali pirates who had attacked French ships in 2008. The pirates were captured by the French military on the Somali coast after they hijacked two French yachts in separate attacks in 2008.

French authorities held one group for four days and the other group for six days and 16 hours before they were taken to France to stand trial. The ECHR said the pirates should be paid compensation because they were not immediately brought before a French court but instead kept in custody for a further two days after their arrival in France. The judge ruled that the delay constituted a “violation of their rights to freedom and security.”

The IMB spokesperson said that among other things, the court had failed to take into account “practical difficulties with respect to the gathering of evidence and transporting of the alleged perpetrators when a crime is committed at sea, thousands of miles from where the court proceedings take place, compared to a crime committed ashore.”

The IMB added it was worried about the message that the ECHR’s decision might send other pirates and the implications it could have on shipping and seafarers’ safety.

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

Michigan lowers BUI limit

Michigan Gov. Rick Snyder signed laws in early January that subjects boaters and snowmobilers to the same blood-alcohol limit as car drivers. The laws set the legal limit at 0.08 percent instead of 0.10 percent.

Michigan changed the legal alcohol limit for driving from 0.10 percent to 0.08 percent in 2003, but did not do so for watercraft, snowmobiles and other off-road vehicles, according to the Associated Press.

A February 2015 BUSINESS NEWS

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Chandlery, school relocate under one roof, adding pool, storage

By Dorie Cox Two separate businesses, Yacht Chandlers and International Crew Training, have relocated into one 42,000-square-foot building in Ft. Lauderdale.

The new location covers almost three acres on Sunrise Boulevard, about 5 miles north of the traditional yachting areas of Southeast 17th Street and State Road 84.

“Ft. Lauderdale yachting continues to expand and many businesses have grown,” said James James, general manager of Yacht Chandlers. “With this

successful growth it’s hard to get space.

We had to reach outside of the State Road 84 and 17th Street boundary.

“Now we have a large showroom for interior, electronics, and other displays,” he said. “And we’ve expanded our interior storage of things like Jet Skis, props and other yacht spares.

Sometimes we even hold a yacht’s Easter decorations and holiday stuff.”

The new facility also features 200 parking spots and sporting areas for crew and employees.

“We’re working on the indoor pool for the training facility and there will be a cross-fit gym and racquetball for crew

and ICT,” James said.

With the relocation of its offices from 17th Street, ICT has increased its number of classrooms and space to 9,000 square feet, said Brian Luke, chief operations officer of ICT. ICT will offer on-site water survival training and replaced white boards with touch screens that are interactive.

“Now students can learn in class then go back online to see the class work,” Luke said. “Today’s student is growing up with this. We will capture their interest and we’ll connect with them better. We are innovating the technology for this industry.”

Instructor Capt. Jeff Werner said he welcomes the updates.

“We can use the same lesson plans, but everything is in the network,” Werner said. “It’s so exciting as an instructor. Teaching is fun to begin with, but with this technology to train students, we are even more excited.”

The new location is at 750 W. Sunrise Blvd., Ft. Lauderdale (33311). www.yachtchandlers.com, or www. yachtmaster.com.

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

Bluewater Books & Charts moves to larger, central location

By Dorie Cox Bluewater Books & Charts has moved from just off 17th Street in Ft. Lauderdale to the area behind Lester’s Diner on State Road 84, about two miles away.

The new location is larger – 11,000 square feet instead of 8,000 – and offers more services under one roof, said coowner John Mann.

The business continues to supply navigational products and print charts, but can now receive and store pallet quantities for out-of-season charts and books in an air-conditioned area. But walk-in retail is less of a focus.

“Sixty percent of our business is yachts and the Internet aspect has grown so we had a need for a different type of showroom,” Mann said. “Now, we can better build, stage, and ship orders.”

But the light industrial space still allows for an expansive showroom for the 29-year-old business, he said.

“Yacht captains said they were in this area for so many other needs that this move made sense,” Mann said.

The large, open layout of the new store offers an immediacy to information, said Justin Mann, president of superyacht bridge services at Bluewater.

“When customers are here, they can see the full scope of our operation,” he said. “Customers have said they had no idea we were so big.”

Bluewater Books & Charts’ new address is: 3233 S.W. Second Ave. (33315), a few blocks farther south from National Marine Suppliers. www. bluewaterweb.com Dorie Cox is associate editor of The Triton. Comments are welcome at dorie@the-triton.com.

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BUSINESS BRIEFS

Third generation Lazarra men buys builder’s assets Lazzaras buy Lazzara

Avanti Ocean Group, consisting of private investor Geoff Bond and thirdgeneration Lazzara family members Joe and Steve Lazzara, purchased the assets of Lazzara Yachts, including the intellectual property and molds.

The new company will do business as Lazzara Custom Yachts and Tampa Marine Services. This will include offering new yacht production from 64-130 feet and the start of service/refit work with a 300-ton travel lift.

Avanti Ocean Group has located to a seven-acre facility in Tampa, across the street from the old Lazzara manufacturing facility. Design of a state-of-the-art manufacturing facility is under way.

“Financially speaking, a debt-free company with investment capital puts us in a position to develop new products and take care of our customers in a way that historically made our family so successful,” said Steve Lazzara, chief financial officer of Lazzara Custom Yachts. Joe Lazzara is president.

Lazzara Yachts was established in 1990 by Joe Lazzara’s father, Dick, and his uncle, Brad. It launched more than 170 yachts. Dick Lazzara’s other son, Rich, started Lazzara Lenton Yachts about two years ago.

For more details, call 813-313-7512 or visit www.avantioceangroup.com.

MPT to raise money

Ft. Lauderdale-based Maritime Professional Training (MPT) is hosting the inaugural “I Heart MPT Red Passion Fundraiser” in honor of American Heart Month in February.

The fundraising event will take place Feb. 3 from 6-8 p.m. at Bimini Boatyard Bar & Grill on 17th Street. Heart disease is the No. 1 cause of death for both men and women in the United States, claiming about 1 million lives a year.

Complimentary light bites will be served and attendees will be treated to a complimentary signature Red Passion cocktail and drink specials. MPT will donate $10 for each student, faculty and staff member, friend and supporter who comes dressed in red, with all proceeds benefiting the American Heart Association South Florida Chapter.

RSVP at info@mptusa.com.

Agency honors loyalty

Northrop & Johnson Crew Services has developed a loyalty program for its customers. If a yacht places a senior crew member through the agency, it will place a junior crew member at no cost for up to a year. For more

details, contact Duncan Bray (duncan. bray@northropandjohnson.com) or Marcy Williams (marcy.williams@ northropandjohnson.com).

PHOTO/Capt. Jordan Walker, TowBoatU.S. Ft. Lauderdale

TowboatUS busy with crash

TowBoatUS Fort Lauderdale was busy over New Years retrieving the bits of a Cessna that crashed into the Atlantic in the Bahamas.

U.S. Coast Guard air crews rescued the pilot after the crash on Dec. 22, and TowBoat went out in early January to bring the plane back, which was in about 8 feet of water.

“We anchored the M/V Becker about 2 miles away (it has a 10-foot draft), splashed a small boat using our crane and loaded our small boat with salvage gear,” said Barney Hauf, director of sales for the Pompano Beach-based towing and salvage company. “We refloated the plane, towed it alongside the Becker and hoisted it on board with the crane.

We loaded our small boat on deck, lashed everything down and came home.”

According to news reports, the plane was traveling from Norman Cay to Ft. Lauderdale Executive Airport. It descended near South Bimini Airport in late afternoon.

Sevenstar hires Manley

Holland-based Sevenstar Yacht Transport has hired Simon Manley as its new Caribbean Leeward Islands representative. Manley will be based in St. Maarten.

The Leeward Islands include the British and U.S. Virgin Islands and the French West Indies. Sevenstar transports yachts via lift-on/liftoff services on a fleet of more than 120 ships owned and operated by Amsterdam-based parent company Spliethoff Group.

Manley is founder of Shore Support and worked 15 years as the Caribbean manager of a yacht charter companies.

February 2015 A

A10 February 2015 FROM THE BRIDGE: Accidents

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Attendees of The Triton’s February Bridge luncheon were, from left, Adrian Longborough (freelance), Chris Lewis, Jeff Ford, Steve Steinberg of M/Y Illiquid, Craig Rutkai of M/Y Anne-Marie, Paul Corgill of M/Y Arthur’s Way, Paul Canavan of M/Y Mystique, and Michael Schueler of M/Y Rasselas.

PHOTO/LUCY REED

Accidents are fact of life and can be a learning experience BRIDGE, from page A1 Isn’t it?

“Well, you lost steering and hit the dock,” he said. “Yes, it’s my responsibility that the clutch cable came off, but …”

That sparked another round of stories about lost steering, which happened to several captains in the room. One captain said it happened once while the boss, an experienced yachtsman and good boat handler, was driving.

“Now, every time before I head into harbor, I put it in neutral, back and forth,” this captain said. “That way, if there’s something wrong, I have time to go down and fix it before heading into port. Yeah, the owner had the issue, but I learned from it.”

One accident that sparked a lot of conversation was the 196-foot (60m) M/Y Dream (ex-Excellence III) running over Devil’s Backbone in the Bahamas soon after being bought by a new owner. The discussion was less about the accident and more about the actions of a new, young captain.

“That was a young guy who was moved up who didn’t have experience enough to reign himself back in, and ended up doing something that we can all, in hindsight, see is stupid,” a captain said.

They also acknowledged that inexperience isn’t cause for dismissal, and neither is bowing to pressure from an owner.

“When I was a new guy, I did stupid things because the boss wanted me to,” another captain said.

“But the guy who says no can get another job; the guy who says yes and

does something like that will never work again,” said a third.

All the captains agreed that they have done things in their career, made decisions they perhaps shouldn’t have, and got lucky to make it through. The captain of Dream on that day likely hoped the same thing would happen to him.

“If I’m a young guy reading this, I want to define an accident,” a captain said. “Am I liable, is it negligence or gross negligence? That’s significant.”

Are accidents acceptable in yachting?

“Of course,” one captain said.

“They are a fact of life,” another said.

“People make mistakes,” said a third.

“Every time you publish a story of the follow-up to an accident, I learn something,” the first captain said. “I like looking at accident reports.”

One captain regularly reviews MARS reports, Marine Accident Reports Scheme, published by The Nautical Institute (www.nautinst.org, click on “knowledge”, click on “MARS”) to learn from others’ accidents.

“A captain who is a mediocre manager will say no, they don’t have accidents,” a captain said. “A captain who is a leader will say ‘you don’t have enough time to hear about them all.’

You make a thousand good decisions every day and more than a few mistakes.”

“We have a culture of protecting ourselves,” another captain said. “I would love to learn about accidents from other captains, but we’re so tightlipped about it.”

That prompted one captain to tell

See BRIDGE, page A11

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FROM THE BRIDGE: Accidents

Captains have lost pride, jobs over mistakes, but not license BRIDGE, from page A10 the group about his $30,000 loss when he went aground with dead controls.

He wrote about the incident for the insurance company and keeps that statement with him whenever he’s interviewing. In getting his most recent job, he offered the information to the owner.

“I think it’s a positive,” he said. “It established a rapport of trust. He felt right off the bat that I wasn’t hiding anything.”

Accidents cost different captains different things, not the least of which is pride.

“And you can lose your license,” one captain said.

Can you? While it may be technically possible, has anyone ever heard of anyone losing their license over an accident? They admitted that they had not.

“Lots have lost jobs because of groundings, though,” said another captain.

Another captain told the story of grounding and pulling the prop, causing the shaft to damage the stuffing box and take on water. The owner was furious and stormed off, firing the captain as he left. But the captain stayed all night anyway, taking care of the boat, stopping the ingress of water, getting it to a safe place.

“That justs shows he lost more than you,” another captain said.

That accident has come up in job interviews, but the captain doesn’t think it has hurt his career. He soon found another job.

“With an inexperienced owner, you have to convince him it’s OK – not OK, but acceptable – that you had an accident,” one captain said.

“And the older you get, the less likely you are to have an accident,” another said.

“But we’ve all had situations where we were lucky,” said a third.

One captain who admits he is old enough to know better told of taking a yacht that was borderline in dimensions into a marina that could barely fit it.

“I was overly confident,” he began.

“She’s a new owner and I knew I could do it.”

But while the marina was deep enough for the keel, it didn’t extend much beyond the center of the channel, so his stabilizer fin hit the rocks, causing damage.

“I did the same thing,” another said.

“We all had this happen to us,” said a third.

“If you haven’t been aground, you haven’t been around,” another captain said.

“We all push the boundaries because

the owner wants us to,” said another.

“I was pushing my own boundaries,” the first captain said. “I was cocky.”

If accidents are part of life as a yacht captain, and sometimes they cost you your job and other times they don’t, what is that missing ingredient? Why is it OK for some captains to have accidents and not for others?

“Assuming the captain is a prudent mariner, the whole issue is the owner,” one captain said. “Some owners trust and respect you, but with other owners, even after you’ve been with them for years, they challenge everything you say. It’s different with how they handle their jet pilot. If the jet pilot says no, we can’t go, it’s no.”

One captain had a former mate who made it to captain and one of his first tests was to go out in inclement weather, a choice he resisted.

“He called me and I told him to go out and turn the stabilizers off,” this captain said. “The owner respected him after that.”

But this new captain had a mentor to call. Not all of them do, do they?

“The young guys all have someone to call,” another captain insisted. “If they don’t call, it’s their fault. They have the infrastructure to call.”

“But their ego gets in the way and they don’t ask,” said a third.

“It all boils down to experience,” another captain said. “In my 20s, I didn’t understand that the decisions I made could cost someone their life.

Now, I truly realize what it means when I make some of the decisions I make, knowing the engineer could lose an arm. If there’s any question, I certainly will say no.”

“It’s a funny business,” said that captain who whispered to me at the beginning of the lunch. “If you do run aground, everyone’s going to know about it. Eight minutes after I ran aground on the sandy bank off Key Biscayne, I got a call that said I had hit the rocks. Eight minutes.”

“And no one knew when I ran aground in Yarmouth,” said another.

This business of accidents is contradictory for captains. They are embarrassed when it happens, but once their peers opened up to their own mistakes, it was almost as if they wore their experience like a badge, part of the price they pay to become good at what they do.

“Experience comes from bad judgment,” one captain said. “Good judgment comes from experience.”

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

February 2015 A11

A12 February 2015 CREW NEWS: Chef writes novel

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Chef breaks from culinary world with adventure novel

By Dorie Cox Yacht Chef Victoria Allman values facts and truthfulness. Her first two books are well-researched collections of international recipes and actual vignettes from her career onboard yachts with her husband, Patrick.

But her most recent book takes her off course. “Wander” is a work of fiction and it is set on a sailboat.

“At first, I struggled with making things up,” Allman said. “With yachting books I wanted to be 100-percent correct. With this, I felt like I was lying at first.”

With the help of a writing group of mystery authors and some research, Allman realized, “just because you haven’t killed someone, doesn’t mean you can’t write about it.”

It was time for something new.

The idea for the novel started about eight years ago while scuba diving in St. Thomas. Sean of Pirate’s Chest treasure shop told tales of finding coins, pottery and bottles from shipwrecks.

“He started talking and I started underwater thinking,” Allman said.

“Wouldn’t it be cool if someone really found big treasure?”

During that dive, a plot emerged: A

woman sails to the Caribbean to find her father who she was told was dead.

Even with fiction, Allman prefers to write what she knows (Allman said she does know where her parents are). But for this book she had to learn a few new things. Since the character sails a 30foot boat, Allman wanted to learn.

“I took lessons and learned how to sail so I could use terminology correctly, and we dove more so I could get those scenes right,” Allman said. “I gained hobbies to write this.”

Allman is already planning her next work of fiction. But even in a novel, Allman could not fictionalize the locations of Ft. Lauderdale, Key West, Turks and Caicos, and the Virgin Islands. The next setting will be New Orleans and the Bahamas.

“It’s filled with the places crew have been or are going to, every bar and restaurant that is part of the yachting life. I have spent 15 years visiting these places on yachts. Each stop is a real-life place, 100 percent true.”

For more on Wander visit www. victoriaallman.com.

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

The Triton

www.the-triton.com TRITON NETWORKING: Yacht-Mate Products

February 2015 A13

Start fresh with Triton networking with Yacht-Mate Products Yacht-Mate Products will highlight its services and products in its showroom during Triton networking on the third Wednesday of February (Feb. 18) in Ft. Lauderdale.

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

Q. Tell us about your company.

Yacht-Mate Products is in its 16th year of business providing state-of-theart water and air treatment equipment.

We have a showroom and warehouse offering everything from 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 softening systems. 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 program includes treating water from dockside to prevent hard water with softeners or fresh water reverse osmosis systems by Spot Zero.

We recommend UV sterilizers and drinking water systems.

We offer a variety of other systems, including a line of hydroxyl generators for odor control in bilge and vent lines, portable units for living areas, and air conditioning units to eliminate mold and bacteria, as well as the Gelair line of products. The Ecomar small packaged sewage treatment plants are economical with a small footprint.

We have the Icesea fresh and saltwater flaked ice systems and we added a new line of products by Harsonic that prevent biofilm, which is the initial step of fouling and algae that builds on hulls, shafts and sea chests.

Q. Who uses your products?

We have many end users 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 has been installed on a new Westport 112.

Q. Tell us about yourself.

I am born and raised in Pompano Beach, Fla., and still reside there. I love the Florida lifestyle and all it has to offer. I like being active; I ride my bike at least 10 miles a day and I walk the Ft. Lauderdale A1A half marathon, which is this month (Feb. 15). I love to fish and go out boating with friends and family. And I got married last April.

Q. How did you get into this?

I started in the water business in 1991 when I worked for 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 of the water factory line of reverse osmosis and filtration systems.

In 1998, I got involved with a small water company in the marine business and went on my own in 1999. I created Yacht-Mate Products in a niche market for water softeners, which are unlike the PVC-type systems being offered.

Q. What sets your business apart?

We stay focused on just water and air treatment so we can provide updated and innovative products to our clients.

Q. What do you want all to know?

Customer service is No. 1. If they need a special filter, we can source it easily with our contacts. We want to make sure our customers come back.

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. Tell us about some of your staff.

When you stop by our office, you will be greeted by my Labrador Lucy.

Gracie, my beloved 11-year-old black Lab, passed away Jan 13. Debbie DeBrocq 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. 18 networking event will be at the store at 3200 S. Andrews Ave., Suite 105, in Ft. Lauderdale (33316).

A14 February 2015 TRITON NETWORKING: Marine Outfitters

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Start month at networking with Marine Outfitters On Feb. 4, the first Wednesday of the month, we bring Triton networking to Marine Outfitters, formerly known as Claire’s Marine Outfitters, in Ft. Lauderdale.

Captains, crew and industry professionals are welcome to join us from 6-8 p.m. for casual networking.

No RSVP is needed.

Sakran Until then, learn more about Marine Outfitters from owner Adam Sakran.

Q. Tell us about Marine Outfitters.

Since 1988, Claire’s Marine Outfitters has been a steady force in the industry.

It has been here consistently over the years with no gap in service. We have worked hard to maintain the level of customer service that it takes to meet our customers needs.

Q. Founder Claire B. Miller died last year. What’s her legacy?

I believe she set the standard of service for most chandleries. She really understood the needs of the captain and crew onboard and we have worked hard to follow her lead. We continue to pursue that standard as we push forward with all the new technology and the changing environment of the yachting industry.

Q. Is the name changing?

Yes, we had always planned to amend the name at some point for marketing purposes. It has been a difficult decision because the name Claire’s Marine Outfitters is so solidly and respectably entrenched in the industry locally.

It’s funny, I have been approached by people from the moment I purchased the company asking, “When are you going to change the name?” On the other hand I am told, “I can’t believe you’re changing the name.”

All said, looking forward into a macro-marketing environment, using a name that simply explains what you do makes more sense.

Q. How long have you owned this?

I can’t believe it, but the middle of March will be four years. I had been in the marine industry right up until Hurricane Andrew hit South Florida in 1992. That same event dragged me into the construction industry, which I stayed in for almost 20 years.

The construction industry changed dramatically several years ago, which prompted me to get out of it. Shortly after, I started looking for small companies that had potential that I was interested in. And here we are, living my history.

Q. What should yacht crew know?

When I look at our history of sales

and relationships, it seems that we have always had a strong engineering focus here at Marine Outfitters. We have relationships with manufacturers in Europe and in the U.S. that are more than 20 years old and still very strong.

The demand placed on crew by the owners has created a level of service in this industry that is unparalleled. Our staff is a special group of people that understands how important it is to fulfill the needs of our customers. We have worked hard to continue this level of service and we are working on ways to improve in the future.

Q. How is the new Web site?

A good interactive Web site always presents challenges, and this is another example of just that. Its evolution has been an attempt to streamline the communication between us and the crew’s needs, whatever they are, being emergent or just yacht spares.

The struggle of the new technology is in grasping and implementing the human interface portion, actually giving the crews a technology they would prefer to use.

Join the networking event at Marine Outfitters south of State Road 84 behind Lester’s Diner. The address is 2921 S.W. Second Ave., Ft. Lauderdale (33315).

Contact the company at +1 954-5234301, www.cmoh2o.com.

The Triton

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YACHT CAREERS: Crew Coach

Uncertainty is here to stay in the life of yachting’s crew I recently had a conversation with appreciative state of mind each day. She a crew member of a private yacht who also says she feels it when she doesn’t was having some difficulty with the do it for a few days. Things start to feel yacht’s unclear itinerary. When she a bit off and her attitude can start to spoke with the slip from that healthy place of gratitude captain about it, and appreciation. he had only limited This approach might not work for information from everyone but if it resonates with you at the owner. all, you may want to give it a try. The Welcome to bonus is that operating from a place of yachting – and gratitude and appreciation can really to life – where help in dealing with uncertainty. uncertainty is You may not have all the answers not unusual. It’s you’d like and plans may change more something we than you like, but if you’re grateful Crew Coach know conceptually for the opportunity and appreciate Rob Gannon but sometimes the experience, you will have fewer have difficulty concerns. accepting. It can get frustrating when Another source of help in getting we don’t get all the answers or all the more comfortable with uncertainty informatoin we think we need. is understanding impermanence.

One of the reasons for this Everything is in a state of change. frustration is that we don’t get the Nothing is permanent. This life is secure feeling we desire. When there is one big flowing river of change. Our a lot of uncertainty there can be a lot thoughts change, our bodies’ change, of insecurity and our relationships that makes us change and it uncomfortable. all keeps rolling Everything is in a state So, for help along. Sometimes of change. Nothing is in dealing with we would like permanent. This life is uncertainty, things to stay as it’s important they are forever, one big flowing river of to remind but deep down change. Our thoughts ourselves of that we know this is change, our bodies’ inescapable fact not possible. of life: Life is filled Sometimes change, our relationships with uncertainty. when we are in change and it all keeps That will never a stormy sea of rolling along. change so we concerns, it helps might want to get to remember as comfy as we that wise saying, can with that fact. “this too shall That being said, there are times pass”. Whatever the storm is, it will when information is definitely needed stop raging and the seas will subside for planning purposes. The captain in due time. Conditions will not and crew need to know when a yacht is remain permanent. It can feel at times departing in order to prepare. There are like things seem to go on forever. A times when everyone cannot be in the charter season can seem like forever. dark, yet there are also times when you Heck, a single charter can seem like just have to accept things the way they forever. Just remind yourself it will are. Every experienced yachtie knows not last forever and stay present when being adaptable is fairly important conditions are challenging. Just handle in their day-to-day activities. Plans today. change, owners change their minds, I hope this helps anyone out charter guests change their minds, and there who may be struggling with crew need to be able to roll with it. uncertainty or lack of information. Stay This isn’t always easy but having appreciative and grateful. Do the best a healthy attitude about it all is work you can and try to relax with the imperative. unfolding of things. Your situation will Sometimes it’s nice to step away evolve and some clarity will emerge. from big-picture thinking. First of all, Try and make friends with that pesky that big picture can change, right? uncertainty. You might as well, it’s not Also, sometimes it just feels good to going anywhere. operate in the present, taking care of Enjoy the voyage. today, keeping your focus there and just enjoying that.

Rob Gannon is a 25-year licensed I have a coaching client who keeps captain and certified life and wellness an appreciation journal. Every morning, coach. He offers free sample coaching she writes down the things and people sessions and can be reached at rob@ she appreciates. This works well for yachtcrewcoach.com. Comments are her. She says it puts her in a positive, welcome at editorial@the-triton.com.

February 2015 A15

A16 February 2015 LEADERSHIP: Taking the Helm

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Leadership takes courage, and courage takes practice People have searched for the perfect mixture of leadership characteristics for thousands of years. Unfortunately, for every list of characteristics that gets created, another list can hold contradictory information.

The inconsistent nature of what others consider leadership qualities makes it hard to know Taking the Helm how to become a Paul Ferdais better leader.

Fortunately, one characteristic has been proven to be foundational to leadership: Courage.

Courage is about having the guts, the nerve and the commitment to create change and do what is right. Truly effective and outstanding leadership rests on courage. Without it, leadership loses its effectiveness.

The opposite of courage, cowardice, is on display when a leader fails to make the effort required. Fear of confrontation or of being judged are only two of the many reasons fear paralyzes us into inaction.

Cowardice can perpetuate behaviors that leaders may not want, but tolerate anyway. This can include the avoidance of conversations about gossip, bullying, sexual harassment and other issues.

Courage enables leaders to face their own fears for the sake of others because it’s the right thing to do.

An example is the tolerance of illegal drug use among crew. If leaders don’t demonstrate the courage to change expectations and exhibit zero tolerance, chances are that no one else on the team will say anything about it.

Ushering in change is challenging.

It’s courage that gives a leader the inner strength to meet and overcome any challenge set before them.

What makes leadership tricky isn’t learning about some obscure theory, it’s putting hard choices into action. All of the knowledge in the world does no good without the courage to walk the talk. You can’t just learn about courage; you have to put it into practice.

Being an outstanding leader rests on a willingness to experience the discomfort of saying or doing what needs to be done. Consider when a captain’s girlfriend, who’s been hired as chief stew, sets policy for the vessel and behaves like she’s the boss. It takes courage from the chief mate to speak to the captain about the situation.

Courage means speaking up when others are silent.

Everyone wins when courage is displayed by the leader, which creates a model others can follow. This will

decrease the fear team members may have about having their own difficult conversations. With less fear, crew members will more willingly speak up.

Nelson Mandela once said, “Courage is not the absence of fear, it’s learning to overcome it.”

So where does courage come from? No one is born with it. Courage is developed through practice, like any other skill. Every time you feel uncomfortable taking a first step, you build courage.

As a leader, do you model these courageous behaviors for your crew?

Accept responsibility. When things go wrong, courageous leaders accept responsibility for their actions and the actions of their teams.

Courageous leaders don’t lay blame or point fingers at others.

Say what needs to be said. Even though you will feel discomfort, have the difficult conversations in order to create dialogue. Dialogue is essential for creating a win-win situation for everyone involved.

Communicate openly and frequently. This ties in with saying what needs to be said. Communication is synonymous with leadership. If you don’t keep people informed, fear can develop in the form of gossip, rumors and uncertainty. Courageous leaders share information, no matter how bad it may be.

Hold everyone accountable.

Lay out clear expectations for people to achieve and hold them to it. Just because someone is a spouse, boyfriend or good friend of the leader does not excuse poor performance. Leaders need to have the courage to confront crew members when they don’t meet expectations. Accountability begins with the leader. Hold yourself to the same standard as everyone else. If you don’t, you’ll be seen as a hypocrite.

Accept feedback. Being told we aren’t good at something can be a blow to our ego. Courageous leaders willingly accept feedback and act on what they are told. Demonstrate courage so others can be courageous, too. Feedback can improve your relationships and leadership style if you courageously listen and act.

“Courage is what it takes to stand up and speak,” Winston Churchill once said, but “courage is also what it takes to sit down and listen.”

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

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FROM THE FRONT: Cuba

U.S. yachts anticipate flying the Cuban courtesy flag more easily as details PHOTO/CAPT. MARTIN SECOT between the countries are clarified.

Insurance questions linger until details are finalized CUBA, from page A1

medical issues faced problems if their yacht visited Cuba.

“If crew have medical expenses, should be even easier, Connor said.

“A luxury yacht is hard pressed to go they either quit or hope they don’t get sick while there,” Bononi said. “The as a charity, but there was an [owner] that filled his freezer with meat he gave challenge is that the crew doesn’t get to decide if the yacht goes to Cuba.” away to Jewish synagogues, and he But since the announcement, at didn’t have a problem,” Connor said. least one insurer launched a new policy.

While yacht captains and owners “I am sure all companies will address with U.S. ties have figured out ways to it, but as of today I have only heard of visit Cuba in the past, there still always one so far,” Bononi said. “If a boat calls was the shadow of the Helm Burton us to go, we’ll contact the insurer to Act, the U.S. law that defines the see if their policies have changed or economic embargo against Cuba. Part of that means insurance companies will adapted.”

According not cover a yacht to the White with ties to the To apply for license House, talks U.S. to travel there.

Apply for a license to travel to will also include “There is Cuba from the U.S. Department discussions discussion of Treasury’s Office of Foreign with the Cuban amongst and Mexican Assets Control at www.treasury. legislators about governments on the possibility of gov/ofac. the unresolved complete repeal maritime of the Act and boundary in the Gulf of Mexico. Official some additional modifications to the documents state, “Previous agreements embargo that would permit commerce between the United States and Cuba in Cuba by U.S. businesses,” said S. delimit the maritime space between the Scott Stamper, senior vice president two countries within 200 nautical miles with Atlass Insurance Group. from shore. The United States, Cuba, “But until then, the embargo and Mexico have extended continental prohibits U.S. citizens or companies shelf in an area within the Gulf of from doing business in Cuba.

Mexico where the three countries have “If there is an instance of property damage or bodily injury, we can’t legally not yet delimited any boundaries.”

Despite all the uncertainty, one adjust a claim or exchange money thing is clear: discussions have begun, or authorize a marina to do repairs, and things are changing for yachts with or even send adjustors to review the U.S. ties that want to visit Cuba. After circumstances related to the loss,” he all, yachts are all about the travel and said. “As enthusiastic as we are for our the location. insureds’ opportunity to visit, we are “I ran boats a million years ago and anxiously awaiting to see if there are changes in the law that will allow us the we took a 68-footer to St. Maarten, authority to extend insurance coverage Antigua and almost died with the weather and wind,” Reardon said. to include navigation to Cuba.”

“Cuba is protected, it’s way closer and He sees what most of the world sees when it opens up, it will be heaven.” in regards to this relationship: “As the “As soon as they can give the all embargo and sanctions are repealed, clear, yachts will go,” Connor said, “but Cuba will likely become a regular part we can’t yet give that blanket all clear of every boat yacht policy,” Stamper yet.” said.

Health insurance for crew has also Dorie Cox is associate editor of The been a concern, but that is changing, said Mark Bononi, director of the yacht Triton. Comments on this story are welcome at dorie@the-triton.com. division at MGH. Previously crew with

February 2015 A17

A18 February 2015 WRITE TO BE HEARD

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Captains play valuable part in industry growth

By Capt. Ian Bone Reading the recent article published

by The Triton where captains appeared to make some resolutions for 2015 [From the Bridge: “Captains resolve to make yachting better,” page A1, January issue], I’m heartened and quietly optimistic that many yacht captains are coming to realize that they have a wider responsibility in this industry that goes beyond their own vessel.

However, I am reluctant to say it, though in some ways captains (collectively) only have themselves to blame for the status of performance, presentation, crewing and training within the yachting industry.

Captains’ actions – or the lack thereof – have been a contributing factor in the manner in which crew are (mis)managed, the (poor) relationships with owners, and how training is organized and delivered in the industry.

These features are not symptoms that have just arisen overnight but have incrementally developed as the industry has grown. Moreover, this is not just geographically limited to the Americas but applies globally wherever yachts are located.

Conversations I have had over the recent past with suppliers, insurers, yards and other industry participants reveals that there is a fair degree of

concern and anxiety over the skills and capabilities of some captains, particularly in the so-called “soft skills” of management (communication, recruitment/selection/termination, team building, performance review, delegation, etc.). Additional concerns in support skills such as accounting, budgeting, reporting and technology knowledge have also been expressed.

Crew continue to voice their concerns about the capabilities of some captains (Triton survey, October 2013), which in turn illustrates that all is not well in the leadership/management space for many vessels.

Moreover, a survey done by The Triton last year (January 2014) illustrated the gap in perceptions of understanding of communications concerning captains and crew.

Discussion with industry sources confirms what we already have known, that, according to many owners, it is the capability and performance of the crew that either make or break the ownership experience. Of course, this is only anecdotal as no research has ever been done examining this topic.

It is vitally important to the longterm health of the industry to have owners who are not just satisfied but are enraptured and exhilarated with the professional performance of their crew. Service excellence in the industry

for all crew onboard is critical.

I’m encouraged that captains are talking about these matters.

Recognizing and discussing their own performance shortcomings gives me some confidence for the future.

Getting real change started is about establishing a framework for change.

A group of captains has taken the initiative and started an organization to capture the collective views of yacht captains and to seek ways and means of converting these concerns into action.

The Yacht Captains Association represents captains and fosters continuous professional development.

Although it is still early days, the YCA is established, has made some advances in 2014 and intends on strengthening its role in the industry in 2015.

All captains are invited to consider membership. Like any membershipbased organization, its strength is determined by its membership.

The YCA is encouraged by the growing realization that captains have a responsibility to contribute to the growth and positive development of the yachting industry. We look forward to further strengthening our role in 2015.

Capt. Ian Bone is board chairman and co-founder of the Yacht Captains Association. Contact him through www. yachtcaptains.org.

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Better rail bridge would solve river traffic delay issues Moving the railroad to out near highway 27 is a great idea [“Saving the goose and her golden eggs from All Aboard Florida”, page A18, January 2015].

It would be easier and cheaper however to just move all the marine service facilities east of the bridge.

Why is it moving the marina is viewed as absurd, but moving the railroad is a great idea?

But let us accept reality. The railroad is not moving. That leaves three alternatives: a high bridge, a tunnel, or a new, faster bridge.

Given the constraints on grade that affect railroads, the long slope needed for a high bridge would stretch for miles, creating a wall too high to cross at grade and too low to use a highway underpass.

On the other hand, a tunnel would require the same long slope but would be easier to cross with streets (cars can handle short steeper grades to get over a declining rail cut). Either way, we are speaking of something in the hundreds of millions, if not a billion, dollars in total.

Therefore, it is time for a new state-of-the-art bridge that can open and close faster. If Google can develop a car that drives itself, we should be able to engineer a bridge that moves faster. Knowing what is not possible makes it easier to focus on the possible.

Julian Rogers Ft. Lauderdale

WRITE TO BE HEARD

February 2015 A19

CREW EYE

C

apt. Chris and Chef Sylvie Berg shared a view from their life onboard M/Y Intrepid and included greetings for the new year.

C

apt. David Sloate shared this photo of the “great crew” of M/Y Cocktails after their secret santa party in Isle de Sol marina just before their holiday charter started. Here’s hoping the holiday cheer lasts all year.

Any mariner’s death hits us all; fair winds to young bosun We did not know Nathan [“Bosun drowns in St. Thomas,” page A5, January 2015], but he was a fellow sailor … and when a fellow sailor crosses the bar on his final voyage, we all lose a valued family member. RIP Nathan.

Condolences to his family and to the captain and crew of M/Y Lady Sheridan.

Dave & Desiree Bean S/V Majestic Spirit

Scientific charter desired

I’d like to thank and commend you for covering such an important topic that largely has no voice [“One planet’s trash, one captain’s education,” page B1, Decembe 2014]. Working on a boat that conducts scientific research would both satisfy my desire to travel and be educated of current, important, environmental matters.

Thank you for reminding me that those boats are out there. I never would have known about the pollution of plastic microbeads in the ocean.

Emily Sleger Crew member re-entering the workforce

USCG rules must be fair

Your story [“Six-pack exemption means boost to USVI yachting economy,” page A4, January 2015] is a great example of why the U.S. needs to be competitive with its neighbors or lose the valuable marine industry with its well-paying jobs.

Jeff Erdmann, chairman Public Affairs Committee Florida Yacht Brokers Association

SOS conjures memories

I was a cook on the Lightship

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

Nantucket 534 in 1973-75 as part of the decommissioning crew. SOS was one of the most popular breakfast items. [“SOS breakfast from an old Coastie,” page C9, January 2015] I still make it at home for a quick supper. It tastes great on a good rye toast.

I now am in the Coast Guard Auxiliary and sometimes go to Chatham Lightstation and relive the cook for the weekend or when needed, and yes, I make SOS there, too. Thanks for the memory.

Peter Bombard Springfield, Mass.

Owner’s View valuable

Well-written article with some great points. [“Owner happiness depends on communication,” page A3, January 2015] Thank you for that.

As a boat owner and a captain, I’ve

Contributors Ric Antey, Carol Bareuther, Dean Barnes, Capt. Chris Berg, Capt. Ian Bone, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Sue Hacking, Captains Natalie and Donald Hannon, Peter Herm, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Rich Merhige, Keith Murray, Chief Stew Angela Orecchio, Rossmare Intl., Capt. David Sloate, Capt. John Wampler, Capt. Jeff Werner

seen it from both sides and wish that this, and some other articles, were required reading for a job or boat ownership.

I’ll be printing this off and having any future crew read it, as well as reflect on it myself. Keep up the good work “Peter”, and thanks.

Trigve Papenfuse viaggiocharters.com

You have a ‘write’ to be heard.

Send us your thougths about anything you read in The Triton, or anything that bothers you in yachting: editorial@the-triton.com

Vol. 11, No. 11

The Triton is a free, monthly newspaper owned

by Triton Publishing Group Inc. Copyright 2015 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., Suite 201 Ft. Lauderdale, FL 33316 (954) 525-0029; FAX (954) 525-9676 www.the-triton.com

February 2015

B Section

Vegetables in your tank?

Biodiesel myths, anecdotes clog path to acceptance.

B3

Sea, stand-by, watch, yard time clarified under MCA We are an industry where bigger is better and appearances set the standard. With that ever-increasing desire by owners to push the envelope for a yacht’s overall length, we have seen that the safety regulations that dictate how a yacht is constructed and operated have not Rules of the Road kept pace.

In a longJake DesVergers awaited document, the UK’s Maritime and Coastguard Agency (MCA) published a Marine Information Note (MIN) in January. Titled MIN 498 (M), this note finally addresses the sea time needed for a license holder to cross over from the restricted “yachting” system and into the unlimited merchant navy licenses.

The MIN outlines the requirements for deck officers or ratings using yacht service as qualifying seagoing service toward the issue of an unlimited Certificate of Competency. The MIN also contains the new testimonials for those working on yachts.

First, let’s review how the MCA will require the sea service to be documented and the types of sea service that will be accepted.

The MCA requires that all yacht service be documented in the form of either (a) yacht service testimonials supported by a discharge book or (b) See RULES, page B7

New engineer column

We begin today a new column from the folks at Advanced Mechanical Systems in Ft. Lauderdale regarding engineering and engine room issues. Find the Engineer’s Angle column on page B2 each month.

Yachts sell this month List includes Charisma, Gusto, Black & White, Four Wishes.

B5

Make your own luck There’s more to getting crew spot than cv and job market. B6

In the room with MCA orals All that studying and it ends with you and the examiner. B7

CRUISING GROUNDS: Raja Ampat, Indonesia

UP CLOSE IN THE ISLANDS: The author and her family immersed themselves in the local culture in Indonesia and documented their adventures with photos and a blog. At left, a young Papuan girl paddles her outrigger. Below, several False clown anemonefish shelter in their anemone.

PHOTOS/SUE HACKING

Indonesia vibrant above, below the sea

By Sue Hacking The following comes from the blog about the cruising adventures of the Hacking family aboard their 48-foot catamaran S/V Ocelot. They have been cruising Southeast Asia since 2009.

21 October 2014, Fam Island, Raja Ampat, Indonesia We’re currently anchored off Fam Island, one of the few anchorages in Raja Ampat that’s only 30 feet deep over clear sand (most anchorages here are deep or coral covered).

This place is really beautiful. As I write this (late afternoon) the setting sun is casting glowing orange light on the bright green palms ashore.

Waves play gently with the soft sand beach. The water is swimming‑pool clear and so warm that we can stay in indefinitely. Colorful parrots fly between the trees, squawking continuously as they always do. There are no people around and not even any lights at night except the stars.

23 November 2014, Misool Island, Raja Ampat The anchorages here are generally

much deeper than we like. We carry 260 feet (80m) of anchor chain and we prefer to have a 5:1 scope when anchoring. But on Nov. 16, we had to anchor in 130 feet (40m). Luckily, the winds have been gentle, so much so that we’ve had to motor much of the time, so Ocelot didn’t drag.

For the past several days Ocelot has been sitting on a mooring next to the Misool Eco Resort. The folks at the resort are friendly and happy to fill our scuba tanks, so we’ve been diving most days. The islands here have fringing coral reefs that drop down in vertical walls, which makes for wonderful diving. Visibility underwater has been about 60-100 feet (20-30m).

Diving here is challenging because the currents can be strong and can change suddenly. I find at least two new (to us) fish species per snorkel or dive. One new interest are the tiny but colorful nudibranchs, but they’re difficult to spot as they look like blobs on the already colorful corals.

When we’re not diving, we’re snorkeling on the shallower reefs, between the islands and the dropoffs. We’ve seen vast fields of hard and soft corals in all colors -- reds,

greens, dark purple with electric blue tips, yellows, browns, you name it.

Clouds of fish surround us, staying just out of arm’s reach. We’ve seen schools of giant bump-head parrotfish, sharks, rays, groupers, venomous lionfish, turtles, trevally, wrass, vividly colorful angelfish and butterflyfish (some brilliant purple with bright orange accents), lots of anemone with their attendant anemone fish, huge

See RAJA AMPAT, page B10

B February 2015 FROM THE ENGINE ROOM: Engineer’s Angle

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The Triton

Packing, lip or face, catch leaky seal before problem turns major As part of a mechanical engineering services company, we get a lot of common service calls. One of the most popular has to do with leaking seals.

Water coming into the engine room can put the most seasoned captain or chief on edge, but many times, leaking seals are less of a catastrophe and more of something Engineer’s Angle that can be “selfRich Merhige medicated” by trained crew.

There are three basic types of shaft seals: 1. Packing glands, or stuffing boxes, are the basic, old-school-type of seal that uses a waxy cord (flax packing) around the shaft that is then “packed” into the seal housing, causing it to compress around the shaft.

In general, it’s accepted that these seals should drip water no more than two times per minute. Anything more than that and you should tighten the packing nut to reduce the seepage. The tightening of the nut, in essence, “resquashes” the packing around the shaft.

Eventually, the tightening will no longer reduce the leak, which means the packing will need to be replaced.

With some basic knowledge under your belt – or access to the manual – the packing nut can be tightened, but the threads must be kept lubricated with Teflon or Boeshield T-9. If that’s not doing the trick, get some new ones.

2. Lip seals are common (the ones made by Tides are a perfect example) and tend to be easy to maintain. They are self-aligning, flexible and dripless, which keeps the bilge dry.

The “lips” are rubber rings that sit in the housing. When the lip part of the seal gets worn or damaged, water will begin to leak in. Nicks, grooves or growth on the shaft can expedite wearing and make a leak even worse.

In most cases, an emergency spare is already in place, and the crew only needs to cut out the old one and slide the new one in. If there is no emergency seal in place, you should call a company with technicians who can uncouple the shaft from the drive, remove the coupling, and install a new seal.

3. Mechanical seals, or face seals, are popular with workboats and naval vessels, but are becoming more prevalent with pleasure craft. Wartsila manufactures these seals, and AME is an authorized distributor. Wartsila makes fully split, partially split, and non-split seals, all of which have their own specific benefits.

Another example of a mechanical seal is the PSS seal, made by PYI.

Mechanical seals are also becoming more prevalent with pleasure craft.

They usually use a carbon face-type seal, one mounted to the stern tube, the other to the shaft, which rotates.

The two faces are pushed together by a retainer ring on the shaft.

When this type of seal experiences a leak, it is either from damage to the seal itself or a burn out. The Wartsila seal has an emergency air bladder that can be inflated around the shaft while repairs are being made. When leaks are present with seals of this kind, a technician should be called because there are procedures for the seal to be set and function properly.

Most of the time, if it isn’t a clamp that needs to be tightened, it is lack of lubrication, which would cause the seal to overheat. Water injection lines are usually in place to feed the seal from the engine’s raw water cooling system.

Most yachts aren’t equipped with an alarm to signify when there isn’t proper water (or oil) flow to the seal, so it’s crucial that this is monitored on a regular basis. This burnout is caused by lack of a cool water flow, which could also allow for sand or silt to gather.

Even if only one engine is running and the other shaft is locked, it is crucial that the seal on the locked side remain properly cooled. This is the most common cause of seal failure that can easily be prevented, and adequate water flow cannot be stressed enough.

Overall, the easiest way to prevent big problems is to catch and fix little problems. Captains and engineers would help themselves to keep records of the seals onboard, installation dates, and records of service, including parts replaced, and their serial numbers.

Knowing this is half the battle.

If the basic troubleshooting performed by crew doesn’t work, and the seals or their parts aren’t due for servicing or nearing the end of their life, the seals may be victim of premature wear, which is often a sign of a bent shaft or major misalignment.

Another culprit could be a tear or other fracture to the seal or, even worse, the housing. In some cases, where an improperly trained company performed the installation, this may be the problem, and the best call is to call in a service company to assist you.

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

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

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

The Triton

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MOTORING: Diesel Digest

February 2015 B

Biodiesel, petrodiesel could fill your yacht tanks in the future “I have never had a large yacht request biodiesel,” Larry Lawrence said.

“Most yachts would not want to use straight biodiesel due to microbe and water issues.”

Lawrence should know. He is the marine services director at Port Consolidated in Ft. Lauderdale, a supplier of high quality motor fuels in Florida.

Diesel Digest With all the Capt. Jeff Werner buzz about green superyachts, it is surprising that yachts in South Florida are not using biodiesel, a renewable energy resource made here in the U.S. of A. Perhaps myths and anecdotes about biodiesel are cluttering the conversation and its acceptance.

Simply stated, biodiesel is a renewable alternative to petroleumbased diesel fuel. It can be made from any plant oil, animal oil, or even used cooking oil. In the United States about 90 percent of biodiesel is made from soybean oil grown for that purpose.

Biodiesel is not refined like petroleum diesel. Instead, it is produced by a chemical process called transesterification. This process

combines the fatty acids in soybean oil with alcohol to produce methyl esters, the chemical name for biodiesel.

This straight biodiesel is subject to standards that determine its fuel grade in much the same way that diesel cracked from petroleum is graded.

The American Society for Testing and Materials (ASTM) uses the D975 standard to determine whether a batch of diesel oil can be used as engine fuel or relegated to heating oil. The ASTM D6751 is the primary standard for biodiesel. In order to be considered a reliable engine fuel, biodiesel must pass the battery of tests outlined in D6751.

Straight biodiesel (also known as “neat”, just like a pour of straight bourbon) is 100 percent biodiesel. Neat biodiesel or B100 is seldom used as fuel since few engine manufacturers will warrant their engine components.

However, biodiesel blended with petrodiesel is used successfully to operate marine engines. The percentage of biodiesel to petrodiesel in the blend is represented by the number in the notation, e.g., B20 is a blend of 20 percent biodiesel and 80 percent petrodiesel by volume.

Cummins, which manufactures marine engines up to about 700 hp, approves the use of B20 biodiesel on many of its high horsepower products

that are fitted with common rail fuel injection systems. For larger engines with the horsepower needed for superyachts, manufacturers such as MTU allow their engines to be run on a maximum of B07 (7 percent biodiesel).

MTU’s intention is to have its newer engine designs run on B100.

Caterpillar engines, on the other hand, can now operate with B20 on its complete line of marine engines.

In Europe, MAN common rail engines are certified to run on B05. However, in the United States MAN will not approve the use of biodiesel blends on its common rail engines. Stateside, its engineers will only allow the use of these blends in older, non-common rail engines. MAN believes the quality of biodiesel manufactured in Europe is more consistent than in the U.S., but they do believe that will change.

Biodiesel blends, which are approved for use in marine engines, have at least one advantage over petrodiesel.

Biodiesel has a higher lubricity, which results in less wear to parts such as fuel injectors. Traditional diesel fuel uses sulfur for lubrication, and much of that component has been removed from the refined fuel to reduce emissions and the resulting air pollution.

There are two disadvantages of blended biodiesel. It degrades three

times faster than petroleum-based diesel, so proper fuel handling and storage techniques must be adhered to.

The other drawback is that biodiesel acts as a solvent and will dissolve or loosen the gum and tar deposits in the fuel system, which will cause the fuel filters to clog up. When converting from petrodiesel to a biodiesel blend fuel filters must be changed until the petrodiesel deposits are out.

Whether using a biodiesel blend or petrodiesel, a fuel preventive maintenance program is a must. Use of the proper fuel additives, regularly scheduled fuel polishing, and tank cleaning will assure fuel is clear, bright and within specifications.

But using a biodiesel blend will make a statement about your yacht’s commitment to the marine environment. It can be the first step in becoming a “green” yacht, which will help assure the seas we cruise will be enjoyed for many generations to come.

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

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

B February 2015 ONBOARD EMERGENCIES: Sea Sick

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The Triton

From the heart, quick tips for cardiac event When February rolls around, what is the first holiday you think of? If you are in a relationship, you’d better think of Valentine’s Day. And the symbol for Valentine’s day is the heart. So, this month, think about your heart and what would happen if it suddenly stopped beating.

First, I want to explain the difference between Sea Sick sudden cardiac Keith Murray arrest and heart attacks. A lot of people confuse them. Think of it this way: cardiac means heart and arrest means stop. If the person is not breathing, this means they are in cardiac arrest.

Sudden cardiac arrest occurs when the electrical impulses in the heart become rapid or chaotic, causing the heart to suddenly stop beating.

Think of cardiac arrest as an electrical problem.

A heart attack occurs when the blood supply to part of the heart muscle is blocked. Think of a heart attack as a plumbing problem. If left untreated, however, a heart attack may lead to cardiac arrest.

Statistically, the odds of surviving sudden cardiac arrest are low, less than 8 percent. Your odds of surviving cardiac arrest drop about 10 percent per minute until an AED – Automated External Defibrillator can be used to shock you back to life.

The key to surviving cardiac arrest is fast CPR, fast defibrillation and fast transport to a hospital.

There are two ways to perform CPR. The traditional CPR with 30 compressions and two breaths, and

what people call the new CPR, which is hands-only CPR, no mouth-to-mouth.

I’m going to discuss hands-only CPR as this is much easier and safer for the rescuer.

Here are the steps for performing hands-only CPR. 1. Call. Check the victim for responsiveness. If the person is not responsive and not breathing – or at least, not breathing normally – call 911 (or radio for help) and return to the victim. Look at the victim’s chest for about seven seconds to see if it is moving. If the chest is not moving, the

victim is not breathing and you must begin CPR. In many locations, the emergency dispatcher at 911 can assist you with CPR instructions, or you can begin hands-only CPR. 2. Pump. Begin chest compressions.

Push down in the center of the chest at least 2 inches (on adults) and release, and do it again. Do not stop. Push hard and fast at the rate of at least 100 compressions a minute, faster than once per second. If you can get the old disco song from the Bee Gees “Staying Alive” in your head, that’s the perfect beat, about 100 beats per minute.

Continue with chest compressions until trained personnel arrive or the AED arrives and you are instructed

by the AED to stand clear. Remember, the AED must be applied quickly. The faster you apply the AED, the better.

Check out these Web sites for three funny hands-only CPR videos. All are brief and informative.

British Heart Foundation and Vinnie Jones: www.youtube.com/ watch?v=ILxjxfB4zNk American Heart Association and Ken Jeong from “The Hangover” movies: www.youtube.com/ watch?v=n5hP4DIBCEE Canadian Heart Association and zombies: www.youtube.com/ watch?v=ApmPQDAzYyM Two interesting facts from the American Heart Association: 1. Nearly 383,000 out-of-hospital sudden cardiac arrests occur annually in the United States; 88 percent of cardiac arrests occur at home.

2. Effective bystander CPR provided immediately after sudden cardiac arrest can double or triple a victim’s chance of survival, but only 32 percent of cardiac arrest victims get CPR from a bystander.

The hands-only CPR method is intended for people untrained in CPR as well as situations when the rescuer is unable or unwilling to provide mouthto-mouth ventilations.

It is not a substitute for the traditional CPR with compressions and breathing, but it is far better than nothing.

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

The Triton

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BOATS / BROKERS

Large yachts Calixe, Sai Ram sell; staff hired Merle Wood & Associates has recently sold the 188-foot (57m) Feadship M/Y Calixe in conjunction with Fraser Yachts, and the 120-foot M/Y Charisma built by Danube Marine, which also joined its charter fleet.

New to its central agency listings for sale is the 130-foot CRN M/Y Sanoo (in a joint with KK Superyachts) and the 125-foot (38m) Heesen M/Y No Comment (in a joint with Luxury Yacht Group) listed for $8.9 million.

Fraser Yachts has sold the 169foot (52m) Benetti M/Y Sai Ram listed for $19.5 million, the 120-foot (36.6m) M/Y Charisma built by Danube Marine Consulting and listed for $3.15 million, the 120-foot (36.6m) Feadship M/Y Ozark Lady listed at just under $5 million, the 100-foot (30.5m) S/Y Jupiter built by Giorgetti & Magrini and listed for 845,000 euros, and the 78foot (24m) M/Y Yxt One built by Lynx Yachts and listed for 3.8 million euros.

New to its central agency listings for sale include the 140-foot (42.6m) CRN M/Y Rubeccan listed for 11.9 million euros, the 121-foot (37m) Benetti M/Y +Lejos listed for 10 million euros, the 114-foot (35m) M/Y Tamara Rd listed for 7.9 million euros, the 111-foot (34m) Moonen M/Y Azul A listed for just under $4 million, the 103-foot (31m) Eagle Westport M/Y Dauntless listed for $2.35 million, the 90-foot (27.6m) M/Y Tivoli built by Proteksan Turquoise and listed for $2.9 million, and the 80-foot (24m) Azimut M/Y Antares listed for $1.7 million.

New to its charter fleet is the 163foot (50m) S/Y Ohana built by Fitzroy Yachts.

In related news, the firm has hired two brokers, Maarten Ten Holter in Monaco and Trevor Carroll in Ft. Lauderdale. Holter worked for De Valk Yacht between 1987 and 1998 and went on to set up Vripack Yacht brokerage in 1999. His move to Fraser Yachts in January means Vripack Yacht & Ship Brokers ceased to operate as a brokerage company. Carroll worked at Atlantic Yacht and Ship and before that was a yacht engineer.

Burgess has sold the 162-foot (49m) M/Y Mim built by CMN and Oceanco and listed for 10.5 million euros.

Camper & Nicholsons International has sold the 130-foot (40m) Westport M/Y Gusto, the 129foot (39.6m) CRN M/Y Ariela, the 112-foot (34m) Sunseeker M/Y Black & White, the 112-foot (34m) M/Y Spike I, the 98-foot (30m) Azimut M/Y Noni, the 94-foot (28.5m) M/Y Martello built

by Astondoa, and the 76-foot (23m) S/Y Swan Lake II. New to its central agency listings for sale include the 147-foot (44.7m) M/Y Beluga built by Timmerman and listed for 17.9 million euros, the 145-foot

(44.5m) Baglietto M/Y New Master and listed for 9.75 million euros, the 143foot (43.6m) M/Y Silver Wind built by ISA and listed for 21 million euros, the 117-foot (35.7m) M/Y Crystal II listed for $4.9 million, the 104-foot (32m) M/Y Cassiopeia, the 105-foot (32m) M/Y High Roller, the 101-foot (30.6m) M/Y Sea Bound, the 100-foot (30.5m) S/Y Sindonemo built by Yachting Developments, and the 92-foot (28m) Sunseeker M/Y Winning Streak.

New to its charter fleet is the 127foot (39m) ketch S/Y Le Pietre available in the Eastern Med this winter.

In related news, the brokerage hired charter broker Marta Iglesias in its Palma office. Iglesias has worked in yachting more than 20 years, most recently at Fraser Yachts.

BYS has sold the 144-foot (44m) Palmer Johnson M/Y Four Wishes, and the 91-foot (27.7m) Burger M/Y Current Issue. New to its central agency listings for sale is the 84-foot (25.6m) Burger M/Y Jubilee for $2 million (in a joint with Annapolis Yacht Company).

The Overmarine Group has sold the first of its Mangusta (above) 132 series.

“This model was created in line with the group’s strategic development plan, through which it has been both extending and renewing our range over the last few years, as well as focusing on dimensional growth and greater efficiency, or better, maintaining a high performance with increasingly lower consumption,” said Francesco Frediani, group commercial director.

Mangusta 132 is the fourth new model of Maxi Open Mangusta launched over the past two years, following Mangusta 94, Mangusta 110 and Mangusta 165 E. The yacht is expected to launch this summer.

Northrop & Johnson has sold the 80-foot (24m) S/Y Paula Rosa built by Seaway and listed for 2.5 million euros.

In related news, the firm has hired David Seal as a broker in its Antibes office. Seal previously worked with Ferretti Group as sales manager of the CRN Shipyard, and with Camper & Nicholsons as a sales broker.

Cheoy Lee has sold two Alpha 76 yachts, one a 76 Express and the other a 76 Flybridge. The Alpha series yachts are designed by Michael Peters Yacht

Design with an interior by Luiz De Basto Designs. The series also includes an Alpha 87 Sportbridge.

In addition, a new Global 104 motoryacht was recently sold and is now under construction. The tri-deck design is a collaboration between naval architect Overing Yacht Designs, Cheoy Lee, and interior designer Sylvia Bolton Design and includes five staterooms and large country kitchen.

The builder is working on three new designs: a 150-foot long-range cruising yacht, a sleek 111-foot model and a new 68-foot design in its Bravo series.

Denison Superyachts has added to its central agency listings for sale the 164-foot Couach M/Y La Pellegrina listed for 21 million euros In related news, Ft. Lauderdalebased Denison Yacht Sales has partnered with Puerto Rico-based Industrial & Marine Service (IMS) to provide brokerage services in the Caribbean. IMS will receive Denison’s management and marketing support.

The firm will operate out of IMS’ Villa Marina office in Fajardo.

IMS is the new boat dealer for Sea Ray, Meridian, Scout, Marquis, Carver and Sea Vee. Sunreef Yachts shipyard launched in late December the first unit from its newest line of sailing catamarans, a Sunreef 74 named Wildberry. Two more are expected to be launched soon, 19th Hole and Blue Deer. In 2014, Sunreef 74 has replaced the Sunreef 70 line.

Heesen Yachts has delivered the 51m M/Y MySky to its owners in late November. Designed by Frank Laupman of Omega Architects, the yacht has an interior by architect Erick van Egeraat Washington-based Nordlund Boats recently delivered the 106-foot M/Y Rushmore, designed by R. Edwin Monk with an interior by Mary Flores Yacht Interiors. The long-range cruising yacht is made of fiberglass and has a draft of 4.8 feet. For more, visit www. nordlundboat.com Sunseeker has begun construction on the second in its 155 line, project Gold Diamond. It is scheduled to be launched in early 2016 and then available for charter.

February 2015 B

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 600/630 Savannah, Ga. 650/NA Newport, R.I. 650/NA Caribbean St. Thomas, USVI 820/NA St. Maarten 800/NA Antigua 810/NA Valparaiso 820/NA North Atlantic

Bermuda (Ireland Island) 840/NA Cape Verde 680/NA Azores 680/1,100 Canary Islands 720/980 Mediterranean Gibraltar 480/NA Barcelona, Spain 680/1,455 Palma de Mallorca, Spain NA/920 Antibes, France 620/1,420 San Remo, Italy 660/1,735 Naples, Italy 670/1,755 Venice, Italy 680/1,780 Corfu, Greece 660/1,600 Piraeus, Greece 680/1,540 Istanbul, Turkey 490/NA Malta 480/1,280 Tunis, Tunisia 460/NA Bizerte, Tunisia 460/NA Oceania Auckland, New Zealand 630/NA Sydney, Australia 640/NA Fiji 650/NA

One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Jan. 15, 2014 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 *When available according to local customs.

Washington-based yacht builder Westport has promoted broker Alex Rogers to director of sales. He will be in charge of new construction and brokerage operations. Rogers has been with Westport since 2001.

The company also appointed Ron Nugent, who was Westport’s director of marketing for nearly 14 years, as director of its sales and service facility in Ft. Lauderdale.

B February 2015

HEALTH: The Yachtie Glow

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Make your own job-finding luck; play the part One American deckhand asks why he isn’t finding permanent work when he has been doing a lot of dayworking.

Some crew want to blame their CVs or the job market for their lack of luck finding a permanent job.

However, from my experience, if you get daywork jobs, the problem is more about what The Yachtie Glow is happening Angela Orecchio when you arrive on board that is affecting your chances of being hired.

Captains are looking for deck crew who have the following qualities: 1. A personality they get along with and that will get along with the rest of the crew. They are looking for someone who blends in, personality-wise, with the other crew and who is friendly. A big portion of crew are not Americans so if you come across stereotypically American, this could hurt your chances of being hired. It’s sad, but it’s true.

2. Someone who is keen to work hard and is obviously not lazy. You need to show that you are willing to help out anywhere that is necessary. Offer to help the stews clean up lunch or offer to take out the garbage for the chef if you’re passing by.

3. Someone who takes directions happily and also has the intelligence to figure some things out on their own. Do not try and overstep your bounds by acting like you know everything. This will infuriate the first mate to no end.

4. Someone who does not have annoying habits such as talking loudly or being loud with other bodily functions.

5. Someone who presents themselves

well, does not have tattoos that show, Waxy’s. Instead, I went to bed early and etc. You need to look like a yachtie so had a plan for what I would do the next that the chief who is hiring you can day. While networking with fellow crew picture what the owner or guests on is helpful, being at the bar every night is board will see when you are standing not productive. Get up early and get to there to greet them. class or to the crew agents. Have some 6. Someone who shows respect to fun but make finding work a priority. the crew and officers on board. This 4. I highlighted my skills by is where many other cultures who advertising myself as a new stew with are raised in a more formal way have waitress and cruise ship experience an advantage over many Americans. in an online job board. From that I Captains and chiefs want to see that received two calls for temporary stew you understand rank. Respect all crew positions. but show extra respect to the chiefs.

5. When I arrived at my first I came to Ft. Lauderdale in March interview, I looked the part: khaki shorts, white polo and boat-style 2010, stayed in a crew house for three days, took my Silver Service course and shoes. I didn’t wear a lot of makeup before the course or any perfume. was over had two I took notes and Some crew want interviews. One of my appeared eager and to blame their CVs interviews turned out professional. Later, to be a temporary-tothe chief stew who or the job market permanent position hired me told me for their lack of luck on a 130-foot yacht that while my CV finding a permanent that led me to later got my foot in the become the chief door, it was my job. stew for 1.5 years. appearance, attitude How did I do this? and professionalism Many people say I was lucky, and that got me the job. while luck and timing has a great This can happen to you. Having deal to do with it, I also created this been in the industry for four years outcome with my actions. Here is how now, I can say that many crew do I did it: not do what I have outlined here and 1. I bought and read Julie Perry’s have a tough time finding work. If you “Insiders Guide to Becoming a Yacht keep and show your enthusiasm, stay Stewardess” front to back and took professional, and look the part, you will notes. be head and shoulders above many of 2. I prepared myself mentally by the crew looking for work today. making a vision board of everything I looked forward to about the industry.

Angela Orecchio is a chief stew and I kept it near my bed where I would certified health coach. This column see it every day. I’d look at it and get was edited from entries in her blog, The very excited about one day soon being Yachtie Glow (www.angelaorecchio. far away from LA city life on board com), which offers tips for crew on how somewhere exotic. to be healthy, fit and happy on board.

3. I stayed in a crew house where Comments are welcome at editorial@ most new crew spent their evenings at the-triton.com.

The Triton

www.the-triton.com

TRAINING: On Course

Top tips to prep before it’s just you and the MCA examiner the master-level candidate’s might Finally, the day has come. You are moments away from stepping into a have two or three, thereby making the room with an MCA examiner to take solution more challenging. your officer of the watch (OOW), chief The practical side is that the OOW mate or master has responsibility up to a point in each 500/3000 oral situation after which he gets to “call exam. the master”. The master candidate has It has taken an no such escape. His responsibility is OOW candidate perpetual, so he will have to carry the at least 4-5 years situation to conclusion. to get here. For Now that we have ourselves looking master-level good and know what might be on the candidates, it is exam, let’s look at the mental and probably closer to intellectual preparation needed for On Course 10 years. the oral exam. Knowledge is necessary, Brian Luke So here you are, but a clear and concise presentation of dressed in your this knowledge while under pressure is finest suit, sweating like you’re waiting essential to passing. for the executioner. Your attire may To help with this, many candidates not seem important, but in a minute find an oral prep course with a the examiner will step out of his room, reputable training center helpful. see you for the first time and make a Prep courses weed out any judgment about uncertainty, you. What kind refine existing of impression do knowledge, find As mariners move up you want to make? the gaps, and their progressive career Don’t forget, help candidates path, it is important to this examiner present their will grade your return to their boats and knowledge in a exam and decide simulated testing apply the lessons they – before you environment. have learned instead leave the room – Successful whether you pass. candidates are of just “data dumping” You enter the as prepared for the information for an exam room for their prep course exam. the next hour or as they are for two with just the the exam. That clothes on your means studying back and the knowledge in your head. for months prior for the prep. You Depending on where the oral exam cannot possibly learn it to examiner’s takes place, you will most likely sit at expectations the week before the exam.

If you fail, you can re-sit no sooner a small table directly across from the examiner, just the two of you. You will than two weeks after the initial exam. not leave again until the exam is over.

A third sit is available two weeks after However, most examiners will allow that, and subsequent attempts at least a bathroom break if necessary and three months later. provide you a glass or bottle of water.

As mariners move up their MSN 1802 outlines the certification progressive career path, it is important structure and examination and to return to their boats and apply the training requirements. The annexes lessons they have learned instead of to MSN 1802 contain the syllabus for just “data dumping” the information each of the oral exams and clearly for an exam. Studies show that those describe the subjects and detail which who immediately use what they are open to examination. Depending have learned maintain it longer. And on the candidate’s level, topics will periodic review of new information include navigational safety, response to also helps strengthen your knowledge emergencies, pollution requirements, foundation to build ever stronger upon ship seaworthiness, crew management it. and legislative requirements.

Really knowing this information for Many of the questions asked during the exam is the basis for being a safer your oral exam could be similar for and more effective mariner, after all. both the OOW and master-level candidate. However, the master-level Brian Luke is chief operations officer candidate is expected to have a deeper for International Crew Training in Ft. understanding of the concepts being Lauderdale. He is an airline captain and tested. holds a USCG 1600/3000-ton master’s For example, both could be ticket. ICT trains crew for entry-level asked about maneuvering the ship through 3000 ITC Master licenses, in restricted visibility. The OOW engineering and interior operations. candidate’s scenario may include one Comments on this column are welcome other vessel on the radar, whereas at editorial@the-triton.com.

February 2015 B

B February 2015

TECHNOLOGY BRIEFS

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Device alerts mariner to gas leaks; e-scooter launched System protects against gas leaks

Ireland-based BoatWarden, an early warning and monitoring system designer, has launched GasWarden, a new safety device to protect against propane leaks on yachts.

Engineer Kevin Hennessy, founder of BoatWarden, found that a recurring problem on boats was how the sea air can harden and corrode rubber o-ring seals over time, leading to gas leaks.

With gas being heavier than air, it bubbles around the bottom of the boat, eventually making its way forward toward living spaces and galleys.

The GasWarden system consists of a sensor that detects a gas leak and sends a signal to a switching unit fastened to the gas bottle. Once alerted by the sensor, a guillotine-type valve then automatically closes on the bottle.

For more information, visit www.

BoatWarden.com/GasWarden

Terra Motors unveils e-scooter

Japan-based Terra Motors Corp., manufacturer of two- and threewheel electric scooters, has launched the A2000. It has double shock rear suspension, a lead-acid battery, and

comes in three colors. Unlike its popular A4000i model launched in September, it does not include iPhone connection.

For more information, visit www. terra-motors.com.

New antennas bring HDTV to water South Carolina-based Shakespeare has launched the SeaWatch series of marine TV antennas. The 3004, 3010, 3015 and 3019 all provide over-the-air digital HDTV to vessels.

Featuring omnidirectional signal reception to eliminate the need to reaim the antenna, each model features a low-noise amplifier and AC, DC and USB power adapters.

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

The Triton

www.the-triton.com

OBITUARIES

Derecktor’s metal foreman dies at 57; carpenter at 43 Gary Hays, foreman of the metal shop at Derecktor Shipyard in South Florida, died of a heart attack on New Year’s eve. He was 57 years old.

Hays “He was a 20year employee, foreman of our metal shop and a key player,” said James Brewer, director of sales and marketing at the yard. “On a personal side, he was a close friend to a lot of the guys and our customers,” he said. “He was well-respected and liked.”

Mr. Hays started his career at Broward Marine and joined Derecktor in 1994. He leaves behind a wife, Lenora, and three daughters, Selina, Alissa and Lauren.

A fundraising page has been created for the two younger daughters on YouCaring.com (search for “hays girls”) to ensure they have money for college.

“Many captains and many owners have Gary to thank for figuring out how to, and then designing or fixing whatever was needed on their vessels,” said Nance Fowler, a former yacht chef

and friend of Mr. Hays. “He’s done so much for us over the years, we can afford to do something for him.

“I have never seen a shipyard grind to a halt like that before,” she said. “We are hoping that yacht captains and perhaps some caring owners, too, that have had the benefit of Gary’s insight and talent, his design and fabrication skills, would pay tribute by helping to support his children’s education.”

– Lucy Chabot Reed

Cancer claims carpenter Nguyen

Tinh “Tee” Nguyen, owner of 360 Degree Yacht Refinishing in Ft. Lauderdale, died last December of cancer. He was 43.

Friend Richard Rhodes is now general manager of the company and said Nguyen excelled in carpentry work on yachts and was a fiberglass painter and bottom specialist.

“He saw the need to do more than other people,” Rhodes said.

Originally from Vietnam, Nguyen grew the company to three locations, including Universal Marine in Ft. Lauderdale. He is survived by his wife and four children.

– Dorie Cox

February 2015 B

B10 February 2015 CRUISING GROUNDS: Raja Ampat, Indonesia

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Education continues to prevent reef bombing and ray slaughters RAJA AMPAT, from page B1 schools of fusiliers with their electricblue striped bodies and bright yellow tails, elegant Moorish idols with their ridiculously long dorsal fins, lobsters, the list goes on and on.

Misool Eco Resort has leased many of the surrounding islands and waters from the local villages, and made them no-fishing, no-take zones. They’ve contributed to educating the locals about the damaging effects of bombing

The author climbs a forested limestone hill over Wayag Islands (above) and dives one of the famous walls in Raja Ampat (top right).

PHOTO/JON HACKING

the reefs (still a common practice in Indonesia, as well as much of Southeast Asia). Many subsistence fishermen have now built modest “home-stay” cottages over the pristine waters. They’re starting to appreciate the benefits of preserving their reefs.

Calvin, who runs the diving operation at the resort, is also the founder of the Misool Manta Project.

Manta rays are huge filter feeders but are being slaughtered for their filter racks, which get sold to the Chinese medicine market for $250 each. His project (and others) have been instrumental in pushing through legislation to ban hunting Manta rays in Indonesia.

between Gam and Yanggelo. Hilly, forested Yanggelo Island is home to hornbills, cockatoos, herons, kingfishers, parrots and hundreds of birds whose liquid songs serenaded us throughout the day. We and two other cruising boats tied ourselves to mangrove trees over 90 feet of clear 25 December 2014, Gam Island, warm water. Each day we spent 4‑5 Raja Ampat hours snorkeling It is early in three distinct Christmas morning marine habitats. and Ocelot floats in In the a mangrove‑rimmed fast‑flowing passage bay with wavelets between Gam and lapping against our Yanggelo, we drifted hulls. Overhead, above the shadowed the stars wink shapes of large lazily through the groupers, snappers pre‑dawn mist, and and barracudas. beneath us the fish Large rays flew must be stirring beneath us, and on for the silence is Beautiful steephead parrotfish the bottom lurked broken by crisp is one of dozens of parrotfish black crocodile splashes that create species found in the Raja Ampat flatheads and moray phosphorescent PHOTOS/SUE HACKING eels. area. sparkles.

The shallow We’re surrounded coastal shelf was by the bright masthead lights of the festooned in green, yellow and blue six other cruising boats that have hard corals garlanded with sea fans congregated for the holidays. We left and bright red, orange and violet Sorong Dec. 20, motor‑sailing (there’s balls of soft corals. Amongst these not much wind) across the roaring Dampier Strait to the protected bays See RAJA AMPAT, page B11

The Triton

www.the-triton.com CRUISING GROUNDS: Raja Ampat, Indonesia

February 2015 B11

Octopus, tree worms, eels and jellyfish fill ID dive books tally RAJA AMPAT, from page B10 darted the brilliant reef fish creating an ever‑changing scene of color and motion. We watched two reef octopuses change from smooth white to mottled red and spiky black and white as they sought to camouflage themselves against the reef. Between the feathery arms of yellow and red crinoids, spirals of Christmas tree worms bedecked the brain corals, and sometimes we were lucky enough to spot patterned shapes of purple, blue, pink and black nudibranchs.

At high tide we poked into the amazing world of the blue water mangroves. Red tree roots stabbed into the ocean, and shimmering green leaves made bright reflections overhead. In this sheltered water, white goatfish patrolled while blue‑eyed

cardinal‑fish and spikey‑finned gobies lurked between the roots. On the undisturbed silty sea floor upside-down jellyfish undulated, and shrimp gobies and their commensal shrimp poked cautiously from their burrows. Banded sea kraits nosed into the corals and wrapped themselves gracefully around the mangrove roots.

My daily count of new fish species soared to at least five per dive and the fish ID books are filled with notations. What a Christmas present.

Sue Hacking is a writer based on her 48-foot catamaran Ocelot. She has been sailing the world with her husband and children since December 2001. They have spent the past five years in Southeast Asia. To read more about their travels, visit hackingfamily.com. Comments on this story are welcome at editorial@thetriton.com.

The Wayag Islands (top) are seen from the viewpoint of northern Raja Ampat. Soft corals like this red gorgonian sea fan (above) flourish in Raja Ampat’s swift currents and a young hawksbill turtle (left) dives to the coral PHOTOS/SUE HACKING seafloor.

B12 February 2015

MARINAS / SHIPYARDS

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Marinas add perks, amenities for crew, add new managers Cyrus marina welcomes crew

Karpaz Gate Marina on Cyprus has added activity packages with benefits and discounts for yacht captains and crew.

The benefits increase the longer the yacht stays and include things like gift cards to area restaurants, free wi-fi, entrance to the fitness center, and free three-night golf, tennis and spa packages at Korineum Golf and Country Club.

Free or discounted car rental and free use of the marina shuttle bus is available to explore the region and visit the main towns of Kyrenia and Famagusta.

“We are really excited to welcome crew and captains to Karpaz Gate Marina in 2015 and show them all we have to offer at the marina and in Northern Cyprus,” said Harbour Master Deniz Akaltan. “We have outstanding leisure and berthing facilities in a stunning setting at the heart of the East Mediterranean’s new sailing destination.”

Karpaz Gate Marina is offering up to 60 percent discounts for all boats on seasonal and annual mooring contracts. Other packages reward longterm clients with free or discounted boatyard options and other benefits.

Contracts include a “frozen package”, which allows boat owners to suspend their mooring contract to visit another location or spend time cruising.

The marina is situated on the long, northeast-pointing panhandle of the country. There are several anchorages dotted along the 240 miles of coastline.

A short sail away is the southern Turkish coast and the harbours of Alanya, Antalya, Marmaris and Bodrum. Just under 300nm is Rhodes, gateway to the Greek Islands.

Karpaz Gate Marina can accommodate vessels up to 55m.

Berth services include power and drinking water, high speed wi-fi and TV connection. The marina has duty-free status.

For more information, visit www. karpazbay.com.

MarineMax takes over in Ft. Myers

MarineMax has acquired a fullservice marina and retail facility in Ft. Myers on Florida’s southwest coast.

MarineMax is the local dealer for Sea Ray, Boston Whaler, Meridian Yachts, Azumit Yachts, Ocean Alexander and Harris Pontoon Boats.

Along with the acquisition, MarineMax is building a new service center. The public is invited to a groundbreaking ceremony on Feb. 7 at 4 p.m. (Arrive in advance for cocktails and a christening ceremony that will commence at sunset.)

MarineMax Fort Myers at Deep

Lagoon offers 75 wet slips, dry storage, an onsite fuel dock, a 75-ton travel lift and easy access to the Gulf of Mexico and Okeechobee Waterway.

“When finished, our up-to-date service center will provide world-class service to local boaters in a world-class facility,” said Ryan West, MarineMax Fort Myers store manager.

MarineMax Fort Myers at Deep Lagoon is located at 14070 McGregor Blvd. (33919).

For more information, visit www. marinemax.com.

Miami marina adds fitness center

The 5th Street Marina on South Florida’s Miami River has opened Ferrino Sports Fitness Club, a 5,000square-foot fitness center that includes an artificial turf running track, a Life Fitness Signature Station, and cardio, free weight, and hammer strength stations.

The marina includes four alongside megayacht berths with drafts to 13 feet, the Norseman Shipbuilding boatyard, marine electronics store, and engine shop.

“We recognize it is important to add amenities for our clients,” said Orin Black, general manager of the marina.

“By partnering with Ferrino Sports, we were able to provide a fitness center far more elite and expansive than we could provide on our own.”

The 5th Street Marina is located at 341 N.W. South River Drive (33128). For more information, visit www.5thstmarina.com.

New manager at Camachee

Travis Staats has been promoted to real estate manager at Camachee Island Company (CIC) in St. Augustine, Fla. In that role, he is responsible for managing the commercial and retail tenants at the marina as well as the water plant and overall infrastructure on the island.

Staats has worked at Camachee Cove Yacht Harbor Marina and been a part of the leadership team for more than nine years. He holds a state Class C operator license in drinking water plant management and has been an entrepreneur in property management services.

His experience is an asset in building a community of businesses supporting the marina and spearheading a revitalization of the property’s infrastructure, said Jim Frye, vice president of Westrec Marinas, which manages the property. “ I look forward to the future and working together, along with Westrec, to make Camachee Island a premier destination for boaters and the businesses supporting boaters,” Staats said.

The Triton

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

Time at anchor, in the yard and on watch includes restrictions rules, from page B1 an MCA-approved logbook. Both of these documents must include an exact breakdown of the actual sea service, stand-by service, and yard time. For the purposes of the MIN, the MCA service definitions are: l Actual Sea Service is time spent at sea, which may include time at anchor or river and canal transits associated with a passage. l Stand-by Service is time immediately following a voyage while the vessel is under preparation for a subsequent voyage. l Yard Time is time when standing by a build, refit or repair. l Watchkeeping Service is actual sea service spent as a watchkeeping officer in charge of a navigational watch for at least four out of every 24 hours while the vessel is engaged on voyage.

The MCA states that seagoing service on yachts will be counted as a combination of actual sea-service, standby service and yard service. There are a few restrictions: l Stand-by Service cannot exceed the number of days performed on the previous voyage and in no case exceeds a maximum of 14 days in each period. l Yard Service cannot exceed a maximum total of 90 days for Officer of the Watch (OOW) and 30 days for Chief Mate or Master.

As a result of the above definitions, under no circumstance can stand-by service exceed actual sea service.

Now that the MCA has defined what type of sea service is required, let us review the requirements for the three levels of unlimited tonnage licenses.

To qualify for the issue of an OOW unlimited Certificate of Competency, the candidate must, from the age of 16, have completed 36 months seagoing service. Of that total, it must include at least six months engaged in bridge watchkeeping duties on vessels (including yachts) of more than 24m in length or more than 80 GT. To qualify for a Chief Mate unlimited Certificate of Competency, one must have completed 18 months seagoing service as a deck officer while holding an OOW unlimited license. Sea service must be attained on vessels (including yachts) of more than 24m in length or more than 80 GT. To qualify for the issue of a Master unlimited Certificate of Competency, the candidate must have completed 18 months seagoing service as a deck officer while holding a Chief Mate unlimited license. The sea service must be attained on vessels (including yachts) of more than 24m in length or more than 80 GT. If an officer already possesses an OOW unlimited or a Chief Mate unlimited Certificate of Competency,

and is serving on a yacht, there are additional stipulations to complete before raising to a higher Certificate of Competency. The license holder’s seagoing service requirements listed above must include the completion of: l At least six months on yachts of 500 GT or more operating beyond UKcategorized waters, or if outside the UK, beyond the harbor limits; OR l At least six months on vessels of at least 24m, made up of voyages of more than 300 nautical miles.

If a candidate has sea service on a yacht of over 3,000 GT that has spent more than 2/3 of its time proceeding to sea, then that sea service can be counted as per MGN 92 (M), i.e. at the full rate. A breakdown of the vessel’s movements must be provided. This will be assessed on a case-by-case basis.

If an officer already holds an MCA OOW for yachts less than 3,000 GT and the officer is applying for an OOW unlimited Certificate of Competency, it is not required to show evidence for six months of watchkeeping duties. If the candidate does not hold an MCA OOW for yachts less than 3,000 GT, one will need a letter from the captain stating that the candidate has been engaged in watchkeeping duties under the supervision of a qualified officer for at least six months.

If one holds an OOW, Chief Mate, or Masters Certificate of Competency limited to yachts of less than 3,000 GT, the officer must first obtain an OOW unlimited license before progressing to a Chief Mate unlimited Certificate of Competency. It is not possible to skip over any of the unlimited licenses.

And finally, the MCA clearly states in the MIN that completing more than four hours watchkeeping within a 24-hour period cannot be counted as more than one day watchkeeping time.

For example, if an officer completes a 12-hour watch within a 24-hour period, the officer can only count this as one day of watchkeeping service.

Additionally, if the same officer completes two separate six-hour watches within a 24-hour period, the officer can only count this as one day of watchkeeping service.

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.

February 2015 B13

B14 February 2015

CALENDAR OF EVENTS

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Boat shows in Miami; networking, conferences in Lauderdale EVENT OF MONTH Feb. 12-16 27th annual 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 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, featuring more than 200 exhibitors. Free shuttle bus, www.miamiboatshow. com.

boat) race is sea creatures. Yacht crew “race” for prizes including finest raft, first to sink and best costume. The annual event aids ABSAR (Antigua and Barbuda Search and Rescue). For details contact info@absar.org.

Feb. 6-8

Miami International Map Fair. The 22th anniversary of the fair, the largest map fair in the world. Search “map fair” at www.historymiami.org.

Feb. 7 26th annual Women’s Sailing

Convention, Southern California Yachting Association, Corona del Mar. Open to all women, with workshops. www.scya.org

Feb. 7 14th annual Women’s Sailing

Conference, Marblehead, Mass. The National Women’s Sailing Association’s event sponsored by BoatUS. www. womensailing.org

Brokerage show. ussuperyacht.com

Lauderdale. www.the-triton.com

Feb. 15 6th annual Team Westrec

March 7 38th annual Waterway

Fun Walk and Run, Ft. Lauderdale. A 13.1 mile half marathon to benefit the marine magnet program at New River Middle School. A1AMarathon.com

Feb. 17 Mardi Gras, New Orleans. One

of the world’s most famous celebrations for this holiday of excess before the limits of Lent. See www.mardigras.com and www.mardigrasneworleans.com.

Feb. 18 The Triton’s monthly

networking event (the third Wednesday of most months, 6-8 p.m.) with Yacht Mate Products in Ft. Lauderdale. Page A13 for details. www.the-triton.com

Feb. 21-22 Blue Wild Ocean

event (the first Wednesday of every month from 6-8 p.m.) with Marine Outfitters (formerly Claire’s Marine Outfitters) in Ft. Lauderdale. See page A14 for details, www.the-triton.com

intensive course covering charter, sale and purchase, and yacht management. www.myba-association.com

Adventure and Marine Art Expo, Greater Fort Lauderdale/Broward County Convention Center. Seminars, workshops and demonstrations on freediving, scuba diving, spearfishing, lobstering, board sports, underwater photography, videography, and marine art. TheBlueWild.com

Feb. 11 USSA SE Region networking

March 4 Triton networking (the first

Feb. 6 Wobbly Race, Antigua. The

event, Miami. U.S. Superyacht hosts a dock hop during the Miami Yacht and

Feb. 11-13 MYBA Broker Seminar, Feb. 4 The Triton’s monthly networking Saint-Laurent-du-Var, Nice, France. An

theme for this BYOB (build your own

Wednesday of every month from 6-8 p.m.) with Culinary Convenience in Ft.

Cleanup, South Florida. Organized by MIASF. www.waterwaycleanup.org

March 8 National Marine Suppliers Yachty Nationals golf tournament. www.nationalmarine.com

March 18 Triton networking (the

third Wednesday of most monthas from 6-8 p.m.) with Crew Finders in Ft. Lauderdale. Join us for casual networking. www.the-triton.com

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

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

The Triton

www.the-triton.com SPOTTED: Dominican Republic, Ft. Lauderdale

Triton Spotters

Captains Natalie and Donald Hannon take a break from their latest delivery to catch up on the news while getting fuel on Christmas Eve at Casa de Campo in the Dominican Republic. Hope Santa was good to you both.

Ric Antey, purchasing director at Bluewater Books and Charts in Ft. Lauderdale, shows off his Triton Summer 2013 mug in the store’s new location (for details see news briefs A4). He has been supplying books for mariners since he started at Bluewater in 1996. Antey hopes to complete his entire Triton mug collection, but has not seen any for sale on eBay.

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 2015 B15

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C Section

Spotlight on networking Marina Bay and Adventure Sports host Triton events. C2-3

February 2015

It feels so bad But a healty portion of avocado is actually good for you.

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Shake it up Salsa, chutney and cocktails are just a few ideas for mangos. C5

Ole! Cook up tasty treats Both Top Shelf and Crew Mess whip up Mexican recipes. C6-7

TRITON SURVEY: Boat car

Captains often use personal vehicle for boat business; it’s OK This month’s survey comes at the suggestion of a captain who takes delivery of his fourth Chevy Tahoe in service to the owner. It’s the captain’s personal vehicle, but used for a long commute to the boat and to the owner’s homes.

While the captain pays the car loan and insurance, the Triton Survey Lucy Chabot Reed yacht covers gas, tune-ups and things like new brakes. This captain was curious how other captains and yachts handle work-related transportation.

So we asked.

More than 100 yacht captains took our survey this month and the answers were as varied as yacht programs themselves. The majority of our respondents run vessels 140 feet or smaller, which may explain some of

DO THE LOCOMOTION: While most captains use their personal car for work-related transportation, the larger the yacht, the less likely that is to be the case.

PHOTO PROVIDED

these answers.

With that in mind, we began by asking Do you use your personal vehicle for work-related purposes?

More than 60 percent do, with the largest portion (24 percent) saying they usually do. Almost as many (23.1 percent) always do. About 16 percent said they sometimes do.

“I offered at the start of employment to use my personal vehicle as the boat’s vehicle, as long as the owner paid for all

vehicle expenses,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “This arrangement has worked well for the last three vessels that I have worked aboard. When we are away from our home port, we rent vehicles as needed, at cost to the owner.”

“We’re a low-budget operation and do not have a boat/crew car,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “We only

get a rental car for boat/crew purposes when crewing up for an owner’s trip.”

Among comments included with this question, many respondents said they use their personal vehicle even when there is a boat car available, some because they prefer their car to the boat car, and some because it’s more convenient.

“We have a crew car but we prefer

See BOAT CAR, page C8

Yacht organization skills are trick to keeping resolutions I read an article in “Self ” magazine recently about New Year’s resolutions and how hard it is to maintain the momentum to create lasting change in our lives. The essence of the article centers on the “21-Day Time Makeover” (the January issue, www.self.com).

The premise is that at the beginning of a new year, people come up with resolutions for transforming their lives. They make an ambitious attempt to learn a new language, quit Stew Cues smoking, or pursue Alene Keenan some other lofty goal, but by the end

of the second month or so, they fizzle out.

I have abandoned a fair number of resolutions myself over the years, and I have to agree with the article that the failure to succeed may be due less to a lack of motivation and more to the failure to manage time well.

I’m land-based now, and this year, I want to transform my life. What skills will I need? Looking back, I realize that the abilities I need to be effective in changing my life are exactly the skills I learned in yachting. There are dozens of tools and techniques stews and other yacht crew learn that will serve them for the rest of their lives.

Those skills certainly fit into the bigger picture if and when yacht crew decide to transition ashore, whether still in

some yachting-related job or out of the industry completely.

Here are three tips on time management that good stews already know. But seen in this new light ashore, it sure made me appreciate the skills I learned in yachting. Recognize these skills, and know they can help keep you motivated to meet your goals.

1. Make a list. One thing that has become second nature to me from working on yachts is making lists. Yachties always make lists. We have daily, weekly and monthly lists.

We have checklists for service, for housekeeping, for laundry. We have lists for under way, lists for at the dock, lists for in the shipyard.

When you decide to get out of yachting, you will have to decide what

really matters to you. Make a list! Right now, whether your goals for the new year are to learn a new skill, overcome a bad habit, or pursue a passion, map out the steps you need to succeed and the tools you need to complete them.

The lists you create to meet your personal needs now will help you figure out what you require for work/life balance later on in life.

2. Set and meet deadlines. After spending many years on yachts, I understand the importance of meeting deadlines. By setting time limits and sticking to them, we are able to complete our tasks with less stress.

On yachts, our deadlines are frequently set for us. The weather, the owner, the shipyard, the management

See STEW, page C12

C February 2015 TRITON NETWORKING: Marina Bay Resort

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ore than 300 yacht captains, crew and industry professionals started their new year with Triton networking on the first Wednesday of January at Marina Bay Marina on the New River in Ft. Lauderdale. Delicious food, cold beverages and Caribbean music added to the festive atmosphere under the palm trees as new connections were made and old friendships renewed around the PHOTOS/DORIE COX pool.

The Triton

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TRITON NETWORKING: Adventure Sports

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ore than 300 captains, crew and marine industry pros enjoyed perfect Florida weather for a night of Triton networking at Adventure Sports in Ft. Lauderdale on the third Wednesday in January. A giant pan of paella, cold beverages and lots of raffle prizes were big hits.

PHOTOS/DORIE COX

February 2015 C

C February 2015 NUTRITION: Take It In

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Creamy, delicious and healthy, but enjoy avocados in moderation The creamy green flesh of the avocado has the mouthfeel of a bad-for-you food. Nothing could be further from the truth.

In fact, it’s the rich content of monounsaturated fat plus nearly 20 essential nutrients, including fiber, potassium, vitamin E, B vitamins and folic acid that makes this Take It In Carol Bareuther tasty tropical fruit a superfood.

What’s more, a survey of more than 500 registered dietitians conducted

by Today’s Dietitian and Pollock Communications have pegged avocados as one of the top healthy choices for 2015.

Scientific studies conducted over the The researchers said that even though past few years shows there are at least the avocado added calories and three good reasons to eat avocados carbohydrates to the lunch, this was regularly. followed by no increase in blood sugar First, research levels compared published in 2014 by to the same meal researchers at Loma avocado free. They Linda University add that this may in California explain, in part, revealed that when why the avocado’s 26 overweight satiety effect could participants added potentially aid in half an avocado to weight management. their lunch, they Enjoy, but moderate avocado Plus, unlike other felt full longer and consumption for most healthy fruits, avocados were able to eat contain only 7 grams benefits.

PHOTO FROM DEAN BARNES less at the next of carbohydrates meal. Specifically, the avocado eaters and less than 2 grams of natural sugar reported a 40 percent decrease in their in a half-fruit serving. The best way to desire to eat over the next three hours put this research into effect is to add compared to when they skipped this avocado to an already healthful lunch. fruit.

Tuck slices in a turkey sandwich or

sprinkle on a vegetable salad or thick bowl of vegetable soup.

Second, in 2013, nutrition scientists in Michigan found that people who regularly eat avocados have an improved overall diet quality, nutrient intake and reduced risk of metabolic syndrome. This result came from looking at the 24-hour dietary recalls of nearly 18,000 U.S. adults spanning from 2001 to 2008.

Specifically, the avocado eaters had higher overall intakes of vegetables, fruits, healthy fats (monounsaturated and polyunsaturated), dietary fiber, vitamins E and K, magnesium and potassium, and lower consumption of added sugars.

Body weight, body mass index and waist circumference was also lower in the avocado eaters compared to the non-eaters. This means that in addition to guacamole, soups, salads and sandwiches, it’s a good idea to incorporate avocados into your diet in other ways. Try them blended in smoothies or in place of butter when making breads, muffins and pancakes.

Third, a 2014-published study by researchers at Ohio State University indicates that eating an avocado with other foods can actually boost absorption of essential vitamins. In particular, 12 healthy men and women ate a fresh avocado with either tomato sauce or carrots. Results showed that eating avocado and tomato sauce together more than doubled betacarotene absorption and more than quadrupled the conversion of inactive vitamin A to the active form.

Similarly, the avocado-carrot combination increased beta-carotene absorption over six times, more than quadrupled alpha-carotene absorption and increased the activation of vitamin A from its inactive form by a whopping 12 times.

What this shows is that it’s not just the foods we eat, but how and with what else we eat them that can provide a real nutritional boost. Consider enriching a tomato-based pasta sauce or carrot-raisin salad with chunks of fresh avocado.

There is a word of caution. Avocados do contain more calories than other fruits and vegetables. One medium-size Hass avocado (the type with the pebbly dark green-black skin) provides 250 calories. This means that adopting the more-is-better approach could backfire in weight gain.

The best tip is to add a 1-ounce serving of avocado to meals, serving up only 50 calories. Plus, you can also substitute avocados for less healthy fats such as butter or mayonnaise on bread and creamy dressings on salads.

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

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

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IN THE GALLEY: Culinary Waves

February 2015 C

Salsa, chutney and cocktails optimize mangos’ versatility, flavor There is nothing more exotic and fulfilling than a juicy ripe mango to eat during the warmer months. I love this fruit.

What I truly love about the versatile mango is that it brings back that tropical island visit all over again.

For me, that is Costa Rica and the Bahamas. If Culinary Waves your yacht is in the Caribbean for the Mary Beth winter, then you Lawton Johnson will have plenty of them ripe for eating and you probably have several on hand now. Lucky you.

What I don’t like about the mango is that they are expensive, or can be. It’s because mangos are hand picked once a year and most of them found in the USA are imported from Mexico, Peru, Brazil and Haiti. So when you are in a tropical area, look for them, and use them as much as you can, while you can.

When first exposed to the fruit, we all go for mango salsa. While delicious, it is a bit boring. How about a chimichurri sauce instead? Chop up some parsley and cilantro, add diced mango, some red wine vinegar,

fresh minced garlic, and salt and Refrigerate it at this point and it will pepper. Blend it all in a blender or food keep a few days more. processor. This would taste incredible If you are lucky enough to have too with a fresh grilled steak, pork chop or many to use fresh, you can freeze chicken. mango flesh. Just remember that once Another alternative to salsa is a frozen, they will lose their texture and mango chutney, made with mangos, won’t hold up in a salad. They are best pineapple, cumin, cooked with after jalapeno pepper, being frozen.

It takes about raisins, sugar, coconut Turn frozen mangos five days for a hard and cinnamon into a puree and mix simmered. This with rum and a little mango to ripen. pairs so much better Triple Sec to make than what you can mango daiquiris for buy in the stores the guests onboard, and accompanies a delicious mango or into strawberry-mango margaritas. barbecue sauce chicken.

Believe it or not, frozen and pureed Underripe green mangoes can also be mango makes a great soup thickener. used to make a green mangoes chutney, Or, better yet, turn them into the which typically uses ginger, onion, feature soup. A cool and creamy garlic, raisins, hot chilies, cumin, salt coconut and mango soup in summer and vinegar. This version works great works great as a first course. with seafood. Underripe mangoes are A great recipe is to turn frozen also used in Indian curries and other mangos into a mango tart. Make some Indian dishes. lime-flavored pastry cream and thinly Mangoes give off ethylene, so when slice frozen mangos to top it. (Slicing they sit next to other produce, they will them when frozen is easier before they cause it all to ripen faster or, worse, defrost.) spoil. So take care where you place your Not only are mangoes high in fiber, mangoes. which means they can fill you up faster, It takes about five days for a hard but the tasty ones contain tons of mango to ripen, but it will not ripen flavor. But there are 1,000 varieties of in the refrigerator, so leave it on the mango. The common ones for cooking counter. Once ripe, it should give a include the Tommy Atkins, Haden, little, like the flesh on your shoulder.

Keitt and Kent.

A few slices of these mangos can add a big flavor profile boost to salads, or create your own dessert such as a mango pie or mango flan, or mango upside-down cake. The list continues to include sorbet or ice cream. I use mango sorbet to cleanse the palate between multiple courses during dinner.

To make this simple sorbet, puree 2 cups of diced mango, 3 cups of ice, and 3/4 cup of sugar. Place in the freezer immediately and pull out 10 minutes before serving to soften.

Another super-easy yet creative way to serve mangoes is in mango brulee.

Slice off each side of a very ripe mango.

Don’t peel it; just slice it off flat against the seed. Then take a knife and make criss-cross patterns through the flesh, being careful not to slice through the skin.

Sprinkle brown sugar over it and 1 teaspoon of orange juice or rum, then broil for 5 to 7 minutes until the tops are brown like a creme brulee. What could be easier or tastier for dessert in the islands?

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 25 years. Comments on this column are welcome at editorial@thetriton.com.

C February 2015 IN THE GALLEY: Crew Mess

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Salbute Just before the holidays, I went to Panama to pick up a vintage 64-foot Burger to deliver back to Florida. An early winter delivery, I had my fair share of weather delays, which allowed the crew and me to explore Isla San Andres, Roatan, and Isla Mujeres. As always, I am on the scent for a new recipe, especially one for leftovers.

The Yucatecan dish salbute is shredded meat such as chicken mojo or taco meat (or mushrooms for you vegetarians) piled high on fried masa and garnished with cabbage, tomato, avocado, and cilantro. This recipe requires a couple of easy preps but you will find it most rewarding.

Masa: 1 cup dry masa harina (corn flour) 1/2 tsp salt 2/3 cups warm water (Makes 5-6 tortillas) Combine masa and salt in a bowl and mix thoroughly.

Slowly add warm water and mix with a spatula.

Knead this dough on a flat surface until it becomes smooth, similar to Silly Putty. Lightly oil your hands and roll out golf ball-size portions. Let the masa balls sit for about 45 minutes.

Once rested, press the masa into tortillas with a tortilla press between two pieces of waxed paper. (If you do not have either, cut off the edges of a plastic bag and press dough on the countertop with a plate.) They should be smaller and thicker than regular tortillas, about ¼-inch thick and 2½-3 inches in diameter.

In a deep skillet, fry them on both sides in hot oil. They will inflate as they cook. Drain in a colander lined with paper towels.

Cebolla morada (pickled red onion): 2 red onions, peeled and thinly sliced or diced 1/2 cup vinegar 1/4 cup orange juice (sour oranges are best) salt and pepper to taste

diced habanero chiles for those who like it hot Place onions in a saucepan, add water to cover, bring to a boil and remove from heat. Drain and rinse in cold water to stop the cooking process.

Place the onions in a glass container with the remaining ingredients and allow to sit for several hours before serving. This will keep up to one week in the refrigerator. Makes about 3 cups.

Assemble the salbute: Cabbage or lettuce, shredded Cooked, shredded chicken, beef or portobello cebolla morada tomatoes and avocado, diced habanero chiles, hot salsa, sour cream, chopped cilantro, if desired.

Capt. John Wampler has worked on yachts for more than 25 years.

He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break.

Contact him through www.yachtaide. com. Comments on this column are welcome at editorial@the-triton.com.

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IN THE GALLEY: Top Shelf

Grouper tacos From tongue to cheek, hoof to butt, traditional to out-of-the-box, even savory to sweet, the filling possibilities for tacos are unparalleled.

It took me a while to get onto the taco train. Mexican cooking was not very popular where I grew up, nor was it in our household. But having tasted, traveled and chartered in Mexico extensively over the years, and with Mexican cuisine becoming so popular, I feel like I was robbed.

The ability to serve as a delicious vessel to an array of flavors, whilst being both glamorous or street food ready, make tacos a go-to meal option for every charter – especially when fresh and healthy are on the preference sheet.

Feeds 10 - 12.

Corn and zucchini salsa: 2 large zucchini, diced 2 limes, juiced 1 bunch dill, chopped 3 Tbsp apple cider vinegar 1 tsp cumin powder 1/4 stick butter 2 can corn, rinsed, drained 1 red onion, diced 2 cloves garlic, crushed 1 tsp cayenne pepper.

2 tomatoes, deseeded, chopped In a large glass bowl, place the zucchini, lime juice, dill and vinegar.

Mix and set aside.

In a heavy bottomed frying pan, set at med-high heat, add the cumin powder and stir for 1 minute, releasing the oils in the spice. Add the butter and cook 30 seconds more.

Add the corn and cook on high for 7-10 minutes, stirring constantly.

Once the corn takes on a char, add onions and garlic, reduce heat to low.

Continuously stirring as to not allow burning, add cayenne and tomatoes and cook 1 minute more.

Add the contents of the pan to the glass bowl, add salt, pepper and mix.

Once cooled, cover and refrigerate.

Spicy guacamole: 3 tsp EVOO 1 tsp chipotle 1 tsp paprika 2 lemons, juiced 1 habanero chili, deseeded, diced 3 ripe avocados, deseeded, peeled 5 green onions, sliced 1/2 cup cilantro, chopped salt, pepper In a glass bowl, add the oil, chipotle, paprika, lemon juice and chili. Whisk for 30 seconds.

Add remaining ingredients. Using a fork, incorporate the flavors evenly.

Cover bowl and refrigerate.

Yogurt: 1 tsp ground fenugreek 1 lime, zest and juice 1 grapefruit, zest and juice 1 small tub Greek yogurt

1/4 cup capers, chopped 1/2 cup sweet chili salt, pepper In a heavy bottomed frying pan set on med-high, dry fry the fenugreek for 1 minute to release the spice’s oils.

Add the juice and zest from both citrus fruits, remove from the heat and pour into a glass mixing bowl.

Once cooled, add remaining ingredients and whisk for a minute.

Cover and refrigerate till plating.

Tacos: Olive oil for frying 2 Tbsp dried thyme 3 Tbsp Old Bay spice 1/4 cup all-purpose flour 5 Tbsp Dijon mustard 1 lemon, juiced 6 10 oz. grouper, cut into strips salt, pepper Small flour tortillas Limes, cilantro leaves for garnish Drizzle a large frying pan with olive oil and heat to med-high.

In a mixing bowl, add spices and flour and mix. In another bowl, add mustard and lemon juice and whisk.

Dunk grouper pieces in the mustard mix and evenly coat.

One by one, add a grouper piece to the spice bowl and dust generously, fry in the pan until golden brown.

Whilst frying the fish, have another pan set to high and grill the tortillas.

Spread half the tortilla with guacamole, the other with yogurt.

Place the fish where the sauces meet. Top with the salsa and garnish with cilantro and spritz of lime.

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

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C February 2015 TRITON SURVEY: Boat car

How are things like gas and tune-ups handled?

Most things reimbursed 8% Boat pays for most things 19% Boat pays for some things 22%

Some things reimbursed 29%

Boat pays for all 22%

Do you have special liability insurance?

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Do you let crew drive your car? When you don’t have your car, how do you get around?

Catch a ride 3%

Yes, all 3%

Yes 14% Yes, some 35% No 86%

The Triton

Other 15% No 62%

Taxi 15%

Rent 67%

Lines often blur when vehicle is used for personal, boat use BOAT CAR, from page C1 to use our truck as it has more room for larger supplies as well as pulling a trailer with our motorcycles when we move,” said the captain of a yacht 100-120 feet in yachting more than 10 years..

“There is a boat vehicle available but if I am out doing something for myself and need to stop and collect something for the boat because it is on route, then I will,” said the captain of a yacht 100120 feet in yachting more than 15 years.

“I will not make a separate trip. It also works the other way around.”

“I always have a crew car but sometimes we need additional transportation for errands,” said the captain of a yacht 120-140 feet who sometimes uses a personal vehicle for work. “The boat pays for the fuel for work-related consumption.”

“My car is nicer than the boat car; sometimes I prefer to use it,” said the captain of a yacht 100-120 feet who does not often use a personal vehicle.

“If I am coming from or going home, I

will run errands with my vehicle.”

About 16 percent of respondents said they never use their car; 7.7 percent more said they don’t even own a car.

“When I interview, I ask about a vehicle for boat purposes, supplies, crew pick up and delivery, etc.,” said the captain of a yacht 120-140 feet in yachting more than 30 years. “I require some type of transportation for the vessel’s use. Never do I offer my personal vehicle, from past experience.”

“We always have a vehicle provided by the owner to use for boat business,” said the captain of a yacht 100-120 feet in yachting more than 15 years.

“Did this too many times in the past and got taken advantage of so I do not do this anymore,” said the captain of a yacht 120-140 feet in yachting more than 30 years.

“As part of my employment package, I am provided with a vehicle,” said the captain of a yacht 120-140 feet in yachting more than 25 years. “It is leased in the ship’s name but I can use it for my own use. The chief engineer

and chef have similar vehicles.”

“I sold my car more than 10 years ago,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “I have had a car provided by my past two employers. One was purchased for the boat and my personal use; the current chooses to rent on a monthly bases.

The one that was owned would be shipped to New England each season and would follow the boat.”

“A car comes with the job as captain, and all gas and repairs are taken care of by the company,” said the captain of a yacht 100-120 feet in yachting more than 30 years. “The crew have access to this vehicle, if necessary.”

About 12.5 percent said they don’t often use their car.

“The boat supplies a car or rental,” said the captain of a yacht 80-100 feet in yachting more than 30 years. “I do have my own car so it occasionally gets used for boating issues.”

When we looked at the answers to this question only from captains on yachts larger than 140 feet, the answers were flipped, with more than 60 percent

never, not often or sometimes using their personal vehicle.

“On the rare occasions the boat is in Ft. Lauderdale, I will get my car and use it for boat business (because I like it better than boat cars) and leave the boat car/s for the other crew,” said the captain of a yacht 180-200 feet in yachting more than 15 years.

The number of captains of large yachts who don’t even own a car more than doubled to 17.2 percent (vs. 7.7 percent among all captains).

Since most of our respondents do use their personal vehicles for workrelated transportation, we asked How are things like gas and tune-ups handled?

The most common response (28.6 percent of captains) was that the yacht/owner reimburses the captains for some things.

The majority of the rest of the captains, however, said the yacht pays through a boat credit card for all carrelated expenses (22.2 percent), some

See BOAT CAR, page C9

The Triton

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TRITON SURVEY: Boat car

February 2015 C

Crew don’t often use captain’s car, don’t carry special insurance BOAT CAR, from page C8 car-related expenses (22.2 percent) and most car-related expenses (19 percent).

“I get $500 a month for car expenses,” said the captain of a yacht 80-100 feet in yachting more than 15 years.

“I have a $30-per-day allowance for my car to cover insurance and regular maintenance,” said the captain of a yacht 120-140 feet who usually uses his personal vehicle for work. “I charge the gas on a boat credit card.”

We did not include an option that the boat or owner would not pay or reimburse for any expenses, but several captains indicated that was true for them.

“My personal car is not covered for any expenses under the yacht expenses,” said the captain of a yacht 120-140 feet in yachting more than 10 years who always uses a personal vehicle for work.

“The owner pays for nothing,” said the captain of a yacht 80-100 feet in yachting more than 25 years who also always uses a personal vehicle.

For many others, the bulk of “some things reimbursed” was gas only.

Once again looking at just captains of vessels larger than 140 feet, more than half said the boat pays for everything (33.3 percent) or some things (20 percent). Just 20 percent are reimbursed for some things. About 13.3 percent said most things are covered We were curious, for those captains who use their personal vehicle for boatrelated purposes, Do you let crew drive it?

Most (62 percent) don’t. The bulk of the rest (35 percent) will let some of their crew drive their car.

“For the captain to provide a car for use by the vessel’s crew for boat business or otherwise exposes the

Does your vessel own at least one vehicle?

Yes 41% No 59%

captain to an unacceptable and probably uninsured risk,” said the captain of a yacht 140-160 feet in yachting more than 15 years.

“The captain should be prudent about generating rental car expenses, and only allow appropriate drivers to use the rental car, but he should not shoulder the liability risk,” this captain said. “Yacht owners can afford to hire a rental car when necessary to conduct vessel business.”

Among larger vessels, the results were flipped, with most captains (53 percent) letting some crew use their car. Forty percent won’t.

If other crew do use the vehicle, we wondered Do you have special liability insurance?

Most (86.4 percent) don’t. The same held true among captains on larger yachts, where 80 percent said they do not have special insurance, despite the fact that they are more likely to let crew drive their car.

Because yachts and cars aren’t always in the same place, we asked When you do not have access

to your personal vehicle, how do you manage work-related transportation?

Renting was far and away the most common choice, chosen by two-thirds of our captain respondents. (On larger vessels, it was even higher at 80 percent.)

“We created a corporate account with Enterprise, which allows all crew members to be covered under the vehicle’s and our own insurance,” said the captain of a yacht 120-140 feet who sold his car 10 years ago.

Taxis were a likely option for about 15 percent of respondents, as were “other” options, also at 15 percent.

“Whatever works,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “I do what I have to do to get the job done.”

“When in Florida, I have access to one of the boss’s personal vehicles,” said the captain of a yacht 140-160 feet in yachting more than 20 years.

Catching a ride with a colleague was not at all popular with just 3 percent of respondents getting around that way.

Again, we didn’t think to include the option that work-related transportation would not be covered by the vessel, but for a few captains, that’s the case.

There are likely a hundred scenarios of yachts and cars and captains. We tried to ask straightforward questions to get a sense of any commonalities. We were curious Does your vessel own at least one vehicle that you and/or the crew can use?

Most, nearly 60 percent, do not.

When we looked at larger vessels (larger than 140 feet), we were surprised to learn that even more – 66.6 percent – do not own at least one vehicle. But still, a third do.

“Our vessel has three cars so myself and the chief mate have what

Does your vessel rent a vehicle(s) for crew to use?

In every port 22%

In some ports 34%

No 20% Occasionally 24%

is essentially our own vehicles,” said the captain of a yacht 160-180 feet in yachting more than 15 years.

What about renting? Does your vessel rent at least one vehicle that you and/or the crew can use?

Most (about 80 percent) do. The most common response, for a third of our captains, was that yes, the vessel will rent a car in some ports.

“Boss supplies vehicle for all boat activities, but crew has to find their own way for pleasure and their time off,” said the captain of a yacht 120-140 feet in yachting more than 30 years.

“There’s too much risk to let crew use as they please.”

About a quarter more said the vessel will rent a car, but only occasionally.

And about 22 percent of captains said they get a rental car in every port.

Almost as many said they do not get rental cars when they leave their home port.

Renting vehicles was more common, in general, with larger vessels. About

See BOAT CAR, page C10

C10 February 2015 TRITON SURVEY: Boat car

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Captains satisfied with their boat car scenario in most cases BOAT CAR, from page C9 half the captains on yachts larger than 140 feet said the yacht rents vessels in some ports, with 26 percent more saying they rent vehicles in every port they visit. Just 7 percent said they do not get rental cars when they leave their home port.

Regardless of the specific details of a boat car, we wanted to know Is your situation with a work-related vehicle ideal?

Two-thirds of our captains said yes, it is. Among captains on larger vessels, an even greater 85 percent said they were satisfied with their work-related vehicle situation.

“Yes, as some of the gas paid for I get to use personally,” said the captain of a yacht 100-120 feet.

“I’ve been very fortunate,” said the captain of a yacht 120-140 feet.

“I’ve always had a car provided at no expense to me for both boat and personal use.”

“New Tahoe every 6,000 miles,” said the captain of a yacht 80-100 feet. “The owner is a car dealer.”

“Not having a vehicle is not usually an issue,” said the captain of a yacht less than 80 feet. “We do spend six months in the Bahamas and when the family is there, we have issues as I have to work around when they’re not using their car there to run boat errands. It’s rarely a major issue until I have it and then they want it back, asap.”

“It would be great to have a vehicle that is paid for by the boat but I make some concessions to have a limited travel schedule, work five days a week

and go home every night (except during trips),” said the captain of a yacht 120140 feet.

Still, some noted the situation could bear some improvement.

“Would like wear and tear such as brakes, tune ups and tires compensated for,” said the captain of a yacht 100-120 feet in yachting more than 30 years.

“It’s fair, but not ideal,” said the captain of a yacht 80-100 feet who uses a personal vehicle and get paid for boat-related mileage.

“We drag a box trailer at times and this can put a lot of wear on the personal vehicle,” said the captain of a yacht less than 80 feet. “The truck engine is too small to tow.”

“I am exposing myself to a liability issue if the insurance company finds out what I am doing,” said the captain

of a yacht 140-160 feet who usually uses a personal vehicle and gets most things reimbursed.

So is there an industry standard about boat cars? Should there be? Twothirds of our respondents said no, there is no standard nor could there be one.

“No industry standard,” said the captain of a yacht 80-100 feet in yachting more than 10 years and who always uses a personal vehicle. “There are too many different scenarios and types of programs to create a standard.”

“It should be up to each individual owner,” said the captain of a yacht 120140 feet in yachting more than 10 years who usually uses a personal vehicle.

“No need for an industry standard,” said the captain of a yacht 120-140 feet in yachting more than 25 years who never uses a personal vehicle.

“Whatever works for one vessel might not work for another.”

And yet, they suggested standards nonetheless.

“With the variation of situations, I don’t see how there could possibly be an industry standard,” said the captain of a yacht 180-200 feet in yachting more than 15 years who sometimes uses a personal vehicle. “If you are lucky enough to live ashore and travel to and from the boat each day, use your own vehicle. If you live on board and drive on boat business, the boat covers it.”

“The word ‘standard’ and yachting seldom collide, and I hate when anyone tries to set standards for such lavishness as yachting,” said the captain of a yacht 120-140 feet in yachting more than 30 years who does not often use a personal vehicle for work. “But I feel that any decent program would supply a vehicle for the yacht. The amount of running around can be significant, i.e.: hunting for parts, supplies, groceries, airport pickups, etc. In my case, boat vehicles are part of my pay. It was negotiated when I was hired.”

About half of those who said there can be no standard acknowledged that every situation can be negotiated with

See BOAT CAR, page C11

Is your situation with a workrelated vehicle ideal?

No 33% Yes 67%

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TRITON SURVEY: Boat car

February 2015 C11

Industry standard not a viable option for diverse situations BOAT CAR, from page C10 the owner from the beginning.

“This should be negotiated at the beginning of employment and agreed to by the parties involved,” said the captain of a yacht 100-120 feet in yachting more than 25 years who always uses a personal vehicle. “I am not interested in any standards. We already live and work in a culture of increasing standards and regulation.

I am comfortable negotiating my own standard operating procedures.”

“There really can’t be an industry standard for obvious reasons, but my personal philosophy is that I don’t use a vehicle that I own and maintain to do the boat’s business,” said the captain of a yacht 120-140 feet in yachting more than 15 years. “That would amount to a discount of my salary. My past employers have always made it part of my overall package, along with health insurance, time off, etc.”

“It is negotiable with the owner, and boat specific,” said the captain of a yacht 80-100 feet in yachting more than 15 years who sometimes uses a personal vehicle. “Be firm. You will end up using your car for boat errands, parts pick up, provisioning, airport pick ups, etc.”

“It depends, as always, on the individual contract or compensation package,” said the captain of a yacht 120-140 feet in yachting more than 20 years who never uses a personal vehicle for work. “Some owners use company vehicle as a part or in lieu of salary increases.”

“I keep hearing ‘industry standards’ being spouted, but usually it is for some benefit that a captain or crew member thinks they deserve,” said the captain of a yacht 160-180 feet in yachting more than 25 years who usually uses

a personal vehicle for work. “We are afforded a lot of freedom and many privileges. I suggest having a realistic conversation with the owner and agreeing on a set of guidelines that is beneficial to both parties.”

The other third of our responding captains felt, quite simply, that workrelated transportation should be covered by the yacht, and that should be a standard for the industry.

“Yes, all yachts should have or rent a vehicle when in port,” said the captain of a yacht 160-180 feet in yachting more than 25 years who never uses a personal vehicle for work.

“Unfortunately, there is no industry standard with anything anymore in our business, although there should be,” said the captain of a yacht 100-120 feet in yachting more than 30 years who sometimes uses a personal vehicle.

“Most boats that have a semi-regular home port should have a dedicated boat vehicle paid for by the owner,” said the captain of a yacht 120-140 feet in yachting more than 20 years who usually uses a personal vehicle for work.

“It usually goes with the quality of the job,” said the captain of a yacht larger than 220 feet in yachting more than 30 years who rarely uses a personal vehicle for work. “Owners who expect you to provide transportation are either new to having crew or are restricted by their budget (cheap). And it often shows up in other aspects of how they fund their crew and yacht.”

“Yes, of course there should be one,” said the captain of a yacht 120-140 feet in yachting more than 25 years who always uses a personal vehicle for work.

“But we captains who use our own vehicles are at fault by not demanding a company car or, at the very least, getting reimbursed for gas and repairs.”

A few more thoughts about boat cars and who pays The boat car is one of the elements within the employment package offered by the owner. In most businesses, reimbursement is paid to those who use their car for company purposes, therefore it is reasonable to negotiate some sort of automobile compensation with the owner.

I have had jobs where the owner has provided a car, and where an owner paid a monthly stipend for “car allowance,” which was taxable income. It’s really up to the captain to negotiate the details, but automobile compensation is, or should be, industry standard. l

l

l

In over 35 years of being in this business, I insist the owner provides a car for the boat. It’s his expense, not mine. The few times I have had resistance, I compare the cost of a boat car versus using a cab all the time. That usually gets the point across. l

l

l

Define the terms and procedures, whatever they are, at the beginning. Don’t make it up and wonder why the owner is shocked or not thinking the same. l

l

l

We have a rented crew car that any crew can use for boat business or personal business if it does not interfere with boat-related business. As I only drive a short distance to the boat each day, driving my own car is not so bad. Having all expenses paid would be ideal. l

l

l

Rental is for boat business. If I want personal use for any length of time, I rent one myself. l

l

l

I pay myself back (for gas) when I have to drive my truck for boat provisioning and hauling stuff around for the boat. Other than that, I do the five-days-a-week commute on my motorcycle. l

l

l

Rental cars and now Uber have made a big hit with many of the boats, at least in places where they are operating. l

l

l

We always rent a car for the vessel use in every port where it is appropriate, and insure all driving crew members on that car through the rental car company.

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 2015 INTERIOR: Stew Cues

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You know how to make a list, meet deadlines, use your time STEW, from page C1 company, the captain, and the heads of department all set them.

In a life ashore, you have to set your own targets and aim to meet them.

The problem is, without someone else driving us, it can be difficult to muster up the discipline to do so. The key to being successful here is to sharpen your skills to sort out your main concerns and then plan accordingly. You are the head of your own team now, and have to find your own motivation.

3. Use your downtime. If there is one thing yachties are good at, it is using their downtime. With the limits we have on our free time, we tend to fill every spare minute. Spending time at the bar socializing with other yachties is frequently high on the list. However, don’t get carried away. Using all of your downtime for partying can lead to damaged health and burnout.

Some of that time would be better spent if you would find ways to create solitude and take time for reflection.

Use some of your time between work to set personal goals. Create an exit strategy for leaving the industry.

Once you get off yachts your focus will have to shift and you’ll have to

create blocks of time. There are many things you can do whenever you want to and you have to find a way to make space in your schedule to do just that.

Things look different to me now, on terra firma, as opposed to how I looked at the world from up on deck. This time of year, I am still fired up about creating lasting change in my life, and I think I have what it takes to persevere.

Harnessing time management skills is one of the best ways to achieve dreams and goals. Life ashore can be overwhelming, but the incredible skills I learned in yachting are helping me make my dreams come true.

This year, harness your duties onboard into second-nature skills that will serve you well ashore, if and when you get there. Commit to learning to manage your time and setting yourself up for success.

Alene Keenan has been a megayacht stew for more than 20 years. She teaches at MPT in Ft. Lauderdale and offers interior crew training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Download The Yacht Service Bible on her site or amazon.com. Comments are welcome at editorial@the-triton.com.

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