January 2014 The Triton starts networking in the new year on Jan. 15. See A5.
C2, 3 Stew injured on bicycle Crew house friends raising money for her recovery. A3
Owner won’t give up Restoration of weather-beaten S/Y Legacy continues. B1
Whales, bears and food Chef’s challenge worth it in waters of the icy north.
Fire, noise, MOB affected Regulations to hit new and existing yachts this year. B1
Leadership skills coveted, not required for captains
his friends in Ft. Lauderdale soon after the accident. “I can vouch for his skills. I’m a Y1 and there’s not much higher than that.” “He had docked a million times Capt. Miller and worked with shore power,” said Gary Skinner of project management company Yotfix. “He was far from stupid.” Best man at Capt. Miller’s wedding, Skinner was a long-time friend and had worked with Capt. Miller and seen his abilities since serving as his deckhand on a boat delivery from Venezuela nearly 15 years ago. Capt. Miller had since divorced. “’I can’t run this if I don’t know the systems,’ Pete said on every boat,” Skinner said. “He would start in the bilge and figure it all out; why this A/C runs here, why this is run like this. Lohengrin in particular. He worked himself into being indispensable.” “He was a really good engineer; very hands on,” said long-time friend
As long as I have been hosting these lunches, the issue of leadership skills among captains has come up. The skills aren’t required for licensure yet most captains and crew rank them high on the list of qualities of an effective yacht program. So why aren’t they taught and From the Bridge required? And Lucy Chabot Reed even if they aren’t, perhaps the more important question is how do captains successfully run a program without them? (We conducted our monthly survey on this topic of leadership as well. Read those results and comments beginning on page C1.) I invited a group of captains respected in this area of yachting to talk about leadership at this month’s From the Bridge luncheon. And although we didn’t arrive at any ground-breaking resolutions, we did agree that captains themselves are key to improving this area of yachting. “So many times it [leadership training] is identified as important but who takes their own time to do it?” one captain said. “In yachting, I haven’t seen much of this,” another captain said. “We talk about the need for it but I don’t see it.” “I think people like us need to be responsible and give back to the industry that has given us so much,” said a third. As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A17. The captains have decades of experience running large yachts, managing large crews and operating them for a long time. Several also had
See MILLER, page A4
See BRIDGE, page A16
A TOAST: Crew celebrated the 14th annual Concours de Chef at the Antigua Charter Yacht Show in December. See PHOTO/DORIE COX stories and photos on A10 and more about the chef competition on A12.
TRITON SURVEY: Leadership
Captains, how would you rate your leadership skills?
Captain leaves a legacy as master, engineer and mentor By Dorie Cox
Above average 70%
Crew, how would you rate your captain’s leadership skills? Below average 37%
Above average 24%
Average 39% – Story, C1
Capt. Pete Miller of M/Y Lohengrin was electrocuted in a shipyard accident in late November in Hong Kong. The accident involving shore power is under investigation. With a career that spanned decades, Capt. Miller is remembered as a captain, engineer and mentor on yachts including Silent Wings, Princess Tanya, Princess Lauren, Picante, Akim, Monte Carlo, Lohengrin and Audacia. He was 62. The accident confounds friends and colleagues who remember Capt. Miller as a competent and qualified engineer. Plus, Capt. Miller knew the Lohengrin well after years working onboard, said long-time friend Laurence Dickinson of Elan Maritime. “It’s mind-boggling he died this way,” Dickinson said. “He had a full life, but no one deserves to die like that.” Friends since the 1980s, Dickinson said Capt. Miller always paid attention to detail, maintained equipment and did preventive maintenance. “Pete said, ‘You should know how to engineer the boat if you want to drive the boat’,” Dickinson, an MCA chief engineer, said in a gathering of
A January 2014 WHAT’S INSIDE
Taking it slow
Sure he’s smiling; he’s not driving. Find out where, PHOTO/LUCY REED page A5. Peace out, man.
Advertiser directory C15 Boats / Brokers B4 Business Briefs B13 Business Cards C13-15 Calendar of events B14 Columns: From the Bridge A1 Crew Coach A14 Crew’s Mess C4 Culinary Waves C4 Fitness A9 Interior: Stew Cues C1 Nutrition C5 Personal Finance A18 Onboard Emergencies B2
Rules of the Road B1 Top Shelf C7 Crew News A3,10-13 Cruising Grounds B1 Fuel prices B5 Marinas / Shipyards B5 Networking Q and A A15 Networking photos C2,3 News Briefs A5 Technology Briefs B3 Triton Spotter B15 Triton Survey C1 Write to Be Heard A19
T h e Tr i t o n ; M e g ay a c h t n e w s fo r c a p t a i n s a n d c r e w
Serious injury doesn’t stop stew on quest for yacht job By Dorie Cox Stew Urska Jerala was seriously injured when she was hit by a car while riding a bicycle between a crew house and crew agencies on Nov. 20 in Ft. Lauderdale. Jerala was comatose in intensive care for five days in a hospital and was injured on her face, chest and ankle with injuries and abrasions on several other parts of her body. She is recovering at Martha’s Crew House in Ft. Lauderdale. Jerala does not remember the accident. “It feels as if it happened to someone else; I don’t remember anything,” she said, sitting on a single bed in midDecember in a room she shares with Stew Sharna Tuohy. “You can’t imagine the state Jerala she was in at first; there was nothing in her eyes,” Tuohy said. Tuohy arrived at the crew house after the accident, but has been helping Jerala recover. “I was in a coma and came out of when they stopped with the morphine and drugs,” Jerala said. “Then she was in and out of consciousness for five days in bed here,” Tuohy said while sitting on the room’s other single bed. “She doesn’t remember talking to us, she doesn’t remember saying, ‘I’m going to go to work tomorrow.’ She would set her alarm and kept saying she was going to work.” Previously stew on the 26m M/Y Jurata and the 41m M/Y Bibich, Jerala had been in the United States about 10 days before the accident and just one day at the crew house. She rented a bike to make traveling around Ft. Lauderdale’s crew agencies easier. After her morning rounds that day, she was headed back to the crew house when she was struck at the corner of U.S. 1 and Southeast 17th Street. The driver stopped and emergency officials were called. Since that morning, her world has changed considerably. For starters, she now looks different than the photo on her CV. Tuohy pointed to her friend’s wounds and explained why. “She had a broken nose, about 30
stitches across her chest, about 15 on her nose, about 15 on her chin,” Tuohy said. “She had stitches on her ankle and abrasions all over. There were about five of us helping her. We put on creams, helped her pee, shower and change clothes.” The 31-year-old from Slovenia, with bright eyes and long blond hair, held her smile as she explained her continuing recovery. “I don’t feel my lips, food falls out like a baby,” Jerala said, pointing to her face. Jerala said she feels better each day. The stitches have been removed, she has undergone five cosmetic surgeries and goes to physical therapy. But the recovery is not easy. “The sleeping pills are not working; I can’t sleep,” she said. “I have back pain and can’t move my neck.” Yet she finds a positive side. “I am surrounded by nice people,” she said. Her crew house friends are raising money to help Jerala with her living expenses. It’s is still unclear if the driver’s insurance will cover her medical bills, but she still must have a place to sleep and food to eat. “We are not sure if her medical expenses will be covered,” Tuohy said. “They are over $100,000 and bills keep coming. She has the neurosurgeon, physical therapy and still needs to pay accommodations and food without the funds or ability to work. She is also very far from home.” She will also need facial reconstruction after the scars heal in about a year. Despite the pain and scars, Jerala is persistent and positive. She continues her search for yacht work. “Tell her what we did yesterday,” Tuohy said. “We went to an interview with an agent from the UK,” said Jerala, her smile widening. “I thought, I have nothing to lose, I want to work.” She explained to the agent that she couldn’t wear makeup to hide the scars during recovery according to her doctor. “Urska went on the interview anyway,” Tuohy said. “It’s a testament to her personality and strength.” “I’m grateful I’m alive,” Jerala said. “And work is a reason to get up in the morning.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at email@example.com.
Friends are organizing fund-raising to help Jerala with medical bills. For information visit “Fundraise for Ursa” on Facebook (her nickname) and e-mail at firstname.lastname@example.org.
January 2014 A
A January 2014
Captain was capable engineer with strong bonds for friends, crew MILLER from page A1 Bruce Schattenburg, director of U.S. operations at Y.CO. “He could run, fix and keep it going and he was one of the few [captains] with a big engineer license.” “You would think, if you knew Pete, that it would be fitting that he pass on to the next world while working on his yacht engine room, although surprising, as he was a very bright, licensed engineer,” said friend Capt. Marcus VanOort of M/Y Perle Bleue. Several captains, crew and industry professionals remember Capt. Miller as a mentor and recalled how he had
fostered their careers. “He was involved in so many lives,” said Capt. Ben Gillard on M/Y Lady M, a 147-foot Intermarine. “I’m in yachting through him; he drew me in.” “There are lots of guys he helped get on their way in the industry, one of them being me,” Dickinson recalled at the gathering. “Sometimes I thought he was crazy for going out of his way to help certain people, but that’s what set him apart. He had compassion.” Capt. Miller was captain on M/V Compass, a live-aboard dive boat on the Great Barrier Reef in the 1980s when he met and worked with Dickinson and
Gillard. When he moved to the U.S., the two men followed him. “It’s amazing all the deckies and first mates he brought forward,” colleague and friend Capt. Nigel Beatty of Superyacht Logistics said. “Pete cared more than any other captain about the crew,” Capt. Beatty said. “He always encouraged and pushed crew to advance themselves. Pete was big on that. He would give advice and look after people.” Dickinson recalled for friends gathered in Ft. Lauderdale how Capt. Miller encouraged him and would not take the wheel from a novice mate or
engineer in rough weather. “Pete would say, ‘Now is the time you need to learn; anyone can drive a boat when it’s flat calm’,” Dickinson said. With decades at the helm, Capt. Miller was one of the originals in yachting, said Rob Fisher, former crew on M/Y Monte Carlo, now of Tailors Mark in Melbourne. “We really have lost someone very special,” he said. “From a yachting perspective, Pete was in the yachting industry as a relatively young man when it was in its infancy and is probably one of the last real ‘old world’ yacht captains that helped build the foundations of what yachting is today.” Originally from Australia, Capt. Miller worked as engineer on commercial fishing boats, later as captain, Gillard said. He went to military college and maritime academy and had the largest ticket Australia offers, Schattenburg said. All of his friends recalled his colorful character, often chuckling when they did. “If you can call someone a typical Aussie, he was one,” Schattenburg said. “He never walked away from a fight or a drink. Pete was brave, one of the least afraid to die or get injured. “He’s the first one you want with you when you go into battle; courageous, super level-headed and calm as could be,” he said. “But he didn’t suffer idiots,” Capt. Beatty said. “He could get punched; he was definitely an Aussie.” Stews Irina Kelemen and Halyna Ivakhiv said Capt. Miller watched out for his crew. The two worked on M/Y Lohengrin with him, and wrote The Triton an e-mail together. “Capt. Peter Miller was always protecting and fighting for the crew’s rights on the boat,” they wrote. Before he joined the crew, they worked with no days off. But that changed when he took command. “He was the one who demanded it so we all could enjoy our life while working on the boat,” they wrote. “He always taught us to enjoy our lives today, not tomorrow or after ... because it goes just like that.” Capt. Van Oort did engineering work for Capt. Miller on M/Y Unforgettable. “He was fiercely loyal to his crew, ex-crew, close mates and his two countries, Australia and the U.S.” Van Oort said. “They broke the mold after creating Pete, a rough and tumble Aussie. We called him a pit bull; Pete was afraid of nothing. “He once told me with that Aussie accent, ‘Maaacus, there is no better feeling than being close to death,” Van Oort said via e-mail. “I’m halfway to St Thomas right now and I wish Pete was on board with me again.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at email@example.com.
January 2014 A
Towing largest yacht up New River not without challenges Ft. Lauderdale-based Cape Ann Towing towed what may be the largest private yacht ever to a shipyard up the New River. At 213 feet (65m), the M/Y Lady M made for spectacular watching along the river early on Dec. 4, stopping both landlubbers and other boaters on its path. The trip during high tide was uneventful but not without its issues. The Jungle Queen chose the downtown curve by the theater to pass on the inside, and a yacht heading down river happened by just as Lady M made its approach to Little Florida. With no other traffic or berthed yachts nearby, the wiggles were no problem, Cape Ann owner Capt. Courtney Day said, and even a sailboat with its mast on deck sticking out 20 feet off the bow “like a battering ram”
Coke captain pleads guilty; painful virus in St. Martin Cocaine captains pleads guilty
Capt. Jonathan Costenbader, the 34-year-old yacht captain who was arrested in early October in West Palm Beach carrying duffel bags of cocaine off the yacht under his command, has pleaded guilty to federal charges of conspiring to import cocaine, according to news reports. Prosecutors said he was paid more than a million dollars to make five trips this summer between the Bahamas and South Florida. His girlfriend and the man to whom Costenbader delivered fake drugs after his arrest also pleaded guilty to related conspiracy charges. They are scheduled for sentencing Feb. 21. The 106-foot Lazzara M/Y Secret Spot remains in the custody of its owner, who prosecutors did not implicate in the smuggling.
Painful virus found in St. Martin
U.S. health officials have issued a travel advisory for the Caribbean island of St. Martin because of a mosquitoborne disease. The painful tropical illness called chikungunya fever was discovered in the French part of St. Martin in October. The World Health Organization had confirmed 10 cases by press time. The Centers for Disease Control
See NEWS BRIEFS, page A6
was manageable. Lady M, a 716-ton semidisplacement Palmer Johnson, has no stabilizer fins, which is what often limits the size of a vessel heading to shipyards up the river, Day said. “We could do one foot more,” Day said, noting that the only tight spot was Little Florida, and that was mostly because his line coming in wasn’t perfect. “It’s the biggest boat I’ve ever towed up the river,” Day said. “I’ve been doing this 23 years and I haven’t heard of anything bigger … in my time.” The tow ended safely in the east basin at Lauderdale Marine Center where the yacht has a short visit for warranty work. To see more photos, search “tritonnews” on Facebook – Lucy Chabot Reed
Cape Ann Towing delivered the 213-foot Palmer Johnson M/Y Lady M up Ft. Lauderdale’s New River on Dec. 4. She just may be the largest yacht ever to make that trip. PHOTO/LUCY REED
A January 2014 NEWS BRIEFS
France OKs armed guards onboard; fires destroy yachts NEWS BRIEFS, from page A5 said it’s the first time the disease has been reported among non-travelers in the Western Hemisphere. Before the current outbreak in the Caribbean, the chikungunya virus was found only in parts of sub-Saharan Africa, Asia and southern Europe. The mosquito-borne illness can cause fever, joint pains, a rash, muscle aches and headaches. Symptoms usually goes away after a few days, but sometimes the joint pain can last for weeks, even months. The muscle and joint pain are infamous and give the disease its name. Chikungunya roughly translates to “that which bends up” in the African Makonde language, describing the stooped posture of a person infected with the virus. There are no treatments or vaccines, but fatalities are rare, the Centers for Disease Control and Prevention says. And once you’ve been infected, you’re likely to have lifelong immunity. The only way to prevent it is to stay away from its source, the Aedes mosquitoes (which prefer warm, tropical climates) and the now Asian tiger mosquito (which can tolerate more temperate environments and thrives as far north as Chicago).
Britain, Germany and the United States allow armed security teams on vessels sailing under their flags. While it has become standard for ships to have defenses against piracy, there are still no industry guidelines or even agreement among countries on the use of lethal force by anti-piracy teams, whether military or private.
Fire in Australia destroys three
At least three yachts were destroyed after an explosion and fire on Dec. 4 at a marina in Sydney’s inner west, according to news reports. Police told ABC News that the fire began just before 3 a.m. local time at the d’Albora Marina in Cabarita. ABC News is the country’s public broadcasting network. More than 30 firefighters fought the fire, but two of the yachts sank. Police told ABC they are treating the fire as suspicious.
Apprentice school opens
Virginia-based Newport News Shipbuilding (NNS) has officially opened its new Apprentice School, located at 3101 Washington Ave. in downtown Newport News.
Yacht chef stabbed in Phuket
Dittachat Insom, whom Phuket media say worked as a cook on a private yacht, was found alongside a road on Dec. 16 with a single stab wound to his chest. Police said they had no obvious motive for the killing, according to a story in Phuket Wan Tourism News (phuketwan.com). Dittachat, 41, lived in Patong and traveled to work – most likely at Yacht Haven, the news source reported – on most days, relatives told police. The name of the yacht was not disclosed.
France OKs armed guards
The government of France says it will allow private armed guards to protect its shipping fleet against pirate attacks. Prime Minister Jean-Marc Ayrault said armed private security teams would put the French fleet on par with European competitors who have already taken similar measures. “We will allow recourse to private teams capable of complementing the navy’s missions,” Ayrault told a journalist for the French newspaper Ouest France. “There has been a strong appeal from shipowners and we have heard it.” A French government official made clear that the private security agents would be allowed to carry weapons.
This 2,300-pound sculpture adorns the entrance to the new school in PHOTO/RICKY THOMPSON Virginia. The 90,000-square-foot building triples the school’s instructional space with facilities that include eight computer labs, two video teleconferencing classrooms, a physics lab and a 600-seat gymnasium. The school currently accommodates about 850 apprentices and provides office and workspace for faculty, adjunct faculty and staff. In addition to the school, the project includes workforce housing, retail space and a parking garage. The Apprentice School accepts about 250 apprentices a year and offers four- to eight-year, tuition-free
See NEWS BRIEFS, page A7
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Former shipyard CEO dies; dredging near GBR gets OK NEWS BRIEFS, from page A6 apprenticeships in 19 trades and eight advanced programs. Apprentices work a regular 40-hour week and are paid for all work, including time spent in class. The academic program provides the opportunity to earn associate degrees in business administration, engineering and engineering technology.
Ex-shipyard CEO dies
Former Knight & Carver CEO Sam Brown died Nov. 21 after a battle with pancreatic cancer. He was 55. His friends and former colleagues remember him as a fighter, a scrapper and an agitator. He embraced challenges and never settled for the easy way out. Legally trained Brown with business experience, he became CEO of the Southern California shipyard Knight & Carver and was tireless in expanding its yacht repair division and later in promoting its wind-blade companies. “He was absolutely relentless and passionate in the pursuit of his
goals,” said Mike O’Leary, who served alongside Mr. Brown as a top executive with Knight & Carver Maritime. “He was one of the smartest, shrewdest people I’ve ever known.” Born and raised near Boston, Mr. Brown earned his undergraduate degree in finance from the University of Miami. He then moved to San Diego where he earned his law degree from California Western University School of Law. “The man could be infuriating, but you’d end up laughing with him afterward,” said Kate Pearson, who worked with Mr. Brown as Knight & Carver Maritime’s marketing director. “He was like a force of nature.” During his tenure with Knight & Carver, he oversaw construction of the M80 Stiletto, the world’s largest allcarbon-fiber vessel, an 88-foot Navy stealth craft that cruised at 65 knots and left virtually no wake. He also led the company’s emerging wind-blade division, which he spun off as a separate enterprise in 2007. Within a year, Knight & Carver Wind Group grew to be an $18 million concern with more than 250 employees. He later served as a legal consultant for BAE Systems in San Diego. “He was always a strong voice for what he believed in,” said Sharon
Cloward, president of the San Diego Port Tenants Association, which Mr. Brown helped create in the 1980s. “Once you got to know him, he had a big heart. You couldn’t help but admire him.” Mr. Brown is survived by his wife Maureen; son Joseph, a student at the University of Arizona; and daughter Britney, a student at Torrey Pines High School. In lieu of flowers, the family suggests donations to the Sampson A. Brown Memorial Fund for the Monarch School. – John Freeman
Fire destroys old Chris Craft
A fire possibly sparked by an electrical malfunction destroyed a 57foot boat docked on San Diego’s Harbor Island in mid-December. According to local fire officials, workers were servicing a generator and other power equipment aboard the 1963 Chris-Craft Constellation at Sunroad Resort Marina when the fire broke out about 12:30 p.m. The blaze appears to have originated in the engine room. The cause was under investigation, but the boat had just taken part in a local boat parade. City officials told local press that its lights had been left on overnight.
More flights at FLL
Southwest Airlines plans to renovate its terminal at Fort LauderdaleHollywood International Airport to add 25 more international flights a day to the Caribbean and South America. It flies 70 domestic flights a day out of the airport. The $300 million makeover will add five gates for international, a new security checkpoint and a concessions hall that will connect to the existing concourses. Construction should begin late this year and be completed by 2017. Construction of the airport’s new runway on the south side near shipyards on the Dania Cut-off Canal is expected to be complete by September.
Dredging near GBR gets OK
Australia has approved major dredging work to expand a coal shipping port adjacent to the Great Barrier Reef, according to a report by Reuters news service. The nod for further dredging at the Abbot Point port follows agreements not to dispose of up to 12 million cubic meters of waste inside the reef and instead use the material for land infill. Australia’s environment minister
See NEWS BRIEFS, page A8
A January 2014 NEWS BRIEFS
FLL gets German grocery; three wind farm plans on hold NEWS BRIEFS, from page A7 Greg Hunt said the amount of dredging allowed had been reduced to 3 million cubic meters from up to 38 million proposed previously to better protect the marine environment. “Some of the strictest conditions in Australian history have been placed on these projects to ensure that any impacts are avoided, mitigated or offset,” Hunt said. But environmentalists said any dredging will damage the reef. “Dredging and dumping on this
scale is a body blow to an already fragile reef,” said Felicity Wishart, Barrier Reef Campaign Director for the Australian Marine Conservation Society.
German grocery opens in FLL
German grocer Aldi has opened a store at 1707 E. Commercial Blvd. The retailer is known for its low-priced, inhouse items. The store will present changes for American consumers. As in Europe, customers must use a quarter to get a shopping cart (it is returned when the cart is returned) and bags are not
provided. Also, the grocer takes only cash or debit cards, no credit cards or personal checks. The chain has opened seven stores in South Florida in the past three years, including one in Delray Beach.
Firm abandons wind farm project
Scottish Power has scrapped plans for its 1,800 megawatt Argyll Array wind farm in mid-December due to tricky ground and wave conditions and the presence of protected sharks, making it the third utility in two weeks to drop a wind project in British waters,
according to a story in Maritime Executive. The power company, owned by Spain’s Iberdrola, follows RWE Innogy and Centrica, which have canceled a project each, saying they were uneconomic because existing technology was not advanced enough. Scottish Power Renewables’ head of offshore wind, Jonathan Cole, said in a statement that it could take 10 to 15 years before developments in technology make investment in the project viable, but that the site has some of the best wind conditions. Britain is the world’s biggest offshore wind market and aims to defend its lead by multiplying current capacity by nearly five times to 18 gigawatts (GW) by the end of the decade. Centrica and Scottish Power’s decisions also came a week after the government announced new subsidy prices under a renewable energy support scheme from 2018.
Volcano adds island to Japan
A volcano off the coast of Japan erupted in late November and created a new island for Japan about 600 miles (970km) south of Tokyo. National Geographic described the island as about 660 feet in diameter. It sits off the coast of Nishinoshima, a small, uninhabited island in a group of about 30 islands known as the Bonin Islands, or the Ogasawara chain. New islands have a tendency to disappear back below the waves, so Japanese officials were waiting before naming it.
Last call for $10,000
Deadline for applying for a $10,000 grant from BoatUS Foundation is Jan. 15. The group is looking to fund Grassroots Grants projects that use new, innovative approaches to encourage safe and clean boating among the boating public. The program has funded more than $1.3 million in local boating safety and clean water projects over the past 25 years. Last year, it more than doubled its grant size to $10,000. “We’re getting away from awarding funds for traditional signs, brochures, or boat show giveaway items,” said BoatUS Foundation Outreach Manager Alanna Keating. “Now, we’re looking to tap into the many exciting interactive and innovative ways to encourage behavior changes, including social media, the web or unique hands-on activities.” To apply, visit www.BoatUS.org/ Grants to view the guidelines. Grant application may include videos, photos, graphics or anything to convey the group’s concept to help increase the chances of funding. The projects with the most votes will have one year to complete the grant project.
Add in these three secrets to shred fat successfully As we exit the time of sweet-filled holiday parties, many of us dread the weight gain from too many high-calorie meals and desserts. There is a way to combat the extra calories: increase your metabolism, or the rate at which your body burns calories for energy, . While eating a clean diet you will assure you Ship Shape maintain your Chris Campbell fit physique. Try these secrets to shredding fat and you won’t feel guilty the next time you taste your favorite holiday dessert. Sprint Research has now proven that sprint interval training is a more effective way to increase your metabolism and burn more overall calories compared to typical steady-state cardio, such as jogging at a moderate pace for a given amount of time. In fact, you can burn more calories for up to 36 hours after your previous sprint interval training session; a great reason to get your training in before you know you’ll be having some dessert or a cheat meal. Here’s how to do it: Complete 5 minutes of activedynamic stretching. Warm-up with 5 minutes of jogging. Sprint (100 percent effort; think of a 100m dash) for 20 seconds. Rest or walk for 40 seconds. Repeat this last 60-second bit 10-15 times (sprint, rest; sprint, rest). Cool down with 5 minutes of jogging. Note: You can use any type of cardio to accomplish similar results. Instead of jogging, you can bike, use a rower, an elliptical, etc. One caveat: this type of training is not for beginners. It is extremely difficult and should not be attempted until being cleared by your doctor. It will test your will as much as it pushes you physically, but the results are great. Strength train Did you know that the more muscle mass you have, the faster your metabolism will burn? It’s true, and you don’t have to look like a bodybuilder to enjoy the benefits. There are many factors that play into how much muscle you build, but that subject is really for another article. Just know that when done in proper volume or amount, weight training will get you the benefits you desire without the unwanted effects. Here’s how to do it: 1. With a goal of maintaining or building lean muscle, do this routine
1-2 times per week. Complete one exercise per muscle group (quads, glutes, hamstrings, calves, shoulders, back, chest, biceps, triceps). Complete three sets of 12-15 reps per exercise. Note: You should be at or near failure when you reach your last repetition for each set. 2. With a goal of significantly increasing muscle mass, do this routine once a week. Complete three exercises per muscle group. Complete three to four sets of 6-12 reps per exercise. Note: You should be at or near failure when you reach your last repetition for each set. Super set If you’re like me, one of your pet peeves is seeing someone resting between sets on a piece of equipment at the gym, while you are waiting to attack the rest of your workout. In my opinion, this is almost always a waste of time. There may be a rare occasion when that is appropriate, but I have a more efficient way to strength train and get better results. Instead of wasting time and resting between sets, super set. A super set is when you complete one exercise (i.e. bench press for your chest) and almost immediately complete another exercise for a different muscle group (i.e. pullups for your back). This gives each muscle group a chance to recover while continuing to work, burning more calories, and giving you an interval training effect during your strength training. Use this principle while completing your desired strength training and maximize your time and effort to increasing your metabolism. Something as simple as switching your routine to include sprinting, strength training and super sets will assure you get results even during the most challenging of times. Of course, proper nutrition, training, rest and hydration will optimize your physique and fitness results. Contact me about starting my Elevate Challenge, a 28-day program guaranteed to drop 1-2 percent body fat and help you reach the next level in health and fitness results. Chris Campbell owns Next Level Fit Training in Ft. Lauderdale and is a certified strength and conditioning specialist (www.NextLevelFitTraining. com). He earned his bachelor’s degree in exercise and sports science and a master’s degree in health education and behavior. He has trained Olympic and professional athletes as well as beginner exercisers. Comments are welcome at firstname.lastname@example.org.
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A10 January 2014 ANTIGUA CHARTER YACHT SHOW
Rain or shine, crew at their best Captains, crew and brokers were on the docks through both rain and sunshine during the 52nd annual Antigua Charter Yacht Show this year. Ninety-eight yachts registered for the event that ran Dec. 6-12 in three marinas on the island. l
M/Y Teleost, M/Y Swan and M/Y Titania put on their best theme parties to win the yacht hop competition during the Antigua show in December. All participating yachts were automatically entered into the Andreas Liveras Best Yacht Hop Award and were voted on by ballot by attendees. M/Y Swan, a 196-foot Benetti, won best among yachts at Antigua Yacht Club; M/Y Teleost, 161-foot Feadship, won at Nelson’s Dockyard; and M/Y Titania, a 236-foot
Lurssen, won at Falmouth Harbour. l
Most people flee a shark in the sea, but First Mate Elliot Sudal on S/Y Orion searched for one each day of the Antigua show. Known as the Nantucket shark wrestler, Sudal and Capt. Scott Fratcher took the 15-foot inflatable dinghy each day to see if they could catch and return with one for a pen located at Falmouth Harbour Marina. Sudal tags sharks for the National Oceanic and Atmospheric Administration (NOAA) and has been featured on YouTube, National Geographic, Good Morning America, CNN, Fox and Friends, and other media sources. “I have always fished and caught sharks,” he said. “One day I got one on the line and had to wrestle it about 20 feet out on a sandbar.” That video went viral on the Internet. “First I caught little sharks accidentally and decided to learn about them,” he said. “That first time I realized it was too big for the line, I didn’t know what to expect. Now I know that some are docile and some pull backward.” He has wrestled with bull, lemon and hammerhead sharks (six hammerheads in two months in Florida) to name a few. His interest led him to college for environmental science and biology and he worked with U.S. Fish and Wildlife Services with the Youth Conservation Corp. “Now, we do it on charters,” Sudal said. “Imagine, I pulled a bull shark up on the back of a $10 million yacht.” He said it surprises people that sharks are everywhere, whether you are in Florida, the Caribbean or the Bahamas. “But out of about 70-100 shark attacks a year worldwide, only one quarter are fatal,” he said. “When it’s murky, they can’t see and think you’re bait.”
ANTIGUA CHARTER YACHT SHOW
t during Antigua charter show He said he is not the only person wrestling sharks, and if anyone catches one with a yellow plastic tag by the dorsal fin, instructions are in the capsule on how to report the information to NOAA. At $5,000 a tag, the data is vital to track the health and growth of shark populations. It is really about raising awareness of shark conservation, Sudal said. Sudal and Fratcher generally go out at night and use cameras to document their dinghy adventures. They tried each day to catch one for the pen they built next to Orionâ€™s berth at the marina. But with so much rain, the runoff and cold water kept sharks away. Better shark hunting next time. l
The Charter Yacht Brokers Association honored three yachts in its Going Green to Save the Blue campaign, which encourages charter yachts to lessen their impact on the environment. Awards went to Capt. Walter Wetmore of M/Y Safira, a 129-foot Newcastle, Capt. Donald and Audrey Harper on S/Y Aletheia, a 70-foot Fountain Pajot, and Capt. Laurence Ottley and Gaelle Andries of S/Y Ree, 115-foot Valdettaro. The top yachts were chosen from 75 yachts that qualified for the award. Awards were also given at other regional shows. Capt. Steve and Deb Schlosser of S/Y Alternative Latitude, a 44-foot Voyage, were honored at the Virgin Island Charter League Fall Yacht Show. Capt. Nick Baxter and Lucy Fletcher of S/Y Best Revenge 5, a Privilege 585, were honored at the British Virgin Islands Charter Yacht show in the fall. The Champion of the Sea certificate was awarded to Charlotte McDevitt, executive director of Green Technology BVI.
The Charter Yacht Brokers Association inducted a yacht chef and three charter brokers into the Charter Yacht Hall of Fame during the show. Chef Selwyn James was inducted after decades of service as a charter yacht chef. A scholarship is being donated by past yacht owners in his name. Charter experts Ed and Barbara Hamilton were recognized for their years of charter experience from Tortola to Maine, their impact on all aspects of chartering and for their CDI Guide that was used as a directory before the Internet. Broker Joyce MacMullen, a lifetime member of CYBA, was recognized for starting A Windward Mark charter brokerage in Camden, Maine.
January 2014 A11
ANTIGUA CHART YACHT SHOW: Concours de Chefs A12 January 2014
Chefs from 30 yachts, 10 each in three size categories, entered this year’s PHOTO/DORIE COX competition and attended the awards announcement.
Antigua challenges charter chefs with plant-based theme By Dorie Cox Top charter yacht chefs conquered a challenging theme at the 14th annual Concours de Chef at the Antigua Charter Yacht Show in December: a plant-based theme that outlawed animal products including butter and eggs. Chef Gisele Lannamann of S/Y Aurelius took top honors among yachts up to 100 feet. But she said it took research to tackle the theme – “Haute Cuisine Caribbean Luncheon Challenge” – to create her winning presentation. The road to plant-based food success did not start well for the selftaught chef. “I checked into tofu; I thought it tastes like cardboard,” she said. “I started to study and the more I looked into it, the less I wanted to do it. But slowly by slowly, I started to Lannamann taste it and build a menu. What an amazing discovery.” The event was outside of the typical chef competition with a list of requirements that included 100percent plant-based ingredients in all dishes. That meant no dairy or dairyderived ingredients such as cheese, milk, cream or butter; no meat or animal-derived products including eggs or seafood, and a focus on raw dishes. Chef Anders Pederson of M/Y Altitude, who won among yachts 160 feet and larger, said the theme was definitely a challenge. “I researched books and shows to learn how to prepare this,” Pederson said. “I developed the recipes and tried them at home with close friends and
Pederson my wife. “Onboard we cook for vegetarians and vegans because it is a fashion and people want to be healthy,” he said. “But for this event, you couldn’t even use honey.” Chef Jake Luke of M/Y Crowned Eagle won among yachts 100-159 feet and was challenged as well. “I did a lot of research and especially watched the difference between sponsored information and scientific truth,” Luke said. Luke Competition coordinator and cookbook author Jan Robinson said interest in the annual competition was so overwhelming the online registration filled within an hour. “This was such a challenge for the chefs,” she said. “Even if they didn’t win, they learned.” This year’s registration opens Nov. 15 (www.antiguayachtshow.com). After all the research and work, most of the chefs said they will use what they
See CHEFS, page A13
ANTIGUA CHART YACHT SHOW: Concours de Chefs www.the-triton.com
The interior team on M/Y Crowned Eagle – 2d Stew Amy Cook, left, and Chief Stew Hayley Diskin – won the complementay organic table decoration contest that incorporated Duval Leroy Champagne bottle and local Caribbean ingredients, Diskin came up with the Tree of Life idea. PHOTO/DORIE COX
Stews tackle plant-based theme, too, with native plants, flowers CHEFS, from page A12 learned during the event for future charters and in their own menus. “Absolutely, I will always use this,” Lannamann said. “Although I’m not ready to transition, I will reduce my meat now that I have learned about things like quinoa. This is a new page in my cooking life. It is a good thing. It has been a gift what happened here.” As to preparing the plant-based diet for the owner? “The real kicker will be the first meal,” Lannamann said. “I’ll tell them after the first meal.” l
The complete list of Concours de Chefs winners include, among yachts 160 feet and larger: First place to Chef Anders Pederson of M/Y Altitude, second place to Chef David Hawkins of M/Y Sealyon, and third to Chef Tammy Ayers of M/Y Marie. Among yachts 100-159 feet: First place to Chef Jacob Luke of M/Y Crowned Eagle, second place to Chef Tracey Ireland of M/Y Safuira, and third to Chef Nathaniel Cox of M/Y Lady J. Among yachts up to 100 feet: First place to Chef Gisele Lannamann of S/Y Aurelius, second place to Chef Caro Uy of M/Y Skylark, and third to Chef Adrian Martin of M/Y Matau. l
In a concurrent competition
designed to complement the plantbased luncheon theme, interior staffs competed in an organic table decoration contest that included a Duval Leroy Champagne bottle and Caribbean local ingredients to compliment the luncheon theme. Interior staff winners included: Chief Stew Kasia Jankowska of M/Y Teleost (among yachts 160 feet and larger), Chief Stew Hayley Diskin of M/Y Crowned Eagle (among yachts 100-159 feet), and Chief Stew Audrey Harper of M/Y Aleithia (among yachts up to 100 feet in length). The theme challenged interior staff and it took some thought for Diskin to come up with a plan. “It finally came,” she said. “I woke up at 4 a.m. with the Tree of Life theme. “We grew the grass ourselves, cut the bougainvillea and went to the local market here on Antigua,” she said of her crew, including 2nd Stew Amy Cook and Stew Natalie Fuchs. Fuchs, born in Antigua, tracked down locals to make the palm frond chargers and decorative birds used in the display. “Natalie said, ‘I can get local plants’ and she trekked off into the bush,” Diskin said. “So, imagine, we arrive at the boat with bushes, lay out a drop cloth and we cut until midnight. “All the guys helped, it was a crew effort.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at email@example.com.
January 2014 A13
A14 January 2014 YACHT CAREERS
Take a moment to ask if this yachting life is the one you choose Here’s a question for you: Are you living a life true to yourself or one others expect of you? Ah, a big question, I know, but I’ve found in this coaching I do that big questions usually lead to big answers and some are better addressed sooner rather than later. I recently read Crew Coach an article about a Rob Gannon book called “The Top Five Regrets of the Dying” by Bronnie Ware. It’s the story of her experience as a caregiver to the dying and how her life is changed by the reflections and regrets of those she’s cared for. The regret at the top of that list was “I wish I’d had the courage to live a life true to myself, not the life others expected of me.” That’s a tough one to wrestle with at the end of our days. So let me suggest it might be a good idea to be conscious of this earlier in the voyage. Yachties are in an interesting position with this. Perhaps you’re just doing this work for now, you know, until your real career gets going. That’s
OK, as long as you embrace your now. So, if and when the time comes to You can definitely live true to yourself move on from the yachting industry, in yachting if you are fully engaged, are that is the time to be conscious of grateful for where you are and enjoy the second part of that life regret contributing to a program larger than statement: to not live the life others yourself. If you can feel some joy and expect of you. satisfaction in what you do, that’s a Are the reasons for your moving pretty good indicator that you’re living on coming from within or from the true to yourself. outside? This Does that mean can be a little If you just go through you’re meant to confusing but here do this for the rest is something to the motions at work of your working consider; if the or in life, you won’t life? Absolutely voice you hear is not, our purpose harsh and critical, take away from the and desires in life it’s probably experience nearly as will change with coming from what much as someone who our growth and you’ve internalized development. It’s from others. Your is conscientious with one of the cool true inner voice, their heart in the game. things about this your true inner whole ride so enjoy wisdom, is never the process. But as harsh, critical or long as you are here, doing what you’re judgmental. It is a gentler guide that doing, show up fully and you will be on offers clarity and points you in the right the right path. direction. If you just go through the motions There is a wonderful quote from at work or in life, you won’t take away author, educator and civil rights leader from the experience nearly as much Howard Thurman that states “there as someone who is conscientious with is something in every one of you that their heart in the game. In the words waits and listens for the sound of the of Dr. Kate, a former classmate in my genuine in yourself. It is the only guide coach training, “be someone who gives you will ever have. And if you cannot a damn.” hear it, you will all of your life spend
your days on the end of strings that someone else pulls.” There is a lot to learn from these regrets of people near the end of their lives. Yes, others in your life may be uncomfortable if you’re not fitting into the box or the place they think you should be. But you know what; they just have to get over it. How you feel about where you are and where you’re heading is what matters. I often tell clients that it’s a great day in your life when you finally stop caring so much about what others think. You feel a great relief, a great weight removed when you start operating from and believing in the power of your own convictions and inner wisdom. There is no set time frame for this. Everyone puts the pieces together at different times. Just try to get in touch with that inner compass and feel the flow in your life start to carry you. Kind of reminds me of that little song we all learned as children, you know, to row your own boat, row it gently down the stream, merrily, merrily, because at the end of our days here, life is but a dream. Rob Gannon is a 25-year licensed captain and certified life and wellness coach (www.yachtcrewcoach.com). Comments on this column are welcome at firstname.lastname@example.org.
www.the-triton.com NETWORKING THIS MONTH: Adventure Sports
Sail into new year with Triton networking at Adventure Sports Get a great start to your new year at Triton networking with Adventure Sports on the third Wednesday in January, Jan. 15, in Ft. Lauderdale. Until then, learn what’s new in the world of watersports with store manager Luke Svanberg. Q. What should crew know about Adventure Sports? Svanberg Adventure Sports has been serving the South Florida watersports community for the past 20 years. The Adventure Sports Ft. Lauderdale store carries an extensive line of windsurfing, kiteboarding and SUPing gear, as well as all the latest trends and styles of beachwear for men and women. The warehouse is chock full of all equipment from all the biggest paddleboarding, kiteboarding, and windsurf manufacturers. We can outfit you with all the toys you need for your next trip to the Caribbean and beyond. Q. Tell us about your store. We’ve created a friendly and relaxed atmosphere. Each section of the shop hosts a different focus of watersports activities: SUPing, kiting, kayaking, etc. With so much gear, we’ve got boards hanging from the rafters. The cashier’s station is crafted to look like a bar, so our customers can pull up a stool and enjoy a refreshment during our in-store events. Also, when we host kite-board, SUP, kayak or other demonstrations at the beach we invite people back to the store for a beverage and snack. Q. You have so much inventory, what are your top-selling products? Customers typically come to us with a list of products they need, whether it be a specific kite, paddleboard or underwater camera. Our top-selling item is the JP Australia wood sandwich All Around SUP, a good looking paddleboard that’s easy to use for a person of any size. Q. Tell us about yourself. Where did you grow up and how did you end up here? I’ve been in the watersports industry as an instructor, store manager and brand representative for the past 23 years. I learned to windsurf and kiteboard in the Hamptons, N.Y. I grew up on Long Island where my family owns one of the largest surf shops in the northeast U.S., so I have always been involved in one way or another. As the new sport of kiting grew in popularity, I was a kite instructor all
across Long Island and pioneered many of today’s popular kiting spots. Ten years ago, I moved to Maui with my family and continued to work in action watersports. In this industry I’ve been an instructor across the world in places like Costa Rica and have kiteboarded in over 15 countries. I was last based in New York as sales representative for Adventure Sports. When we opened this new store they relocated me to Florida as manager of retail. Q. Lots of places sell watersports gear. What sets your business apart? Adventure Sports is the only watersports business in South Florida with a full warehouse of all the latest and greatest equipment in high-end SUP and kiteboard design. We carry all the equipment you need in house and we’ll even deliver to your boat’s slip. Plus, we personally do every sport we sell when we are not in the store. This gives us a unique perspective into our customer’s needs. Q. What do you want everyone to know about Adventure Sports? We keep a full inventory of equipment and all our staff are active and informed riders who can offer expert opinions on the gear you’re looking for. And you can shop online anytime. Q. What will trend this year? Inflatable StandUp Paddleboards, GoPro cameras, fishing kayaks and foiling kiteboards. Q. What are foiling kiteboards? Foil kiteboards use the same technology as the America’s Cup foiling catamarans, made from 100 percent carbon construction. The development of these boards has come a long way in the past few years and the new boards are accessible for every type of rider. The directional platform looks like a regular kiteboard, but mounted below is a carbon arm that extends to the fuselage and foils (wings) that lift the rider three feet above the water’s surface. Riding with virtually no drag, the kiter can foil at speeds up to 25 mph in 10-12 knots of wind. Q. How is technology affecting your business? Every year the equipment gets lighter, safer and easier to use, which means more people are having fun and enjoying their time on the water. Networking will be held at the Adventure Sports store at 741 S.E. 17th St., Ft Lauderdale (33316). For more details call the store at +1 954-526-9367, adventuresportsmiami.com.
January 2014 A15
A16 January 2014 FROM THE BRIDGE: Leadership
Leadership, management differ; crew need teachers BRIDGE from page A1 management-level experience doing something else before they got into yachting, training and experience they said they apply to running yachts. We first established that leadership and management are different sets of skills. And while both are applicable to captains in their jobs running large yachts, we focused on leadership for this lunch. The simple qualities of a strong leader, these captains said, include confidence in their abilities, respect for their crew, open communication and common sense. “We all know good leaders,” one captain said. “There’s an amount of confidence they display and people naturally gravitate to them. New crew come onboard, go through your orientation and they can see you’ve done this before. Your confidence comes through.” “And a good leader has to be a good teacher,” another said. “I can’t tell you how many times new crew come to me and say thanks for letting us know,” a captain said. “On my last boat, we didn’t know what we were doing, the captain never told us.” These captains all handled communicating with crew differently. Some have regular meetings, others meet informally whenever there is information to share. One uses the dry erase board in the crew mess and writes something on it every day. “I go to crew while they are doing their jobs, I don’t call them up to the bridge,” one captain said. “I’ll stand in the galley and talk to the chef or stand in the stateroom while the stew is making the bed. You get more information that way.” They talked about how powerful simple praise can be. “You can see it in their eyes,” one captain said. “After a long day and they’re tired, you tell them they did a great job driving the kids around on the tender and you can see a burst of energy in their eyes. It’s amazing.” Happy crew do their jobs better, which makes it easier for captains to do their jobs, they said. “And job satisfaction is always going to win out over salary,” a captain said. “I’ve been lucky to work for great owners the majority of my career,” another said. “The biggest mistake they make, when they hear someone’s leaving, is they offer them more money. That never works. They stay in the short term, but it’s a temporary fix.” Successfully leading a crew, though, takes more than praise, they said. “One of our primary responsibilities is to set the standards of the vessel, how it will be run, to what level,” a
captain said. Doesn’t the owner decide that? “The owner doesn’t tell us details,” this captain said. “He tells us how he wants it to be and we interpret that. We set the standard.” “This is a peculiar industry,” another captain said. “Our leadership ability onboard is somewhat limited. The owner holds the purse strings. He has to be a good sponsor for us to do our jobs well.” So how significant is the yacht’s budget to your leadership ability? “It’s huge,” a captain said. “If you don’t have money to maintain the boat, crew can’t be proud of their job.” “And we can’t make decisions without asking, which hinders our ability to follow through,” another said. “I can’t become a good manager without the full confidence of the owner,” the first captain said. But doesn’t that take time? “It starts by treating crew with respect,” this captain said. “That leads to job satisfaction, which leads to the owner’s happiness, and the owner giving me more freedom.” “If you ask crew to do something but don’t give them the tools they need to do it, they’re not going to have much success,” another captain said. “Without the owner’s support, we’re limited in what we can do.” One captain who has the support and confidence of the owner said he can make staffing decisions to help crew, which returns loyalty and job satisfaction. In one case, for example, he was able to send a crew member home for two weeks when a family member got sick, even though the owner was due to arrive in a few days. “I brought in some relief crew and the trip went fine, but I didn’t have to call the owner about that,” this captain said. “I was able to make that call, and the crew appreciates it.” Many times, these talents aren’t methods that can be learned in books. One captain admitted to an innate leadership ability, one he didn’t learn or study, but one he instinctively has. “I think there’s a lot of instinct involved in being successful as a captain,” one captain said. “I can’t tell you how many times I’ve looked back on a decision I’ve made and been glad. I’m not sure why I made that choice, but I’ve been glad I did.” These captains also were proud of the crew they have influenced, even if it means they leave the boat for another opportunity. “My favorite guys started as deckhands and worked their way up,” one captain said. “I’ve had four guys in my career like that.”
See BRIDGE, page B17
FROM THE BRIDGE: Leadership
Attendees of The Triton’s January Bridge luncheon were, from left, Gui Garcia of M/Y Ocean Paradise, Ken Bracewell of M/Y Rena, Greg Clark of M/Y D’Natalin IV, Jeff Ridgway, Paul Preston, and Glen and Susan Allen of Fleet PHOTO/LUCY REED Miami.
Some skills can’t be taught; come with age, experience BRIDGE from page A16 Unfortunately, one captain said, it doesn’t happen often enough. “The problem I see is captains who don’t teach their life experiences,” this captain said. “We’re not passing that along. I see a lot of young captains with the tickets to run yachts, but one in 10 has the leadership skills ready to do it.” Over the past decade, many younger captains achieved licenses with not as much sea time as some think should be required. That meant less experienced captains took leadership roles on yachts, perhaps before they are ready. And that, these captains say, results in high crew turnover and eventually the owner’s dissatisfaction. “When I hear captains complain about how horrible their crew are, I want to hold up a mirror,” one captain said. “Crew are more our business than the owner is. What are you doing to get better? We have to be good teachers.” “If you have a lot of crew turnover, you have to look at why,” another captain said. “Do you have the tools you need? Are you a good leader? … We have to be good at creating a vision of what we want crew to be.” “You’ve got to get a few knocks on the head to get humble enough to realize it might be you,” said a third. They discussed how they might get more feedback on their abilities. Few get performance reviews, but they can ask crew who leave for an exit survey. “That’s how you get the most honest answers,” one captain said. “Would you work onboard again, what did you like most, what did you like least?” One captain who enjoys the crew management side of running yachts – he calls it building a team – likened his performance to that of a Broadway show. “It’s everyone pulling together, not just the two or three people up front who get all the applause,” he said. “I always tell my team, anytime you get a compliment, pass it along. When the chef gets praise, pass the credit along to the service team. No one can do their
job unless everyone does their job. “It’s hard with young crew, who bask in the glow of a compliment,” he said. “The reflex you need to train in them is to pass that accolade along. I do it, too. When the guests are all around the dining table and say what a great time they had, I say I couldn’t do it without the support of the owner, who’s usually sitting at the table there, too. You want to take every chance you can to funnel accolades along.” Alternatively, they accept the blame when crew quit. “For me, it’s when a crew member resigns for something that could have been prevented,” one captain said. “You say to yourself, where did I fail?” “But you have to draw the line with yourself,” another captain said. “So often, we see more potential in people then they see in themselves. We give them more chances, more time to discover it, and in the meantime they’re causing collateral damage and we have to be sensitive to that.” Often, this level of captain will delegate the handling of crew issues to department heads, including more personal issues such as snoring. Interestingly, several crew complained about this practice in this month’s survey, perhaps misinterpreting it as captain not making any decisions or managing the crew themselves. “I tell them [department heads] I’m happy to go down there but it’s better for you to gain the respect of the crew,” one captain said. “And it teaches them how to facilitate crew communication with each other.” “It’s another way to elevate them,” another said. “Department heads can come to me to discuss their decisions, but I like it to be their decision,” the first captain said. Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at email@example.com. If you make your living running someone else’s yacht, e-mail us for an invitation to our monthly Bridge luncheon.
January 2014 A17
A18 January 2014 YACHTING CAPITAL
If stock market patterns look familiar, could be an opportunity On Nov. 29, the stock market – specifically the Dow Jones Industrial Average – was the highest it had ever been. The housing market was at its highest since the 2007-2009 crash. The jobless market was as low as it had been in five years. But let’s not forget the old phrase “What goes up must Yachting Capital come down.” Mark A. Cline We can be terrified by this phrase or embrace it. Let’s go over some facts from a well-respected analyst, then I’ll share my thoughts on how to potentially profit from it. In the course of keeping up with various financial writings, I recently became aware of a fascinating price pattern analog uncovered by legendary technical analyst Tom DeMark. He figured out that the recent pattern of stock price movements looks a whole lot like the lead-up to the 1929 top. A lead-up to just any old top is one thing, but the 1929 top was followed by a fairly memorable decline, which makes it all the more worthy of our attention. The operating theory behind price
pattern analogs is that similar market the pattern is that it shows that the conditions can produce similar equivalent of the Sept. 3, 1929, high is patterns; history repeats itself. The due Jan. 14. difficulty that most people have is in No one should take that date equating the market conditions from literally, however, since the pattern one period to another. alignment fore or aft a few days still In 1928, for example, the Fed raised mirrors each other. And the market the discount rate as high as 5 percent. tends to only approximate the 1929 The stock bubble continued along pattern rather than repeat it precisely. merrily in spite of it, as the fad of In other words, expectations of chasing the latest precision are just hot stock captured not realistic. the public’s The approximate The theory behind imagination. Jan. 14 date is price pattern analogs That Fed all the more is that similar market tightening of the interesting in late 1920s is not conditions can produce light of a couple what is happening of independent similar patterns; now, yet the pattern pieces of analysis history repeats itself. is nearly the same. that depict January This point suggests 2014 as a top in the that it is not the market. “usual suspects” that are the driving So in short, there are several wholly force behind creating price structures. unrelated technical disciplines pointing Something else must be the cause. toward a big market top out in midNot all periods are created equal. In January, just about the time when the 1920s, and indeed until the early the current congressional agreement 1950s, the NYSE used to trade six days on the debt ceiling comes up again. a week. So 1928, for example, had 295 Expect this to be a reasonable cause trading days. 2012 had only 252 trading for investors to take pause in their days, mostly because of the loss of enthusiasm. Saturday trading. This issue of unequal With the Feds’ involvement in calendars has to be accounted for in a “printing money” to the tune of $85 good analysis. billion a month, they were not likely to One interesting implication of yank away the money gift at the recent
meeting just a week before Christmas. There is, however, at a meeting late this month, a greater possibility for finding out that the markets may have to start living without the money infusion. The Federal Reserve Board’s Federal Open Market Committee meeting of March 18-19 fits right about where the Black Thursday crash of 1929 fits into this picture. To see a lot of these reports, Google and check out The McClellan Report, and follow up with my dollar-cost averaging article in the May 2010 issue. This investment technique will help you survive this type of downturn in the market. Worse case scenario: by going into cash now and dollar-cost averaging into aggressive funds over the next year or two, you may miss out on a higher high than we have now, that is, if you believe the market can go higher. Information in this column is not intended to be specific advice for anyone. You should use the information to help you work with a professional regarding your specific financial goals. Capt. Mark A. Cline is a chartered senior financial planner. Contact him at +1 954-764-2929 or through www. clinefinancial.net. Comments on this column are welcome at firstname.lastname@example.org.
Boaters need real mariners to teach them flag etiquette It has come to my attention that there is a great need to advise boaters and sailors of all levels and types of the need to fly Old Glory when they are in U.S. waters. A combined force of professional sailors, students, VFWs and other service types including police marine units should set the example to FOG, Fly Old Glory. The IMO requires all vessels to fly the flag of the waters they are sailing on. The Bahamas have been known to confiscate vessels without a Bahamian flag or a quarantine flag. Yet the intracoastal waters of the United States are filled with small and large vessels flying pirate flags or cocktail flags or whatever. Broward County marine police not only don’t have a flag painted onto their hull or uniform, but many times forget to show it on their stern. We have our military women and men coming home daily in caskets and we have war going on in many locations, but in our haste to get under way, we forget Old Glory and, I’m afraid, for which it stands. This would be a great project for The Triton to spearhead, with the support of professional yacht captains and all those who can contact large groups of the boating public, such as at boat shows and boat parades. Let us fly Old Glory so those who follow us remember us as having not let the flag fall from view. Capt. Timothy R. Browne Secretary/Treasurer Council of American Master Mariners Port Everglades/Miami www.mastermariner.org
First fiberglass hull?
I enjoyed your article on the first Hatteras (“1960 Hatteras rescued and refurbished,” Triton Today Ft. Lauderdale, Monday, Nov. 4, page 3). I’m glad to hear that hull No. 1 is being well preserved and restored.
WRITE TO BE HEARD
January 2014 A19
eck/Eng. Nino Vukelic titled this photo, left, “Cleopatra, boat cat with a lot of sea miles.” It was taken with a Canon EOS 40D during a job on a sailing yacht. randon Acosta was smitten with M/Y Via Kassablanca while it was docked at the Baytown Wharf in Destin, Fla., on Sept. 7. He used a Nikon D5100 with a Nikon 18-55mm lens in natural lighting. Acosta works for AT&T and said he fell in love with the yacht, searched the Internet to send his photo to the owner, and found The Triton Crew Eye instead. Lucky us. Nice shot. Crew Eye is a forum for images of yachting as only crew can see it. Send your photos to email@example.com. Include the where and when, and what you shot it with.
One thing grabbed my attention, though. The assertion was made that M/Y Knit Wits was “... believed to be the first boat over 30 feet constructed of fiberglass… .” I once read that a Hinckley Bermuda 40 (hull No. 1, M/Y Huntress) competed in the 1960 Bermuda Race, necessitating her launch in (most likely) April or so. Do you know of an officiating body or ruling by anyone of note to establish the facts here? Douglas M. Loutit New York, NY Editor’s note: M/Y Knit Wits was the first “production powerboat” built of fiberglass over 30 feet. There were many
sailboats over 30 feet that were built of fiberglass prior to Knit Wits.
Editor Lucy Chabot Reed, firstname.lastname@example.org
Contributors Brandon Acosta, Carol Bareuther, Chris Campbell, Capt. Mark A. Cline, Capt. Jake DesVergers, Capt. Rob Gannon, Chef Mark Godbeer, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Capt. Alan Montgomery, Keith Murray, Chef Jacquelyn Patnode, Rossmare Intl., Capt. Tom Serio, Capt. John Wampler
Associate Editor Dorie Cox, email@example.com Publisher David Reed, firstname.lastname@example.org
Production Manager Patty Weinert, email@example.com
Advertising Sales Mike Price, firstname.lastname@example.org
The Triton Directory Mike Price, email@example.com
Crime on the rise in SXM
News received from a captain known to The Triton who asked that his name not be used. He was on a vessel in St. Maarten in early December when he sent this news: Well, here we go again. It’s early season and nightly robberies and fights have started to ramp up. Thursday morning, Dec 5, 2 a.m., I was awoken by police sirens. I ventured outside of the boat to see what happened. Four armed police running up and down the dock. Reports of
armed criminals, either robbing the bar or a boat. Two security guards tied up at the front gate. The criminals gained access to a supposedly secure area. Four men arrested. Friday night, Dec. 6, a violent fight broke out at the marina bar involving about 20 people in proximity of megayachts and crew. Saturday night, Dec. 7, a crew member’s handbag and wallet stolen from the bar. Do we see a pattern forming? Marina management assure something will be done to beef up security. Do we have to wait until a death of a crew member before something is really done?
Vol. 10, No. 10
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Yachts sell for end of year Dream, Encore, Karia, Shana, Trading Places make list. B4
Miami shipyard bought Old Merrill-Stevens expected to remain service yard. B5
Patents, dealers announced Investments, growth fuel business news in industry. B13
New rules, regulations hit yachts in coming year
WHALE OF A TRIP
Chef tackles challenges in waters of far north By Chef Jacquelyn Patnode Earlier this year, a friend passed a job offer on to us: a summer on a research vessel in Alaska. It was a private vessel chartered by a group of NOAA scientists studying whales. A four-month stint, traveling the Gulf of Alaska, Bering Sea and the polar ice caps of the North Pole. For the galley, the vessel was to be totally organic with an emphasis of gluten-free, vegetarian, vegan and lactose-free diets. This was totally out of my comfort zone but we could not pass up the opportunity to see and experience Alaska, so my husband, Capt. David Erickson, and I went for it. We arrived in Seattle on June 10 and
Organic, gluten-free, vegan and lactose-free diets kept Chef Jacquelyn Patnode busy during a four-month scientific voyage in Alaska. Some views PHOTOS/ERNESTO VAZQUEZ were relegated to the porthole. were brought down to the boat where we met Capt. Mark Dixon, a yachting captain who was also going to be part of our team. The boat was a 165foot retired crabbing vessel named M/V Aquila, which was used in the TV show “Deadliest Catch” as a chase boat a few years back. Definitely a commercial vessel.
We provisioned as much as we could in Seattle and set out a few days later on the inside passage of Prince William Sound. Almost immediately, one of the owners called me up to the wheelhouse to see my first glimpse of the wildlife: a family of orca whales and a few humpback whales frolicking in the water, jumping and splashing about. It seemed as if a humpback waved at me. We picked up the first set of scientists in Sitka and were off for 28 days in the Gulf of Alaska. I quickly got into a routine; up at 4 a.m.; finished at about 10:30 p.m. Three meals a See ALASKA, page B6
Keeping his word, Legacy owner rebuilds By Capt. Tom Serio In a marina near Key West, not far from where she laid for several years beaten and tattered from Hurricane Wilma in 2005, S/Y Legacy remains under the care of her owner, Peter Halmos, and her recovery remains a work in progress. It’s been eight years since that fateful day when the 158-foot Legacy, Halmos, then Capt. Ed Collins and crew were sucked out of Key West Harbor, ravaged by Wilma, and deposited a mile into the Great White Heron National Sanctuary in three feet of water. Wounds were deep: both masts snapped, windows broken, hull and superstructure gashed. Pockets had to
Save the dates for new year Check calendar to stay on top of upcoming events. B14
be deeper. Halmos spent several years and unimaginable resources to get Legacy out of the sand while entrenched in legal and natural constraints. Why? “Because I made a pact with the boat,” he said recently, relaxing in the shade of the aft deck. “I told Legacy that if she saved us [during Wilma], that I would save her.” And for a man who has battled federal and local agencies as well as
insurance companies and anyone else who got in the way, he holds true to the promise he made during a storm that could have well been his last stand. The root cause of the shipwreck points to the ground tackle. The anchors required 50 percent more weight to be added to them as per the manufacturer, Perini Navi, which was done prior to 2001. But there was no instruction to upgrade the connecting swivels to handle the new loads. In 2001, while anchored off the ICW in Palm Beach, Legacy’s starboard anchor was fouled by an unmanned vessel adrift, likely compromising the starboard anchor gear.
See LEGACY, page B11
As we say goodbye to 2013 and welcome in the New Year, we look ahead to what awaits us in the world of maritime regulations. The regulatory bodies were again busy and 2014 will exhibit many of those initiatives as a number of new regulations will enter into force. Here is a summary of those Rules of the Road that will affect Jake DesVergers new and existing yachts. U.S. Caribbean Sea Emission Control Area (Jan. 1): The U.S. Caribbean Emission Control Area (ECA) begins enforcement. The area of this ECA includes waters adjacent to coasts of the Commonwealth of Puerto Rico and the U.S. Virgin Islands, up to roughly 50 nautical miles from the territorial sea baselines of the included islands. The ECA is bounded such that it does not extend into marine areas subject to the sovereignty, sovereign rights or jurisdiction of any state other than the United States. The new standard of 0.1 percent fuel sulfur (1,000 ppm) is expected to reduce airborne particulate matter and sulfur dioxide emissions by more than 85 percent from today’s levels. Load Line Convention (Jan. 1): This amendment to the International Convention on Load Lines extends the southern limit of the summer zone further south off South Africa. Currently, the traffic corridor through the summer zone off Cape Agulhas is quite narrow. With increased piracy activity to the east of the African continent, there has been a significant increase in vessels using this route. The southern limit of the load line summer zone will be moved south by See RULES, page B12
B January 2014
ONBOARD EMERGENCIES: Sea Sick
New year is perfect time to give yacht’s medical kits a check up It’s that time of year again. Time to buy a new calendar, make resolutions and go through your medical kit. The first step in this medical checkup is to gather all your medical equipment together: first aid kits, oxygen and AEDs (automated external defibrillators). Don’t forget any Sea Sick kits in the tender, Keith Murray galley and engine room, too. I suggest gathering as many crew together as you can for this exercise as it is a good learning experience. After everything is assembled, check all kits for missing or expired items, opened packages or things that look out of place. If you are not sure what something is, ask. Let’s start with the simple things such as medical exam gloves, eye protection and CPR mask. Gloves and masks should be replaced annually. They are inexpensive, so when in doubt, throw them out. Next, look at each medication. Is it current? If anything is expired, order replacements and dispose of the old medication properly. Unsure what the
medication is prescribed for? Check the manual or USB drive that came with your kit. If you can’t find them, call or e-mail me I will try to help. Having a medical kit that is ready in an emergency is vital to handling the emergency. Make sure your kit is organized. It is important to understand what medications you have and how to use them. Having at least one AED onboard is essential. Without one, the chances of surviving sudden cardiac arrest outside of a hospital are less than 5 percent. However, if the AED is applied quickly, the victim’s odds increase to 70-90 percent. Many of the boats I work with have two AEDs, one on the yacht, another on the tender, where accidents often happen. Make sure the medical supplies on your tender are not overlooked. If you have an AED, inspect it. Most manufacturers recommend a monthly inspection. If you do not already have one, create a log book or use an AED inspection tag to track inspections. If you are not comfortable performing the inspection of your AED, call or e-mail me. I can walk you through the process. AEDs have two major parts that must be replaced periodically – the electrode pads and the battery. Most electrode pads have a two-year life and the expiration dates should be clearly
marked. The battery, once installed in the unit, has a lifespan from two to five years. Write the installation date on the battery or on a sticker on the AED. Don’t wait until it beeps its low battery warning. Be proactive and order a new battery before this happens. Have a spare set of electrodes as well as pediatric electrodes if you welcome children on board. Check to see if your AED has been updated to the new American Heart Association guidelines. It’s also important to see if your AED has been recalled or requires a software update. Several companies have issued recalls; yours may have been affected and may require service. If you are unsure, check with the manufacturer or e-mail me the make, model and serial number and I will check for you. Look at your medical oxygen. Is the tank full? When was the last time the tank itself was inspected? Oxygen tanks generally require hydro testing every five years and should only be filled with “medical” oxygen, which is highly filtered. Turn it on to make sure the regulator and tank work. What about the oxygen masks, nasal cannulas and tubing? Do you have both adult and pediatric masks? Are these in good condition? If they look old, worn or yellow, it’s time to replace these. Practice and learn all about your oxygen equipment when you have time,
not during an emergency. Ask a crew member to apply the mask to someone to see if they know how to work the equipment. If you use the oxygen for training, have it refilled immediately. Training for any and all emergencies is crucial. When my company teaches classes onboard, we talk about locations that present challenges when administering first aid. For example, someone is knocked unconscious in the bilge. How and where should we treat them? A crew member goes into cardiac arrest in the crew quarters. Is there enough room to perform CPR or do we need to move them? During our courses we also pull out the ship’s AED to inspect it and show the crew what to look for. If a medical kit is available, we also review what is in the kit and explain how things work. Be proactive. Asking questions is a good thing and being prepared for emergencies is the key to saving lives. Have a safe and happy new year. Keith Murray, a former firefighter EMT, owns The CPR School, a first-aid training company. He provides onboard training for yacht captains and crew and sells and services AEDs. Contact him at 877-6-AED-CPR, 877-623-3277 or www.TheCPRSchool.com. Comments on this column are welcome at editorial@ the-triton.com.
Flat-panel antenna successful; Inmarsat buys Globe Wireless Flat-panel antenna works
Washington-based Kymeta Corp., the company commercializing metamaterials-based flat-panel antennas for satellite communications, has successfully demonstrated bidirectional high-speed Internet connectivity with a Ka broadband satellite. It was the first time a metamaterialsbased antenna has established an Internet connection over a satellite link and confirms that Kymeta is ready to move into commercial product development and production. The demonstration was held Dec. 10 at Telesat’s teleport in Vancouver, B.C., using Ka-band capacity on Telesat’s Anik F2 satellite. The completion of the demonstration required obtaining regulatory certifications for Ka-band transmissions, made possible through collaboration with Telesat. After the initial tests, the team also launched a bi-directional Skype video call from a laptop at the demonstration site to Kymeta’s corporate headquarters in Redmond, Wash. Kymeta is expected to have prototype units ready for field trials this year with initial availability of commercial products in early 2015.
Inmarsat acquires Globe Wireless
Inmarsat, a provider of global mobile satellite communications services, has acquired Globe Wireless of Palm Bay, Fla., for $45 million, according to a company statement. Globe Wireless provides maritime communications services. The acquisition gives Inmarsat access to an engineering team that will expand Inmarsat’s installation capabilities and enable a faster rollout of XpressLink (XL) and Global Xpress (GX) to the maritime market; a portfolio of services to move the company beyond connectivity to offer solutions and managed services to the maritime market; the opportunity to offer Globe Wireless services to its clients, enabling more average-revenueper-user growth; and operational synergies expected to deliver a profit in the first year. “Adding the Globe Wireless team will immediately bring material benefits, enabling a faster roll-out of XL, FleetBroadband and transition to GX in due course,” said Inmarsat CEO Rupert Pearce in a statement. “This is a transaction that both accelerates our longer term strategic aims and can deliver meaningful contribution in the short term.” Closing of the deal is subject to certain regulatory and other approvals, which are expected to be completed this month.
Furuno drop combo unit prices
Washington-based Furuno now offers a GPS/chart plotter/fish finder combo for less than $1,000.
Furuno has reduced the price of its GP1670F and GP1870F GPS/Chart Plotter/Fish Finder Combo models to $995 and $695, respectively. “These are not short-term special prices, inventory blow-outs or a temporary promotion,” said Dean Kurutz, marketing manager for Furuno USA. “We see these powerful combo units as great options for a variety of boat sizes and with this new price point, we think we can get them into the hands of more captains.” Both units incorporate Furuno’s award-winning fish finding technology, high-accuracy GPS receiver and fullfeatured C-Map chart plotter with bottom discrimination, Accu-Fish, C-Map 4D Charts, internal GPS, and a 600W/1KW Fish Finder. Furuno has been awarded the Best Navigation System Award the last eight years and Best Fish Finder for 42 consecutive years. For more information, visit www. FurunoUSA.com.
Tough domes available for sensors
Rhode Island-based Meller Optics has introduced sapphire optical domes to protect guidance systems and sensors in harsh environments. The domes feature Moh 9 hardness, second to diamond in terms of hardness, and provide up to 85 percent transmission uncoated in the UV and IR, and up to 99 percent when anti-reflective coated on two sides. They can withstand pressure to 10,000 psi, temperatures to 1000 degrees C, and are unaffected by fast moving dirt, sand, saltwater, and chemicals. They are available in sizes up to 6 inches and can incorporate steps and profiles for mounting. For more information, visit www.melleroptics. com.
January 2014 B
B January 2014
BOATS / BROKERS
Dream, Encore, Remember When Marjorie Morningstar, Mazu sold IYC has sold the 170-foot (52m) Feadship M/Y Dream (AP) listed for $34.9 million with broker Mark Elliott, the 150-foot (46m) Trinity M/Y Encore listed for $11.9 million with Elliott, and the 75-foot (23m) Millennium M/Y Remember When listed for $895,000 with Elliott. New to its central agency listings for sale is the 102-foot (31m) Kuipers Woudsend M/V Beothuk (below) with broker Roy Sea for $13.95 million.
and Rasmussen M/Y Diamond A in the Caribbean in winter with agent Patricia Codere in Ft. Lauderdale. Sanlorenzo signed two contracts for new builds during the Fort Lauderdale International Boat Show, one for a 94-footer and one for a yacht 110 feet. BYS, the brokerage division of Burger Boat Company, has sold the 92-foot (28m) Burger M/Y Go Fourth. Whyko has sold the 88-foot (27m) Sanlorenzo M/Y Marcelina (below).
Merle Wood and Associates has sold the 170-foot (52m) Amels M/Y Marjorie Morningstar (with thanks to Josh Gulbranson of Fraser). Camper and Nicholsons International has sold the 150foot (46m) Cheoy Lee M/Y Mazu by broker Walter Sea, the 130-foot (40m) Westport M/Y Trading Places IV by broker Ralph Raulin, the 112foot (37m) S/Y Marflow by broker Charles Ehrardt, the 105-foot (32m) Leopard M/Y Jade Mary by broker Steen Christensen, the 88-foot (27m) Sanlorenzo M/Y Atsko by broker Jordan Waugh. New to its central agency listings for sale is the 92-foot (28m) Mangusta M/Y Delhia. New to its charter fleet include the 101-foot (31m) Leopard M/Y Friday. Fraser Yachts has recently sold the 147-foot (45m) M/Y Karia built by RMK Marine of Turkey and listed for 19 million euros with broker Jeff Partin in Ft. Lauderdale, the 107foot (33m) M/Y Shana listed for $1.6 million, and the 95-foot (29m) M/Y Pity V listed for 1.1 million euros with Thorsten Giesbert in Spain. New central agency listings for sale include the 129-foot (40m) M/Y Centium for 8.9 million euros with broker Giulio Riggio in Spain, the 124-foot (38m) M/Y Babylon for 8.9 million euros with brokers Riggio in Spain and Ken Burden in Monaco, the 114-foot (35m) Benetti M/Y Latiko for 4.95 million euros with Antoine Larricq in Monaco, the 100-foot (30m) M/Y Jubel for 2.2 million euros with Giesbert in Spain, and the 94-foot (29m) Moonen M/Y Infinity for 5.25 million euros with Jan Jaap Minnema in Monaco. New to the firm’s charter fleet are the 188-foot (57m) Abeking
The Overmarine Group launched in late November in Viareggio the first of its new Mangusta 110 model. The yacht will debut at the Yacht & Brokerage Show in Miami Beach in mid-February. Benetti has launched MY Zehava, the seventh 93-foot (28m) Delfino, due for delivery in April. It can accommodate 10 guests in five cabins, plus room for crew. The yard also delivered MY Soy Amor, the third 140-foot (42m) Crystal. It includes a backlit marble waterfall in the main foyer, a fireplace in the upper salon, and a garage with side door amidships. The first hull of the fast displacement line F-125 arrived in Viareggio at the end of November. The new model, which premiered at the Cannes Boat show in September, is scheduled for delivery in June 2015. The line will be equipped with the D2P (Displacement to Planing) keel. Florida-based builder KadeyKrogen Yachts has splashed its newest trawler, the 58-foot M/Y Destiny. With three staterooms and a swim platform, the 20th yacht in this line will be on display both at the yard’s open house in Stuart on Jan. 24-25 and at the Yacht and Brokerage Show in Miami Beach on Feb. 13-17.
Yacht finalists named for best design awards ShowBoats has selected the finalists for its 2014 ShowBoats Design Awards. The finalists will be announced in late February at a gala in Austria. The finalists are: Interior design, semi-displacement yachts: M/Y Alchemist Too, a 40m Columbus Sport Hybrid, M/Y Finish Line, M/Y Monokini, M/Y Vellmari, M/ Y Crazy Me, and a 46m Vulcan. Interior design, displacement yachts 30-60m: M/Y Apostrophe, M/Y CaryAli, M/Y I-Nova, M/Y J’Ade, M/Y Lady Candy, M/Y Ocean Paradise, and M/Y Sofia. Interior design, displacement yachts 60m+: M/Y Chopi Chopi, M/Y Invictus, M/Y Madame Gu, M/Y Quattroelle, M/Y Axioma, M/Y Sea Owl, and M/Y Galactica Star. Interior design, sailing yachts: S/Y Hevea, S/Y Inukshuk, S/Y Lunar, S/Y Mikhail S. Vorontsov, S/Y Nativa, S/Y Seahawk, and S/Y State of Grace. Exterior design, semi-displacement yachts: a 40m Columbus Sport Hybrid, M/Y Cacos V, M/Y Finish Line, M/Y Framura 3, M/Y Monokini, M/Y Param Jamuna IV, M/Y Vellamari, and a 46m Vulcan. Exterior design, displacement yachts 30-60m: M/Y Apostrophe, M/Y CaryAli, a 42m Codecasa, M/Y I-Nova, M/Y J’Ade, and M/Y Lady Candy. Exterior design, displacement yachts 60m+: M/Y Galactica Star, M/Y Event, M/Y Invictus, M/Y Madame Gu, M/Y Quatroelle, M/Y Axioma, and M/Y Solandge. Exterior design, sailing yachts: S/Y Hevea, S/Y Inukshuk, S/Y Lunar, S/Y Mikhail S. Vorontsov, S/Y Nativa, S/Y Nomad IV, S/Y Seahawk, and S/Y State of Grace. Naval architecture, motoryachts: M/ Y Chopi Chopi, a 40m Columbus Hybrid Sport, M/Y Heliad II, M/Y Monokini, M/Y Safira, and a 46m Vulcan. Naval architecture, sailing yachts: S/ Y Hevea, S/Y Inukshuk, S/Y Nativa, S/Y Nomad IV, and S/Y State of Grace. Holistic design, motor yacht: M/Y Apostrophe, a 42m Codecasa, a 40m Columbus Sport Hybrid, M/Y Lady Candy, M/Y Madame Gu, M/Y Monokini, and M/Y Sea Owl. Holistic design, sailing yacht: S/Y Inukshuk, S/Y Mikhail S. Vorontsov, S/Y Seahawk, and S/Y State of Grace. Tender design: Osprey 38 on M/Y Eclipse; Rib-X eXige on M/Y Apostrophe; T/T Samadhi; T/T Event; Windy SR26 on M/Y Rasselas, M/Y Solemar and M/Y Lady Guyla; limo T/T Madame Gu; open T/T Madame Gu; limo T/T and open T/T Sea Owl Environmental protection: M/Y Cacos V, M/Y Safira, 40m Columbus Sport Hybrid, and M/Y Param Jamuna IV.
Turk Koc buys Miami shipyard; Spencer stays to run operations By Lucy Chabot Reed John Spencer of Spencer Boat Company, the scrappy upstart that started with his life savings in the aftermath of a Christmas disaster four years ago, is now partners in a new company that has taken over the former Merrill Stevens yard on the Miami River. RMK Merrill Stevens purchased the yard from Spencer David Marlow of Marlow Yachts for $7.7 million in mid-December, nearly four years after Merrill Stevens fired most of its employees and stopped operations. The majority partner in RMK Merrill Stevens is Turkish industrial magnate Rahmi Mustafa Koc, who owns the shipyard RMK Marine in Istanbul. Power and sailing yachts from that yard have won design and superyacht awards in the past few years and are nominated this year for more. Koc is an avid yachtsman, sailing around the world on a series of yachts
January 2014 B
MARINAS / SHIPYARDS
called Nazenin. The latest, a 52m ketch of Sparkman & Stephens design called Nazenin V, launched in the summer of 2009. RMK Merrill Stevens, however, is likely to remain a service yard, Spencer said. The yard has a 500-ton Synchrolift and a 500-ton railway, two undercover sheds for yachts up to 200 feet and 240 feet of dockage along the seawall. Employees and subcontractors can do anything from painting and carpentry to welding, electrical and mechanical work. “We’re set up as a service yard,” Spencer said. “We’ll continue to operate as we have the past four years, though I look forward to increased efficiency and technology.” The shipyard’s core staff is scheduled to meet this month to make decisions about how to move forward. Spencer visited the Istanbul yard and said he was impressed with the modern facilities and equipment. “I’m hoping we can use that model to move forward into the 21st century,” he said. The name, however, is a nod to the shipyard’s historical past. Merrill Stevens Drydock began operations
See MARINAS, page B8
Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Dec. 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Dec. 15, 2013
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 926/984 Savannah, Ga. 930/NA Newport, R.I. 932/NA Caribbean St. Thomas, USVI 1,095/NA St. Maarten 1,132/NA Antigua 916/NA Valparaiso 920/NA North Atlantic Bermuda (Ireland Island) 1,032/NA Cape Verde 887/NA Azores 967/1795 Canary Islands 981/1,312 Mediterranean Gibraltar 916/NA Barcelona, Spain 952/1,880 Palma de Mallorca, Spain NA/1,695 Antibes, France 903/1,825 San Remo, Italy 1,018/2,326 Naples, Italy 1,005/2,312 Venice, Italy 1,052/2,827 Corfu, Greece 1,066/2,015 Piraeus, Greece 1,038/1,864 Istanbul, Turkey 948/NA Malta 983/1,795 Tunis, Tunisia 874/NA Bizerte, Tunisia 874/NA Oceania Auckland, New Zealand 925/NA Sydney, Australia 934/NA Fiji 947/NA
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 814/868 Savannah, Ga. 721/NA Newport, R.I. 718/NA Caribbean St. Thomas, USVI 1,040/NA St. Maarten 974/NA Antigua 998/NA Valparaiso 961/NA North Atlantic Bermuda (Ireland Island) 714/NA Cape Verde 953/NA Azores 872/NA Canary Islands 938/1,181 Mediterranean Gibraltar 858/NA Barcelona, Spain 815/1,731 Palma de Mallorca, Spain NA/845 Antibes, France 842/1,768 San Remo, Italy 938/2,069 Naples, Italy 959/2,094 Venice, Italy 940/2,244 Corfu, Greece 1,054/1,990 Piraeus, Greece 986/2,097 Istanbul, Turkey 843/NA Malta 871/1,561 Tunis, Tunisia 871/NA Bizerte, Tunisia 880/NA Oceania Auckland, New Zealand 875/NA Sydney, Australia 880/NA Fiji 713/NA
*When available according to local customs.
B January 2014
CRUISING GROUNDS: Alaska
Wildlife, like this otter spotted during the voyage, made chef’s worth the extra work onboard. Chef Jacquelyn Patnode and Capt. David Erickson (below) on deck on M/V Aquila. PHOTOS/JACQUELYN PATNODE
Choice, quality, storage make galley work difficult ALASKA, from page B1 day were served family style, but with several food allergies and dietary restrictions. The scientists were wonderful and we all got along like family. Occasionally, I got to the wheelhouse for a peek at Alaska’s grandeur. The scientists were eager to explain everything I saw and the different behaviors of the marine life. We dropped off the first set of scientists in Kodiak and headed back to Sitka for three weeks of salmon tendering. When the salmon fishing boats maxed out their tanks, they would unload onto our vessel and go back out. When our holds were full, we went in to the processing plant, offloaded, rinsed and repeated. Five or six vessels would come to us a day, sometimes more, mostly at night and into the wee hours of the morning. I only was required to cook for the crew, but we had a friendly competition with other tendering vessels for which of us gave the fisherman the best service and goodies. The owners of our vessel were very competitive so there was no way we were coming in second place. Challenge accepted. Being the only chef in the entire fleet, my job was to provide baked goods for the fishermen while trying to ward off my own crew’s stealthy hands. But I was rewarded. We were fishing for pink salmon and the fisherman didn’t want the king salmon they sometimes caught, so guess who got
all the king? You guessed it; we did. With an average weight of 65 pounds and anywhere from three to eight king salmon a night, I was busy gutting and filleting salmon, handing out goodies and making espressos for anyone who needed one. During the day, in addition to the three meals, I was brining and smoking salmon, and baking breads, brownies and cookies. The last night of the tendering job, I had hoped it would be slow, no king salmon to fillet, not many cappuccinos to make. Of course, that didn’t happen. In fact, that was the biggest night with more than 20 kings coming into the galley. Thank goodness David stepped in to help fillet. I don’t think I have ever seen so many huge fish. With all that said, though, I still had the time of my life. Once the tendering equipment was unloaded in Sitka, we were back off to Kodiak. I had called ahead to a local grocery store for provisions. I was a little nervous about what to expect, so as soon as we landed, I set out to take a look at their offerings and to meet the manager. I was pretty impressed with the store. Nothing gourmet but lots of fresh produce. The manager assured me our order would be filled with quality ingredients. We were leaving on a 40-day trip with a couple stops in Nome, which is more like a village with slim pickings for groceries.
See ALASKA, page B7
CRUISING GROUNDS: Alaska
From polar bears to orca whales (below), wildlife sightings were common on M/V Aquila. PHOTOS/JACQUELYN PATNODE
The reality of life in the wild; man-over-board are dramatic ALASKA, from page B6 It was a mad race getting all the provisions on board and put away quickly before we left. And unfortunately, the produce was lacking immensely. I had 8 watermelons, 7 of which I had to toss since they were pure mush inside. This was the stage for most of the rest of the produce. Since the charter contract stated that fresh fruit would be served with breakfast and raw vegetables with each meal thereafter, this presented quite a challenge. I was disappointed but what could I do? We were off to the polar ice caps of the North Pole. Ten days to Nome, 20 days out in the polar ice caps, back to Nome and 10 days back to Kodiak. Luckily, we had a walk-in refrigerator with a dehumidifier so I carefully tended to my produce. Everything had to be gone through daily, wrapped and re-wrapped to extend its life. This was definitely the biggest challenge of the trip. One day in the blur of days out at sea, we were all called to the wheelhouse to see a school of killer whales, at least seven of them, which had separated a fin whale calf from its mother and were killing it. They bashed into it and on top of it, trying to drown it. Blood was everywhere. The killer whales were teaching their young ones how to hunt so they postponed the death of the calf. I wished we could have shot it or something to put it out of its misery, but I was reminded that it was part of the circle of life, a part I would rather
forget. We stayed there more than four hours watching and finally left before they had finished. This had never been caught on tape before in this region of the world, so the scientists spent all their time recording and watching. I had to treat one scientist for hypothermia after standing outside too long. And one day in the polar ice caps, toward the end of our journey, several went out in the small boat with David at the wheel. Suddenly, the manoverboard alarm sounded. The small boat had overturned a couple miles from us. A whale had smacked the boat with its tail and catapulted it into the air. One by one, they climbed on top of the boat. The water was 33 degrees Fahrenheit and hypothermia was a real danger here. They were dressed in cold weather gear but not immersion suits. We got to them fast and got them warm. All five scientists and David were uninjured. We were lucky. After that, we abandoned any more tagging of the animals. Homeward bound we were. We arrived in Kodiak and the scientists disembarked. We were finished, and I had one of those exciting, once-in-alifetime adventures. The work was hard but I wouldnâ€™t have traded my summer for the world. Chef Jacquelyn Patnode has been in the yachting industry five years and works as a chef/captain team with her husband, Capt. David Erickson. Comments on this story are welcome at firstname.lastname@example.org.
January 2014 B
B January 2014
MARINAS / SHIPYARDS
Historical name remains to build up brand SPENCER, from page B5 in Jacksonville in 1886, making it the oldest operating company in Florida. It moved to the south bank of the Miami River just west of the 12th Avenue bridge in 1923. The shipyard now includes a portion on the north side of the river, too. In its heyday, it serviced many of the industry’s most notable large yachts, including the 143-foot M/Y Lord Jim, the 150-foot M/Y Magic, the 123-foot Feadship M/Y Blackhawk, the 153-foot Feadship Lady Allison and Malcolm Forbes’ 151-foot Feadship M/Y Highlander. “Merrill Stevens has worldwide recognition,” said Spencer, who is now operating partner of RMK Merrill
Stevens. “People around the world know the name. And Mr. Koc is not only a passionate yachtsman, he is also passionate about history. I think he likes the history of it all.” During Marlow’s tenure, new concrete was laid and work on the offices and facilities on the north side have begun, a far cry from the “green boatyard” he announced he would build in 2011. “He made significant progress in cleaning up a 90-year-old shipyard,” Spencer said. Spencer, who lost his job as a yard superintendent that fateful Christmas, started SBC in February 2010 with his own money in an effort to put his former employees back to work. The yard now employs 30.
“I’m going to keep the name,” Spencer said. “It’s kind of been my whole life for the past four years, and when something is your life, it’s your little baby. “But this is better for everybody, better for the industry, better for my guys, better for Miami-Dade County.” Though his company will be absorbed into RMK Merrill Stevens, he is proud of what he’s accomplished. “You don’t drive your car looking out the rearview mirror; you drive looking out the windshield,” he said. “Without Spencer Boat Company, we wouldn’t be here today.” Lucy Chabot Reed is editor of The Triton. Comments are welcome at lucy@ the-triton.com.
Online market works directly with owners Yachtie starts moorage company
Seattle-based Moorage Market has launched a boater-to-boater and marina-to-boater online marketplace where boaters can rent private boat docks, dry storage, mooring buoys, and marina slips directly from owners. The company says it removes the anonymity of classifieds and marinas by creating a trusted community with
peer and user reviews. The company was founded by former yachtie John Martin who sailed from Alaska to the Black Sea aboard sailing and motor yachts such as S/Y Felicita West, M/Y Seven Seas, and M/Y Hermitage, first as a deckhand and finally as second officer. He left yachting to go to law school and has launched this company.
For more information, visit www. mooragemarket.com.
LMC refinances mortgage
Lauderdale Marine Center in Ft. Lauderdale refinanced the yard with a $60 million loan at a lower interest rate, a move designed to make money available for continuing improvements, according to news reports.
www.the-triton.com FROM THE TECH FRONT: S/Y Legacy revival
January 2014 B11
Even without sails, Legacy getting ready for treasure hunting LEGACY, from page B1 Halmos contends that due to Wilma’s speed and resurgence as it came off the Yucatan Peninsula, making a beeline for the continental U.S. with Key West its first stop, Legacy couldn’t outrun it. When Wilma hit in late 2005, Halmos and crew were on Legacy, anchored in Key West Harbor during an expedition for Spanish treasure. As the storm bore down, the starboard anchor failed when winds hit 60-70 knots. Thinking they were just dragging, Capt. Collins powered up to reset the anchor, to no avail. The strain to the port anchor gear was too much and that swivel failed also. By then it was too late to abandon ship. A call to the local Coast Guard station for assistance came with the reply to “have everyone on board write their social security number on their arm to help us notify next of kin,” Halmos said. Legacy’s anchors have not been recovered, despite efforts, and remain somewhere near Key West. Legacy sat on the flats two and a half years until, in February 2008, the idea to dig a trench deep enough for the 11-foot-draft yacht to float out on. But since the area is under federal protection, Halmos couldn’t damage more of the sanctuary and instead had to “go out the way you came in,” a milelong path through the seagrass. Even with the trench finished, Legacy stayed put while legal issues were debated. In June 2010, she motored out for the Bahamas.
Time has changed Halmos’ attitudes, perspectives and goals. Now 70, and with most of the court proceedings behind him, he waxed philosophical about what the event has meant. He doesn’t consider Legacy an inanimate object; she’s an extension of him. And to restore her is “the right thing to do,” he said. Looking trim after dealing with a few health crises over the past few years, Halmos has a renewed outlook on life, albeit at a slower pace. “I’m more a part of the environment,” he said. He lived aboard Legacy and then the Aqua Village he constructed to oversee her recovery. Aqua Village was a series of as many as eight houseboats and barges rafted together and anchored a few miles from Legacy. During those years, he learned to identify specific birds and fish, not only by species, but individually. He would go on afternoon junkets to quiet shallows, jump in the water and engage with the fish so much that at times they would follow him. Sometimes, he’d feed a barracuda that befriended him. “I could just sit here, listen to the
After his eight-year adventure with the 158-foot S/Y Legacy, owner Peter PHOTO/TOM SERIO Halmos said he feels ‘more a part of the environment.’ waves and enjoy the breeze,” he said as several hammocks swung with the yacht’s motion on the upper deck.
Repairs starting to show
Sitting around the aft deck table, Halmos shared an update on Legacy’s restoration. He’s added battery systems, extra bilges, a solar system and water generators, not to mention the restoration of the engines and interior. “We’ll put her back to what she should be, but she is an 18-year-old yacht, and systems need to be replaced, like AC units and generators,” he said. Built of fine mahogany, the interior woodwork was awash in saltwater from the storm. Bringing it back to its original luster has been an effort. “We still have spots to fix,” Halmos said as he showed a window frame and evidence of corrosion in the corner. One area that still needs attention is the inside helm station. Several of the windshields are shattered and finding the exact, properly curved glass panes has been, well, a pain. And it may be some time before Legacy once again sports her 146-foot main and 120-foot mizzen masts, or her 10,650 square feet of sails. But with her twin 12V MTUs, Legacy has gotten out a bit, motoring up to Palm Beach during the boat show a few years ago. Capt. Collins has since retired and returned to his family in the U.K., so Halmos rehired Capt. James Cooper in 2010 to help with her revival, including the transit to Bradford Grand Bahama to have the hull repaired, new rudder installed and to stabilize the keel. Halmos beamed talking about cooper, who worked onboard from 1995-2003. “We had a wonderful time [on Legacy] and he loves her,” Halmos said. Halmos’ family has mixed feelings about the yacht. His son Nick was recently onboard with his fiancé and seems to be the one likely to carry on
the legacy. Fishing or skipping across the surface to his next waterborne adventure, Nick may be displaying traits a younger Halmos once had. Legacy has become the platform in a way for father and son to spend time together. His other son and wife aren’t interested in the “Robinson Crusoe” lifestyle, he said. Legacy’s resting spot after Wilma has been cleaned of all debris and the
trench that was dug to release Legacy from the shallows has refilled. The houseboats of Aqua Village are gone, and any outward signs of the shipwreck are now in the stories that may be told around town. The legal program, as Halmos explained, wasn’t about money in the end; he was paid from the insurance policies. It was about what he had to go through to get to the end. “We could have decreased the amount of damage and impact if the policy was settled on time,” he said. Halmos said he hopes to get her out exploring a bit again soon. “We’ll get out and do some treasure hunting again,” he said, pointing to a few large boxes filled with sonar gear. He may not be another Mel Fisher, but then again, Peter Halmos doesn’t pretend to be anyone other than himself. Would he ever sell Legacy? “I’m content here and can’t sell her,” he said. “She’ll need a home someday, but I can’t see it yet.” Capt. Tom Serio is a freelance captain, writer and photographer in South Florida. He is a frequent contributor to The Triton and has written extensively about Legacy and her recovery. Comments on this story are welcome at email@example.com.
B12 January 2014 FROM THE TECH FRONT: Rules of the Road
Fire, noise, bridge navigational watch and MLC change up RULES, from page B1 50 miles to provide room to ships and yachts passing through this area. Onboard Stability Computers or Shore-based Support (Jan. 1): SOLAS regulation II-1/8-1 has been amended. It now requires operational information to be provided to the master after a flooding casualty to assist with the decision whether to return to port. Passenger ships and yachts carrying more than 12 guests, constructed on or after Jan. 1, 2014, with a length or 120m or more or having three or more main vertical fire zones are to have either (a) an onboard stability computer or (b) shore-based support. Either option must provide the information given in the supporting guidelines. Fire Safety Systems (July 1): SOLAS Regulation II-2/10 has added a new paragraph – 10.4 – to clarify that a minimum of two two-way portable radiotelephone apparatus for each fire party for firefighter’s communication shall be carried on board. These radio devices shall be of an explosion-proof type or intrinsically safe. Also coming into force on July 1, SOLAS Regulation II-2/15 has added a new paragraph – 2.2.6 – to state that cargo ships (i.e., commercial yachts) and passenger ships of 500GT and above shall be provided with either (a) an onboard means of recharging breathing apparatus cylinders used during drills or (b) a suitable number of spare cylinders to replace those used during drills. Noise Protection: Excessive noise can cause permanent hearing loss, either from a single loud event or from a lower level, long-term exposure. The IMO has existing (non-mandatory) guidance on noise levels on board ships, which is contained in Resolution A.468 (XII) “Code on Noise Levels on Board Ships.” This has been reviewed to take into consideration developments in noise reduction techniques and noise prediction. Some administrations have introduced national mandatory limits on noise and the IMO has decided that there should be internationally agreed mandatory noise limits. This will affect commercial yachts over 1600GT built from July 1, 2004. Recovery of Persons from the Water (July 1): New SOLAS Regulation III-17/1 requires all vessels above 500GT to have ship-specific plans and procedures for the recovery of persons from the water. The plans and procedures shall identify the equipment intended to be used for recovery purposes and measures to be taken to minimize the risk to shipboard personnel involved in recovery
operations. This regulation applies to new SOLAS ships constructed on or after July 1, 2014, and to existing ships by the first periodical or renewal safety equipment survey after that date. All commercial yachts above 500GT must ensure that they have plans and procedures onboard showing how the yacht can recover persons from the sea. Bridge Navigational Watch Alarm System (BNWAS) (July 1): This new piece of equipment will begin to be enforced on yachts of 150GT and greater. The purpose of a bridge navigational watch alarm system is to monitor bridge activity and detect operator disability, which could lead to marine accidents. The system monitors awareness of the officer of the watch (OOW) and automatically alerts the master or another qualified person if, for any reason, the OOW becomes incapable of performing his/her duties. This purpose is achieved by a series of indications and alarm to alert first the OOW and, if he is not responding, then to alert the master or another qualified person. Additionally, the BNWAS provides the OOW with a means of calling for immediate assistance if required. Maritime Labour Convention (MLC), 2006: The Maritime Labour Convention will enter into force on various dates during 2014, depending upon the exact signing date for the particular country. MLC will require all commercial yachts to be inspected and certified by its flag state or a classification society appointed on their behalf. In force dates for the major yachting flags and locations are as follows: Barbados, June 20 Belgium, Aug. 20 France, Feb. 28 Germany, Aug. 16 Greece, Jan. 4 Italy, Nov. 19 Malta, Jan. 22 South Africa, June 20 United Kingdom, Aug. 7 Gibraltar, Aug.7 Isle of Man, Aug. 7 Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB), an organization that provides flag-state inspection services to yachts on behalf of several administrations. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1 954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at firstname.lastname@example.org.
January 2014 B13
Patent issued; Volvo names distributor; U-Boat Worx gains investor Chock gets patent
Ft. Lauderdale-based Yacht Repairs & Maintenance (YRM) has received patent approval for its tender/Jet ski chocks. Each chock is made from marine grade aluminum, custom fitted for each boat, with state-of-theart metal-working equipment in the company’s facilities. For more, visit yrmcustom.com.
New Caribbean dealers for Volvo
Virginia-based Volvo Penta of the Americas has appointed Scotts Marine of Grand Cayman and Pirate Marine Hardware of Cozumel as full-line sales and service dealers. Scotts Marine is a full-service marine center, offering a range of boats, motors, trailers, batteries, gensets, parts, accessories and electronics, in addition to maintenance and service. It is the authorized dealer for Tiara Yachts, Cobalt and Starcraft. The company will provide sales, service and parts for Volvo Penta engines throughout the Cayman Islands. Pirate Marine provides services for the commercial and pleasure boating market and has experience with engine maintenance and repair, as well as electrical systems, sanitary and plumbing systems, bottom jobs, standing rigging, sail repair, fiberglass, welding and electronics. Pirate Marine will offer sales, service and parts for Volvo Penta engines in the Cozumel and Cancun area in the state of Quintana Roo, Mexico.
Asian man invests in U-Boat Worx
Holland-based manned submersibles company U-Boat Worx has a new investor, Exa Limited, a company owned by Tan Sri Lim Kok Thay, who leads the Genting Group, one of Malaysia’s largest conglomerates. The partnership is aimed at advancing U-Boat Worx’ growth path, which includes increased production capacity, reduction of delivery times, and improvement of global support. Exa Limited is the distributor in Asia Pacific for U-Boat Worx personal submersibles and will develop and implement a sales and marketing strategy and dealership network.
Investors: Phuket marina owes us
A group of 25 investors in Yacht Haven Marina in Phuket, Thailand, have begun an Internet campaign to raise awareness to the fact that they have invested in the redevelopment of the marina project 17 years ago but have neither received their condo units nor been refunded their money. The Yacht Haven Buyers Action Group claims its members invested up to 40 million baht in the project -- which calls for a 300-berth marina, condos and a clubhouse -- for units in the first phase of development.
When the units didn’t materialize, the investors wanted their money back. With signed contracts detailing repayment if the units were not delivered, they won in court, but a second legal action was overturned and is on appeal. They have circulated e-mails to media and industry leaders to share their plight. They say they are due about 120 million baht ($3.8 million). The marina has been in the news lately as the potential site for a superyacht charter show run by the organizers of the Singapore Yacht Show, originally expected in the fall but now pushed back to mid-February 2015. Show organizers said they hope the new dates will allow the developers time to complete existing work. They claim an additional 20 or 30 superyacht berths are under way, meaning that the show will be able to accommodate between 50 and 70 superyachts at the event – a capacity that will, if the marina is finished, be unmatched anywhere else in Asia.
Waveblade adds distributors
Naples, Fla.-based Waveblade has added three new distributors: Lodestone Yachts of Hong Kong for the Asia Pacific region, McAlpha of Calgary for western Canada, and Bristol Marine Supply of Costa Rica. The distributors will now all carry the PowerShark and Waveblade handheld, submersible hull cleaning tools. For more information, visit www. waveblade.com.
BWA’s Pegan steps down
Edward Pegan, formerly commercial manager of yacht agents BWA Yachting, has resigned to “pursue new professional challenges outside the group,” according to a press release. Julian Madsen will take over the
position Jan. 1, bringing a background in strategy and business development from commercial shipping. Madsen also has worked with BWA on various projects for the past four years. For more information, visit www. bwayachting.com
Hill Robinson hires agent
Ft. Lauderdale-based Hill Robinson Yacht Management Consultants has hired Jessica O’Conor as a crew specialist to handle fleet crew requirements for the Ft. Lauderdale office. She worked aboard yachts for 12 years, including 10 as a chief stew on yachts up to 90m.
ISS elects board
The International Superyacht Society (ISS) has elected its officers and executive committee for 2014. President is once again Ken Hickling, global business development manager with Akzo Nobel, vice president is Dieter Jaenicke, chairman of Viking Recruitment, treasurer is Bransom Bean, founder of Fine Focus and a freelance writer, and secretary is Rob Carron, an account executive with Willis Marine. The ISS Executive Committee also includes board representative Norma Trease, director of Salamanca Group’s marine division, and past president is Bob Saxon, president of International Yacht Collection. The new board is seated on Feb. 1. For more, visit superyachtsociety.org.
USSA elects board
The U.S. Superyacht Association has elected its new board for 2013-2014. John J. Mann III, owner of Bluewater Books and Charts, continues as chairman. He is joined on the Executive Committee by Kristina Hebert,
COO of Ward’s Marine Electric, as vice chairman; Corey Ranslem of International Maritime Security Associates as advocacy co-chair; Tim Davey of ISS GMT as immediate past chairman; Peter Schrappen of the Northwest Marine Trade Association as advocacy co-chair; Bert Fowles of IGY Marinas as marketing Chairman; Mark Cline of Cline Financial Group as treasurer; and Jim Perry of the law firm Perry & Neblett as general counsel. Regional board members include Ami Ira of Crew Unlimited / C.U. Yacht Charters, Jay Dayton of Avon Dixon Agency, John Clayman of Seaton Yachts, Jim Ruffolo of Burger Boat Company, Rick Gladych of Omni Risk Insurance, Kate Pearson of Shelter Island Marina, and Billy Smith of Trinity Yachts. The new at-large board members include Eli Dana of Newport Shipyard, Megan Deinas of the Port of Seattle, Tripp Nelson of Alexseal, Christina Norris of Oversee Yachts, and Derik Wagner of MTN.
AIMEX elects board
The Australian International Marine Export Group (AIMEX) has elected its board of directors for 2014. Richard Chapman, director of Coursemaster Autopilots and Hydrive Engineering, will continue as president. Matthew Johnston, general manager of Muirs, was elected vice president, and Stephen Vincent, global sales manager of VEEM, will again hold the position of honorary treasurer. Murray Owen, director of Marine Engineering Consultants, is a new board member, and Sean Griffin of GME, former vice president, was reelected and will remain on the board as a director. For more, visit www.superyachtaustralia.com
B14 January 2014
CALENDAR OF EVENTS
New year brings boat shows, training courses and regattas EVENT OF THE MONTH Jan. 22-23 9th annual USSA Captain’s Briefing, St. Maarten
Informational seminars for captains, senior crew and industry leaders hosted by U.S. Superyacht Association. Topics include updates on U.S. cruising permits, flag state audits, MLC implementation. Events include golf, welcome dinner and program, and cocktail party. Details at info@ ussuperyacht.com, +1 954-7928666, ussuperyacht.com.
Jan. 1-5 New York Boat Show, New York, N.Y. NYBoatShow.com
Jan. 29-31 12th International
Marina and Boatyard Conference, Ft. Lauderdale. Presentations, workshops, roundtables, panel discussions, exhibit hall of 130 booths, networking receptions, field trip to local marinas and more. www.marinaassociation.org
Feb. 3-5 MYBA Broker Seminar, St.
Laurent du Var, France. An intensive course covering charter, sale and purchase and yacht management. www.myba-association.com.
Feb. 5 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) with Aere Docking Solutions in Ft. Lauderdale. www.the-triton.com
Feb. 7-9 Miami International Map Fair.
Jan. 4-12 Tullett Prebon London Boat Show, UK. www.londonboatshow.com
The 21th anniversary of the fair, the largest map fair in the world. Search map fair at www.historymiami.org.
Jan. 9-18 Florida Keys Uncorked
Feb. 7-23 22nd Olympic Winter
Food and Wine Festival, Key Largo and Islamorada, Florida Keys. www. keylargofoodandwinefestival.com
Jan. 15 The Triton’s monthly
networking event will be the third Wednesday of this month due to the New Year holidays. Join us from 68 p.m. with Adventure Sports in Ft. Lauderdale. www.the-triton.com
Jan. 15 39th annual Fort Lauderdale to Key West Race. Runs before Key West race week. www.keywestrace.org
Jan. 18-26 Boot Dusseldorf, Germany. www.boat-duesseldorf.com
Jan. 19-24 27th annual Quantuum Key West race week, Key West, Fla. Features top-tier international competitions. www.premiere-racing.com
Jan. 21-24 ABYC Electrical
Certification Course, Medford, Mass. www.abycinc.org.
Jan. 22-24 Boatyard Business
Conference, Ft. Lauderdale. The American Boat Builders & Repairers Association (ABBRA) hosts the annual conference, “Reflect, Rethink, Refocus: Business Leadership for Tomorrow’s Boat Building and Repair Industry.” www.abbra.org
Jan. 23–26 San Francisco Boat Show, San Francisco. SFBoatShow.com
Jan. 29 USSA Pacific Northwest
Captains Association networking meeting. ussuperyacht.com
Games, Sochi, Russian Federation. www.sochi2014.com, www.olympic.org
Feb. 11-14 American Boat and Yacht
Council Marine Systems Certification, North Vancouver, BC. www.abycinc.org
Feb. 13-17 The Yacht and Brokerage Show and the Miami International Boat Show, Miami Beach. www. showmanagement.com, www. miamiboatshow.com
Feb. 14 Valentine Wobbly Club Race,
Antigua. Yacht crew in teams of four compete in BYOLB (build your own love boat) for the Wobbly Club Race. All funds donated to ABSAR, the search and rescue service in Antigua. info@ absar.org, email@example.com
Feb. 16 5th annual Team Westrec Fun Walk and Run, Ft. Lauderdale. A 13.1mile A1A half marathon to benefit students from the marine magnet program at New River Middle School. A1AMarathon.com
MAKING PLANS March 20-23 Palm Beach International Boat Show More than $350 million worth of boats, yachts and accessories from 8-foot inflatables to superyachts more than 150 feet. In-water portion of the show is on the Intracoastal Waterway along Flagler Drive. www. showmanagement.com
SPOTTED: Antigua, Dubai
Alan Montgomery and Gerhardt Swart traveled with the M/Y Reem1, a 50m Trinity, as delivery engineers in November and December. They landed in the yacht’s new port of Dubai after a 30 day transport on HHL Shipping’s Richards Bay transport ship from Port Everglades in Ft. Lauderdale.
Capt. Dan Hardy of S/Y Lady Mariposa, an Oyster 625 and First Mate Karl Custance of S/Y Raven, an Oyster 82, with The Triton on the docks at the historic Nelson’s Dockyard during the Antigua Charter Yacht Show in December.
Where have you taken your Triton lately? Whether reading on your laptop, tablet, smart phone or in print, show us how you get your crew news. Send photos to firstname.lastname@example.org.
January 2014 B15
See networking photos Triton joined West Marine and Nautical Ventures. C2, 3
Galley not always shared Chef weighs in on both sides of rotations onboard. C4
Stop the diet cycle Smart phone apps offer new options for success.
Come and get it Crew Mess and Top Shelf cook up scones and grouper. C4,7
It’s not you, Level of leadership depends on viewpoint it’s the job; don’t take it personally
TRITON SURVEY: Leadership
By Lucy Chabot Reed
This month, we revisit the leadership issue. After discussing this topic at our captains luncheon this month (see that story on page A1), it was clear captains don’t always get performance feedback to see how they are doing and where they can improve. So we offer not only captains’ perspectives on their own leadership abilities, but also crew’s thoughts as well. One caveat: the captains who took this survey are not necessarily the captains of the crew who took this survey. So while the responses look contradictory in places, it’s unlikely that one side is not being forthcoming. More likely is that these are two separate groups of yachting professionals. About 150 captains and crew took this survey, so we hope the results will at least give an idea where captains fall in the leadership spectrum. We began simply by asking captains How would you rate your leadership skills? Most (70 percent) said they were above-average leaders, the remainder labeling themselves as average. This first, simple question provides perhaps the biggest difference between how captains see themselves and how crew see their captains. When we asked crew How would you rate your captain’s leadership skills?, the largest group said average, about 39 percent. Almost as many – 37 percent – rated their captains below average. Less than a quarter considered their captains above average. In an effort to figure out how our respondents made that judgment, we asked What do you base that on? As most captains saw themselves as average or above average leaders, they attributed their abilities to their previous successes with crew. “I have trained many seamen who are now captains and good captains,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “I figure this is a testament to my leadership skills. We are still in contact years later.” “An ability to hold a crew together through the good and the bad,” said the captain of a yacht 160-180 feet in yachting more than 20 years. “And
I WILL FOLLOW: Crew say that a captain who cares about them and PHOTO/BIGSTOCK PHOTO communicates is easy to follow. feedback from crew members.” They also credit a current program. “Happy, respectful crew, and happy owners with return on their investment in terms of enjoyment when they come to the yacht, seeing the same faces,” said the captain of a yacht 120-140 feet in yachting more than 10 years. “The work ethic of the crew who report to me,” said a captain in yachting more than 10 years. “Countless job applicants that seek a tour/season under my command knowing my recommendation is golden toward future employment,” said a captain in yachting more than 30 years. Nearly three quarters of the captains who took our survey this month have management experience in a previous career. Many credit their success in yachting to that experience. The captains who aren’t so confident in their leadership skills base that one their willingness to learn more. “Observing my peers,” said the captain of a yacht 100-120 feet in yachting more than 15 years. “I believe I do a better job than many I see, but not nearly as good as others. Also analyzing scenarios on board, and realizing I could have been the change to make
an outcome more positive and more efficient.” “I have areas that I would like to improve in order to be an exceptional leader,” said the captain of a yacht 80100 feet in yachting more than 10 years. “I’ve seen some great leaders and I would not see myself at that level - yet,” said a captain in yachting more than 10 years. “People work well for me but I don’t always get the results I want unless I do it myself,” said a captain in yachting less than 10 years. A few captains believed they have an innate leadership quality. “Leadership is a trait that comes naturally,” said the captain of a yacht 100-120 feet in yachting more than 25 years. “It’s not something you learn.” “There are methods to help a captain be a better manager/leader but the majority of the skill is innate,” said the captain of a yacht 200-220 feet in yachting more than 30 years. Among crew, though, their captains were more likely to be below average in leadership ability. When we asked them What do you base that on?
See LEADERSHIP, page C8
Interior crew should make this their New Year’s Resolution No. 1: Resolve not to take micromanagement personally. When you are a new crew member, it may seem like your boss hovers over your every move, putting your judgment and your work ethic Stew Cues under constant Alene Keenan scrutiny. Your boss may check in constantly, correct your work, and ask for updates so often it seems you can never accomplish any task. If this sounds like the situation on your yacht, do yourself a favor and make a resolution that this year, you will not instinctively take this personally. Resolve to keep a positive attitude and build a respectful relationship with people onboard. Yachting has so many details to be carried out, it can be hard to see the big picture and discern where you fit in. You have to wonder why things are handled the way they are. It is imperative to remember there is a chain of command, and the captain is at the top of that chain. Department heads report directly to the captain, and their realm of authority falls under his or hers. When the captain gives you an order to do or to refrain from doing something, follow it immediately. Even if you question the captain’s decision or authority, now is not the time to say so. Any discussion is to be conducted later, and in private. So much of our work in yachting centers on having the proper boundaries, both personally and professionally. In many instances, crew members and even department
See STEW, page C12
C January 2014 TRITON NETWORKING: West Marine
More than 300 captains, crew and industry professionals joined us for networking with West Marine in Ft. Lauderdale on the first Wednesday in December. Store managers got in the mood with a holiday-inspired treasure hunt, giving away great prizes, including the newest Go-Pro, won by Capt. Claire Kern. PHOTOS/TOM SERIO
TRITON NETWORKING: Nautical Ventures
About 200 captains, crew and industry professionals networked for the holidays on Dec. 18 at Nautical Venturesâ€™ new waterfront venue in Dania Beach, Fla. Perfect South Florida weather with a bright winter moon made for a great evening with holiday door prizes. Triton networking resumes after the holidays on the third Wednesday of the month, Jan. 15, with Adventure Sports in Ft. Lauderdale. PHOTOS/TOM SERIO
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C January 2014 IN THE GALLEY: Crew Mess
Not all chefs like to share the galley, limelight How does three on, three off sound? Appealing, right? To think you could work three weeks or even three months straight, then get a month or three off certainly sounds like a good deal. That’s how a lot of charter yachts and the largest private yachts work. Commercial ships have used rotations for as long as I have Culinary Waves been around so it is nothing new. It Mary Beth Lawton Johnson just took a while for it to trickle into yachting. Don’t forget, yachts weren’t so big 20 years ago and the need for a lot of crew, especially crew that came and went, was not the protocol. The beneficial side to rotation is that it gives the crew time to recuperate after a long charter or season. It keeps them fresh and, supposedly, helps reduce accidents. Charters are extremely hard work and to go through a whole season without a break really takes its toll on the crew. From a chef ’s perspective, rotation helps, especially
because of the long hours and burnout that accompanies our profession. It makes sense for rotation on charters. You wouldn’t want a chef skilled in vegan cuisine for a charter full of professional football players. To find the right fit is the main objective, and having several chefs in rotation is the key. The down side of rotations for chefs is that all the chefs have to agree on the way the galley will run. One chef can’t just change things; certain stock items must stay in place, food inventory must remain the same (give or take what the charter guests or owners want). There are certain ways the yacht’s galley was set up and every chef who works in that galley must adhere to them. Also, with more than one chef in the galley, everything has to be shared. Some chefs are not into sharing, especially the limelight, while others are quite content to follow the rules and guidelines. Another downside is that rotational work is not full-time work, so you need to weigh it for yourself and even try it if you think this is what you might like to do. The real reason rotations were created was to lessen accidents and
improve the enjoyment for the charter guests. Imagine having worked three months straight and facing the end of the last charter only to find out you have another charter in a few days. You get discouraged and you are just plain tired. It is difficult to stay creative for that length of time without feeling the consequences. You can see why rotations are more common on charter vessels. But imagine being the lone chef on a busy private yacht, working six months straight with no time off. Is that any different? When we work this way every day, chefs soon become burned out and quit, just to get a rest. Enter the rotational chef. Though it might not work for everyone or every boat, it sure looks good when the days and charters are long. When the end of our rotation is near, we don’t mind the long days and hard work. Rotation is the continuous wave that keeps us afloat. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 20 years. Comments on this column are welcome at email@example.com.
Strawberry Guava Scones For the scones: 2 cups all purpose flour 1 1/2 tsp baking powder 1/4 cup sugar 1/4 tsp salt 6 tbsp butter, chilled and cut into 6-8 pieces 2/3 cup sweetened, shredded coconut 1/2 cup heavy whipping cream 1 tsp vanilla extract
hen I first started in yachting, I was a sailing instructor in Seattle. I would embark up to six students on 40-foot sailboats for a week-long cruise to the San Juan Islands. One of the treats I used to bake in the propane-fired oven were butter scones to enjoy with our hot tea or cocoa on cold, damp mornings before weighing anchor to our next destination. Traditional English scones may include raisins or currants, but are often plain, relying on jam, marmalades, or honey for added flavor. Fancy scones with dried fruit such as cranberries and dates, nuts, lemon zest, chocolate morsels and other flavorings are best enjoyed without butter and jam.
Preheat oven to 400 degrees F. In a medium bowl, whisk together flour, baking powder, salt and sugar. Add cold butter and toss to coat. It is important to use cold butter to get the right consistency for successful scones. Using your fingertips, rub the butter into the flour mixture until it resembles coarse sand. A few larger bits are OK, but most should be smaller than a pea. Stir in shredded coconut. In a separate bowl, combine cream and vanilla. Add about half the cream into the dry ingredients and stir with a fork until dough starts to come together.
Add remaining cream until dough comes together into a shaggy ball. Knead lightly with your hand until dough is smooth and only slightly sticky. Divide dough into two balls and press each into a disc about halfinch thick on prepared baking sheet. Cut each disc into quarters and separate slightly. Bake for about 15 minutes, or until scones are a light golden brown on top. Cool on a wire rack. For the filling: 1 1/2 cups strawberries, diced 3 tbsp guava jelly 2 tsp cornstarch 1 tbsp sugar (optional) 2 cups strawberries, halved 1 cup heavy whipping cream 1 tsp vanilla 2 tbsps powdered sugar Toss together
diced strawberries, guava jelly, cornstarch and sugar in a small bowl. Microwave on high for 60 seconds until mixture bubbles and berries become tender. Use immediately, or store in the refrigerator, covered, for one day. Once syrup is made, transfer it to a large bowl and stir in fresh, halved strawberries. Whip up the cream until soft peaks form. Whip in vanilla and sugar. Assembly: Carefully cut the scones in half. Spoon on strawberry guava filling then whipped cream.
Capt. John Wampler has worked on yachts for more than 25 years. He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break. Contact him through www.yachtaide.com. Comments are welcome at firstname.lastname@example.org.
NUTRITION: Take It In
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From chubby to healthy, phone app changes life for the better My husband has been chubby for years. It’s not that he hasn’t tried to lose weight. First there were the diets – South Beach, Atkins, and the Grapefruit Diet. Then came short appearances at Weight Watchers and Overeaters Anonymous. He’d lose weight, and not too long after it would magically reappear just like Take It In Carol Bareuther long lost relatives for Thanksgiving dinner. Little did we realize this vicious cycle would all come to an end with the purchase of a new cell phone, a Samsung Galaxy Note 3. Today, he’s looking and feeling leaner thanks to a phone app that has tuned his techminded brain into eating healthfully. There are scores of cell phone apps today that can help guide food choices at home and on-the-go. Here’s a review of a few of the good ones that are free. Lose It! This is the app that has trimmed my husband’s belly so much he wasn’t asked to play Santa Claus last year. It’s essentially a calorie-counting tool. What he likes is the ease in which he can find or add the foods he eats (everything from the Bacon, Egg & Cheese sandwich he eats at Subway each morning to a dinner steak he grilled at home), see how many calories he’s eaten as the day progresses and, come dinner time, see how many more calories he has left before he reaches his pre-set calorie limit for the day. This daily calorie goal he set from his height, weight and weight goal. He can also add exercise. An hour walk burned enough calories for him to be able to eat one double-stuff Oreo and
A screen shot from the application PHOTO/DEAN BARNES Lose It!
still stay under his daily calorie limit. Spark Recipes. This app provides a mobile way to access half a million recipes from one of the world’s largest healthy recipe Web sites. Navigate by category, course, cuisine, dietary needs or occasion. Many recipes include photos of the dish. Most also come with a nutritional analysis per serving. There are also instructional videos available such as how to cut a mango. You can also save favorites or share them via e-mail, Facebook and Twitter. ShopWell. Losing weight or just eating more healthfully starts at the supermarket. That’s where this app comes in handy. Input what you’re looking for – weight loss, heart healthy, gluten-free – and the scoring system in the app rates foods (both fresh and branded) on a scale of 0 to 100 based on how well the items match your diet needs.
There’s also a visual element. Good foods are scored in stop-light green and not-too-good choices in red. ShopWell scores have been developed and reviewed by registered dietitians, so you know you’re getting accurate information. The app also gives you ingredient and nutrition information as well as enables you to put together a healthy grocery list. Seafood Watch. If you want to cut down on the red meat or make sure you’re choosing sustainable seafood, check out this app. It’s a digital pocket guide to ocean-friendly sushi and seafood. Search by common market name or by region, or for choices from the “super green list” that names seafood choices good for people and the planet. The latest version of this app has a feature called Project Fish Map, which allows users to share markets and
restaurant information they discovered in their travels. Information in this app is regularly updated by the Monterey Bay Aquarium. Veggie Weekend. Lastly, if your New Year’s resolutions call for going meatless one or more days a week, download this app. The basic free version comes with 18 recipes that includes Palak Tofu, Saffron Risotto, Chili con Frijoles, Adzuki Bean Burgers and Chanterelle Pie. Photos come with each recipe. Four additional digital recipe books – Vegan Thanksgiving & Christmas, Inspired by Asia, Breakfast Treats, and Vegan Desserts – are available for 99 cents each or $2.99 for all four. Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at email@example.com.
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IN THE GALLEY: Top Shelf
Roasted Zucchini-wrapped Grouper with lemon, dill, potato and sweet pea salad Charter guests love dining on fresh fish, so a stockpile of like recipes is a definite must. This recipe for zucchini-wrapped grouper could not be easier, and if there is one, I want it. A variety of white, flaky and oily fish can be used instead of grouper. Flavors can be added or subtracted, but bare in mind that this recipe uses the â€œless is moreâ€? motto. This light yet substantial meal
For the fish 10 12-ounce grouper filets (uniform in size) Garlic salt and pepper to taste 2 lemons, juice and zest 1 tbsp dried thyme 1/4 cup sweet chili 8 green zucchinis (uniform in size) 5 tbsps olive oil Kosher salt For the salad 1 bouillon chicken cube 2 pounds fingerling potatoes, sliced 2 tbsps Dijon mustard 2 tbsps Chardonnay (or white wine) vinegar 1 tbsp agave honey 2 cups frozen green sweet peas, thawed 1 bunch dill, chopped Directions: In a pot of cold water, add the bouillon cube and potatoes and bring to a boil on med-high heat. Watch the potatoes so they do not overcook. Pull them and strain as soon as they are almost done. Test with a knife by piercing the spud. It should have a little crunch as they will continue to cook even after being removed from the water. Set aside. In a bowl, place the fish fillets, garlic salt and pepper, lemon zest, thyme and sweet chili. Mix so each filet is evenly coated. Peel the zucchini with a potato peeler until you reach the seeds. Discard the
accentuates the subtle but delicious flavor of grouper with the naturally sweet and tart flavors of peas, zucchini and dill. When you have spent all day prepping for dinner and guests rush into the galley two hours before service presenting their fresh catch and huge grins, pull out this recipe and put away the stress. From start to finish, this recipe takes about 30 minutes and serves 10. Enjoy.
outermost peelings of the skin only. Lay a grouper filet out on your board. Starting from one end of the fish, place a zucchini ribbon down. Overlapping that piece with the next until the whole filet is covered. Tuck the ends under the fish and place on a baking sheet. Repeat with the remaining fillets. With a pastry brush, apply the olive oil to the zucchini and sprinkle lightly with kosher salt. Bake at 350 degrees F on convection setting for 10-15 minutes. In a separate glass bowl, place the mustard, lemon juice, vinegar, honey, salt and pepper to taste, and whisk. Add the potatoes, sweet peas and dill. Mix gently with a spoon. Spoon the salad onto a plate. Using a spatula, carefully place the grouper on top of the salad. Serve immediately with a glass of white wine either as a lunch or dinner main. Mark Godbeer, a culinary-trained chef from South Africa, has been professionally cooking for more than 11 years, 9 of which have been on yachts (chefmarkgodbeer. com). Comments on this recipe are welcome at firstname.lastname@example.org.
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C January 2014 TRITON SURVEY: Leadership
Captains, should leadership skills Crew, should leadership skills be be required for a license? required for a license?
Captains, do you teach your crew? Crew, does your captain teach you? Yes, their job skills–17%
Yes — 90% Yes, everything I can–65%
Yes, the important things–10% Depends–5% No–3%
Depends Yes, Yes, everything. — 20% everything– Yes, the important things. Yes, our job skills. Depends Yes No, we learn if we pay at- our jobs– No, we learn tention if we pay Yes, attention the impor –50% things–
Leadership and/or management training should be a pa LEADERSHIP, from page C1 they acknowledged that it was mostly what they saw (more than half) and in comparison to other captains they had worked for. “He lacks discipline for the crew so the crew takes advantage of his ‘slackness’,” said a stew new to yachting. “He doesn’t make decisions; he lets the first officer or chief engineer make them.” “There is something about how you want to listen to and follow some captains, and others you don’t listen to as closely,” said a chef in yachting more than 10 years. “What is behind that?” Among their observations was evidence of good behavior and leaders, too. “He has a solid base of life experience and uses that to help crew relate to their roles in yachting,” said the first officer on a yacht 100-120 feet who considers the captain above average. “He leads by example. If it’s not something he wants his own crew doing, he doesn’t do it … or vice versa.” “Watching people change their behavior based on the captain’s example,” said the chef on a yacht 120140 feet. Those they thought were weak leaders were mostly because of poor communication skills. “Lack of communication, inability to deal with situations personally, and complete inability to take
responsibility for his errors and lack of judgment,” said the bosun on a yacht larger than 220 feet. “Was overall fair but occasionally was extremely unprofessional in communicating issues,” said the stew on a yacht 100-120 feet. It was interesting to note that some crew separated being a captain from being a leader. “He is a great captain, but not a leader for the crew,” said the chief stew on a yacht 120-140 feet. “Very mature, responsible seaman, but does not promote good communication aboard,” said the first officer of a yacht 140-160 feet. “He can, and has been tested throughout his yachting career on how to, drive a boat but he possesses no human interaction skills what-so-ever,” said the engineer of a yacht 180-200 feet. Considering that yachting generally doesn’t require leadership or management training to be hired – and that most captains saw themselves as above-average leaders – we were curious to know Where did you learn your leadership skills? The most common way was in some prior career but also from previous captains and owners. About 40 percent learned a lot from their peers. About a third chose “other” and noted that their leadership skills were learned from experience, a category we neglected to offer as an option. The haphazard method of learning leadership on
yachts begs the question: Should leadership skills be taught to those studying for a mariner’s license? Nearly three-quarters of the captains who took this survey said yes; 90 percent of crew said yes. “The individual’s leadership abilities (or lack thereof) have not, traditionally, been an important factor in selecting a person for the job as master,” said the captain of a yacht 160-180 in yachting more than 30 years. “Even today, too few owners and managers see the advantages in appointing a master who will build a strong team and then hold them together, season after season.” “Captains’ leadership capabilities are paramount,” said the captain of a yacht 80-100 feet in yachting more than 10 years. “Leadership and management training needs to be a structured part of a captain’s career development. It’s a continuous process that has no conclusion.” “A captain who has all the tickets in the world doesn’t necessarily make a good captain,” said a first officer in yachting less than 10 years. “I’ve encountered ones that have zero communication skills and they hide in their office. They also tended to manage ‘by the book’ when using common sense would have been best.” “I come from a military background and worked my way up to a fairly high position,” said
an enginee captains I 8 so far) w seagoing c command day. Even t command the biggest being in th “MPT, I offer a vari ethics of d captain in One cap noted that manageme licenses. T get a crew one syllabu planning, b effective co leadership many othe “I agree said a capt skills of lea is heading “I answ
TRITON SURVEY: Leadership
Captains, how do you communicate with crew?
Crew, how does your captain communicate with you?
As needed –27% One-on-one –24% Regular meetings –46%
As needed –72%
One-on-one –12% Regular meetings –8% Reviews –8%
Some offer tips for successful leadership Make crew feel important, respected and appreciated. l
Be open and honest with crew. Secrets and information withholding creates barriers and rumors. l
Be approachable. If it is important to a crew member, it is important to the captain. l
Some people just don’t have the patience to listen or learn. l
art of yacht captain’s training
er in yachting 4-6 years. “Most of the have worked with in yachting (five out of wouldn’t make mid-rank officer, nevermind captain. I completed several months of d training but these guys don’t do a single the Merchant Navy do some training in d but yachties get nothing. That, for me, is t disappointment I’ve come across since he yachting industry.” IYT and other maritime schools need to iety of courses on management and the dealing with a multi-national crew,” said a yachting more than 25 years. ptain in yachting more than 30 years t the U.S. Coast Guard requires a bridge ent course for the 500- and 1600-ton That course, however, is designed to through an emergency. According to us, the three-day course covers voyage bridge and watchkeeping procedures, ommunications, situational awareness, p and response to bridge emergencies “and er subjects.” e that this is a big problem in our industry,” tain in yachting more than 30 years. “The adership are badly lacking for anyone who g up a department, not just for captains.” wered no, but I do believe leadership
January 2014 C
courses should be available for those seeking to be captains,” said a captain in yachting more than 20 years. “At some point, 500- or 1600-ton, it would be a good idea for a ‘leadership endorsement’ to be desired or required for that level of credential.” We sought a way to identify leadership qualities so we asked captains Some believe good leaders are good teachers. Do you teach your crew? The majority – 65 percent – said they teach their crew everything, from life lessons to how to varnish. “The good communicator also listens and responds appropriately,” said a captain in yachting more than 30 years. “One can learn a lot from teaching.” The next largest group at about 17 percent focus on teaching the elements specific to the job at hand. Less than 10 percent teach more broad concepts such as how to get along in yachting. “To be a good teacher you must be willing to listen well to others and learn from them as well,” said the captain of a yacht 80-100 feet in yachting more than 20 years. “A good teacher must always be willing to say ‘I don’t know but I’ll help find the answer.’ Never bluff your way through.” About 5 percent said it depends on the position, noting they have more to teach the deck crew than
See LEADERSHIP, page C10
If there are any problems with crew, don’t waste time addressing the problems. Never put off until tomorrow what can be done today. 1) Stay two steps ahead; 2) share the information, plans or vision; 3) teach the specific skills; 4) encourage, listen to, and seriously consider all feedback; 5) respect the individual, even when they slip up. l
Lead by example. Compliment on a job well done. Keep criticism private and constructive. l
Always be willing to do whatever you ask of a crew member. Lead by example. At the end of the day, we are all equal people just here for a short visit. Be kind and smile a lot. l
Accept different approaches and outcomes, even sometimes less than perfection. In other words, be tolerant. l
Praise as a group, but give meaningful criticism individually. A good leader must always balance praise and criticism. l
Leadership is learned in class, acquired through mentoring and perfected with experience. l
Good leadership takes time and a good leader must be willing to invest the time with crew. Treating everyone “the same” sounds good, but is the most unfair thing a good leader can do, because each of your crew has a different level of skills, a different level of work ethic, and their personal goals are seldom in perfect alignment with each other. A good leader adapts to each crew member’s individual traits, tailoring his approach to bring out the best in that particular crew member. l
Listen and be fair. Treat them like you want to be treated. l
Stop the God complex and get back to the basics of being human.
C10 January 2014 TRITON SURVEY: Leadership
Crew: Captains don’t teach crew what they need to do well LEADERSHIP, from page C9 the interior crew. And just 3 percent said they do very little actual teaching. Instead, they lead by example, teaching those crew who pay attention. “If I have to take my time to ‘teach’ a new hire, or explain any regular daily duties to them, they won’t make it to day 2,” said the captain of a yacht 80100 feet in yachting more than 30 years. When we asked crew Does your captain teach you?, the results were almost exactly the opposite. Half of crew said their captains did very little actual teaching. “He does not lead by example,” said the engineer of a yacht 100-120 feet in yachting less than three years. “He yells at us when things don’t go well so we plan and prepare with the goal of keeping him from flipping out,” said an engineer of a yacht 140-160 feet. The next largest group – 20 percent – noted that deck crew got more instruction than interior crew. Just 16 percent said their captains taught them anything he/she could. Ten percent said their captains teach skills specific to their jobs. Just 4 percent noted their captains taught them broader yachting skills. Another behavior of leaders is an ability to communicate, so we asked captains How do you communicate with your crew? The largest group – nearly half – said they conduct regular crew meetings. “It’s our responsibility as captains to bring up the next generation,” said the captain of a yacht 100-120 feet. “My experience when I was starting out in the industry was that most captains did not share the ‘magic’.” “Good, clear, understood communication cannot be emphasized enough,” said the captain of a yacht 100-120 feet in yachting more than
15 years. “Meetings that involve all crew, so all info falls upon all ears, is important to happy and efficient crew ops. I have had interior crew ask to leave once we start talking engineering, but they see quickly how the maintenance list affects them, and vice versa.” “A simple way to pass a message is during breakfast,” said the captain of a yacht 160-180 feet in yachting more than 15 years. “After that, you can discuss individually with each crew member. Also do a debrief after maneuvers, charter, passage, etc.” “A good communicator is also a good listener, and a good leader takes a keen interest in each of their crew members,” said the captain of a yacht 140-160 feet in yachting more than 15 years. The next largest group at 27 percent said they don’t have regular meetings but instead discuss issues as they arise. “I think it is a good captain’s/dept. head’s job to help their crew succeed by offering great information and training,” said the captain of a yacht 80-100 feet. “Communication is a huge part of that and needs to be clear and concise. It’s easy to not communicate until there’s an issue. By then, there will be yelling and irritation involved. I always have a meeting with the deck crew about what I expect to have at a docking or tight maneuvering. That allows time for them to ask questions and understand what I need from them as we maneuver.” “I am very hands on to this day,” said the captain of a yacht 160-180 feet in yachting more than 30 years. “I will do wash downs, work in the engine room, sand and varnish. This is a good way of interacting with the crew and firstly they understand that you are proficient at all types of things and secondly it breaks down any potential hierarchy barriers and allows for easy banter and
freer speech.” About a quarter of captains said they talk to each crew member/ department head individually at least once a week to touch base. Just 2 percent give performance reviews. A few captains do all of the above. “A) We have regular meetings; b) I talk to each crew member; c) I conduct bi-annual performance reviews; and d) We have impromptu meetings when appropriate,” said the captain of a yacht 120-140 feet. One would rather do none of it. “This industry is getting too touchyfeely,” said a captain in yachting more than 30 years. “Just shut up and do your job.” When we asked crew How does your captain communicate?, we again got a different response. “Captains who just drive the boat and do not communicate with the crew usually do not command respect,” said a chef in yachting more than 30 years. Nearly three-quarters of crew said their captains don’t have regular crew meetings but instead discuss issues as they come up. “Minimal,” said the bosun of a yacht larger than 200 feet. “He hangs notes in the crew mess.” “Lack of communication is a huge problem,” said the chief stew of a yacht 140-160 feet in yachting more than 15 years. “The captain only communicates once a problem has grown too large to ignore.” About half of the remainder said their captains talk to crew members individually to touch base. “It seems some crew get information while others learn from the grapevine (a trip cancelled, for example),” said the first officer of a yacht 140-160 feet. “My captain avoids confrontation and uses the chief stew to do the dirty work,” said a stew on a yacht larger
Captains, what is the biggest barrier to leading crew? Other –22%
A captain’s own abilities –53%
Crew’s willingness to follow –14% Owner support –7% Management company interference –5%
than 200 feet in yachting 4-6 years. Just 8 percent said they have regular meetings to share information, and 8 percent get performance reviews. We asked crew to share their thoughts on how their captains teach and lead. “He doesn’t know how to do either,” said the engineer of a yacht 180-200 feet. “He is scared to challenge anyone from the management company/owner to the junior crew. He relies on senior staff to run the boat. He also allows emotion such as anger to control his decision process and he allows previous ‘bad’ experiences from his previous captains to rule his thought process.” “In my experience, finding a captain who can truly manage and lead his crew is rare,” said a chief stew in yachting more than 15 years. “I have worked for one or two truly good captains over the years, many mediocre ones, several really awful ones. “A huge part of the problem is that the owner does not rate the captain’s performance on his ability to manage crew,” this chief stew said. “Only the captain usually has regular communication with the owner, so if there is a problem, then it’s all about the crew, never about lack of management.” “There are captains that become captains without ever having to manage people before,” said a chef in yachting less than 10 years. “There should be more to a captain than just sea time. There should be a respect because of knowledge, experience and the ability of knowing how to act in every situation. It has nothing to do with age, necessarily, but definitely life experience. I have met some wise 25 year olds and some irresponsible 50 year olds. A captain should be a leader and not just a license.” In discussing leadership with captains at the monthly lunch, several pointed out that not all leadership results are up to the captain, so we asked Do you have the tools you
See LEADERSHIP, page C11
TRITON SURVEY: Leadership
January 2014 C11
Ability, lack of experience are biggest barriers to being better SURVEY, from page C10 need to be a good leader? Almost all responding captains – 88 percent – said they do have the tools they need, chief among them experience and education. “I have some but listening and patience are the most difficult aspects of both leading and following,” said a captain in yachting more than 30 years. Other captains said the most influential tools came from outside. “A boss who understands the value of human resources,” said a captain in yachting more than 20 years. “A well-equipped vessel, crew open to my techniques, owner’s support,” said a captain in yachting more than 15 years. “The faith and confidence of the owner, including good sponsorship from the owner (ie: adequate budget, leeway to make the best decisions),” said another captain in yachting more than 15 years. “Support and trust from the owner to pick and train my crew to do things the way I feel fit,” said a captain in yachting less than 10 years. “Good crew,” said a captain of more than 15 years. Other tools include common sense, respect for crew, patience, a willingness to do all jobs, and an ability to listen. “I listen to individuals … their goals and aspirations as well as their concerns and worries,” said a captain of more than 10 years. “My role is to lead from the front, not asking others to do what I can’t.” “Patience, attentiveness, willingness to step up and do the right (or the most right) thing, even when it may not be the most popular at the time,” said a captain in yachting more than 20 years. “I believe you must lead by example, a true leader cannot be a hypocrite.” “Patience, a cool head, and the ability to criticize myself if I mess up or make a mistake,” said a captain in yachting more than 25 years. “The tools are available for the taking and learning by everyone,” said a captain in yachting more than 15 years. “It is a matter of opening up one’s mind and ears, as well as seeking out advice from established and successful leaders (following certain people on LinkedIn, for example).” Most of those who acknowledged that they don’t have the tools attribute that to the budget or program of the vessel. One took a more philosophical approach. “Leadership is a state of mind, a perceived power that compels others to follow, remain loyal, and serve even under adverse conditions,” said a captain in yachting more than 30 years. “Tools? There are no tools involved.” We wanted to look more closely at this idea that captains might not have what they need to be successful, so
we asked What do you think is the biggest barrier to yacht captains’ ability to lead their crew more successfully? More than half of captains noted that their own abilities (or lack of training in those abilities) is the biggest barrier to being a better captain. “Sometimes our own insecurities or shortcomings or inability to admit being wrong or not actually knowing how to do something creates a roadblock to success,” said the captain of a yacht 120-140 feet in yachting more than 10 years. “Be honest, ask your own questions. You are still the leader.” “Ability or lack of training coupled with a lack of interest in changing their present management style (or lack thereof); in other words, denial,” said a captain in yachting more than 30 years. “Recognizing the problem is the first
step in solving it.” “Not enough captains do a proper apprenticeship these days, i.e. they don’t have the depth of experience to run or understand crew,” said the captain of a yacht larger than 220 feet in yachting more than 30 years. “Most young captains let the first officer run the boat and you end up with a case of the blind leading the blind.” “Way too many captains never look in the mirror,” said a captain in yachting more than 30 years. “They blame their owner, their crew, their contractors and can never figure out why things are always so difficult.” The next largest group, almost a quarter of respondents, opted for “other” and noted that it was experience that most poor captains lacked. “Having tickets but not the
experience and time on the water,” said the captain of a yacht 160-180 in yachting more than 30 years. “Every guy should learn how to sail and also learn to drive single-screw boats with no thrusters in wind and tidal situations.” “A lack of a desire to lead, and rather a desire to be the boss,” said a captain in yachting more than 20 years. “They are not the same.” About 14 percent noted that their leadership ability was hindered by the crew’s willingness to follow. “Lack of respect from the crew as a result of an ego and/or insecurity issue,” said a captain in yachting more than five years. A few captains blamed the owner or management company for poor
See LEADERSHIP, page C12
C12 January 2014 STEW CUES: Don’t take it personally
Set and keep boundaries, release control, don’t wait STEW, from page C1 heads do not know how to set and keep good boundaries. They may have been promoted beyond their abilities and are operating outside the realm of their capacity. This can lead to a mad scramble to stay in control of things and, to counterbalance the situation, they may try to influence the outcome of every little thing. In other words, they micromanage. In many cases it is a matter of wanting to feel in control of a situation, to fight off feelings of insecurity or to avoid the feeling of failure or being blamed when things go wrong. Frequently, they are simply repeating the way they were managed in the past and do not know any other way. When managers feel that they have to constantly monitor your performance it could be that they are trying to keep tabs on efficiency. There are steps you can take to respond in a positive manner when you feel suffocated and pressured on your job. Don’t wait until you can’t bear it any longer and have a big emotional explosion and walk off the job. It is far more constructive to confront your boss respectfully and ask for feedback. First, make sure your performance is up to par. You may not be doing as well as you think, but without feedback, how would you know? Make sure you meet all of the requirements of your job. Show that you are trustworthy and
on top of your work. Ask for feedback. By having an open dialogue you can create an opportunity to express your feelings about being constantly monitored, and you may have the chance to tell them you feel bad because you feel like you are constantly disappointing them and even creating extra work for them. Many times when people are super controlling, they really feel they are being helpful. Frame your discussion in a way that makes it clear that you are not criticizing someone’s management style, but that you want to know how to improve your work. Stay positive and respectful. Ask what’s expected of you and how you’re doing, and offer reassurance that you can do your job without such close supervision. Resolve this year that you will not jump to conclusions about things, you will try to be understanding, respectful and considerate of your crew members at all times, and you will not take things personally right off the bat. Alene Keenan has been a megayacht stew for more than 20 years. She teaches at MPT in Ft. Lauderdale and offers interior crew training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Download her book, The Yacht Service Bible: The Service Manual for Every Yacht, on her site or amazon.com. Comments on this column are welcome at editorial@ the-triton.com.
Crew agree: lack of ability is the biggest hurdle for good leaders SURVEY, from page C11 leadership onboard. “I know how to captain a successful yacht and have done so numerous times,” said the captain of a yacht 180200 feet in yachting more than 30 years. “But now on a new boat, the management company does not allow me to hire or fire crew,” this captain said. “How can anyone argue that absentee management works in the long run? You do not open a fancy restaurant in Paris and have the person managing the restaurant living in New York. “Please, let’s stop the madness with poor decisions based on power control rather than what makes sense,” this captain said. We asked crew this same question and got similar responses. More than half said it was captains’ own abilities or lack thereof that hindered success onboard. But 20 percent said it was crew’s unwillingness to follow.
The third most common response was “other,” including ego and attitude. “Not realizing the crew wants to learn and get direction,” said a first officer in yachting more than 20 years. “And taking no action after listening to crew.” “While it may be a combination of all of the above, the biggest challenge is those who do not look at this as a career and do not take their behavior, personally or professionally, seriously,” said a chef in yachting less than 10 years. Again, few blamed the owner or management company for onboard leadership issues. Lucy Chabot Reed is editor of The Triton. Comments on this survey are welcome at email@example.com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, e-mail lucy@the-triton. com to be added.
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Published on Dec 20, 2013