Triton February 2020 Vol. 16, No.11 by Triton News Network

www.The-Triton.com | February 2020

Celebrating 15 years

News Yacht crew aid in rescue after personal watercraft hit by small boat in St. Barts.

Where in the World Dance, dine and drink near Dublin’s Dun Laoghaire Marina.

PHOTO/DORIE COX

Deckhand Antonino Hernandez, First Mate and dive instructor John Cramer, Chef Giovanni Lorenzana and Engr. Maverick Maharaj demonstrate underwater photography equipment in the

dive center of M/Y Acala, a 102-foot Cantiere delle Marche, during Lauderdale Marine Center’s Broker Day in January. For more, see Page 34.

Fires light up crew safety training, industry awareness By Dorie Cox November saw M/Y Lohengrin, a 161-foot Trinity, and M/Y Reflection, a 107-foot Christensen, go up in flames in a shipyard in Fort Lauderdale. It was one of the city’s largest financial losses on record. Then in December, the 120-foot M/Y Andiamo burned while docked at a marina in Miami. These are just a few of last year’s incidents that have ignited the attention

of the yacht industry. In response, yacht captains and crew have taken another look at safety on board, industry professionals have encouraged conversation about those safety issues, and the business of yachting has continued. Coming at the topic from two different angles, fires are on the mind of Capt. Hamish Chilvers, who is both a yacht captain and an insurance broker with OnlyYacht Superyacht Insurance. While

at work on board a yacht in January, he experienced an electrical engine room fire. “The only reason I knew was that I lost the generator and main engine,” Capt. Chilvers said. “The smoke detector did not go off and we’re not sure why. We went deadship and pulled the fire suppression. It happened fast.” With 40 years in the industry, he had

From the Bridge Dorie Cox

A yacht engineer wrote in to The Triton that he had been watching boats speed through the harbor in St. Barts. He wanted so badly to shout at them to

Photographer and Capt. Kevin Davidson shares his tips for sharp shipwreck shots.

See STORY, Page 9

Captains cautious to comment on bad behavior slow down, but he didn’t. When a boat hit a personal watercraft and left a man seriously injured, the engineer was upset that he had not spoken up. This triggered this month’s Triton From the Bridge lunch topic: What do you do when you see bad behavior? The diverse group of mostly veteran captains found it easy to agree on examples of right and wrong, from poor driving, fail-

Crew news

ure to adhere to maritime rules, dumping overboard and letting fuel overflow. But what actions they took varied. Captains are considered authority figures, and we thought they might use their leadership to right such wrongs and call people out on their errors. That is not always the case. “When we see something like that, See BRIDGE, Page 41

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8 46,47 45

NEWS 1

From the Bridge

Industry Updates

Boats / Brokers

Year’s top news

Contents

February 2020 The-Triton.com

34 Marinas 37 Technology 38

Shipwreck photography

Fuel prices

Business

WRITE TO BE HEARD 48

Letters to the Editor

Crew Eye

COLUMNISTS

ADVERTISERS

Operations

Business Cards

Advertiser Directory

13 Secure@Sea

Interior

Sea Science

Refit Matters

Rules of the Road

Engineer’s Angle

Stew Cues

Top Shelf

Culinary Waves

Crew’s Mess

Career 18

Taking the Helm

Crew Coach

Crew Compass

Crew Health

Take It In

Sea Sick

EVENTS

WHERE IN THE WORLD

46,47 Next Triton Events

Dublin Triton Spotter

45 Calendar

Editor Dorie Cox, dorie@the-triton.com Associate Editor Susan Maughan, susan@the-triton.com Publisher Lucy Chabot Reed, lucy@the-triton.com Sales and Marketing Manager Robin Meagher, robin@the-triton.com Production Manager Patty Weinert, patty@the-triton.com

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Contributors JD Anson, Carol Bareuther, Capt. Jake DesVergers, Kevin Davidson, Capt. Paul Ferdais, Capt. Rob Gannon, Alison Gardner, Mary Beth Lawton Johnson, Alene Keenan, Lauren Loudon, Chef Tim MacDonald, Keith Murray, Corey D. Ranslem, Jordanna Sheermohamed, Capt. John Wampler, Jon Wilson

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Contact us at: Mailing address: 757 SE 17th St., #1119 Fort Lauderdale, FL 33316 Visit us at: 1043 SE 17th St., Suite 201 Fort Lauderdale, FL 33316 Call us at: (954) 525-0029 Vol. 16, No. 11

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4 News

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PWC driver recovers after hit by boat in St. Barts’ Gustavia Harbor By Dorie Cox A man was seriously injured when the personal watercraft he was driving was hit by a boat in St. Barts on Dec. 30. Musician, writer and composer Mike Higbee and his family were on vacation in a villa and he was on a rented PWC when the accident occurred. The incident in Gustavia Harbor was recorded on closed-circuit TV from the stern of M/Y Rebel and posted on YouTube the next day.

a nearby tender, which had a low tranCrew from M/Y Rebel were first to som, where he was loaded onboard for respond, according to Engr. Joel Antransport to shore. toinette. A Rebel The captain deckhand used the ‘The level of competence on Rebel made a yacht’s PWC to Mayday call, which head to the scene that I woke up to after being of the crash and out cold for 2 minutes was so also alerted the crew on Rising Sun, was the first person reassuring and comforting.’ to reach Higbee, — Mike Higbee who joined in the rescue, accordwho was face down ing to Antoinette. in the water. The The local Port Authority arranged for deckhand jumped in the water, flipped medical help on shore where the man over the injured man, and swam him to

was transported to a St. Barts hospital. About four days later, he was medically evacuated to NYU hospital. As of mid-January, Higbee was recovering at home from surgery for multiple injuries including six fractured vertebrae and head lacerations. Higbee does not remember the accident but is grateful for the quick actions of yacht crew and other responders. He said he came to consciousness with several people holding him and putting pressure on his injuries. He “woke to blue sky hitting the faces of people trying to help me out and telling me to hold on.” He remembered feeling afraid he would have a heart attack due to a pressure in his chest. “The level of competence that I woke up to after being out cold for 2 minutes was so reassuring and comforting,” Higbee said by phone to The Triton. “I felt like I was in the best hands from the getgo. Just the fact that so many awesome people showed up in a minute.” Capt. David Krokoski, who was in the area at the time, commented on social media that the traffic in the harbor was high and it appeared many were exceeding speed limits. “We were just pulling into the anchorage when we got the Mayday from Rebel,” he wrote in an email to The Triton. “It is noted that it is a 5-knot speed zone in the anchorage and harbor. Slow down for safety.” As he recovered at home, Higbee said the responders who helped him on the scene and immediately after the incident saved his life. They were “on the same page” as they stabilized and treated him for shock, he said. “Everyone was way more qualified than I could wish for,” Higbee said. “I felt like I was part of the military with special forces. I couldn’t be surrounded by better crew. They made me feel like my life was not over.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

Please send your industry news and updates to editor@the-triton.com. We welcome high resolution photos for our print edition.

February 2020 The-Triton.com

INDUSTRY UPDATES

Career News

M/Y Anodyne rebuild project halted, cases go to Florida courts By Lucy Chabot Reed Work on M/Y Anodyne – a massive refit of a yacht designed to make it bigger – was halted on Aug. 13. Rumors have swirled around Fort Lauderdale and through the broader yachting community about why. No one involved in the refit at Derecktor shipyard in Dania Beach, Florida, would discuss the project, even before things stopped this summer. But since December, emails and chat forums have been abuzz with allegations of bribes, kickbacks and inappropriate behavior that litter a lawsuit involving Anodyne, its primary metal fabricator

Edmiston recruiters join YPI Crew

Yacht crew recruitment agency YPI Crew has acquired the recruitment division of long-standing British brokerage firm Edmiston & Company. As of Jan. 1, Edmiston transferred its four-member recruitment team to YPI Crew, which now has a team of 16. According to CEO Jamie Edmiston, the transition will allow Edmiston to

Southern Yacht Industries, and its project manager Parker Stockdale. M.V Anodyne LLC, a Nevada company that owns the vessel, is the defendant in a lawsuit filed in October in which Southern Yacht Industries sued for its outstanding bills of more than $1.8 million. Anodyne countersued in November, alleging financial improprieties by the company, its owner, Jerry Goss, and Stockdale throughout the four-year project. In responding to the allegations in a

December filing, Goss and Southern denied any wrongdoing. The vessel began life as M/Y Boundless, a 98-foot steel Inace built in Brazil in 2010. Its new owner funded a refit to cut the hull in half and extend the yacht to 110 feet, customizing her along the way. Known as Project Anodyne, the project began at Rolly Marine on the New River in Fort Lauderdale, but was barged to Derecktor on the Dania Cut-off Canal four years ago for the rebuild.

At the start of the project, the extensive rebuild was expected to cost $25 million and be completed in 2017. According to the lawsuit, payments to Southern Yacht Industries alone exceeded $60 million, and the project was not complete at the time it was halted in August. At least one other lawsuit has been filed: a dispute over procedures for arbitration between Anodyne and its naval architect, Horizon Naval Architects.

focus on its core business of yacht brokerage, charter and management. “I would personally like to thank all the team for their hard work and dedication over the years and I know they will be Lewis a great asset to YPI

Crew in the years to come,” he said in a press release. The new alliance comes shortly after YPI Crew celebrated its first anniversary within commercial shipping giant Schulte Group, a ship-owning and large-ship management business with offices in 29 countries and 20,000 seafarers under contract, according to a press release from YPI Crew. “Quality recruiters are increasingly

essential in today’s sophisticated market,” said Laurence Lewis, president of YPI Crew. “Clients pay for the soft skills recruiters bring to the table, which technology cannot do. With a team of 16, we are confident we can provide the best service to clients and candidates alike.” For more, visit ypicrew.com.

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

See NEWS BRIEFS, Page 6

6 News NEWS BRIEFS, from Page 5

New ‘Below Deck’ premieres in February

Bravo TV’s latest Below deck franchise – “Below Deck Sailing Yacht”– premieres Feb. 3 at 9 p.m. Eastern time. The show was filmed aboard S/Y Parsifal III, a 177-foot (54m) Perini Navi launched in 2005. The television crew includes veteran Parsifal III Capt. Glenn Shephard, as well as First Mate Paget Berry and Deckhand Ciara Duggan, who are a couple. For the show, they will be joined by Chef Adam Glick (from seasons 2 and 3 of Below Deck Mediterranean), Chief Stew Jenna MacGillivray, Chief Engr. Byron Hissey, Second Stew Madison Stalker, Third Stew Georgia Grobler and Deckhand Parker McCown. According to its builder, the awardwinning Parsifal III was customdesigned for a Danish owner and has been a successful charter yacht, accommodating up to 12 guests in six cabins. The yacht is listed for sale by Camper & Nicholsons broker Alex Lees-Buckley for just under €14.75 million. To watch a trailer of the show and read more about the crew, visit bravotv. com and search Shows for Below Deck Sailing Yacht.

INDUSTRY UPDATES

The-Triton.com February 2020

Former Palmer Johnson head dies

Palmer Johnson’s Martin Kelsey III, known in the yachting industry as Mike Kelsey Jr., died on Jan. 4 of cancer. He was 57. Mr. Kelsey began work with the company as a child after his father, Mike Kelsey Sr., bought the yard in Sturgeon Bay from his father-in-law in the late 1960s. He was a sales broker for Palmer Johnson in the early 1980s, worked for Palmer Johnson Savannah in Georgia as vice president of sales and was back in Sturgeon Bay at Palmer Johnson as president from 2004 until 2013, according to MegayachtNews. The company was known for aluminum yacht construction including the 99-foot (30.2m) M/Y Fortuna bought by King Juan Carlos of Spain in 1979, the 151-foot (46m) M/Y Turmoil, and what was then the largest American-built yacht, M/Y La Baronessa at 195 feet (59m). Mr. Kelsey is survived by his wife, seven children, two grandchildren and many other family members.

Ocean Cleanup makes first plastic haul

The Ocean Cleanup announced on its website in December the successful first harvest of captured plastic. Verified

Panama Canal transit rates increase

TRITON FILE PHOTO

Rates for small vessels transiting the Panama Canal increased this year, according to the Canal de Panama website. New upper maximum tonnage limits are defined for small vessels that pay tolls based on length overall by means of a fixed fee. Small vessels, which apply for minimum tolls category, are vessels with a maximum length of 125 feet (38.1m), and transit the Panama Canal using lines that are handled manually at the locks, without the use of locomotives. New tolls effective Jan. 1 are: Less than 65 feet (19.812m): $1,600 65-80 feet (19.812m-24.384m): $2,400 80-100 feet (24.384m-30.480m): $3,500 And more than 100 feet (30.480m): $4,100 Previous tolls were: Less than 50 feet (15.24m): $800 50-80 feet (15.24m-24.384m): $1,300 80-100 feet (24.384m-30.480m): $2,000 And more than 100 feet (30.480m): $3,200 For specific information about the newly approved tolls structure, visit the Panama Canal’s website: www.pancanal.com/peajes.

News

February 2020 The-Triton.com

INDUSTRY UPDATES

as recovered ocean plastic by DNV GL, an international classification society, the trash will be recycled into products that will be sold to help fund continuing ocean cleanup efforts. The first of these products is expected to be rolled out in September 2020, according to the group’s website. The nonprofit organization’s goal is to reduce 90% of floating ocean plastic by 2040. Its first cleanup system, launched in September 2018, failed and was returned to shore in January 2019. Engineering teams deployed a redesigned System 001/B to the Great Pacific Garbage Patch in June 2019. By October, the group was able to confirm that the upgraded system was capturing and collecting plastic debris, ranging from massive ghost nets to microplastics 1 millimeter in size. According to the organization, a significant percentage of the plastic that enters the oceans from rivers and other sources drifts into large systems of circulating ocean currents, also known as gyres. Once trapped in a gyre, the plastic slowly breaks down into microplastics, making it increasingly easier to be mistaken for food by sea life. The group’s ocean cleanup technology moves with the currents – just like the plastic – to catch it. By deploying a fleet of such systems, The Ocean Cleanup has estimated to be able to remove 50% of the Great Pacific Garbage Patch every five years. Preparations for System 002 are underway according to the group. For more, visit theoceancleanup.com.

Acrew winter crew games scheduled

Porto Montenegro has announced the Acrew Superyacht Winter Games 2020, a two-part sporting and entertainment event for yacht captains and crew throughout the Mediterranean. Hosted by Acrew, the event will take place in two locales over two weekends. The first weekend, Feb. 7-9, will feature snow sports, such as skiing, snowboarding and snow biking – as well as a “Big Foot” event on wooden skis – in the mountain town of Kolasin in northern Montenegro. The second weekend, March 27-29, will feature activities such as a decathlon, sailing, archery, miniature golf and volleyball at the Porto Montenegro marina in Tivat. “The games provide an opportunity for participants to experience three exciting days in the stunning Montenegrin mountains, and/or on the coast, where they can put their sporting prowess to the test against the other competing teams,” Porto Montenegro Marina Director Tony Browne stated in a press release. Entries, priced at €100 per person per edition, cover accommodation, food, sports equipment, instructors, ski passes and airport transfers. There is a prize pool of €5,000: €3,000 for the winning team on the mountain weekend and €2,000 for the winning team on the coast weekend. For more information, email crewclub@portomontenegro.com. For more information on upcoming events with Acrew, visit acrew.com.

8 Triton Networking

The-Triton.com February 2020

CULINARY CONVENIENCE

ore than 250 yacht captains, crew and industry professionals gathered for our first Triton Networking of 2020 at Culinary Convenience, a one-stop chef and stew supply company in Fort Lauderdale. The company offered our guests live music, three kinds of made-on-site paella and cold local brews. Our monthly events â&#x20AC;&#x201C; held the first and third Wednesdays of most months â&#x20AC;&#x201C; offer the yachting industry a casual way to meet each other. See pages 46 and 47 for details about our events this month. Photos by Dorie Cox

Career News

February 2020 The-Triton.com

Crew can test smoke detectors, check power cords, secure solvents FIRE, from Page 1 never had a fire and said he was amazed at the speed of the incident. It reinforced his emphasis on safety equipment, especially that crew really test smoke detectors and not just activate the test button. One way is to trap smoke in a bucket and release it under the detector. He also recommends checking detectors in all of their locations onboard. “No one checks smoke detectors until they beep,” Capt. Chilvers said. “It’s a forgotten thing.” Yachts are filled with safety equipment, but it is important that crew understand how each component works, said marine surveyor Guy Clifford, of Patton Marine in Fort Lauderdale. “Safety is the main thing we emphasize, that crew check the safety equipment. It is something the crew should do,” Clifford said. “We find that captains on the larger, classed vessels check, but often on non-classed vessels there can be issues. Unfortunately, it takes accidents to make people aware of what needs to be done and what they need to be aware of.”

Occasionally, crew members will say they have tested the safety equipment, “but if we do a random test, we find sometimes that systems don’t work,” Clifford said. “Most don’t test their systems, and that’s why bilges and smoke alarms don’t work. You have to be honest and be diligent.” Electrical equipment starts many fires and the majority are caused by shore power plugs, Clifford said. This is where yacht crew can head up prevention. “We write this up all the time, and it’s most always the boat side,” he said of incorrect shore power configurations and equipment. “The locking ring ideally should be secured, but that gets tossed and then the shore cord is hanging, the boat is moving, and it works loose.” Fire plans are another useful safety tool for crew to use and understand. “If you look at a fire plan, you see different areas have different fire boundaries, and many people don’t understand the seriousness of it,” Clifford said. “If a fire starts, crew don’t have time to get suits on, hook up the hose, and get the pump running. Most of the time, they just have to get off and call for help.”

At the core of safety is each yacht crew’s understanding of how all safety systems work, not just the ones in their departments. It is a good idea for everyone to become familiar with equipment in the entire boat, Clifford said. While safety policies are in place at most marinas and yards, the recent fires can – and should – help crew increase awareness on land as well. Regular inspections are a part of Lauderdale Marine Center’s procedures, said company president Doug West. A full-time certified health and safety environmental manager makes daily rounds and can write citations in the case of hazards. Crew can watch for these dangers around the yacht, like the proper storage of flammable liquids. Recently, LMC’s officer found a golf cart plugged into a charger with the cord running under a can of solvent. “That would be a huge issue,” West said. Equipment is but one part of the safety equation; it is protocol and training that put them to use. And although standard operating procedures are in place for fire safety on most large yachts,

Capt. Jay Kimmal on M/Y Status Quo considers yacht fires as an opportunity to optimize his boat’s SOPs. “Each new fire makes everyone listen,” he said. “I try to take the latest accident and apply it to our drill schedule and use it as our scenario.” After learning that crew were on board during the Andiamo fire, Capt. Kimmal’s fire drill last month included emergency contact access procedures. “Say it’s a nighttime watch at the marina, only two crew on board,” he explained. “Are the phone numbers for marina night security posted or in the watchkeeper’s phone for local and marine fire units?” To avoid delays, his crew aims for the quickest response through local numbers. When in a new marina, Capt. Kimmal invites the marina guard to the boat for introductions and visits the local fire department or fire boat. “If crew try to call the marina at night, there may be no answer,” Capt. Kimmal said. And that’s why local numbers need to be programmed in for crew

See FIRE, Page 10

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The-Triton.com February 2020

Share safety knowledge, amp up operating procedures on board FIRE, from Page 9 watch phones or radios. “The person on watch has that phone,” he said. “They can’t use the excuse, ‘My phone doesn’t work.’ ” All the crew are trained to handle basic fire emergencies, but considering the potential danger, the safety of the crew and all on board comes first, he said. “Our SOP is to save lives, not endanger them, so at the dock we only fight fires from outside if all persons are accounted for, and then let the pros take over when they arrive,” Capt. Kimmal said. “The only time to suit up is if someone is on board, that would be a guest that could be stopped by smoke or fire.” Malcolm Elliott always has fire hazards on his lists as surveyor and president of Florida Nautical Surveyors. Within his work is a focus on education. “Manufacturers and brokers should be showing people,” Elliott said. “Anyone involved in selling, even surveyors, should point out safety features on boats.” He hopes that captains and crew take notice and train often. “Crew safety training is a lot better than when I started 50 years ago in the merchant navy,” he said. Most crew have the basics, but participating in an actual fire-fighting situation takes practice. The worst thing is to stick crew in a dangerous situation with little training, he said. During a yacht survey, Elliott often questions crew about safety and has found that “there is lots of head scratching.” Yes, the trend toward training on yachts has improved, but how an emergency is handled still comes down to the specific people on board, he said. Without repeated training, equipment such as onboard fire hoses can be a challenge. The hose and the nozzle are typically not connected, and crew need to practice with the wrench. “Not an hour or two a month – we had weekly drills,” Elliott said. “It’s not like taking an hour off work. You have to learn, give exams. It’s really training, training, training.” Along with all of the training, crew can be on the frontline of prevention by paying attention to details. Aside from the recent fire, Capt. Chilvers recalled a previous incident on board a yacht that nearly had a fire during a refit period. The closets had halogen lights that

activated when the doors were opened. During the work, duvets and pillows were stacked high inside the closets. Someone left a door open. “I said, ‘I can smell smoke. I’m telling you there is a fire somewhere,’ ” Capt. Chilvers said. The crew found a smouldering blanket in a closet. “If we had gone to lunch, we would have lost the boat.” As training and attention to safety equipment increases after a fire, another trend may be in the works: Watch schedules and manning on yachts seem to be changing in response to yacht fires, according to Capt. Chilvers. “With large yachts, it used to be one crew on watch. Now it’s a watch team,” he said. Some yachts add crew on board full time who are capable of maneuvering the vessel and handling flood, fire and damage control. “In the old days when I was a captain, after a long trip and we pulled in to the dock, one person would pull the short straw and have to stay on watch,” Capt. Chilvers said. “Gone are the days you could take the weekend off. You need a damage control team that can go in and put out a fire, fix a bilge problem, etc.” Marina and yard fires have the potential to spread, and occasionally nearby vessels need to be moved. If the captain is away and no one can drive the vessel next door, there has to be a deck officer who can complete a maneuver in the case of an emergency, he said. As he monitors this trend, Capt. Chilvers expects it to lead to more time on, less time off. Hours of work and rest come into play. “Then crew burn out easier,” he said. “There will be more rotation, I think, and we’ll see more rotational crew with say, four months on, three off.” Trends with insurance claims after fires also are on Capt. Chilvers’ mind. “Anytime there is a large loss, it is going to affect the rates,” he said. “The yacht’s hull insurance is generally a small percent of the value of the vessel, then the insurance pays out a total loss at $7-10 million? Or above $500 million? That changes the market and basically means that rates go up. It’s trickling down.” The yacht budget on M/Y Status Quo has been hit with insurance increases, Capt. Kimmal said. “Oh yeah, it’s going up 10-20 percent, and the year before it was 5-10 percent,” he said. And there was more of a chal-

Career News 11

February 2020 The-Triton.com lenge to find an insurer. “We only had one or two that would look at us,” he said of insurance companies. Although talk on the dock increases when a yacht fire happens, neither Elliott nor Clifford see yacht owners getting out of the business. Yacht fires are always happening, but now people see them on news, social media and the internet, Elliott said. Most conversations are constructive about prevention and causes. With 49 years in the industry, he said he has not seen fires send yacht owners out. “The only trend to stop buying is when the economy goes down,” he said. Although fires do get people talking, this leads to better safety, Clifford said. “The volume of work and the number of boats add to the numbers [of fires],” he said. “It’s like, if there are more cars on the road, there are more crashes. There are more people involved, more workers, more management, more language barriers – so many things contribute. It’s important to stay on top of this and maintain awareness of what really can happen.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

M/Y Andiamo burns in Miami, all off safely By Dorie Cox M/Y Andiamo, a 120-foot Benetti, burned while tied at the dock at Island Gardens Deep Harbour marina in Miami on Dec. 18. Crew on a fire boat from the City of Miami Fire and Rescue first responded to the call. Authorities are not sure when the fire began, but the first 911 call came in at 7:23 p.m., according to Capt. Ignatius Carroll of City of Miami Fire and Rescue. Officers from Miami Beach Fire Rescue and Miami-Dade Fire Rescue joined the effort through mutual aid response with a total of four fire boats on the scene to fight the fire with both water and foam. Everyone onboard got off the boat safely and everyone was accounted for, Capt. Carroll said. The yacht came to rest along the length of the starboard side in about 20 feet of water at the dock where it was moored Mediterranean-style on the south dock. The Benetti is described online as having a beam of 26 feet. After two-and-a-half hours of fighting the fire, the boat began to list and rested on its starboard side. Pollution responders deployed a boom around and on the vessel to mitigate pollution risks to the environment and contain potential spillage from the vessel, according to U.S. Coast Guard 7th District Southeast. The yacht had a maximum potential of 10,566 gallons of diesel onboard. The cause of the fire is under investigation. Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

PHOTO/ MIAMI-DADE FIRE RESCUE

Operations News 12 Crew

The-Triton.com February 2020

Think of Daylight Saving Time as a short-term investment plan Sea Science Jordanna Sheermohamed

“Spring forward; fall back” may be one of the most useful pneumonic phrases in existence to help us remember how to reset our clocks: an hour ahead in the spring, at the beginning of daylight saving time; and an hour back in the fall, when daylight saving time ends and standard time is resumed. (And, yes, it’s “daylight saving time” – not “savings.”) This practice was designed to maximize daytime hours by capitalizing on the sun’s generosity, which is lavish in the summer and frugal in the winter. The idea was first officially proposed by New Zealander George Hudson in order to give people more sunlight in the late spring and summer, but his idea was not favored at the time. Germany was actually the first country to adopt the policy of sommerzeit (literal German for “summertime”) nationwide in the early 20th century. This was done to conserve fuel during World War I by extending the hours of

the seasons. This tilt, in tandem with the natural sunlight. Earth’s position around the sun, deterThe practice of DST came and went mines how much daylight each hemiduring the early 20th century, and sphere receives. Essentially, the amount observance varied widely. In the 1970s, of energy from the sun doesn’t change, during a global petroleum shortage but our ability to experience it does. brought on by an OAPEC oil embargo, Spring is the transitional season DST became a necessary economic tool when the Earth changes from winter to to reduce dependence on high-priced summer, when the planet oil by relying more on the begins to lean towards the natural resource of the Germany was sun. Along those same sun’s light. actually the first lines, autumn is the tranThe U.S. experimented country to adopt sitional season between with year-round DST as the policy. summer and winter, a result, but a subsequent when the Earth begins study conducted by the the process of tilting away National Bureau of Standards demonstrated an increase in child from the sun. This slow-changing tilt fatalities due to darker school mornings. towards, or away, from the sun yields longer, or shorter, amounts of time in A second extension occurred in which a given hemisphere can receive the mid-2000s, which was to support increased commerce and energy savings. sunlight. The special day during which the With the innovation of smarter energy Earth receives its maximum amount practices and work hours that know no of sunlight is known as the “Summer boundaries, another push to move to Solstice,” which occurs on June 21 in the year-round DST has again reappeared. Northern Hemisphere and on Dec. 22 in We know the sun doesn’t change its the Summer Hemisphere. output, so exactly why does the change Moving the clock forward in the in the amount of daylight occur? The spring ultimately removes an hour of Earth’s tilt is the primary reason behind

daylight as we approach spring and summer seasons, when we already get more sunlight. Conversely, moving the clock back an hour in November yields an additional hour of daylight, which becomes especially useful as we approach the fall and winter seasons when the amount of sunlight becomes less. At the expense of sounding like a financial planner, consider the loss of the hour in the spring, a short term investment strategy for the upcoming fall/ winter season gain; save that sunlight for a “rainy” day! Keep in mind, the closer people are positioned to the North Pole or South Pole, the more likely they are to utilize DST. So, if you don’t like the annual “give” or “take” activity that comes with this practice, it’s best avoided by moving closer to the tropics, where the length of day and night varies so little throughout the year there is no need to alter the clocks. Jordanna Sheermohamed is president and lead meteorologist of Weather Forecast Solutions, a weather-forecasting firm (WeatherForecastSolutions.com). Comment at editor@the-triton.com.

CrewCareer News 13 Operations

February 2020 The-Triton.com

‘Swim buddy’ policy helps to ensure crew safety in foreign ports Secure@Sea Corey D. Ranslem

“Swim buddy” is a term that still rattles around in my brain today. It was a term we used a lot while I was in the Coast Guard, especially on the law enforcement teams. Whenever we were visiting a foreign port, everyone in the unit was required to have the proverbial “swim buddy” if they wanted to leave the ship or hotel during our port visits. The concept is simple and something I still use today. If you wanted to go anywhere, you had to make sure you had your swim buddy. We were not supposed to be alone if we were in public in a foreign port. If something happened, your swim buddy was there for help and backup, but you were also accountable during the port call to keep each other out of trouble. The concept worked most of the time as long as there was at least one responsible party within the swim buddy team. It is incredible to see how the largeyacht market has expanded rapidly beyond “the milk run” over the past 10 years. Back in 2018 during the Miami Yacht and Brokerage show, there was a great panel discussion titled “Off the Beaten Path” that provided some great information and insight from a diverse group of panelists on cruising outside the normal milk run. Many professionals that I speak with in the industry all agree that a larger number of yachts continue to go off the beaten path. With more yachts traveling to these interesting destinations, the question becomes: How do you protect your crew and yacht while you are visiting unfamiliar ports? The starting point for any securityrelated plan should be information gathering. When you are traveling to unfamiliar areas, you should try to gather as much information and intelligence about the region as you can. There are several very good sources of information, along with companies that provide strategic-level information on various regions of the world. You should always get some type of risk assessment before traveling to an unfamiliar region. There are a number of agents I’ve worked with in the industry that can provide good information on a particular region. Most agents specialize in a certain area of the world and help clients seamlessly cruise in those regions. Once you have the threat assessment

and some type of updated information source, you want to develop a plan for the crew including locations where and times when they should and shouldn’t travel. Also, make sure everyone has their swim buddy so that nobody is left alone. When our Coast Guard cutter pulled into a port, we received an area threat briefing from the Coast Guard, along with an overview of the “no-go” red zones. These red zones were typically areas of increased crime or drug activity outside the normal tourist areas. We also received a briefing of the various leisure activities the area offered. This is information that can also be provided to your boat by a local agent. The next part of the crew safety and

Once you have the threat assessment, you want to develop a plan for the crew including locations where and times when they should and shouldn't travel. security plan should include contact numbers. If you have an agent in that region, how can crew members contact them? Also, what support do the different embassies provide, and what are the locations and contact numbers for the embassies? In my travel experience, some embassies provide great support and others barely answer the phone. What are the emergency contact

numbers for law enforcement and medical services, and the location of the local hospitals? You should also have a plan in place to deal with the arrest of a crew member. This does happen and can be very tricky in different parts of the world. Finally, make sure crew members don’t venture out on their own. The swim buddy is a great way for crew members to help each other out and have fun in a new port.

Corey Ranslem, CEO at International Maritime Security Associates (www.imsa. global), has more than 24 years of combined Coast Guard and maritime industry experience. Comment at editor @the-triton.com.

Operations News 14 Crew

The-Triton.com February 2020

In yacht refinishing, how do we decide just how shiny is shiny? Refit Matters Jon Wilson

We all know yachts require regular exterior painting. But considering the immense resources required to direct each vessel through the work of renewing coatings above and below the waterline, it’s astonishing how subjective the standards for yacht refinishing remain. The old adage “If it looks good, it is good” no longer applies, because these days, it all depends on how closely you’re looking, and what you’re looking with. The highly experienced naked eye is an instrument of truly extraordinary power, but we don’t all “see” in the same

way. If ever there were a place in the refit industry where subjective interpretations will clash with expectations, it is in coatings. As James Brewer of Derecktor has recounted many times, it comes down to definitions. His recurring rhetorical question – “How shiny is shiny? How smooth is smooth?” – reminds us of the need for clarity in standards. If standards are to have any meaning at all, they have to be objectively measurable. And yet objective yacht coatings standards, which definitively exist, along with precise application specifications, are not applied consistently. Or is it that they’re not understood enough to be clearly delineated in the bid process? In South Florida alone, there are

probably dozens of coatings contractors who will assure anyone willing to be persuaded that they can “do the job.” And yet, while there is no single recurring maintenance cost so critical to a vessel’s proper care that is more costly than this, that coatings standards still elude uniform implementation. Contracts worth millions of dollars are executed without clear definitions of the standards by which the result will be measured. And contracts without clear definitions of standards leave owners with clear definitions of dissatisfaction. The sight and sound of painting contractors inside the cocoons of tented yachts doing their messy and beautiful work is common. But what is it, exactly, that they’re doing in there? The profes-

sionals skilled at the interminable blasting, sanding, fairing, re-fairing, sanding some more, and finishing are trained to get the job done in an environment that is often as harsh as can be. Anyone would be forgiven for “leaving those details to the experts” who do this every day. But since applications and applicators vary so greatly, the need for coatings consultants, aka “paint surveyors”, has been quietly growing for some time. There are plenty of refit professionals, management companies and crew who haven’t heard much about paint surveyors. Or maybe, who haven’t heard enough “good” about what properly trained ones do. But it’s important to know that among the things they do is provide rigorously reliable specifications, and reliably objective measurements of coatings “coverage,” “gloss,” and what the professionals call “definition of image.” In other words, truly objective answers to “how shiny is shiny?” and “how smooth is smooth?”. And that’s just for starters. Coatings consultants/paint surveyors can “see” things most of us cannot. And since coatings encompass realms far more critical to a yacht’s life than cosmetic – think saltwater and rust – we should understand how what they do can directly affect the quality and durability of the huge investment in refinishing. But, as in any field, there are those who know what they’re doing and those who say they do, so Repair & Refit Report is initiating a conversation – starting with coatings consultant David Revay, whose work is respected by a number of project managers – to help us better understand what science can bring to the artisans in our industry. Obviously, we have to trust that refinishing contractors understand how to achieve the specified results. This is where art meets science, and it’s where quality, reliability, and predictability converge for the benefit of the yacht, her owner and crew. The investment is too great to be left to subjectivity, and every reputable painting contractor should be willing to have its work exposed to the scrutiny of trained, independent experts. Understandably, not all contractors appreciate coatings consultants, and some see them as controversial. But if what matters is the quality and durability of the job, isn’t that what we want? Jon Wilson is editor of Repair & Refit Report (www.refitreport.com), a new online journal aimed at the repair and refit industry and other allied professionals. Comment at editor@the-triton.com.

February 2020 The-Triton.com

Operations 15

Despite privacy issues, trackers play crucial role in emergencies Rules of the Road Capt. Jake DesVergers

During a recent accident investigation, a vessel was lost at sea in poor weather conditions. Because of uncontrollable flooding, the yacht was abandoned by the crew. The yacht stayed semi-afloat and was recovered by a towing company hired by the insurance underwriters. Several types of equipment were used to locate, track, and salvage the yacht.

Automatic Identification System Following the terrorist events of Sept. 11, 2001, the member-states of the International Maritime Organization (IMO) enacted a series of safety and security regulations with a revision to the International Convention for the Safety of Life at Sea (SOLAS). These new rules included the requirement for all international trading vessels of 300 gross tons and greater to be equipped with AIS. AIS works through a transponder. The unit automatically broadcasts information, such as a vessel’s position, speed and navigational status. This data is sent at regular intervals via a VHF transmitter that is built into the transponder. The yacht’s info originates from navigational sensors, typically a GPS unit and gyrocompass or satellite compass. Other important information, such as the yacht’s name, MMSI and call sign, is programmed into the AIS unit. The signals are received by AIS transponders fitted on other ships, yachts, or land-based systems, such as those used by Vessel Traffic Services. The received information is displayed on a screen or chart plotter, showing other vessels’ positions in a format similar to that observed on a radar screen. Positive benefits of AIS include collision avoidance, search and rescue, and accident investigation.

Emergency Position-Indicating Radio Beacon EPIRBs are tracking devices, which aid in the detection and location of vessels in distress. In simplest terms, they are radio beacons that interface with the worldwide system known as COSPASSARSAT. This service is a satellite-based search-and-rescue (SAR) distress alert system. It was established in 1979 by the governments of Canada, France, the United States and the former Soviet Union. When manually activated, or au-

tomatically activated upon immersion, EPIRBs send out distress signals that are monitored worldwide at dedicated rescue centers. Non-geostationary satellites detect the location of the distress.

Search and Rescue Transponder A Search and Rescue Transponder (SART) is a self-contained, waterproof transponder intended for emergency use at sea. There are two types: a RadarSART or a GPS-based AIS-SART. The Radar-SART is used to locate a survival craft, life raft or distressed vessel. It does this by creating a series of dots on a rescuing ship's radar display, creating a distinct pattern on the screen that provides a bearing towards the distress location. Unlike an EPIRB, a Radar-SART will only respond to a 9 GHz X-band (3 cm) radar. It will not be seen on the S-band (10 cm) or any other type of radar. The AIS-SART calculates position and time from a built-in GPS receiver. At an interval of once per minute, the position is actively sent as a series of eight identical position report messages. This scheme creates a high probability that at least one of the messages is sent on the highest point of a wave. The receiving rescue ship or aircraft is then provided an exact position, in addition to the visual bearing exhibited on the radar display.

Long Range Identification and Tracking LRIT equipment must be carried by internationally trading ships of 300 gross tons or greater. This includes commercial yachts. The LRIT information that is transmitted includes the vessel’s identity, location and date, and time of the position. Unlike AIS, which is limited to VHF-type of range, LRIT signals are received via satellite. While similar in function, there is no interface between LRIT and AIS equipment. Where AIS is an open broadcast system, data derived through LRIT is available only to the recipients who are entitled to receive such information. In most cases, this is the government of a sovereign nation. Much of the above equipment can be considered intrusive, especially when dealing with the privacy issues of a yacht. However, knowing that these systems are active, functioning, and transmitting to get you help, can be crucial if an emergency were to develop. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (yachtbureau. org). Comment at editor@the-triton.com.

February 2020 The-Triton.com

Operations 17

Training crew in engine room checks lets engineer sleep easy

we walked the circuit. Showing them where each gauge was and how to read it, I would verify their written reading, JD Anson then move to the next. As we went, I would point to areas (under the engines, in the bilge, inside generator sound Yachts are lovely examples of craftsshields) where they were to look for any manship and luxury. They are also, leaks or pooling of water or oil. After we frankly, slow. Thus, a trip that would were satisfied that they were recording take but a few hours in the bossâ&#x20AC;&#x2122; jet can readings correctly and looking thortake days in their yacht. As most yachts have a single engineer, if one at all, crew oughly, we would exit the engine room. Once we could hear each other must sometimes be pressed into service again, I left explicit instructions that outside their normal responsibilities to should fluids be seen or readings vary make it happen. more than a few points, they were to All crew are capable of doing hourly wake me immediately. I assured them I engine room checks, as long as they are would rather they wake me for nothing properly instructed and given the right than to not inform me of tools to succeed. Having something that could be made tens of thousands Not all late night catastrophic. of miles underway, I was calls were minor. Knocks on the cabin able to sleep well knowOnce, a junior stew door were usually for ining I could count on my noticed water in nocuous reasons such as ship mates because I had the bottom of a a rise in exhaust temperaset them up for success. tures due to changes in The best tool to get a generator housing. sea state, a result of the crew mate to keep a close engines working harder. eye on the engine room is Or sometimes the boat would move from a properly formatted paper log sheet. No matter the boat, I always set mine up in an a warm current to cold water, causing Excel grid, one sheet a day with 0000-2300 drops in cooling water temps. I thanked them, and was reassured that they were hours across the top and various gauges indeed taking responsibility in their asalong the side. Port Engine, Starboard signment. Engine, Port Generator and Starboard Not all the late night calls were minor. Generator with lines for each analog Once, a junior stew noticed water in gauge that could be seen. This not only the bottom of a generator housing. She included the obvious oil pressure, water had discovered a fitting in the raw water temp and such, but also raw water in and cooling system that had eroded through out temperatures and fuel filter readings. and was leaking sea water. Thankfully, we The same for generator readings, with the knew it had been less than an hour since addition of electrical frequency and load. it was dry and much damage was avoided Added to these were water maker by her quick action. Swapping generaflow and pressures and fuel purifier readings. Each time I returned to the en- tors allowed us to put a good patch on it that lasted until we were able to get a new gine room, a quick scan of the readings piece at the next port. would show any trends that may not be Because of my faith in their diligence, apparent by just glancing at a number I was able to keep a semi-normal sleep from time to time. schedule during multi-day passages. Always construct the log sheet to Giving all crew a stake in ensuring require a circuit of the engine room. While making their hourly rounds, they the boat reaches her destination safely are covering places that may show pool- also promotes team building. The greenest crew feel an important member of ing water or oil drips. Some readings, such as battery charger voltage, may not the team owing to the responsibility given to them. They always took their be immediately critical or even change assignment seriously. noticeably, but if the charger is located in an isolated area, making the watch JD Anson has more than 20 years of keeper go there helps cover the space experience as a chief engineer on megamore thoroughly. yachts. He is currently project manager Handing crew mates ear protection at Fine Line Marine Electric (finelineand a clipboard, we would enter the enmarineelectric.com) in Fort Lauderdale. gine room. Before entering, I explained Comment at editor@the-triton.com. what we were going to do, and together

Engineerâ&#x20AC;&#x2122;s Angle

18 Career

The-Triton.com February 2020

Leaders must balance high expectations with empathy, respect Taking the Helm Paul Ferdais

I recently had a meeting with Susan, a woman who’s moved into the chief stew position for a 100-meter vessel, with lots of crew under her. Since she’s never had a position of this scale before, she wanted to know how to be a leader who has empathy and understanding for her people, but also enough toughness to be able to put the boat first. She said her basic struggle is

finding a balance between being humane and being the leader the boat needs. There’s no question this is a challenge because there’s no one, perfect way to create this kind of balance. A lot of being successful in this type of situation comes down to personality, as well as how much people respect or don't respect you. One way to approach the challenge is to sit down with your team members one at a time and lay out your expectations of their performance when they do their job. Discuss with them at the beginning what they need to demon-

strate during a set period of time – say a month, or three months – to go from where they are today to where they will meet all expectations. At this point, clearly outline the consequences of not achieving the expectations. If it’s a new hire, this may be the first three-month trial period in the role, or something similar. As you go through the meeting, make sure you write down what’s been agreed upon so everyone knows what they’re responsible for. Meet again at the end of the set time to go over what was agreed to. They’ll either

have made good on their side of the arrangement or not. The balance here is that crew can’t blame you if they have not done what they said they’d do. This is one way to be tough and humane in the role. I’ve found the biggest impediment to getting people to do great work is being in their face too much. When we over manage our team, we don't let them find their own ways to tackle a problem and perhaps find solutions we never thought of. The point of meeting individually with team members is to set up goals and say go make it happen, then stand back and let them do their thing. We’ll quickly find out what they’re good at and not good at. Generally speaking, people will find their own ways to get things done if they’re allowed to do it their way. In management discussions, we don't hear much about the word “empathy” among all the other, more common buzzwords that are thrown around: leadership, authenticity, grit, motivation, etc. Real empathy is impossible to fake. People know when we’re not genuine. Perhaps the easiest way to demonstrate empathy is to show you actually care about what the other person is going through. This comes across when coworkers know we’ve walked a day in their shoes, having done the job they’ve done. As mentioned earlier, respect is a big determinant of success with our people. The reality of respect is that it’s earned, not commanded. Even though Susan has the title and responsibility for her department, she’ll have to behave in ways that develop respect from team members. While there are many ways to grow and develop respect, a big part of being a leader is working with people we may not necessarily like. Rise above any negative feelings as much as possible and remember the golden rule: If you have nothing good to say, don’t say anything at all. Because if you speak ill of someone you don’t like, it’ll somehow get around to them. Leadership is a way of being. It’s about behavior and how we interact with the people around us. We earn respect through actions, not by being the smartest person or flipping on a switch to turn on a technique or style in the moment which we then turn off. When we lead our team, no matter the department or the boat as a whole, how we are as a person determines if others follow. Capt. Paul Ferdais, skipper of a motor yacht, has a master's degree in leadership and previously ran a leadership training company for yacht crew. Comment at editor@the-triton.com.

Career 19

February 2020 The-Triton.com

Listening well is a skill – and it may not be as easy as you think Crew Coach Capt. Rob Gannon

So, how do you, dear readers, think we are doing with listening these days? If we just kind of think about our day today, moment-to-moment interactions with other humans, how’s the listening going? How are we doing with it, and how are those with whom we communicate doing with it? Our first reaction may be: I’m doing fine; other people, not so much. But is that really honest and accurate? Honest assessments are always the best for us, so let’s try to keep it real here. Let me start by trying to be honest and real with my own experiences, and then I’ll get to some observations about others. I work as a captain and as a personal coach. I thought I was listening OK in my captain and personal life – until I started training as a coach. It was in those training sessions, and then in my own research, that I realized I wasn’t really listening very well at all. What I learned in that training, and then practiced, was undivided, open attention, and checking on a mutually agreed clarity. Texting while attempting – or pretending – to listen to someone does not fall under undivided attention. We have got to stop and be present to really listen. We also have to clear out what happened five minutes, five hours or five days ago. One of the most challenging parts of real listening is putting aside our personal histories and emotions to just be there, receiving and clarifying. The agreed clarification is the other principle I learned and got better with. After we listen, if things are not crystal clear, it’s important we check in with who was speaking to make sure we both understand, and that we are on the same page as we move forward. This may sound so basic, but I see and hear it overlooked in communications quite often. I was able to get better because it was necessary to effectively work with people as a coach. I know I still could improve in everyday parts of my listening life, but I’m better than I used to be. I’ll take that as progress. So let’s move on to some observations perhaps many of us have experienced regarding listening. Have you come across the person whose attempt at listening is really just waiting, kind of impatiently, for their turn to speak again? You know, they hear words but they are just waiting for the sounds to end so they can get back to their very

not what I said,” or “I don’t think you important points and issues. They reheard me correctly, let me clarify.” ally prefer talking to listening. Aren’t It can be tough, but emotionally they fun to talk with? Nothing like your charged conversations can really affect thoughts verbalized and shared, only the listening. It’s really to be discarded instantly. a great example of the Makes us feel special Texting while power of emotions to doesn’t it? What it does attempting – or completely hijack comis send this signal: What pretending – to munications. I think we your saying doesn’t matter probably all have been to me, just listen to me. listen to someone there. Here we have to That’s some quality comdoes not fall attempt to lower the temmunication there. under undivided perature and the intensity, Then there’s the emoattention. or set things aside till the tionally jacked up listener storm settles. who is so wrapped up in These examples ilgrievances and defenses that they will literally change words that lustrate how ego and emotion can negatively affect listening. It muddies up were just spoken to them. We find ourselves saying things to them like: “That’s the windshield. We are not hearing, so

we are not seeing. Not good. However, like most things, if we want to get better at listening, we can. We can practice giving our undivided attention and see how we do. You may be surprised how it positively affects relationships with coworkers, as well as all kinds of other relationships. If we are sincerely trying, then we don’t need to be shy in asking it of others. I don’t know, call me crazy, but I think a world of better listeners sounds pretty good. Enjoy the voyage. Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comment at editor@the-triton.com.

20 Career

The-Triton.com February 2020

Unpredictability of yachting life is a challenge, yet also a blessing Crew Compass Lauren Loudon

A friend and I were recently discussing the pros and cons of the industry, and it got me thinking about the way we wind ourselves up over small things while busy at sea, among plenty of positive factors. These small things can be completely different for each of us, and for a select few lucky ones, there may not even be a “thing.” During this conversation, I learned that for her, it was the lack of sleep, long hours and relentless work schedule. The constantly being on top of people drove her crazy, and lack of time to get to a gym took its toll too. I’ve heard similar complaints from other people over the years as well, along with not being able to choose what’s for lunch, who you’re sharing a cabin with and the fearful unknown of who your guests might be. My biggest challenge in this sense is dealing with the unpredictability of yachting. The constant changing of plans, the inability to commit to anything too far in advance, and never knowing where I am going to be –and when. Even after six years of working with this seemingly unavoidable pattern, I still struggle with the uncertainty of plans. The not knowing anything is sometimes a pain, and always having to answer “I don’t know yet” when asked where I will be at a certain time, or whether I can attend an event, or merely whether I am able to do a certain thing or not. When joining the boat I currently work on, the owner sat us down and gave us a structured schedule for his summer. Knowing he had recently retired, I foolishly believed that these dates were set in stone. Of course, every time the next trip rolled around, something had inevitably cropped up and something had changed in his plans that, therefore, altered ours. Being at the beck and call of somebody is indeed part of our job as crew, but the challenging factor for me is being on a smaller boat and therefore being needed all of the time, as opposed to being on a larger vessel where there are more people in each role, or perhaps there’s simply more leeway for an ebb and flow of temporary or replacement crew for those who are adhering to their

break schedules, hours of rest or other periods of pause. A particular factor that sparked this conversation over a cup of tea was a dark daytime sky filled with the most beautiful flashes of lightning bolts and thus, the unreliability of the weather. Of course, something that nobody can do anything about, but a factor that plays a huge role in the daily happenings of life at sea. Over the years, the weather has held us up for many passages and Atlantic crossings in the past, so this year we opted into the seemingly safer route to save time: shipping across from the Med to the Caribbean. Obviously, it turned around to bite us when the loading window was delayed and delayed and delayed, until eventually, exactly one month late, the yacht was loaded onto the ship. This pushed back the owner’s schedule, which, ironically, was set in stone this time. Of course it was – it was his first family trip on board for Christmas. But that was just too good to be true. Having to witness his heartbreak in hearing that he would have to spend his Christmas in a hotel rather than aboard his yacht struck me, and I was made aware that it is not just crew who feel the pain of the unpredictability of life at sea. Amid the disappointment, several positives came out of the situation, most notably a last minute realization that my husband and I would be able to spend Christmas with his family for the first time in six years. One of my highlights of the festive season is being able to provide the meal and allow other people to relax, so I was over the moon that I could do this for my extended family. I also got to be a part of the owner’s family Christmas, a celebration in a stunning villa on the island of St. Kitts that, albeit two days late, could’ve easily been mistaken for Christmas Day. Finding the silver lining in the unpredictable is all a part of the process, and in this instance, the clouds from that stormy sky did indeed present themselves with far more light than just the blindingly beautiful strikes of lightning. Lauren Loudon has worked as a yacht chef for more than four years. She hails from Lancashire, England. Comment at editor@the-triton.com.

Crew Health 21

February 2020 The-Triton.com

The Noom diet is a good old weight-loss plan with a new twist Take It In Carol Bareuther

What’s now available in the palm of your hand has been available by the seat of your pants since the 1960s. The Noom diet, named for an app of the same title, was the third most-Googled diet in 2019 for the second year in a row. Launched in 2008, Noom employs artificial intelligence and human coaches to deliver a personalized weight loss plan. And while it is relatively new, it shares many of the same principles as traditional weight loss methods, such as Weight Watchers, founded in 1963. That is, creating long-term results through changing lifestyle factors rather than restrictive fad dieting. In a nutshell, Noom is a personalized weight-loss plan. To get started, it takes about 10 minutes on the app’s website to go through a series of questions. This means you need to type in such information as your height, current weight, and goal weight; answer yes or no to a diagnosis of medical conditions such as heart disease and diabetes; respond about recent potentially stressful life events; check the boxes that apply on past dieting attempts; and pick from a list your self-assessed current level of exercise. Then, to get your plan, you have 15 minutes (a countdown clock appears online) to pay $1 via credit card. This payment entitles you to a 14-day trial, after which you can cancel. If you decide to continue with the full plan, it’s $45. Noom offers its users two 16-week programs. Included is a coach to keep you motivated and on track. You can also talk about diet and exercise challenges on social media platforms akin to an old-fashioned weekly Weight Watchers meeting. The diet itself is based on a traffic light system in which colors equate to calories. Nearly 4 million foods are in the Noom database. “Green” foods to go for most often include spinach, low-fat yogurt and oatmeal. “Yellow” foods, such as turkey breast, dried cooked beans and quinoa, deserve greater caution in their intake. “Red” foods, such as bacon, pizza and French fries, are those to stop eating in large quantities. There’s certainly an undercurrent of resemblance to Weight Watcher’s point system, in which foods are ranked by points and the total points for the day are based on a person’s weight-loss or maintenance level of calories.

Does Noom work? A few studies published in peer-reviewed medical journals say yes. For example, researchers writing in the publication Metabolic Syndrome and Related Disorders found that participants lost 7.5 percent of their weight at the end of the fourmonth program, and a year later had maintained the majority of this loss. The researchers concluded that the Noom smartphone app was a useful tool to lose weight and maintain the loss. Does this mean you should sign up today? Maybe. However, realize that

it’s the key tenants that make Noom so successful – tracking what you eat and your exercise; learning to choose more healthful foods; and enlisting the support of a coach, friend, fellow dieter or professional, such as a dietitian – not necessarily Noom itself. These are the same principals that have made the nearly 60-year-old Weight Watchers program so successful and now internationally embraced. You can employ each of these tenants on your own – for free. Yet, if having your diet plan in the palm of your hand is more appealing

and convenient than sitting through a Weight Watcher’s meeting or setting up something on your own, then go for Noom – or one of the several similar apps, such as MyFitnessPal, Lose It!, Samsung Health and FatSecret. The bottom line is that no matter how you do it, achieving a healthy weight and healthy eating and exercise habits will last a lifetime. Carol Bareuther is a registered dietitian and freelance health and nutrition writer. Comment at editor@the-triton.com.

22 Crew Health

The-Triton.com February 2020

If someone is impaled, pulling the object out is not a wise move Sea Sick Keith Murray

Many of you reading this column who are over the age of 50 may remember the 1969 Jerry Lewis movie “Hook, Line And Sinker,” in which he gets impaled by a large Marlin. In the movie he appears fine and is seen talking, even walking with the large fish protruding from his body. For those of you not old enough to remember this, you should recall Steve Irwin, The Crocodile Hunter. Irwin was killed when a stingray barb entered his heart. They were filming a large, 8-foot-wide stingray in chest deep water. It is presumed that the stingray mistook Irwin’s shadow for a tiger shark and struck out in selfdefense. His coworker said that Irwin's final words were “I’m dying” after being stuck with the stingray barb. So, what should be done when someone has something stuck in their body? Whether the object is a knife or a large fish, it must be left in. Removing the

impaling object often makes the injury worse. Removing it improperly can cause more damage and bleeding. Think of a saw blade touching an artery or an organ. The impaling object often works like a cork, holding the victim’s blood inside. Remember, your own safety must always be your primary consideration. Sharp objects such as knives, fishhooks, gaffs or nails are not only capable of causing an injury to the rescuer, but are also contaminated with the patient’s blood. You never want to touch another person’s blood. Always wear your personal protective equipment (gloves and safety glasses). Do not move the patient unless necessary. If emergency medical services are not available or the patient must be moved, the impaling object must first be secured to prevent more damage. Cut clothing carefully away from the wound without moving the object. If possible, shorten the object. On the news, you may see someone fall on an 8-foot piece of rebar, and the rebar goes to the hospital with the patient – but as a much shorter piece. Longer ob-

jects move more and movement causes damage. But don’t make the object too short because you need some room to stabilize it; give yourself a few inches to work with. Secure the object to prevent movement and stabilize it with bulky dressings. Try to anchor it with bandages or strips of cloth to keep it from moving. Often you must be creative and use what you have on hand. Keep the victim from moving or touching the object or the wound. What if someone gets something stuck in their eye? If the object has impaled the eye, do not remove it. Do not apply pressure. If available, a paper or styrofoam cup with a hole in the bottom can often slide over the impaling object to secure it in place. Or roll up gauze and tape it in place. Cover the injured eye without putting any pressure on the eye or the object. Also – and this is critical – cover the good eye with a bulky dressing. The eyes track together, and covering the good eye will reduce eye movement for both eyes. As with any medical emergency

at sea, it must be determined quickly whether the injury will require immediate emergency medical care from a doctor or hospital. When in doubt, get the victim to help as soon as possible. If the wound is minor, it may still be prudent to seek medical attention once the yacht has reached shore. Have a medical professional examine the wound for infection and make sure all shots are current. To learn more about bleeding, first aid and other medical emergencies, take a CPR, AED and first-aid class. Ideally, crew should attend a refresher class at least every 2 years. Often classes can be conducted on board a yacht or at a business location. Shipboard classes are very helpful because they allow the crew to develop plans, review first-aid supplies, and talk about medical emergencies as they relate specifically to their yacht, passengers and ports of call. EMT Keith Murray provides onboard CPR, AED and first-aid training as well as AED sales and service. His company can be found at TheCPRSchool.com. Comment at editor@the-triton.com.

February 2020 The-Triton.com

TRITON SPOTTER

The Triton's intrepid freelance writer/photographer Tom Serio traveled halfway around the world to the Horizon Yachts 2020 Open House in Kaohsiung, Taiwan, in January. Horizon's bi-annual event celebrates its global dealer network and invites journalists to learn more about how Horizon Yachts are built. As one of three journalists invited from the U.S., Serio commented on the research and innovation built into the processes. "There's a lot of science that goes into the Horizon applications, and seeing how they utilize it helps to make a better product while reducing environmental impacts."

Anita Warwick of Seven Seas Health International Health Insurance made time to keep up with nautical news with her Triton during a business trip to Penestanen, near Ubud, Bali, in January. â&#x20AC;&#x153;I insure expats as well as crew,â&#x20AC;? she wrote in an email.

Yacht crew: Use your device to read online at The-Triton.com or pack a paper then share where you take your Triton. Send your eye-catching photo to editor@the-triton.com for possible future publication.

Where in the World 23

24 Where in the World

The-Triton.com February 2020

Aerial View Dun Laoghaire Marina:

Opened in 2001, Dun Laoghaire Marina in Dublin Bay offers safe shoreside access, with a capacity of 820 boats.

PHOTO/TIM WALL

Dublin’s warm Irish welcome begins with Dun Laoghaire Marina By Alison Gardner During an August visit to Ireland last year, I stopped by the country’s largest marina where superyachts tie up just outside Dublin. “Most of the big ones are Americanowned,” Paal Janson, general manager of Dun Laoghaire Marina, said, “with many vessels on passage from the Mediterranean to West Coast Scottish islands and the Norwegian fjords for their summer cruises. We are one of the few, if not the only, marina in the Irish Sea that can accommodate vessels of this size with 24/7 access by sea. Anywhere else means tying up to a fixed quay wall and crew having to tend the mooring lines to allow for tidal adjustments.” The marina is accessible during all stages of tides with a minimum depth of 4.0 meters during Low Water Springs tide, generally the lowest tide experienced in a harbour, he said. This five gold anchor-rated marina offers superyachts of up to 50 meters all the services required while crew explore the delights of Dun Laoghaire and Dublin City during their stopovers. From April to October, staff is on hand to serve guests 24 hours a day; otherwise, staff is available from 8 a.m. to 10 p.m. in the off-peak season. The marina’s staff accommodates all sorts of requests for information and assistance, including taxis, restaurant reservations, bespoke tour guides, car or bike rentals, customs and immigration, repairs and servicing. Staff can also help with services that often come under the remit of a shipping agent, all included in the berthing fees. Marina workboats can be used to transport materials, stores,

etc. directly to the yacht and save the crew from having to carry or transport such items themselves. Having served as marina GM since 2011, Janson is a mine of information about his region and his guests’ interests. He tells me that a favorite crew day-off request is sailboat racing around the huge Dublin Bay in which the marina is situated, renowned for its wind that also make kite surfing an exhilarating and popular challenge. Race participation can be arranged through the marina’s contacts in all the waterfront sailing clubs as well as with marina boats looking for extra racing crew. With a large and vibrant fleet, Dublin Bay is considered the cradle of modern yacht racing from the 19th century to the present day. “Just a 30-minute suburban train or bus ride from in front of the marina, our

EPIC Irish Emigration Museum:

Award-winning EPIC Irish Emigration Museum is a 21st century story-telling experience in Dublin’s Docklands area.

PHOTO/ EPIC THE IRISH IMMIGRATION MUSEUM

guests arrive in a vibrant English-speaking capital city (population 550,000) with an international airport offering excellent European and trans-Atlantic connections. There is even a 45-minute coach transfer from Dun Laoghaire direct to Dublin airport. In the heart of Dublin, the famous Temple Bar riverside neighborhood, spread over many cobbled pedestrian lanes and streets, is filled with joyfully crowded pubs and restaurants both day and evening. And then there’s the Guinness stout, which makes up almost one in two pints consumed in Ireland every day. What more can I say?” Janson said with a grin. At Dublin’s Guinness Storehouse built in 1904, 20 million visitors per year immerse themselves in the Guinness story and sample some of the iconic, dark ruby red beverage. Currently, three million pints of Guinness are brewed

onsite every day at the St James’s Gate brewery, making it the largest stout export brewery in the world. With seven floors of storytelling and sampling to occupy visitors, this is no quick walk through. A good place to wrap up the experience is the Storehouse’s Gravity Bar high above Dublin’s streets. Whether you are a fan of museums or not, the recently opened EPIC Irish Emigration Museum on Dublin’s waterfront is a new attraction you won’t want to pass up. In 2019 it was justifiably named Europe’s leading tourist attraction. Located in a massive customs house that was formerly an 1820s wine and tobacco warehouse, you will walk through 20 high-tech, interactive galleries that bring alive the story of Ireland’s 10 million-strong emigration to many countries over several centuries and learn about the remarkable contribu-

Where in the World 25

February 2020 The-Triton.com

Johnnie Fox’s Pub:

Johnnie Fox’s Pub serves up classic Irish dishes along with the best of live traditional music and Irish dancing every night in Dublin. PHOTO/JOHNNIE FOX’S PUB

tions these Irish men and women have made to the world in terms of culture, science, politics and other themes. With equal measures of tragedy and celebration, EPIC definitely brings Irish history to life by harnessing the best of 21st century technology. DK Eyewitness’s Top 10 Dublin guidebook sums up the spirit of Dublin as “quite possibly the most sociable city in the world.” The Irish word “craic” – loosely translated as “good times” or “fun” – is used a lot in conversations with the locals. Don’t be alarmed, it doesn’t refer to illicit drugs, but it does embrace a lot of pub culture. Short for “public house,” it is worth noting that a pub isn’t just a bar. Pubs have bars, but they also offer some of the best food, music, storytelling and social life in Ireland. In Dublin city with its thousands of years of history, more museums and historic sites than you can count, as well as vibrant arts, literary, and music communities, pubs are often where the people go to meet and to carry on traditions. Visitors are always given a warm welcome to join in. While a trip to more hyperactive Temple Bar is on most visitor’s must-do lists, you will uncover Dublin’s real pub culture and authentic traditional music a short distance beyond that district. With a day or two more to explore, you might want to check out the music and fabulous Irish humor with an evening of stand-up comedy at The Craic Den, or drop into the Celt Bar where the mix of locals and tourists is pretty much even. During the Irish Civil War (1922-1923), The Confession Box was a popular

Guinness Storehouse Gravity Bar: At 46 meters above street level, Guinness Storehouse’s circular Gravity Bar offers great views of Dublin.

PHOTO/GUINNESS STOREHOUSE

watering hole for rebel leaders, and The Brazen Head takes the prize as the oldest pub in Dublin, estimated to have opened about 1198. However, if time in Ireland is short, Johnnie Fox’s Pub is only a 20-minute taxi ride back into the hills from Dun Laoghaire Marina. Built in 1798 and restored to a large space of old beamed ceilings and roaring open fireplaces, it claims to be the highest pub in Ireland. If you opt for a Hooley Night package, expect a four-course dinner followed by a traditional music and dance show of “River Dance” caliber, but on a smaller scale. Paul Janson recommends the pub and show as “a guaranteed good night out!” To learn more about the marina, visit dlmarina.com, and for more information the surrounding area, visit Dublin website www.visitdublin.com.

lustrated resource for mature travelers featuring ecological, educational, cultural and volunteer vacations worldwide. Comments on this story are welcome at editor@the-triton.com.

Victoria-based Alison Gardner is a travel journalist and editor of the online magazine Travel with a Challenge, www. travelwithachallenge.com, a richly il-

Paal Janson, general manager of Dun Laoghaire Marina, left, and Dun Laoghaire mayor, Ossian Smyth, celebrate the marina’s national EcoMerit environmental accreditation.

PHOTO/ECOMERIT

26 News

BOATS / BROKERS

central agent BGYB for €6.9 million. M/Y Excellence, a 153-foot (46.6m) Feadship launched in 2001, listed with joint central agent Merle Wood & Associates for $16.9 million.

Yachts sold

M/Y Silver Lining, above, 164-foot (50m) Christensen launched in 2017, sold by IYC brokers Frank Grzeszczak and Katya Grzeszczak in an in-house deal. Asking price was $34 million. M/Y Framura 3, above, 164-foot (50m) Codecasa launched in 2013, sold by joint listing agents Fraser and Edmiston & Company, and IYC, which brought the buyer. Listing price was €12.5 million.

M/Y Moka, above, (to be renamed Hom), a 143-foot (43.6m) Benetti Vision launched in 2011, sold by Camper & Nicholsons brokers Gaston Less-Buckley, who represented the seller, and Andrew Lebuhn, who brought the buyer. Asking price was €11.9 million.

M/Y VAAO, above, a 121-foot (36.9m) Benetti launched in 2012, sold by IYC broker Frank Grzeszczak Jr., who represented the seller, and Edmiston & Company broker Antonio Yturbe Redo, who brought the buyer. Asking price was just under $9.8 million.

M/Y My Maggie, above, a 112-foot (34m) Westport launched in 2008, sold by Westport’s Brian Long, who represented the seller, and IYC brokers Michael Rafferty and John Weller, who brought the buyer. Asking price was just under $6.7 million.

The-Triton.com February 2020

M/Y Titan II of London, above, a 108-foot (33m) Sanlorenzo launched in 2006, sold by Camper & Nicholsons broker Richard Higgins, who represented the seller, and IYC broker Michel Chryssicopoulos, who brought the buyer. Asking price was €3.75 million.

M/Y Sea Filly, above, a 103-foot (31.39m) boat built by West Bay Sonship Yacht Builders in British Columbia in 2000, sold with Denison broker Charles Blickle representing the seller and Worth Avenue Yachts representing the buyer. Asking price was $2.85 million.

M/Y Avalon (formerly Katya), above, a 151-foot (46m) Delta Marine launched in 2009, listed with Ocean Independence brokers Thom Conboy and Chris Collins for $19.9 million. M/Y Bliss, a 144-foot (44m) Heesen launched in 2007, co-listed with Ocean Independence brokers Thom Conboy and Chris Collins and IYC broker Michel Chryssicopoulos for €12.5 million.

New in the sales fleet

M/Y Lady Moura, above, a 345-foot (105m) Blohm + Voss delivered in 1990, listed with Camper & Nicholsons brokers Arne Ploch and Andrew LeBuhn. Price available on application. Hull No. 38 by Christensen Yachts, a 164-foot (50m) motoryacht ready for delivery this spring, listed with Merle Wood & Associates for $35 million. S/Y Eleonora, below, a classic 162foot (49.5m) racing schooner built by Van der Graaf in 2000 as an exact replica of the famous Westward, with joint

S/Y Surama, above, a 133.5-foot (40.7m) ketch-rigged Royal Huisman launched in 1997, listed with Camper & Nicholsons for €7.9 million.

M/Y Ambassador, above, 131-foot (40m) Sunseeker launched in 2012, listed with West Nautical for €9.9 million. S/Y Irelanda, below, a 105-foot (32m) semi-classic Alloy sloop launched in 1996, listed with YPI for €3.8 million.

February 2020 The-Triton.com

M/Y Aria S, above, a 102-foot (31m) Arcadia launched in 2016, listed with Camper & Nicholsons for €6.9 million.

BOATS / BROKERS superyacht market going above the 90m mark with all Northern European systems and Italian finish work,” Grzeszczak stated in a company press release. “The shipyard’s new state-of-the-art facility and newly built crew village makes Admiral one of the premier refit facilities in the world today.” Having recently visited the new facilities, Grzeszczak said the opportunity to work with Admiral was an unmissable one. “As a broker who is very familiar with top Northern European yards and visits them often, seeing Admiral raise the bar to their standards is very admirable,” he stated. “It is a challenge and an honor to join the team and to be an integral part of its rapidly expanding global success.”

CNI hires yacht management director M/Y Gail Force Too, above, an 85foot (25.9m) Pacific Mariner launched in 2008, listed with IYC broker Rob Newton for just under $3.5 million.

S/Y Aegir, above, an 82-foot (25m) racer-cruiser built by Carbon Ocean Yachts in 2010, listed with BGYB for €2.9 million.

News in the charter fleet

M/Y Framura 3, above, a 164-foot (50m) Codecasa launched in 2013, will be available for summer charter in the Med through IYC Monaco. S/Y Aegir, an 82-foot (25m) racercruiser built by Carbon Ocean Yachts in 2010, available for cruising and racing charters through BGYB.

IYC’s Grzeszczak to rep for Admiral Yachts Frank Grzeszczak Sr. of IYC has been appointed head of sales for Admiral Yachts in the Americas. Admiral, the flagship brand of the Italian Sea Group, was founded in 1962. “Admiral is now committed to the

Camper & Nicholsons has hired Gianfranco di Costanzo as director of yacht management. A native of Italy, di Costanzo earned a university degree in maritime transportation and naval operations before joining Carnival Cruise Line as a deck cadet, accordCostanzo ing to a company press release. During his time with Carnival, di Costanzo progressed to the position of senior officer, mastering marine operations, technical expertise, audits and shipbuilding, including the construction and delivery of the 1,004-foot (306m) Carnival Magic in 2011. In February 2017, di Costanzo took a position shoreside as a senior yacht manager, with responsibilities as manager, technical superintendent and project manager for eight yachts. During his three-year tenure, he became lead auditor and certified DPA for a fleet of 12 yachts, according to Camper & Nicholsons. Di Costanzo speaks Italian, English and Spanish. He will operate out of the company’s Fort Lauderdale office.

Please send your company’s yacht news, broker updates and charter information to editor@the-triton.com. We welcome high resolution photos for our print edition.

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The-Triton.com February 2020

The-Triton.com’s most-read stories of 2019 Triton readers visited more than half a million pages on The-Triton.com in 2019. They viewed our calendar and photo galleries, our classifieds and business directory. But mostly, they came for the news – news of fires and accidents, news of storms and recovery, and news of the deaths of members of their yachting family. Based on the number of page views, these are the top 20 news stories on The-Triton.com for 2019:

1. “Yachts Lohengrin and Reflection burn at Universal Marine Center in Fort Lauderdale” (posted Nov. 16)

Fort Lauderdale Fire Rescue trucks headed toward smoke and flames on Marina Mile in Fort Lauderdale just after calls came in at 4:43 a.m. to find two yachts on fire at Universal Marine Center on Nov. 16. Flames had engulfed both M/Y Lohengrin, a 161-foot Trinity, and M/Y Reflection, a 107-foot Christensen, that were in-water under membrane enclosure in scaffolding for repairs and refit work in the yard. By daylight the blaze had consumed both vessels and left remnants of construction scaffolding in a record-setting incident, according to Battalion Chief Stephen Gollan of Fort Lauderdale Fire Rescue. “This is the largest value, in Fort Lauderdale history, lost in one incident,” Gollan said. “We’ve had houses, buildings, but this combined value is the most.” Estimates range from $20 million to $24 million for the two vessels, depending on different values placed on stages of the refits, he said.

2. “Millions in tariffs steer U.S.-built yachts out of Med charter season” (posted Feb. 25)

M/Y Laurel has had to cancel its summer charter season this year. Faced with a tax bill of at least $12 million to enter the 240-foot U.S.-built yacht into the Mediterranean, Capt. Roy Hodges and the yacht’s owner decided to cancel the Atlantic crossing and forgo a handful of expected charters. “You could never make that make sense,” Capt. Hodges said of paying the tax to charter. “I think we will go to New England with the boss this year.” The tax is a 25 percent tariff that the European Union has imposed on the value of U.S.-built yachts that want to charter in the region. The tariff is the EU’s response to the United States’ additional duties for steel and aluminum imports that went into effect last March. The EU retaliated with its tariff in June. As the season approaches, the tariff is raising more concern among the charter fleet. Private yachts visiting for pleasure are not subject to the tax.

3. “Malfunction sends yacht off course” (posted Nov. 26) A malfunction during a sea trial Saturday caused the 128-foot M/Y Safira to lose control and hit several smaller boats docked nearby. No injuries were reported, but videos have appeared on social media, raising questions as to what happened. Capt. Ed Collins, who had just taken command of Safira 10 days prior, was at the starboard wing station, maneuvering the yacht out of Seahaven Superyacht Marina just south of Fort Lauderdale. A 38-year veteran in yachting with several circumnavigations in his log book, Capt. Collins was excited to build the yacht’s charter program and show it off at the Antigua Charter Yacht Show next week. “It’s a beauty of a boat, it dances, it spins, it does whatever you want it to do,” he said. “The azipods are simple … when they work.” However, on Saturday, they didn’t work they way they are supposed to.

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February 2020 The-Triton.com

4. “Engineer seriously injured in motorcycle accident” (originally posted Jan. 29)

Former yacht Engr. Thomas “Bourke” Cannon is in a hospital in Jacksonville, Florida, after the motorcycle he was riding was hit by a car in the Dominican Republic. Cannon, 32, was headed to survey the 178-foot (54m) R/V Pacific Hope when the accident occured on Jan. 26, said long-time colleague and friend Capt. Marvin Wilson. He was there to complete his first marine survey after completing school in December, according to an online post.

5. “Motoryacht Mine Games owner among seven dead in helicopter crash” (posted July 5)

Yacht owner and coal executive Christopher Cline died in a helicopter crash on July 4, according to media reports. It has been reported that he was one of seven killed when the helicopter crashed in the Abaco Islands in the Bahamas. NBC News reported that the Bahamian police confirmed that four females and three males died, but they have not released the victims’ names. Mr. Cline was 60. “He was one of the good guys,” said Billy Smith, formerly of Trinity Yachts, the builder of Mr. Cline’s first yacht named Mine Games. Smith, now of Merle Wood and Metal Shark Boats, said he enjoyed working with Mr. Cline. “He was all about quality, excellence, and everybody understood what he was trying to achieve,” Smith said.

6. “Captain hopes stew’s alcohol death wake-up call for all crew” (posted Dec. 28, 2018; printed in January 2019 edition)

This time, the captain hoped rehab would stick. It was February, in the Bahamas, and his partner in both life and work had been drinking heavily for several days. She was intoxicated and belligerent in front of the owners and their guests. The captain and owners sat her down for a talk, then put her on an airplane bound for a treatment facility in the U.S. The captain had tried everything he knew to do to help her. “I realized I can’t do this anymore for my own sanity, for my job,” Capt. Chris Boland said. It was the last time he would see her.

7. “Three yachts lost in NDSQ shipyard fire” (posted Aug. 29)

A building at Nakilat Damen Shipyards Qatar (NDSQ) just north of Doha burned and collapsed on three motoryachts on Aug. 11, according to sources known to The Triton. No injuries were reported in the incident, and assessments are underway on the level of damage to M/Y Constellation, an 80m Oceanco, M/Y Maracunda, a 52m CRN, and M/Y Al Adaid, a 36m Riva.

8. “Motoryacht Loon arrives at Marsh Harbour” (originally posted Sept. 4)

A quick conversation with Capt. Paul Clarke of M/Y Loon, a 155-foot Christensen, finds him and the crew just 10 minutes out of Marsh Harbour, Abaco Islands in the Bahamas. The yacht is working with YachtAid Global to help with relief efforts after Hurricane Dorian just three days ago.

9. “40m SY My Song lost in transit” (originally posted May 30)

The 131-foot racing sloop My Song fell off a cargo ship while on its way from Palma to Genoa in the early hours of May 26.

10. “Wraps off refit of MY Voyager at Dania Cut” (posted Jan. 21)

The nearly 300-foot M/Y Voyager, which had been hidden under shrink-wrap and scaffolding at Dania Cut Super Yacht Repair for almost three years, came out into the sunlight in early January.

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The-Triton.com February 2020

Managing difficult personalities can be tricky task for chief stews Stew Cues Alene Keenan

After a hectic holiday charter run, heads of departments take time to assess the relationships among their team. Managing different personalities is a juggling act. Not everyone gets along. Some people are more highmaintenance than others, and there are cultural, generational and age differences. More than one chief stew, myself included, has been heard to exclaim, “If one more young whippersnapper tells me how to do my job, I am going to blow a gasket.” Perhaps we have officially entered Old Age. Another culprit that senior crew complain about are those with “Smartest Person in the Room Syndrome.” Paul Crosby writes in his blog on The Uncommon League website (theuncommonleague.com/blog) that management styles may need to change to accommodate such a person and to manage the resulting toxic work environment. Whether actually highly intelligent or just someone with an inflated ego, these people often come across as loud and impolite. They seem to have a need to be right, to have the last word and to feel superior to others. The negative impression they create in one department carries over into other areas, and sometimes it takes enormous effort to deal with the situation. In his blog, Crosby shares a list from executive coach Jeff Snyder of traits that people who have “Smartest Person in the Room Syndrome” exhibit, so managers can identify these team members and better understand their perspectives:  They talk more than they listen.  They don’t consider other points of view.  They have a constant need to be right.  They give their opinion even when not asked for it.  They are often unteachable or unwilling to learn.  They have low levels of emotional intelligence.  They also may not want to push themselves as much as they should. This can create a toxic and frustrating work environment for the rest of the team. Working together for days and weeks on end is hard enough, but living together with someone who doesn’t

fit in adds even more pressure to an already stressful circumstance. As the head of a department, supervisors are obligated to give feedback to those under their charge. Whether it’s a personality disorder or poor social skills, the inability to be a team player can have a negative effect on a person’s career over the long run. Problem crew need to be evaluated and consider options to determine whether or not they have any desire to improve behavior or habits. It’s a delicate situation, but certain behaviors that need improvement ought to be discussed. Whether there is a cultural distinction or an age difference, people deserve to know that they are not fitting in. There might be a weakness that they have encountered before, and they might actually appreciate support in a desire to improve social skills. In an ideal world, people value personal as well as professional growth. However, when mistakes are made, some people don’t even realize it because of their customary high opinion of themselves. In that case, performance suffers while the ego continues to grow. Supporting crew through change can help them be more open-minded and better listeners. Avoid a tendency to exert control by micro-managing during this period. When everyone on the team feels more comfortable, the entire culture of the workplace may change. Here are some great tips I found on Wikipedia:  The common denominator in this situation is respect. A positive attitude goes a long way, so try to be understanding. Keep an open mind and remember that you don’t have to agree with someone, simply acknowledge them. Don’t take things personally.  Pick your battles. Think before you respond in exchanges that are heating up. Not every situation needs to be addressed. Relax and take a deep breath. Try to see people as the individuals they are, whatever their age. After all, those young whippersnappers undoubtedly have a few things to say about the “senior citizens” they have to work with too. Alene Keenan is former lead instructor of interior courses at Maritime Professional Training in Fort Lauderdale. She shares more than 20 years experience as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht,” available at yachtstewsolutions.com. Comment at editor@the-triton.com.

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February 2020 The-Triton.com

Gauguin-style immersion leads to a meal beyond the ordinary Top Shelf Chef Tim MacDonald

Living life large, like Paul Gauguin, I have based myself in the Bing Lee 3 love shack on the tropical island of Koh Samui. Amid an array of local wildlife whizzing around on Honda Clicks, I have tasted many a Thai sweet-sour and salty dish at many of the night markets. Every 30 days the Thai government encourages me to “get out,” which has the knock-on effect of creating several options. I can do a damn good impersonation of Martin Sheen’s Capt. Willard in Saigon, or fly to Singapore, Laos, Burma, Cambodia, Malaysia or India. Each trip allows me to immerse myself in the local delights. I have never understood the “cooking class” thingy that I often see requested on social media – preferring instead to saddle up with my own

Teha’amana muse and experience the food culture straight up. Paul Gauguin really had the right idea. Often bored myself now with the usual grilled, €50-a-kilogram offering – and micro hair cuts – I can thank my time living it large like Gauguin for introducing me to this hawker standard. The combination of fish, coconut, Thai yellow curry paste and herbs, all wrapped up in a banana leaf like a Gucci handbag, has proven a winner when offered as the ubiquitous seafood fish dinner option. A kin to Chilean sea bass in its forgiveness when there’s a 10-minute delay in getting it to the table, it makes a great alternative to the normal.

Tim MacDonald (timothymacdonald. weebly.com) has more than 20 years experience as a chef. He was named Concours de Chefs winner for Yachts over 160 feet at the 2011 Antigua Charter Yacht Show. His recipes are designed for the owner and guests. Comment at editor@the-triton.com.

TEHA'AMANA FISH PUDDING

Ingredients

4 cups of diced snow fish from 4 medium filets 4 tablespoons massaman curry paste 2 eggs 1 cup coconut milk, chilled 2 teaspoons palm sugar 2 tablespoons fish sauce 1/2 cup Thai basil leaves 1/2 cup coriander leaves 1/4 Thai basil 6 kaffir lime leaves, thinly sliced 3 bird's eye chiles, sliced thinly 1/2 cup coconut cream, for topping 2 tablespoons rice flour Banana leaf baskets, approx. 6

Method

Start by making your banana leaf bowl and set up in a steamer. Cut the fish into bite-size chunks. Place 2 cups of the bite-size fish pieces into a blender, along with the massaman curry paste, egg, palm sugar and fish sauce. Blend until a mousse is formed. Add the chilled coconut milk and the majority of the thinly sliced kaffir lime leaves, saving a few for use in

PHOTOS/TIM MACDONALD

the topping. Lay a generous layer of the basil, coriander and Thai basil onto the bottom of each banana leaf wrapper. Divide the remaining fish, add on top of the herbs, then evenly divide the Thai massaman mousse mixture to top. Mix the remaining coconut cream with the rice flour, then garnish the baskets with a dollop, leaving a small amount for garnishing. Steam until a thermometer reads 70 degrees, and garnish with the remaining coconut cream, shredded lime leaves and sliced red chiles.

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The-Triton.com February 2020

Nutrition, time management, sanitation best classes for chefs

different diets. It’s knowing the nutrients – carbs, fats, proteins, etc. – that Culinary Waves are in foods, what they do, and how to Mary Beth Lawton Johnson maximize their benefits. It’s not just about knowing the food pyramid, but about recognizing eating disorders, lack Just as captains and all deck crew of vitamins and minerals in a dish, and need to take courses to maintain their learning how to create nutritious dishes. licenses on board, chefs need to mainIt’s an in-depth look into the phytotain their culinary knowledge, hone nutrients and chemical makeup of a skills and keep up to date with the latest nutritious meal. I suggest taking several techniques and trends. courses in nutrition, because this really When signing up for continuing education, chefs need to focus on time will enhance your resume and your culimanagement, sanitation and nutrition. nary knowledge in the long run. What if your employer Sure, it would be nice to suddenly developed diatravel to France and enroll betes or a heart condition? in a pastry course taught I suggest Would you know what by a master French pastry taking several foods to cook for him or chef, but who has the time courses in how to address his new to do that? Save what you nutrition, nutrition needs? want to learn for the vacabecause this Finally, sanitation – the tion time, and what you really will most important course you have to learn for the educaenhance your can take to better yourself tion time allotted to you. as a chef. It is a must-have resume and Not every chef has that course for others in the food time, but some do. your culinary industry, and it should be One particular employer knowledge in for all yacht chefs as well. wanted his chefs to go to the long run. You could poison someone high-end, 10-course ressimply by not following taurants such as Helene a few simple rules. This Connaught in London and course covers food-borne illnesses, see how they did it. Then there are pathogens, HACCP in food, basic hythose yacht owners who just want their giene and sanitation must-do’s. familiar comfort food when away from You often hear about cruise ship home. So save what you desire for later and bone up on what you must have for passengers getting sick, and most of it is a result of food handling by employees your job. who do not have good hygiene pracThere’s a reason behind my three tices. This course basically will scare you suggested courses above. Each job is with the illnesses that you, as a chef, different. Some of the yacht chef jobs can create when mishandling food, and require event planning, such as a picnic at a certain time, a formal cocktail party instill in you the fact that taking care of food, from the moment you receive it or an event on land that needs executed to the final preparation, is of the utmost time management plans. importance. Each minute of your day as a chef Where can you take such courses? is allocated to a certain task. You only Chef Certification, a company based out have a limited amount of time to invest of Oregon, has been handling the eduin each dish, from preparation to final cational needs of chefs for years. I use cooking. The great thing about a time management refresher course is that you them and so should you. www.chefcertification.com list out all the steps and the amount of There are plenty of serve-safe courses time it will take to accomplish the task. available, and some places offer them Some chefs have a problem with attenfor free. Just do a Google search, and tion and follow-through. This actually be sure to tell me what was the best will help them to get a grasp on what culinary course you have ever taken. I needs to get done and how to not fall would love to hear your thoughts. behind. Nutrition is changing daily. Now it’s the plant-based diet taking the world by Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine, storm. I’ve been plant-based for years, and has worked on yachts for more than 25 so this was nothing new to me. Howyears. Comment at editor@the-triton.com. ever, nutrition is more than knowing

February 2020 The-Triton.com

Forget fungus and snuffling pigs, these truffles are chocolaty yum Crew’s Mess Capt. John Wampler

From time to time, I find a conundrum when it comes to epicurean delights. Take, for instance, truffles. Ask a chef at a fine restaurant to describe a truffle, and they will wax poetic about an expensive fungus that grows beneath oak trees in France and is found by pet pigs. Now, ask a pastry chef to describe a truffle, and they will describe a softcentered confection coated in tempered chocolate. So, the only determination I can come up with is that a truffle is both: a fungus and a chocolate delight. With leftover ingredients from last month’s brownie recipe, and Valentine’s Day being the No. 1 day on which chocolate is gifted, I will show you how to make a delicious and easy chocolate truffle cookie. This recipe uses relatively little flour, resulting in dense, fudge-like cookies. They keep well in the freezer – but you may have a hard time waiting for them to thaw before you eat them.

PHOTOS/JOHN WAMPLER

Capt. John Wampler (yachtaide.com) has worked on yachts for more than 30 years. His recipes are casual enough for anyone to prepare. Comment at editor@ the-triton.com.

CHOCOLATE TRUFFLE COOKIES Ingredients

Four 1-ounce squares unsweetened chocolate, chopped 2 cups semisweet chocolate chips 6 tablespoons butter 3 eggs 1 cup white sugar 1 1/2 teaspoons vanilla extract 1/2 cup all-purpose flour 2 tablespoons unsweetened cocoa powder 1/4 teaspoons baking powder 1/4 teaspoons salt

Preparation In the microwave or in a metal bowl over a pan of simmering water, melt unsweetened chocolate, 1 cup of the chocolate chips and the butter, stirring occasionally until smooth. Remove from heat and set aside to cool. In a large bowl, whip eggs and sugar until thick and pale, about 2 minutes. Stir in the vanilla and the chocolate

mixture until well mixed. Combine the flour, cocoa, baking powder and salt; gradually stir into the chocolate mixture. Fold in remaining 1 cup chocolate chips. Cover dough and chill for at least an hour or overnight. Preheat oven to 350 F (175 C). Using a medium cookie scoop, roll chilled dough into 1-inch balls. Dredge the top of the balls in sprinkles, macadamia nuts, or leave plain. Place on parchment papercovered cookie sheets so they are 2 inches apart. Note: It is easier to roll dough if your keep your hands slightly moistened. Bake for 11-14 minutes in the preheated oven. Allow cookies to cool on baking sheet for 5 minutes before moving to a wire rack to cool completely.

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Career 34 News Derecktor Ft. Pierce orders lift

Derecktor Ft. Pierce reports that it has ordered the world’s largest mobile boat hoist from Cimolai Technology. The 1,500-ton mobile boat hoist is expected to arrive from Italy by this fall and be put into service shortly afterward, according to a press release from the yard. In addition to the new hoist, planned drydocks – the first of which could go

MARINAS / SHIPYARDS into operation before the hoist – will enable the yard to accommodate vessels up to 5,000 tons. These facilities, along with direct deep-water access from the Atlantic Ocean through Fort Pierce Inlet, no overhead obstructions and a maintained depth of 28 feet (8m) through the channel and turning basin, will enable the yard to service most of the world’s largest yachts. The yard also features a concrete

Crew during Lauderdale Marine Center’s Broker Day

Yacht crew and brokers were on hand to show nearly 80 visitors onboard yachts for sale during the Broker Day Open House at Lauderdale Marine Center on Jan. 9. Crewed yachts included Motoryachts Horizon II, Sotavento, Seaquest, and Acala in the Fort Lauderdale event. The third such event included about 30 yachts up to 145 feet in length with several foreignflagged vessels available to U.S. buyers in the marina’s Foreign Trade Zone. Three more shows are being scheduled for this year. – Dorie Cox

PHOTOS/DORIE COX

apron of more than 8 acres for work and storage as well as more than 1,000 linear feet of deep-water dockage, according to South Florida-based Derecktor. “The 1,500 MBH is an impressive machine in terms of size and capability,” Justin Beard, marketing manager at Derecktor Ft. Pierce, stated. “At 85 feet in height, it will be nearly as tall as the South Causeway and will give us the ability to haul vessels up to 250 feet in length, depending on displacement. “This is a major step forward for Derecktor and for the project,” Beard said. “Knowing the MBH will be here gives everyone – employees, customers and the residents of St. Lucie County – something definite to look forward to. It’s big news in every sense of the word.” For more, visit derecktor.com.

Marina Bay upgrades docks

Marina Bay Yachting Center in Fort Lauderdale recently unveiled four new floating AccuDocks that can accommodate vessels up to 150 feet. According to a company press release, the new floating docks are 170 feet in length, made of aluminum finished with PVC Wolf decking, and equipped with custom-built chain brackets for anchoring in the deep water of Marina Bay’s basin. Marina Bay Yachting Center General Manager John Connor stated that the new docks are locally manufactured. “Each will offer expanded electrical service capable of handling all large yachts including European electrical systems, single or dual 50 amp, single or dual 100 amp single phase (240 volt), and single or dual 100 amp three-phase (480 volt),” he said.

The-Triton.com February 2020 Marina Bay Yachting Center has 168 slips on all floating docks and features a 10,000-square-foot clubhouse with a pool; fitness and tennis facilities; private theater; handball court; business center; and captain’s lounge. The complex has access to local boatyards, as well as major marine manufacturers and suppliers. The complex also includes the 150room TRYP by Wyndham Maritime Fort Lauderdale hotel, which recently celebrated its first anniversary, and the waterfront restaurant Rendezvous Bar & Grill. For more, visit marinabay-fl.com/ the-marina.

New drystack under construction

The construction of F3 Marina Fort Lauderdale on a 1.3-acre site at 1335 S.E. 16th St. – formerly SunDance Marine – is progressing after a ground-breaking ceremony, picture below, held during the Fort Lauderdale International Boat Show in November. The marina is expected to open by late 2020, according to the company. Plans call for a drystack marina with room for 240 boats up to 46 feet long and 17 feet high. The drystack building will use a computerized crane system to move boats from the 21 wet slips to the 240 dry slips, the company has stated. “We were already operating a successful, efficient drystack [The Port Marina] three blocks to the east, so we had a feel for the location and we’re very excited about it,” stated Alain Giudice, vice president of F3 Marina. F3 Marina, a division of Milwaukeebased Founders 3 Real Estate, provides marina management and consulting services for a dozen marina properties in the U.S. Midwest and along the U.S. East Coast, as well as one under devel-

February 2020 The-Triton.com

MARINAS / SHIPYARDS

opment in Panama. For more information, and to view the F3 Marina Fort Lauderdale construction site via live webcam, visit f3marinafl.com.

IGY expands in Málaga

International marina management company Island Global Yachting has taken over the management of a superyacht facility in Málaga, Spain. In partnership with Ocean Capital Partners, the existing marina and infrastructure at IGY Málaga Marina will be redeveloped to serve the world’s largest superyachts, according to a company press release. IGY will be both an equity holder and management-brand partner to the marina, which IGY expects to begin operating this spring. Málaga, east of Gibraltar, has yearround berthing. Málaga Airport offers international flights and is 20 minutes from Puerto de Málaga. IGY now has 18 marinas across 11 countries. For more information, visit igymarinas.com.

Supervisor named at Cape Charles

Cape Charles Yacht Center in Cape Charles, Virginia, recently announced the promotion of Cisco Maldonado, a systems technician who has been with CCYC since its beginning, to yard supervisor. According to a company press release, Maldonado will work closely with Officer Manager Renee Rice to schedule all work, haul-outs and launches. The yard also announced that work has begun on a new 120-by-60-foot building in the boat storage lot that will enable indoor refit work, including paint and carpentry. The building is expected to be finished in 2020.

Spanish shipyard launches new lift

Varadero Valencia shipyard in Spain has launched a new 300-ton mobile boat hoist, doubling the yard’s lifting and launching capacity, according to a company press release. The new hoist brings the shipyard’s number of mobile boat lifts to three, including one with 150-ton capacity and one with 50-ton capacity.

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TECHNOLOGY BRIEFS its wireless remote-control system integrates with Volvo’s line of driveby-wire steering systems, such as the Volvo Inboard Performance Systems (IPS), Aquamatic and Inboard systems. Volvo’s new electronic vessel control EVC-E and EVC-2 gateway work with all compatible devices delivering plugand-play connectivity with engine and thruster systems. The company’s main showroom is in Fort Lauderdale. For more information, visit yachtcontroller.com.

PHOTO/PROVIDED

From left, Denise Kurtulus, head of RollsRoyce Power System’s Marine & Offshore division and Sunseeker CEO Andrea Frabetti at the Fort Lauderdale International Boat Show.

Sunseeker, Rolls-Royce partner on MTUs

Rolls-Royce and British yacht manufacturer Sunseeker International have signed a new frame agreement for the supply of MTU yacht engines. The contract, signed during the Fort Lauderdale International Boat Show, runs until the end of 2022 and covers more than 90 MTU Series 2000 V10, V12 and V16 engines, as well as V8 and V12 configurations of the Series 4000. The engines – which offer outputs between 1015 kW (1,380hp) and 2340 kW (3,182 hp) – will power a range of yacht models. New propulsion technologies are also to be used, including an MTU hybrid engine for the Sunseeker 133. This modular propulsion system is being developed by Rolls-Royce in collaboration with Sunseeker, according to a company press release. Rolls-Royce has supplied Sunseeker with engines to power yachts between 65 feet (20m) and 154 feet (47m) for more than 18 years. “We are pleased to be entering into another frame agreement with RollsRoyce,” Sunseeker CEO Andrea Frabetti stated. “We aim to double our yacht portfolio over the next few years, and intend to include new technologies. Rolls-Royce is an excellent partner for this undertaking.”

Yacht Controller integrates with Volvo Yacht Controller, a Coral Gables, Florida-based manufacturer of wireless remote controls for yachts, has officially integrated with Volvo. According to Yacht Controller,

Iridium announces partners for GMDSS

As part of an initiative to provide global maritime distress and safety system (GMDSS) services to mariners in the first half of 2020, Iridium recently announced its launch partners – the first seven companies that have been authorized to provide this new service: Arion Communications, AST, Marlink, Marsat, NSSL Global, Satcom Global and Speedcast. According to Iridium, the service will be the first in the industry to cover 100% of the planet, including the A4/polar regions. It also will be the first to feature all three GMDSS services – safety voice, distress alerting and maritime safety information messaging – using Iridium’s global voice and data satellite communications network, the Virginia-based company stated. Selection as an Iridium GMDSS service provider was based on meeting a number of requirements, according to the company. These requirements included having 24/7 customer support, a strong global or regional footprint, a robust portfolio of maritime valueadded services, and an excellent track record with maritime safety and security-related services. Additional companies are expected to become Iridium GMDSS service providers after the launch. GMDSS is a safety-of-life system created by the International Maritime Organization (IMO) designed to rescue mariners in distress while at sea. Its satellite communications capabilities are regulated by the International Mobile Satellite Organization (IMSO). The system is partially comprised of satellite networks that feed distress information to rescue coordination centers around the world and enable the dissemination of navigational and meteorological information to vessels on the world’s waterways. Iridium received recognition to provide GMDSS from the IMO in 2018 and signed a public services agreement with IMSO to act as regulator of the service in 2019. For more information, visit iridium.com.

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38 Crew News

The-Triton.com February 2020

Dive deep for great shipwreck shots

This photo of a staircase leading down to the pump room of a wrecked fuel transport ship was taken using natural light for a broad overall scene.

Story and photos by Kevin Davidson How many of you have gone wreck diving and tried to take a few pictures, only to be amazed at how much silt and sediment is in your photo? While working on board the M/V Chuuk Aggressor for two and a half years as photo pro and captain, I have developed a few techniques that you can apply to shipwrecks anywhere. The nice thing about shipwrecks is that they offer several types of photography. Beautiful marine life grows in abundance on the exterior of the ship. The interiors, where marine life does not flourish as well because of the lack of sunlight and water movement, still prove to be great photo subjects. You still get the feeling of being on board a ship with its great superstructures still intact. Wreck diving and penetration are indeed advanced diving skills. Going inside these hulls to take photos requires

even more advanced diving techniques. The key word is buoyancy. Proper buoyancy and controlled breathing are vital in determining how clear your pictures will be. The interiors of wrecks, wooden walls and other building materials decay and settle to the bottom, mixing with sand to create a fine silt that takes a long time to settle once stirred up. Unfortunately, the best way to get a good interior shot is to be first inside and we know that is not always possible. However, even with a moderate amount of silt in the water, proper strobe placement will still give you a very clear picture. Photographers have a tendency to point strobes directly at the subject. This will cause more particulate matter to be lit in your pictures. Strobes put out an arc of light, not a shaft of light. By pointing your strobe outward or slightly away from the subject, your photo will be highlighted more by the edge of the

Details are highlighted using a strobe light in this close-up photo of the pump at the bottom of the stairs seen in the overall photo.

strobes arc of light and will light up less reflective matter in front of the lens. When working with wreck interiors, there are three ways to enhance the eerie feeling of the inside of these great hulks beneath the ocean: strobe light, natural light or a combination of both. Make sure with a strobe lit shot that you are not trying to cover too much area with your strobe; don’t try to light up an entire room. Adding strobe light with natural light can also make a great shot. Using two strobes doesn’t necessarily constitute a better picture. If you know the limits of your own personal camera set up, it will keep you from taking pictures you know won’t come out clearly. If the interior shot has any kind of ambient or natural light coming in through windows, portholes, skylights or just deteriorated openings in the ship, look around to see if light is being cast down upon the interior of the ship itself. If it looks good to the eye, then there is a chance that the picture will come out nice. People seem to agree that a natural-light picture gives more of a feeling of being inside the wreck because more area can be seen with natural light. When your strobe is turned off, many cameras give more shutter speeds to work with. You can then concentrate on balancing the natural light of your picture. When using a strobe along with

natural light in a picture, divers tend to come up with dark backgrounds and backscatter-lit foregrounds. With your strobe turned off, point your camera out towards the subject – for example, pilot houses and structures on deck work very well with this since there are usually more openings allowing in more light. I am a fan of shooting in manual mode, it takes a little more work but the results are worth it. With the camera set on manual, check the viewfinder for a shutter speed value, if it shows that you need more light, open your f-stop to allow maximum light. Even with shutter speeds slower than a 30th of a second you can still hold your camera steady long enough to snap the shutter. Raising the ASA (or ISO) setting on your camera helps, but optimum quality of pictures is said to be between 200 and 400 ASA. Something I have done numerous times is to brace the camera against something on the wreck itself to avoid shake. Using a tripod can also be very effective. If you can see the streams of light penetrating inside, you can usually capture them on the shutter plane with a little patience. Take a picture, observe the results – digital photography makes it easier – then make a change with shutter speed or with f-stop. Digital is more light sensitive; you will usually have the shutter

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February 2020 The-Triton.com

open all the way and can drop the shutter speed until the image starts to appear on playback. Remember, the playback window is small and what looks clear in the camera may look fuzzy on the computer screen. Many people use editing programs like Photoshop to make small corrections on pictures. Notice I say “small,” since I am a firm believer that you should still try to shoot a picture correctly before editing it. Most wreck shots work best with a wide angle lens. Wide angle lenses allow you to shoot the scenic, overall picture of a wreck and at the same time get very close to single artifacts that might be lying about on the ship. The last thing to keep in mind is that these magnificent wrecks are now home to a large host of marine life. Referring back to proper buoyancy will help you treat the wreck with respect. It is, in fact, a living reef now and we want to be able to return to these sites and continue to photograph all the beautiful marine life found here.

A favorite of the author’s, this photo shows the entire engine using overhead available light.

To sum up: • Practice your buoyancy before picking up a camera. When taking a camera down with you, it becomes part of your weighting, so adjust accordingly. • Point your strobes outward to avoid back scatter. • Decide ahead of time if the shot is going to be natural or strobe lit. Determine if there is enough ambient light or if the area is too large to cover with strobes. In the case of a strobe lit picture, know the limits of the lens and strobe of your own system. Other photography teachers can offer advice from their own experience, but no one knows your camera rig better than yourself. • The lens de jour is wide angle, it’s the best way to capture the scene of a wreck. Purchase what you can afford and learn the limits of that lens; don’t shoot more than the lens can see. Closer is always better with underwater photography, and when getting close to wrecks, wide angle is better. • Finally, treat the wrecks with respect, they are now home to new

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

inhabitants. Many divers have a growing concern for reef ecology and we carry this over when wreck diving – these are living reefs too. Good diving, good pictures, good luck, and don’t forget to have fun. Kevin Davidson is a photographer whose underwater images have been published in many books and publications. He has worked in the yachting industry for the past 12 years on yachts including M/Y Bluestar and M/Y Qing.

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 572/617 Savannah, Ga. 706/NA Caribbean St. Thomas, USVI 945/NA St. Maarten 820/NA Antigua 770/NA Valparaiso 870/NA North Atlantic Bermuda (Ireland Island) 667/NA Cape Verde 573/NA Azores 664/1,342 Canary Islands NA/907 Mediterranean Gibraltar 602/NA Barcelona, Spain 808/1,277 Palma de Mallorca, Spain NA/1,287 Antibes, France 1,368/1,637 Loano, Italy 828/1,733 San Remo, Italy 811/1,700 Naples, Italy 792/1,622 Venice, Italy 1022/1,786 Corfu, Greece 681/1,483 Piraeus, Greece 625/1,453 Istanbul, Turkey 760/1,143 Malta 798/1,464 Tunis, Tunisia 617/NA Bizerte, Tunisia 620/NA Oceania Auckland, New Zealand 755/NA Sydney, Australia 982/NA Fiji 662/NA Algiers, Algeria 575/NA Bejaia, Algeria 575/NA Saranda, Albania 590/NA

One year ago

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Jan. 15, 2019 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 559/604 Savannah, Ga. 614/NA Caribbean St. Thomas, USVI 926/NA St. Maarten 858/NA Antigua 879/NA Valparaiso 700/NA North Atlantic Bermuda (Ireland Island) 694/NA Cape Verde 592/NA Azores 640/1,380 Canary Islands NA/934 Mediterranean Gibraltar 598/NA Barcelona, Spain 670/1,228 Palma de Mallorca, Spain NA/1,248 Antibes, France 1,351/1,617 Loano, Italy 712/1,607 San Remo, Italy 696/1,596 Naples, Italy 777/1,639 Venice, Italy 738/1,976 Corfu, Greece 657/1,513 Piraeus, Greece 628/1,455 Istanbul, Turkey 803/1070 Malta 938/1,398 Tunis, Tunisia 645/NA Bizerte, Tunisia 648/NA Oceania Auckland, New Zealand 590/NA Sydney, Australia 555/NA Fiji 607/NA Algiers, Algeria 534/NA Bejaia, Algeria 534/NA Saranda, Albania 582/NA

*When available according to local customs.

40 News MDS donates revenue to Bahamas

Marine Data Solutions presented a $4,000 donation to the Bahamas National Trust in November as the island nation continues to recover from Hurricane Dorian. The Fort Lauderdale-based marine wireless internet provider had pledged to donate 5% of its Bahamas airtime sales to the trust, which protects and maintains the Bahamas’ national park system. “So many of our clients frequent the Bahamas while using our airtime,” the company stated on its Facebook page, where it posted a video of the presentation. “We wanted to give back in a way that would be beneficial to all.” Marine Data Solutions, a partner of National Marine Suppliers, provides worldwide wireless internet with full 4G LTE coverage in Europe, North America, Bahamas, Caribbean, Central America and South America. SIM cards and equipment are available for pick up in Fort Lauderdale, or can be sent overnight to any location worldwide, according to the company. The company states on its website that its flagship product is unlimited GB of unthrottled 4G LTEA service in the U.S. at a fixed, low, monthly cost with no long-term commitment. Features include downloads of up to 100Mbps on a single Sim and unlimited GB; with no throttle, no contract, no activation fee, no overages, transparent pricing, and 24/7 tech support. For more information, visit marinedatasolutions.com.

Yacht agency adds to team

United Island & Yacht, a Fort Lauderdale-based yacht agency, has recently added Mariah Brown to its South Florida team.

BUSINESS BRIEFS Originally from Illinois, Brown will join Laura Garcia-Bartenfelder to lead the Fort Lauderdale office. She brings more than eight years of business-tobusiness sales and consulting experience in the software and yachting industries, according to a company press release. United Island & Yacht, a sister company of United Brown Shipping in Nassau, Bahamas, specializes in vessels above 160 feet. The agency’s services include U.S. and Bahamas customs and immigration clearance, ENOA procedures, U.S. and Bahamas visas for yacht crew, itinerary planning, bunkering, provisioning, and Bahamas charter license. With offices in Fort Lauderdale and West Palm Beach, Florida, as well as in Harbour Island and Nassau, Bahamas, UIY services the entire East Coast of the U.S. and every island in the Bahamas. For more information, visit unitedislandandyacht.com.

CMC Marine has new international team

Buddy Morgan has been named sales director of CMC Marine USA, while Sam Crockford takes on the role of managing director of CMC Marine UK. Alessandro Cappiello, CEO of CMC Marine, said Crockford the appointments are confirmation of the excellent results

reported by the Tuscan company’s overseas branches. “The international market is taking on increasing importance for our company: from the Mediterranean to Northern Europe and the two Americas, without forgetting Asia, we now have an increasingly extensive and heterogeneous market presence,” Cappiello stated. Morgan, formerly of Island Marine Electric in Fort Lauderdale, has more than 35 years of experience in the marine industry, including in sales and technical positions for several marine electronic manufacturers. Crockford has been working on the CMC Marine team for the past two years, and now manages the company’s European and U.K.-based customers from London, including Sunseeker, Moonen and Conrad. He has extensive experience in both the commercial and pleasure yacht sectors, and has lived in the U.S. and in many countries across Europe, according to the company.

Hatteras names Worth Avenue dealer

Hatteras CABO Yachts has appointed Worth Avenue Yachts as its newest dealer. Worth Avenue Yachts’ Seattle office will represent the Hatteras brands exclusively in Washington State and British Columbia, Canada. The dealership will carry the full Hatteras line from 45 to 105 feet, and the CABO line, starting with the new CABO 41. “The Pacific Northwest offers some of the best cruising and fishing on the continent, but it also has some of the most challenging boating conditions,” Hatteras CABO Yachts President and CEO Kelly Grindle stated in a company press release. “Hatteras Yachts are built

The-Triton.com February 2020 to handle those conditions and to let owners explore this spectacular region to their heart’s content.” Worth Avenue’s Seattle office is located on Chandler’s Cove. Firm partner and Seattle office manager Ray Prokorym is joined by brokers Niel Steenkamp, Scott Hauck and Diego Gomez. The office also offers yacht charter vacations in the San Juan Islands and Alaska.

Nautical Ventures ‘Top 100’ dealer

Dania Beach, Florida-based Nautical Ventures Group has been named one of the Top 100 boat dealers in North America by Boating Industry Magazine. The dealership, which ranked No. 17 in the Top 20 Group, also won the magazine’s Best-In-Class Award for Best Show Strategy, according to a company press release. “Out of thousands of boat dealers in North America, only the very best make the Top 100 list,” stated Jonathan Sweet, director of the Boating Industry Top 100 program. “These companies are the elite of the marine industry, excelling at all aspects of their business, from customer service to industry advocacy to overall business acumen.” The magazine’s Top 100 has recognized the best North American dealerships every year since 2005. The 2019 Boating Industry Top 100 dealers were announced Nov. 24 at a gala event during the Boating Industry Elevate Summit in Orlando. The Top 100 also have been featured in the magazine’s December issue and at BoatingIndustry.com.

MIASF names Lori Wheeler vice president Lori Wheeler is now vice president of the Marine Industries Association of South Florida. Formerly MIASF director of operations, her promotion was announced Jan. 2 in a press release from the association. Wheeler, who moved to South Florida from Massachusetts as a child, has worked with MIASF since 2014. She previously operated a traffic and bicycle safety education program for the Boca Raton Police Services Department and served as the city’s liaison to the Bicycle and Pedestrian Advisory Board. She also has worked as a customer service supervisor and account manager for local companies. “It’s been wonderful to watch Lori over the years as she has learned a tremendous amount about the marine industry, honed her management skills and style, and built lasting relationships,” MIASF CEO and President Phil Purcell said. “She has developed into a leader that the MIASF board of direc-

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February 2020 The-Triton.com

Social media a power tool for both positive, negative comments BRIDGE, from Page 1 Individual comments are not attributed to encourage candid discussion; attending captains are identified in the accompanying photograph.

bam, that’s a training opportunity for our crew to see why not to drive like an idiot or not to do something,” a captain said. “It’s not too often that a situation presents itself in its natural form and not staged,” another captain said. “To bring attention to that, that this is happening and that’s what it looks like.” As we dove in deeper, several captains admitted their first response is not

BUSINESS BRIEFS BUSINESS, from Page 40 tors, staff, members, and community at-large truly respects.” Wheeler is a member of the Greater Fort Lauderdale Chamber of Commerce board of directors and cochairs the Chamber’s Marine Advisory Committee. She is a graduate of Leadership Broward Class 35 and chairs Wheeler the Business Day program for current Leadership Broward enrollees. She also serves on the American Lung Association of South Florida’s Turquoise Takeover Lung Force Committee, and on the Winterfest Foundation Board. She was inducted into the 2018 class of the Boys and Girls Clubs 100 Outstanding Women of Broward County, and was a South Florida Business & Wealth 2019 Up & Comer awardee. MIASF is a nonprofit trade organization dedicated to promoting, protecting and growing the marine industry in South Florida. The group, which owns the Fort Lauderdale International Boat Show, has more than 500 members in Broward, Miami-Dade and Palm Beach counties.

Please send your company’s news. editor@the-triton.com. We welcome high resolution photos for our print edition.

always so magnanimous. “I fight the urge to video tape it and laugh at them,” a captain admitted. When he was young, another captain said, he would typically make fun of the person. Now an experienced captain, he said, “The same thing could happen to any one of us, knock wood. Now I try not to bring to light a lot of bad stuff.” Quickly, the conversation veered where so many comments go: to online posts. “I think social media has given a great avenue to put a lot of this stuff out there,” a captain said. Then he rephrased: “I said great? Powerful is a better word. On one hand, you want to share things. On the other hand, you re-

alize ‘It could be me.’ It could very well be an honest mistake or someone being a complete idiot.” “I do my social media right here at this table,” said a captain who refrains from posting. “You never know, I never say anything unless I see the guy is a complete bozo,” another captain said. A yacht’s recent collision with the bridge in St. Maarten spread quickly online in December. “Social media is going crazy with, ‘What an idiot, he hit a bridge,’ ” one captain said. “But you don’t know what really happened. I mean the guy has gone through that bridge 20 times and now he goes through without a bow

thruster? Something went wrong.” “That’s the thing, you don’t know,” another captain said. “I’ve had my systems go dead, I’ve had my bow thrusters die.” This group said they try to hold off on comments until the facts are in. And several have recommended the same for others who have already posted. “It was incredible the amount of people with no credentials, so quick to judge,” a captain said. Anyone in the business long enough will have failures, he said. “But on social media it’s like, ‘This guy is done, he’ll never work again.’ If you post something, even innocuous, you can get

See BRIDGE, Page 42

42 From the Bridge

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The-Triton.com February 2020

Attendees of The Triton’s From the Bridge discussion for this issue are, back row from left, Capt. Brian Hakala of M/Y Jenny G; Capt. Jason Brashears, freelance; Capt. Sean Felszer; and Capt. Douglas Meier of M/Y Renaissance. Front row, from left: Capt. Bill Hipple of M/Y Lady Kath and Capt. Jay Kimmal of M/Y Status Quo. PHOTO/DORIE COX

Advice after the facts are in most helpful, prevents bad reputation BRIDGE, from Page 41 flamed.” “It’s a problem worldwide. It’s a way to say things you would never say to somebody,” another captain said. “I feel like there’s no right way to do it,” a third captain said. “If you speak up, you’re going to get shot at. If you put your opinion out there, it’s almost like you’re putting yourself out there just to get attacked.” “People comment, ‘Well, you should have done this,’ ” another captain said. “We don’t need hindsight, we need advice. I don’t bother getting into those conversations.” Social media can have a positive influence, although at the expense of some negative comments. In an online yacht captains forum, a trending topic is the safety of working over the side on yachts. “They are posting photos of crew not properly harnessed-in, working on smooth, slanted decks,” a captain said. “They’re pointing it out to the whole community, they’re not being shy.” Posted photos of the offenders were taken in the Mediterranean, and now captains have begun to post similar photos from Florida. “So it’s becoming more common for people to talk about it,” he said. “Before, it was, ‘Look at that idiot, he’s about to fall off his boat.’ But now we have people taking pictures, posting and say-

ing, ‘This is wrong.’ ” Just a couple of the captains admitted that they regularly post comments online. “I say what everyone else is thinking,” said one of those captains. “I offer advice as much as I can, especially to the people who ask for it in an intelligent way,” another captain said. “I try not to, because it will come back and haunt you if you jump to judgment,” a third captain said. That opened up the conversation to why some captains hesitate to comment. “That’s where social media is a real problem and your comments can come back to bite you,” he said. “I represent a boat, a charter boat – we’re supposed to be in the happy business. You can’t be on there, cyber cop, telling everybody what they did wrong as captain. Unless it’s something simple like, ‘When we’re in the river, you’ve got to listen to Channel 9, you knucklehead.’ ” More important than correcting someone is the protection of a captain’s career and reputation. “I can’t give myself a bad name – it can affect charters, careers. And I’m not a cop,” he said, and gave an example: “That captain on --, he’s a d--k, he called me out on this.” “You put that out there on social media and don’t erase it, it’s on your record. And if you come across as argumentative and know-it-all, you’re not going to get a job,” another captain said.

From the Bridge 43

February 2020 The-Triton.com Comments do come more easily in the case of legality. A captain recalled a stew on a neighboring boat who dumped floral arrangements into the water. “That is bad behavior and against the law,” he said. “What’s wrong with you? You can’t just throw this stuff in the water.” So what did he do about it? He did not say anything to the woman; he went to the marina office instead. Although the years at sea have armed each of these captains with plenty of advice to offer, they often hold back on commenting directly to offenders. Instead, they seek a boss, manager or other authority figure. “I wanted them to see what these people had done,” he said. Although the boat left the marina, he hoped the marina staff would educate the crew to prevent that in the future. There was a deckhand with a fuel can and a cigarette hanging out of his mouth and no fuel flag raised, a captain said. “Right then and there, I called the local coast guard and told them to go down to the boat. That’s just too asinine,” he said. There was a captain who did not monitor the fuel capacity when refueling. “He jams the nozzle in and I ask, ‘How are you going to know when it’s full?’ ” a captain recalled from his early days. “ ‘When it overflows.’ I’m like, ‘No.’ Did I do anything? I’m a fresh new guy. I just made sure I didn’t work for him anymore.” Similarly, if the bad behavior can cause an injury, captains may comment. An experience in a trial covering a crew member’s fatal fall off the side of a yacht left a captain with a strong desire to prevent a similar circumstance. “When I see people doing the same thing, I go to them and say, ‘Guys, you’ve got to have shoes. Let me tell you what happened,’ ” he said. Occasionally, he feels like he gets pushback or disinterest, or the “Dude, who are you?” attitude, but he persists. “I’m telling you a fact, it’s not my thing,” he continues. “He didn’t have shoes, he didn’t have a harness, he fell off, he’s dead. You might want to take something from that.” Everyone agreed. “If I see something really wrong and I know the captain, I’ll call him up and say, ‘You might want to check your deckhand who’s hanging off the rail on the back of the boat while it’s running,’ ” a captain said. But these veteran captains are generally cautious to comment on other captains’ bad behavior. “I will never do that to a professional

captain,” a captain said. “He might come back and say, ‘Who the hell are you?’ What I will do is say to others, ‘Hey you might want to watch out for ---. He doesn’t have his radio on, he doesn’t have his lights on, or he seems dazed and confused in the port. But I’m not going to go and tell somebody how to run their boat.” “I don’t want to generalize, but more of the people who don’t know, don’t want to be corrected,” another captain said. “Yeah, they don’t know that they don’t know, either,” a third captain said. “It’s not my business and it’s a total negative to me, it’s a no-win,” the first captain said. “Nobody listens, it’s not going to solve the problem. It’s one of those things you can’t control and you shouldn’t try to.” Captains are quick to comment when it comes to vendors or businesses involved with the yacht. Even if they choose to stop working with a company over a problem, they also tell someone about inappropriate behavior. “I don’t just not use him again,” a captain said. “I call the business owner and tell him what happened so he knows what’s going on in the field. The guy representing him may be a failure to me and to him, and he wants to know about it. Although I may not ever use him again, but he’ll know why.” “I have never not used a contractor, or fired a contractor, that did not know why he got fired,” another captain said. The group agreed. “I’ve come down on contractors in a marina,” a captain said. “He was supposed to touch up and the spray gun comes out. I do not confront them, I go to the dockmaster if this happens. ‘You guys are equally responsible for letting it happen because it’s in your rules.’ ” With all this talk of commenting on other people’s behavior, do these captains want comments on themselves? Several captains quickly said they welcome reports on their crew. “I’ve had people tell me ‘I saw your crew in town,’ and tell me something. Oh yeah, I appreciate it,” a captain said. “Which one?” the captain said with a laugh. “I’m always grateful for a correct, always,” another captain said. “That’s because we’re older,” replied a captain. “When you were young, did you want to be corrected?” a captain asked the group. “Hell, no,” was the first reply. “But every one of us will say of our younger self, ‘If only I knew then what I

See BRIDGE, Page 44

44 From the Bridge

The-Triton.com February 2020

Captains not all on board with duty to respond for industry BRIDGE, from Page 43

A lot of times we try to raise ourselves up in the yachting industry. No one told that captain, ‘You better have a know now,’ ” a captain said. deckhand stand and drop your flag.’ But “If I could have met this me when I when the rest of the fleet does it, all of was starting,” another captain said. a sudden, that captain is like, ‘S--t, I’m “You know, I only recently learned doing something wrong.’ And then he’s that I don’t know everything,” a third going to drop the flag.” captain said with a laugh. Without making a comment, people As we wrapped up the conversation, a captain pointed out the wealth of can figure out their error. “Nobody told him. He’s going to pick information in the industry. it up, or he’s going to inquire, ‘Hey, cap“We need to take the industry in the tain, what am I doing wrong here?’” he direction that the older guys are more said. “This is 180-degrees different from of a resource for correcting the younger walking over to his boat and telling him ones,” he said. Does that mean this what he’s doing wrong.” group feels a responsibility to speak up Every one of these captains prefers to when they see bad behavior? They do, let his own actions be but it manifests in difthe example. ferent ways. “I’m a strong “Do I have responsi‘This is 180-degrees believer in lead by bility? I think we all do, different from walking example, so I really that’s No. 1,” a captain train my crew. If there over to his boat and said. “I hold myself is something that can responsible to mentelling him what he’s be better, it can go tion anything I find doing wrong.’ deckhand to deckhand, that might be unsafe, instead of the captain or it can be treated as calling them out,” he a learning experience said. “They see it. They call me and say for someone else. I think that’s what we ‘Captain, you see that going on? When all try to do. If you see something, say they’re in the bar, it’s better when they something, right?” say, ‘Dude, you know you were hanging “You see a holding tank being over the back of the boat when the boat dumped out, degraded toilet paper in was in gear?’ ‘Oh is that bad?’ ‘Yeah, the water, that is a legal standard. You that’s bad.’ Instead of me doing it.” are amiss if you don’t point out a legal “If you are a bad driver on the road, violation,” another captain said. it’s the police’s responsibility, it’s not “But if you see the engineer standyou, as someone driving your car down ing over the stern with a bottle of soap the road, to pull somebody over and in his hand, I think subtlety is the key,” say, ‘Your blinker’s going,’ ” a captain another captain said. “You have to be said. “But in the yachting community, really subtle.” because it’s private, it’s almost like com“It’s not like someone passes going munity pressure.” twice the speed, you’re just like, ‘Easy In a more passive way, most of these buddy,’ ” a third captain said. yacht captains prefer to work as role “Anything that happens, you point out and say, ‘Make sure we never let that models to guide others instead of using direct comments. happen to us,’ ” a fourth captain said. “I believe we are a self-training orgaBut overall, this group does think nization to a certain extent, and the only twice on how they comment. The thing you can do, really, is the best job ceremony of lowering flags at sunset in you can,” a captain said. Newport, Rhode Island, was cited as an “It’s that simple,” another captain example. said. “That will spread out.” “If you don’t take your flag down when the yacht club hits the cannon, Dorie Cox is editor of The Triton. Comyou get ostracized,” a captain said. ments are welcome on this story at “There’s no book that says you need to editor@the-triton.com. do this, it’s the community in general. Captains who make their living running someone else’s yacht are welcome to join in the conversation. Email to editor@the-triton.com for an invitation to our monthly From the Bridge discussion.

February 2020 The-Triton.com

PICK OF THE MONTH Feb. 13-17 Miami Yacht Show

This year marks the 32nd edition of the megayacht part of Miami’s two boat shows (not to be confused with the Miami International Boat Show). It returns for the second year to downtown Miami on Biscayne Bay between the Venetian and MacArthur causeways. miamiyachtshow.com The Miami International Boat Show is also held this weekend on Virginia Key and focuses on smaller boats and manufacturers. www.miamiboatshow.com

Feb. 3-5 18th MYBA Superyacht

Brokers seminar, Nice, France. Panels and presentation review charter and sales contracts, ethics, management and more. www.myba-association.com

Feb. 5 Triton Networking, 6-8 p.m., the first Wednesday of every month at rotating locations in Fort Lauderdale. This time with The Yacht Group. Captains, crew and industry professionals are welcome to join us for casual network-

Events 45

CALENDAR ing, no RSVP required. Until then, read more about the company on page 46 or visit www.the-triton.com and click on Next Triton Event.

Feb. 6 The Triton From the Bridge captains luncheon, Fort Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@ the-triton.com or 954-525-0029. Space is limited. Feb. 6-9 36th Primo Cup Trophée Credit Suisse, Monaco. Organized by the Yacht Club de Monaco, the regatta attracts more than 150 boats in nine classes (1,000 sailors) for one-design and IRC classes. www.yacht-club-monaco.mc

als are welcome to join us for casual networking, no RSVP required. Until then, read more about the company on page 47 or visit www.the-triton.com and click on Next Triton Event.

March 10-14 Dubai International Boat Show, Dubai Harbour. This year marks the 28th year of the show. www. boatshowdubai.com

Feb. 21-March 1 15th annual CNR

Antibes. A one-day conference to consider the rules, regulations, trends and benefits that keep good crew. quaynote.com

Eurasia Boat Show, Istanbul, Turkey. cnravrasyaboatshow.com

Feb. 25 Mardi Gras, New Orleans. One

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

March 4 Triton Networking, 6-8 p.m.,

Feb. 8 Sailorman’s annual Chili Cookoff, Fort Lauderdale. Auctions and prizes. sailorman.com

the first Wednesday of every month at rotating locations in Fort Lauderdale. This time with Sirocco Marine. Captains, crew and industry professionals are welcome to join us for casual networking, no RSVP required.

Feb. 8-16 New England Boat Show,

March 5-8 40th edition of the St.

Boston. NewEnglandBoatShow.com

Feb. 19 Triton Networking, 6-8 p.m.,

the third Wednesday of most months at rotating locations in Fort Lauderdale. This time with Lewis Marine Supply. Captains, crew and industry profession-

Maarten Heineken Regatta, Port de Plaisance in Simpson Bay. www.heinekenregatta.com

March 6-15 37th Miami International

Film Festival, various locations in Miami. www.miamifilmfestival.com

March 12 Improving Crew Retention,

March 20-22 18th annual Savannah Boat Show, Savannah, Georgia. Showcases powerboats, with a focus on saltwater fishing. Each year, fishing experts are on-hand for seminars and demonstrations. www.savannahboatshow.com

MAKING PLANS March 7 43rd annual Waterway Cleanup Fort Lauderdale area Organized and sponsored by the Marine Industries Association of South Florida, it is Broward County’s largest environmental event with about 2,000 volunteers and 70 boats gathering debris. www.waterwaycleanup.org

46 Triton CareerNetworking

THE YACHT GROUP

The-Triton.com February 2020

invented the searchlight. Their lights are On the first Wednesday this month, the standard for the U.S. Coast Guard, we will check out the interactive showroom of The Yacht Group. What started U.S. Navy, U.S. Corps of Engineers, every American lighthouse and virtuas a distributor for boat remote control ally all tugboats and barges. Carlisle devices has turned into the place to find and Finch has provided searchlights for all sorts of cool and innovative equipmore than 95 superyachts. ment for yachts. We have found that by providing Join us on Feb. 5 from 6-8 p.m. in the best, our customers are appreciative The Yacht Group’s showroom on 17th and loyal and always come back for new Street in Fort Lauderdale to get your products and ideas. hands on some of By the way, Garth Finch, senior vice this cool stuff. Until president of Carlisle and Finch, will then, learn more be at our event on Feb. 5 to talk more about the company about the lights and to meet with the from owner Gerald South Florida yachting industry. “Jerry” Berton. Q. After 16 years in Miami, you Q. Tell us about recently opened a showroom in Fort The Yacht Group. Lauderdale. Tell us about that space. I started the comFort Lauderdale is where the cuspany 16 years ago. Berton tomers, captains and brokers are, so we I’ve been a boater decided to bring the show to them. This since childhood, and is a great way to give them that direct when I found the remote control device product experience in a beautiful, easyin Italy, I immediately decided it was a to-find space with lots of parking. Not fantastic device to improve a boater’s enough people know it’s there, though. experience, so I branded it Yacht ConQ. What’s your background? troller and installed it on my boat. I had my first boat when I was 8 and The industry wasn't comfortable with have had boats pretty much my entire remote control technology at the time, life since. As an adult, I spent 13 years so it took years to make it as a signaworking with banks and insurance comture product with the tagline “the most panies, reorganizing all the major banks trusted device in the marine industry”. in New York. And I would go boating That’s clearly a true statement as the every weekend. operator has his entire investMy best friend, a Wall ment in the palm of his hand Street venture capital guy, when using our Yacht ConNext told me I had to get in the troller system. It was on 35 Triton Event boating business and he new models at the Fort Lauwould find one if I would derdale show in November, Feb. 5 be his partner and run it. and our Yacht Controller 6-8 pm Six months later, he bought is now on 19,000 boats and seven marinas with 3,500 slips more than 200 brands. and, presto, I was in the boating Since we were spending a business. I turned my consulting busilot of money exhibiting in boat shows ness over to my partner and hung up my to prove and establish the product, it seemed logical that we should add other three-piece suit. A few years later, we bought Cigaproducts to maximize our efforts, so rette Racing Team, and won the world we added stern thrusters, illuminated championship in 1982 with Jerry Jacoby letters, the world's best searchlights, at the helm. Later, I moved to Florida thermal cameras and more. full time and became totally involved in Q. That seems like a lot of different the boat sales business, selling hundreds things. What ties them all together? of new boats and yachts. If you take it from the standpoint of All this time, I always had my own the person buying or refitting a boat, what’s all the new innovations they want boat, and with my master captain’s licence cruised thousands of miles onboard? Everything we offer came as a between Key West to Nova Scotia, on request from our customers. the St. Lawrence Seaway, the entire Gulf For instance, take our YachtGraphx and California coasts, the Medterannean illuminated backlit letters. Our customCoast and even the South China Sea. ers kept asking for letters, so we partnered with a German company that has provided those letters to more than 30% All are welcome to join us for Triton Networking on Feb. 5, 6-8 p.m. at The Yacht of the world's top 200 yachts, many of Group’s new showroom at 1300 S.E. 17th them over 100m. St. in Fort Lauderdale (33316). No RSVP The same is true of our searchlights. needed. For more info about The Yacht We are the worldwide exclusive agent Group, visit www.theyachtgroup.com or for the yachting industry for Carlisle and Finch, a 125-year-old company that call +1 954-530-9299.

February 2020 The-Triton.com Our second Triton Networking event this month is on Feb. 19 at Lewis Marine Supply. Join us from 6-8 p.m. at the warehouse in Fort Lauderdale to meet and talk to the team at Lewis about the new ownership, their new yacht-focused concierge service, and their plans for the future. Until then, learn more about the company from new Nickel senior vice president of business development AJ Nickel. Q. Lewis Marine has been around a long time. Tell us about the brand. Since the 1950s, Lewis has been supplying the wholesale marine community in over 31 countries with over 20,000 items. The customer service aspect of Lewis is what has kept the company alive for so many years. Several employees have been here for over 25 years, dedicating the majority of their working careers to Lewis. It clearly shows how much they care about the company, its future and customer base. Q. Since the change in ownership, are there any changes planned? Since March of 2019, the new owner-

LEWIS MARINE SUPPLY Street of the marine industry here in ship has infused the company with the Fort Lauderdale, with a large percentage horsepower and direction it required of yachts right here in our backyard for to get to the next level. We are running a good portion of the year. with all-time high stock levels, and the At the end of the day, it is about product offerings are continually growmaking sure that the customers are ing. With 13 vehicles on the road, we taken care of. Captains should have a deliver from Key West to Vero Beach choice and not feel obligated to use a every weekday as well as to Sarasota. chandlery just because they are the only Our logistics department is seasoned ones around. We hear it all of the and familiar with the internatime; captains want something tional shipping protocols of different. It is about bettering over 30 countries. You could Next the industry, not only in our say we’re the same old Lewis Triton Event backyard, but around the Marine our customers world. If we can improve know, but with a new twist. Feb. 19 upon the level of service Q. So what’s this 6-8 pm and product offering for the Supreme Marine we see boats, why not? advertised in The Triton? Q. How does Lewis’ acquisiSupreme Marine is a division tion of Jerry’s Marine fit into all that? of Lewis Marine created to cater to the Jerry’s product offering complimentlarge yacht and sportfish market. The ed ours tremendously. There was only name comes from the original tagline about a 40% overlap in product lines; of Lewis Marine: “For service supreme, call Lewis Marine.” We wanted to take a the rest is a new and exciting offering for piece of the Lewis legacy into the crewed our existing Lewis customer. The other advantage is that we saw yacht space. You will often see that Sua combined buying power with our preme Marine is “Powered by Lewis”. vendors, in turn allowing us to purchase Q. There are a lot of chandlery at a deeper level, creating a more aggrescompanies for large yachts. Why step sive selling point for our customers. into this space? Q. Lewis Marine was at METS this It only made sense for us to look at year. Is that a new outlet for you? the yacht segment. We are on the Wall

Triton Networking Career 47 Yes, we did visit METS this year and will most certainly go back, along with all the big shows: Miami, Dubai, Palm Beach, Newport, Monaco, Fort Lauderdale and Antigua, just to name a few. It’s all part of building the brand with larger yachts. To support all that travel, we have created a website for Supreme Marine (www.suprememarinevip.com), gave it its own Facebook page (suprememarinevip) and started an Instagram presence (#suprememarinevip). Q. What’s your background, AJ? I have been in the marine industry for the majority of my career. I worked for one of the world’s largest chandleries for a long time and spent time working in the shipyard space as an account manager for over 400 vessels. This opportunity at Lewis Marine allows me to couple my experience into a role that can and will make a difference in the way the industry is supplied goods and services. All are welcome to join us at Lewis Marine, 220 S.W. 32nd St. (33315), on Feb. 19 from 6-8 p.m. No need to RSVP; just come with a smile and some business cards. For more information about Lewis, visit lewismarine.com or supreme marinevip.com, or call 954-767-1222.

48 Write to Be Heard

FROM OUR READERS

Don’t diss destination dreams; ‘loads of captains’ still travel Great article on “Yachting Destinations Unfulfilled” [From the Bridge captains lunch topic, posted Jan. 14 and printed in the January issue], but it’s rather one-sided as you’re only speaking with captains that are available in Florida. The reason that they’re around is that they are running boats that are basically not moving much, especially since it’s the middle of the Caribbean season. There are loads of captains who are traveling. For many of us, the whole reason we got into the industry over 30 years ago was to travel and see exotic places. Granted, the vast majority of private yachts out there do the traditional Caribbean in the Northern Hemisphere winter and Europe or the U.S. East Coast for the summer, but there are a surprising amount of boats that travel. As your article pointed out, it’s always up to the owner’s schedule, and many owners simply don’t have the time available nor do they like long flights to remote places. This is most certainly an issue when it comes to the most remote places as access can be difficult for owners. It’s often only as they get older that they have the time to travel extensively. In my experience, the fundamental reason that got me into the industry was to travel to exotic and remote places, and I’ve always tried to find interesting projects that went to the non-traditional

places. Of course, these projects can be hard to find and are often on smaller yachts, especially sailboats, so are certainly limited. A good case in point is my current project that had me come back to sailing and go down in vessel size simply because the owner’s plans are more aligned with traveling to remote places. We’re currently in the Pacific cruising with owners who spend about half the year on board. Interestingly, they get seasick, so they don’t do long passages with us, but fly in to each new location and explore. It would be interesting to hear from other captains running boats on global programs. It is certainly a big commitment for an owner to do global voyaging, and it does present its own challenges, especially with regard to the type of vessel, the range, and logistic considerations. You’ll have to carefully plan fuel stops, have numerous bailout options and thoroughly research the proposed locations. While all super interesting, it’s a lot to add to your plate, for sure. I wonder how many traveling captains are newbies. The thought of being away in exotic locales, while exciting, probably isn’t high on the agenda if you have a young family and other commitments. Capt. Matthew Thomas S/Y Ikaron

The-Triton.com February 2020

CREW EYE

PHOTO/CHEF TIM MACDONALD

tew Angela Pennefather procures fresh lobster from a local villager in Papua New Guinea on the final day of 2019. Pennefather, who hails from Papua New Guinea, also serves as local guide on M/Y Endless Summer, a 164-foot (50m) Delta Marine launched in 2017.

What is your crew up to? Share updates and photos via editor@the-triton.com.

Yacht chef’s career is far from over after victorious lawsuit

Dorie Cox is one heck of a reporter. [“Court awards yacht chef $1 million after illness,” posted Jan. 3, printed on the cover of the January issue]. Chef, if you are reading this, I will hire you for charters any day of the week. I would love to know which jackass yacht insurance company this was. To the captain, who "usually requires med exam from his crew," it’s ironic and moronic that the investigation unearthed the fact that you yourself did not have one either. Wow. And to Michael T. Moore and crew, I am not surprised this was handled by your firm. Congrats to all, except the captain and owner, who only caved when the yacht was about to be arrested at a high-profile boat show. Dhardra Blake Owner, Luxury Day Charters via Facebook

That should send a message to cheap boat owners who treat crew as disposable parts. Roger via the-triton.com

I would love to read what the yacht’s and captain’s defense was. How could they have possibly thought they would prevail in a case where they left a crew member in a foreign country without stipend, support or transportation back home? There must be more to this story. Dean via the-triton.com Good article, Dorie, and an excellent warning that doing the right thing is less costly, literally and figuratively. However, it disturbs me that the chef feels his career is ruined simply because he sued. He stood on his principles. That

should be the No. 1 thing any owner or captain keeps in mind when evaluating him. If they don’t, then frankly they don’t have their priorities straight. Diane M. Byrne Editor, MegayachtNews.com via Facebook

depositions, transcripts, as well as the time to deal with it all) they are not afraid to screw crew over as their consequences are usually very little, even when they lose. Capt. Randall Tipton via Facebook

Yacht and insurer should have paid this and taken care of ot right up front. Wow. They still thought they had a case to defend. Do what’s right. DebbieAZ via the-triton.com

Story behind recipe pure poetry

Awesome. I wish more scumbag owners were held accountable for being scumbags. Also wish that this accountability extended more to scumbags that screw crew out of their pay. Because the court systems favor the rich (in that they have the resources to pay for attorneys,

Tim MacDonald’s recent column is as far beyond a simple recipe as Hemingway’s “Old Man and the Sea” is from a fishing story [Top Shelf: “Fish tale from ‘bug’ town Down Under,” posted Dec. 29 and printed in the December issue]. Beautifully and simply written. I’m glad Mr. MacDonald is a chef and not poaching on my writing territory. Well done, sir. Chris Caswell via the-triton.com

February 2020 The-Triton.com

FROM OUR READERS

Write to Be Heard 49

Security column on piracy in Mexico paints too broad a picture

I am writing to you about the recent column about piracy in Mexico [Secure@Sea: “Yachts traveling near Mexico should have a plan for piracy,” page 12, December issue]. The column draws attention to a non-issue for superyachts that cruise the Mexican coastline and seems to be an attempt by the author to drive more business to his company. The area of concern that the author specifies is the Mexican Gulf of Mexico, which our common client superyachts never cruise. The author writes as if all of Mexico is impacted. There are captains and owners that will read this column and cancel or bypass Mexico without investigating further to get the real facts. This impacts all our businesses. The column should be about piracy in general and not pin

Speed in harbor matters, crew involved or not

Editor’s note: The following comments were made online before reporting confirmed that no yacht crew, guests or owners were involved in the incident, only the rescue. The comments are printed here for their context on safety.

Yacht crew responsible for guests’ safety

We were there when it happened [“PWC driver hospitalized after being hit by boat in St. Barts,” posted Jan. 14 and printed on page 4]. Stupid crew driving too fast through the anchorage because their boss feels they are important enough to endanger others by saying “hurry up, I’m late for dinner.” Capt. David Krokoski via Facebook David, are you assuming or did you witness the boss making that statement? Even if, it's no excuse to speed through an anchorage and not maintain watch. Unfortunately, many crew feel it's OK to speed through anchored vessels. We see it all the time in the Exumas. Capt. Pascal Gademer M/Y La Balsita Pascal, it was a generalization of how crew tend to operate when owners/ charters get pushy. Captains should take more time to make sure their crew know that they are in charge of the safety so they will, on occasion, need to not bend to guests’ wishes when safety is a concern. Capt. David Krokoski

the piracy topic on a particular country as an opener. Capt. Mark Drewelow Owner and agent C2C California, San Diego I am a registered agent in Cabo San Lucas and totally agree with Mark. The vast majority of our superyacht clients don’t cruise the Gulf of Mexico, so this is not an issue. I don’t disagree with the information or recommendations the column contains, but rather with how it implies that Mexico in general has this issue with piracy, which has not been an issue on the Pacific side at all for superyachts. A well-written column would clarify that other regions of Mexico are not affected by the problem described so as

not to scare off potential travelers who might skim through the column without thinking much about totally separate and non-related parts of Mexico. The general feeling after you read this column is that Mexico has piracy problems and is a bad place for superyachts to cruise. The truth might be that the Gulf has problems, but not the Pacific side, where most superyachts cruise. Victor Barreda Owner and agent Barreda Agency, Cabo San Lucas

I am a registered agent in La Paz and Loreto, both ports in the Sea of Cortez. I agree with Mark and Victor that the column points out some information that can be misinterpreted. The problems on the Gulf of Mexico side, as they men-

tioned, are about commercial ships. A superyacht has never been the target of this. We understand the security companies want to sell services, but causing damage to the superyacht industry in Mexico is not the best way. Yolanda Espinoza Agent and CEO Eco Naviera From the author: The column, taken in its entirety, talks about piracy in the region, who are the targets, the potential for it to spread, and things anyone traveling to the area can do to protect themselves. There is nothing in the article that urges yachts not to go to Mexico. Corey D. Ranslem Owner and CEO International Maritime Security Associates

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