www.The-Triton.com | March 2020
Fire losses a warning: Know insurance details By Dorie Cox No one wants to burn through a $20 million loss like the 102-foot M/Y Polar Bear in 2014. The yacht was in for repairs when welding started a fire. Neither the yacht owner nor captain had notified the insurance company of the work. The yard contract had been signed and subsequently, the loss was not covered by the insurance company.
The yacht owner signed the ‘I’m holding you harmless’ clause, said John Jarvie, vice president of Oversea Yacht Insurance, who served as an expert witness on the M/Y Polar Bear case. The owner reasoned the cost of repairs would be below the deductible, according to a story in riskandinsurance.com. “That voids your insurance policy,” he said. “If you hold harmless, you void.” The Polar Bear case eventually
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Celebrating 15 years
settled, but it highlights something that insurance experts urge their clients to do regularly: Talk to your broker before doing anything to the yacht, even going in for “affordable” repairs. After last year’s fires on the 161-foot M/Y Lohengrin, the 107-foot Reflection, and Andiamo, the 120-foot Benetti, yacht captains, owners, insurance com-
News USCG will no longer offer walk-in mariner exams as of April 6. 5
Where in the World Crew from 18 yachts gather in St. Thomas for fun and learning at the Caribbean Crewfest. 30
See INSURANCE, Page 44
STANDING ORDERS Some of the crew of M/Y Claire, a 150-foot Trinity took a break for a photo during the Miami Yacht Show. The main part of the event was held in downtown Miami for the second year at One Herald Plaza. The larger yachts in the show were docked at Island Gardens Deep Harbour Marina with water taxis connecting the two locations for the show that ran Feb. 13-17. For more see Page 22.
Rules of the Road Noncompliant bareboat charters in U.S. face severe penalties. 12
Crew photo galleries N&J hosts Winter Captain and Crew Cocktails at LMC. Crew enjoy Triton pizza party and informal networking.
PHOTO/DORIE COX
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Secure@Sea Guard against coronavirus and other contagions on board. 16
Crew dream of moving up, captains aim smaller From the Bridge Dorie Cox
A group of yacht captains with experience at the helm of yachts from 100 feet to more than 250 feet gathered to address a common assumption: Cap-
tains and crew want to work on larger yachts. Each month, The Triton’s From the Bridge lunch meets with a different group of captains to discuss a yacht issue, so we asked this mix of veteran and newer captains if they agree that many in yachting want to go big. We were surprised at the answer: Bigger is not always better when it comes to life at the helm.
“I like 90 feet. It's a good manageable size, you get to do a little bit more and you don’t have a 10- to 12-person crew to deal with all the personalities,” a captain said. “I'm fine with smaller yachts with less than 9 to12 crew,” another captain said. “I'm comfortable in the 120 to 160 range.” See BRIDGE, Page 46
Events Triton Networking
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Next Triton Events
11 50,51 49
Yachting calendar
NEWS
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1, 46 From the Bridge 4
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Contents
March 2020 The-Triton.com
Industry Updates
7, 9 Obituaries 24
Fuel prices
29 Technology 36
Business
38
Onboard Communications
39 Marinas 40
Boats / Brokers
42
Crew News
WRITE TO BE HEARD 52
Letters to the Editor
52
Crew Eye
COLUMNISTS
ADVERTISERS 54
Business Cards
58
Advertiser Directory
Operations
Career
12
Rules of the Road
19
Crew Coach
13
Engineer’s Angle
20
Taking the Helm
14
Refit Matters
21
Crew Compass
15
Sea Science
16 Secure@Sea
33
Crew Health 17
Sea Sick
18
Take It In
Interior
41
32
Culinary Waves
33
Top Shelf
34
Crew’s Mess
35
Stew Cues
WHERE IN THE WORLD
EVENTS
22
Boat Show – Miami
10, 11 Networking gallery
30
Caribbean Crewfest
50, 51 Next Triton Events
53
49 Calendar
Triton Spotter
Editor Dorie Cox, dorie@the-triton.com Associate Editor Susan Maughan, susan@the-triton.com Publisher Lucy Chabot Reed, lucy@the-triton.com Sales and Marketing Manager Robin Meagher, robin@the-triton.com Production Manager Patty Weinert, patty@the-triton.com
www.the-triton.com
Contributors Sara Ammannati, JD Anson, Carol Bareuther, Capt. Jake DesVergers, Capt. Paul Ferdais, Capt. Rob Gannon, Dave George, Mary Beth Lawton Johnson, Alene Keenan, Lauren Loudon, Chef Tim MacDonald, Keith Murray, Camille Penquerch, Corey D. Ranslem, Jordanna Sheermohamed, Capt. John Wampler, Jon Wilson
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Contact us at: Mailing address: 757 SE 17th St., #1119 Fort Lauderdale, FL 33316 Visit us at: 1043 SE 17th St., Suite 201 Fort Lauderdale, FL 33316 Call us at: (954) 525-0029 Vol. 16, No. 12
The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2020 Triton Publishing Group Inc. All rights reserved.
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4 News Master convicted for delayed report The master of tanker Asphalt Spirit was fined 3,000 Australian dollars after failing to immediately report a main engine breakdown that left the vessel adrift off Queensland last year. According to a report by the Australian Maritime Safety Authority, the tanker was en route from Korea to Australia when the main engine broke down at 4 p.m. on Jan. 31, 2019. The incident was not reported to AMSA until after 10 p.m. that night – six hours after the breakdown. Modeling predicted the possibility of the ship running aground at the southern end of North Stradbroke Island within 17 hours if it continued to drift without power. AMSA also reported that the ship’s master did not respond until 1:30 a.m. on Feb. 1 to confirm that the engine damage could not be repaired at sea. AMSA began making arrangements to respond with an emergency tug from Brisbane, but the ship’s insurer instead made arrangements for a tug, which towed the tanker to Brisbane later that day. “Without intervention, the incident with the Asphalt Spirit could have been an environmental disaster,” stated AMSA Chief Executive Officer Mick
INDUSTRY UPDATES Kinley. “It goes without saying that the reluctance from the master and company management to report the incident to AMSA with the urgency that it warranted is completely unacceptable.” On Dec. 9, 2019, the ship’s master pleaded guilty in the Brisbane Magistrates Court to one count of failing to report a marine incident to authorities without delay, as required by section 11(1) of the Protection of the Sea (Prevention of Pollution from Ships) Act 1983. Kinley said the conviction sent a message to the maritime industry. “Failure to report a marine incident without delay places the safety of your ship and crew, as well as our precious marine environment, at further risk and it could result in a conviction that will follow you for the rest of your career,” Kinley stated. For information on incident reporting requirements that apply to vessels in Australian waters, visit www.amsa.gov. au/vessels-operators/incident-reporting.
St. Thomas customs relocated
U.S. Customs and Border Protection operations in the Cyril E. King Airport Terminal and at the Edward W. Blyden Marine Terminal on St. Thomas have been temporarily relocated until further
notice, according to a statement issued Feb. 10. At the CEK Airport, passengers will clear at Checkpoint A near Gate 1. Longer wait times are expected. At the Blyden Marine Terminal, CBP operations have been relocated to the Urman V. Fredericks Marine Terminal in Red Hook. All foreign passenger vessels, including ferries from the British Virgin Islands, will clear CBP at Red Hook until the Blyden Terminal is reopened. The U.S. Customs office at Yacht Haven Grande remains unaffected, and by appointment only, for yacht customers staying at the marina. CBP has relocated its operations to ensure that travel and commerce will not be interrupted while the Virgin Islands Port Authority completes emergency repairs during construction projects underway at both terminals, according to an agency press release.
Report: charter growth in Balearics
According to an annual report on the charter market by the Spanish yacht association AEGY (Asociación Española de Grandes Yates), the number of yachts over 65 feet (20m) registered to charter in the Balearic Islands in the past six
The-Triton.com March 2020 years has grown each year from 13 in 2013 to a peak of 170 in 2017. The 2019 numbers show a decrease of 14% with 134 yachts registered. The AEGY helped persuade the Spanish government to make changes in 2013 to tax legislation that had made chartering in Spain prohibitively expensive and complicated. Since these changes, the AEGY has monitored the growth in the charter market and analyzed the economic impact on the Balearics. The author of the report, Anne Sterringa, senior charter broker for Camper and Nicholsons and a member of the AEGY board, suggests that the 2019 decrease is partly due to the VAT rate in Spain being higher than in other EU countries, as well as local bureaucratic procedures. However, according to the association, a unification of procedures was achieved in 2019 and is expected to result in a more streamlined process for registering charters this year. AEGY President Diego Colon said the association is lobbying the government and the European Commission to eliminate the matriculation tax. For more information, visit aegy.org.
Iridium to provide GMDSS service
Iridium is now the second mobile
March 2020 The-Triton.com satellite system to be officially approved as a Global Maritime Distress and Safety System (GMDSS) service provider. The International Mobile Satellite Organization (IMSO) presented a Letter of Compliance to the company at its headquarters in McLean, Virginia, on Jan. 13. Created by the U.N.’s International Maritime Organization (IMO), GMDSS – for which IMSO is the regulator – is a safety of life service, connecting ships in distress with Rescue Coordination Centers around the world. “The addition of new providers such as Iridium for GMDSS services can help to create safer seas for all mariners,” said Capt. Moin Ahmed, director general of IMSO, who presented the letter to Iridium CEO Matt Desch. It took about seven years for Iridium to achieve this goal, according to a company press release. Iridium’s authorization to provide GMDSS service includes extending this service to the growing number of ships in the waters of the Arctic and Antarctica, otherwise known as Sea Area A4. The new Iridium GMDSS terminals will combine the key three GMDSS services – distress alert, distress voice and Maritime Safety Information – in one global, compact terminal, according to
INDUSTRY UPDATES the company. These terminals can provide both normal and emergency communications, including Ship Security Alert System (SSAS), Anti-Piracy/Citadel Communications, and Long-Range Identification and Tracking (LRIT). For more, visit iridium.com.
Website reports status of Abaco
AbacoUp.com has been launched to help connect Abaco residents, visitors and customers with open and operating businesses and service providers in the northern Abaco Islands. The new website is expected to remain online throughout the islands’ recovery period from the devastation of Hurricane Dorian in September. The website includes a search tool for finding the open or closed status of businesses, updated contact information and current hours of operation. Site visitors can search by cay or by business type, or they can type in the name of a specific business to check its status. While the first launch of AbacoUp. com contains mostly businesses with a physical location, the next round of updates will also include names and contact information for local residents who have lodging, boats, cars, or other resources available for rent or hire, ac-
cording to the site’s managers. AbacoUp.com was developed by The Waite Company, a Florida-based public relations company, in response to the communications challenges about available resources in the affected areas.
USCG to end walk-in exams
The National Maritime Center has announced that it will no longer offer walk-in exam services at its Regional Examination Centers. Beginning April 6, all exams must be scheduled at least two business days in advance. After a mariner has received a letter indicating approval to test, he or she can schedule an appointment to take the exam in one of three ways: l Using the Schedule Exam/REC Appointment link on the Examinations page of the NMC website at https://tiny url.com/vn2e8xw. l Calling the NMC Contact Center at 1-888-IASKNMC (427-5662). l Contacting the NMC Contact Center by chat at https://tinyurl.com/ USCGchatlink. All RECs will have two exam periods daily: a 3 1/2-hour morning session and a 3 1/2-hour afternoon session, with a minimum half-hour break between sessions. Specific times listed on the REC
Career News
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website at www.dco.uscg.mil/nmc/recs/. NMC will allow mariners who finish a module early to take additional modules during an examination period, but will not give additional time to complete the extra modules. Requests for additional modules during a specific exam period must be coordinated with the REC staff at the time of examination. The agency said there will be no changes to the First Class Pilot examination process. Appointments are recommended for all other services.
Singapore show postponed
The Singapore Yacht Show 2020, scheduled for March 19-22, has been postponed until October because of the coronavirus epidemic. Andy Treadwell, CEO and founder of the show, posted the following message on the show’s website: “On Friday, 7 February, the Ministry of Health upgraded its Disease Outbreak Response level to Orange, which means we should now all do everything in our power to limit further spread of the virus. We have therefore reluctantly decided to postpone our 10th anniversary edition.” New dates are under discussion with the host venue, ONE°15 Marina. For more, visit singaporeyachtshow.com.
6 News
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orthrop & Johnson hosted the 2020 Winter Captain and Crew Cocktails on the deck at Yot Bar and Kitchen overlooking the docks at Lauderdale Marine Center on Feb. 6. More than 100 yacht captains, crew and businesses from the Fort Lauderdale yard attended and networked with food, drinks, and live music. Photos by Dorie Cox and Lucy Reed
The-Triton.com March 2020
News
March 2020 The-Triton.com
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OBITUARY
Drew Cooney, Lauderdale Propeller Service owner, dies By Dorie Cox
Longtime Lauderdale Propeller Service owner and president Drew Cooney died on Feb. 7 “after a very long threeyear battle with cancer,” according to his sons. He was 65. Lauderdale Propeller Service (LPS) has been in business in the Fort Lauderdale area since the 1940s. Mr. Cooney took over in 1985 when the shop was located near Derecktor. In 1994, he moved it to its current location on State Road 84. Mr. Cooney’s sons have assumed the business, Brandon Cooney as president and Chase Cooney as general manager. They said their dad would probably like to be remembered as a hard worker. “He was dedicated to making sure that everyone was OK,” Chase Cooney said. “He really helped so many employees.” Mr. Cooney was also known for his kind heart and sharp sense of humor. “He was good at smack-talking,” Chase said. “He was quick to point out what you were doing wrong, but to also let you know he loved you. “I told my friends that if he wasn’t talking smack to you, he didn’t like you.” Both sons played professional baseball in tjor League Baseball; their dad was their coach when they were young, even though he himself played football as a punter and kicker in college in North Carolina. After their baseball careers – Bran-
Drew Cooney Jan. 27, 1955 Feb. 7, 2020 don played seven years with the Baltimore Orioles; Chase played three years with the Chicago White Sox – both men started with the company in the service and parts department. “When I joined, he threw me in at the counter and said, ‘Learn as much as you can, as fast as you can’,” Chase said. “When Brandon came, I said ‘good luck’.” Capt. Karen Sue Newberry brought her first set of propellers in for repair in the late 1980s and continued working with Mr. Cooney in her career as a mate, purser and captain. She considers him one of biggest icons in the local marine industry. “He really helped make my career in yachting,” Capt. Newberry said. “He stood out because he’s the type of person that, if you called from the Bahamas and needed something done, it was done today, not tomorrow. “He made sure, whether we were on a charter or a trip, that we made that trip happen.” Dorie Cox is editor of The Triton. Comments on this story are welcome at editor@the-triton.com.
FROM OUR READERS Always a smile, took care of customers
Anyone who knew Drew loved him; he was that kind of guy. Long after I left Lauderdale Propeller, I would go visit him at the boat shows where they had their display. Drew was always happy with a smile and easy to get along with. I worked with them in 1999 and learned a lot about the shipyards down State Road 84, as that was my route. I got to drive the big van/truck and met so many of the shipyard personnel down south and still know them to this day. He will be sorely missed … always happy and smiling. God bless you, Chase and Brandon. I
know that he was so proud of you then and is looking down on you both with a big smile. My thoughts and prayers go out to all that I used to work with at Lauderdale Propeller, as I am sure some of you are still there. Kristy Fox via the-triton.com My condolences to the family; he was indeed a loved man. Always took good care of his customers. Any problem I had, I could always take it to him and always get it solved. Woody via the-triton.com
8 Crew News
The-Triton.com March 2020
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bout 20 yacht crew joined a Triton pizza party at one of Smart Move Accommodations' crew houses in Fort Lauderdale in mid-February. The event offered a small-scale networking opportunity for the crew and The Triton to learn more about each other. Photos by Dorie Cox
March 2020 The-Triton.com
OBITUARY
Career News
Derecktor parts manager Richard ‘Dickie’ Doolin dies By Dorie Cox
Richard Doolin, known as Dickie, the former parts manager at Derecktor Dania, died on Jan. 29. He was 91. Mr. Doolin had been a familiar face at the yard during his 24 years with the company. “Quick with a smile, Dickie lived every day to the fullest,” wrote James Brewer, business development director at Derecktor Dania. “He passed away on his own terms, and will be missed by everyone who knew him.” Mr. Doolin was featured in an article in a company publication in late 2019 written by Ken Imondi, COO of Derecktor, excerpted here: “At 91 years young, he takes pride in providing his colleagues with everything needed to get the job done right. ‘We handle the needs of each boat, large or small, with the same enthusiasm,’ Dick says. While he carries himself with the level of professionalism and craftsmanship expected at Derecktor, it’s his sense of humor that keeps him feeling youthful. “When asked about his greatest achievement, Dick chuckled and said,
Richard (Dickie) Doolin April 21, 1928 Jan. 29, 2020 ‘Besides not getting fired? Working in the stockroom is as good as it gets. My fellow employees are nice and easy to work with, plus I find the job interesting. It also pays to remain active.’ “As for his future, ‘I have no idea how long I’ll keep working, but I have no intention of leaving anytime soon. Fortunately, I’m blessed with good health.’ “Dick joined Derecktor in 1996 in his sixties, and he has been a diligent and reliable employee throughout the years. He has run the stockroom, for the most part singlehandedly, taking care of stocking inventory and the distribution of parts and materials to all the trades. “His co-workers are continually inspired by his work ethic, integrity and discipline – he shows up to work every day with a great demeanor and collaborative attitude.”
Mr. Doolin ran the stockroom at Hatteras for a dozen years. Before that, in the 1980s, he worked at Broward Marine, then on the New River, according to his good friends Peter and Nance Fowler. “The world lost one very special man early this morning,” Nance Fowler wrote on Jan. 29. “Dickie applied for that job [at Derecktor], after working at Broward Marine and Hatteras, when he was 68 years old, and he was at his post until just two weeks ago at nearly 92 years old. “No accident. No illness. Just plain worn out from a wonderful life and living his dream,” Fowler wrote. “His smile and easy-going humor will be missed by all.” Mr. Doolin was “at our table every Thursday night for dinner for the last 35 years, when we were in town,” Fowler wrote. “It's a huge loss for Peter and I personally. There's a huge hole ... huge. Everyone loved him. The old goat.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.
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FROM OUR READERS
Loss of ‘legend’ felt by many
Oh no!!! Big loss. Condolences to his family. Harry Persaud via Facebook RIP Dickie, you were an absolute legend! Engr. Dave Sner What a wonderful write up. Loved the photos. We should all strive to have the work ethic and integrity that Dickie had. Tiffany Graves via the-triton.com It wouldn’t be Derecktors without him. Such a pleasure to know. He will be missed by many. Larry Ebbitt via the-triton.com Sad news. A big loss for the Derecktor family. He will be missed. Condolences from the M/Y Go Fourth crew. Capt. Tedd Greenwald via Facebook
10 Triton Networking THE YACHT GROUP
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ore than 225 yacht captains, crew and industry professionals gathered on 17th Street in Fort Lauderdale for Triton Networking with The Yacht Group on the first Wednesday in February. Attendees toured the showroom, tested equipment, and enjoyed snacks and beverages. Photos by Dorie Cox
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March 2020 The-Triton.com
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early 2250 yacht captains, crew and industry folks stopped by Triton Networking with Lewis Marine Supply on Feb. 19 to check out the renovated storefront, tour the updated warehouse and nibble on tasty barbecue. Representatives from the company’s large yacht-specific concierge service, Supreme Marine, were also on hand to answer questions about the fast-growing provisioning division. Photos by Dorie Cox
LEWIS MARINE
Triton Networking Career 11
Operations News 12 Crew
The-Triton.com March 2020
Bareboat charters face severe penalties if not in full compliance Rules of the Road Capt. Jake DesVergers
In the southeastern United States, the U.S. Coast Guard continues to implement an aggressive program to eliminate illegal charters. During the past year, multiple voyages have been terminated. In some cases, legal action was taken by the federal government against the operator. Sentences ranged from monetary fines and probation to prison time. Why are so many yachts running afoul of the regulations? In order to be in full compliance for a bareboat charter, there are certain criteria that must be met. These requirements can be found in the Passenger Vessel Safety Act of 1993. In simple terms, a bareboat charter is a written agreement that provides no crew and the crew is not specified by the yacht’s owner. In this type of agreement, the charterer pays the crew. Furthermore, the charterer has the option of selecting the crew, while also retaining the authority to dismiss them for cause. Most important to note, full possession
Bareboat U.S. charters must meet these criteria According to the U.S. Coast Guard, there are seven distinct elements that must be met in order to have a valid bareboat charter operation: 1. Crew choice: The charterer has the option of selecting crew. This means that the vessel owner may provide a list of qualified captains, typically three or more, for the charterer to select from or the charterer can find their own crew. If the charterer wants to hire their own crew, then the beneficial owner may require general levels of proficiency. 2. Crew pay: The captain and crew shall be paid by the charterer. and control of the yacht must be vested in the charterer. A bareboat chartered vessel shall not carry more than 12 passengers without
3. Provisions: All food, fuel and stores are provided by the charterer. 4. Expenses: All port and pilotage fees are paid by the charterer. 5. Insurance: Coverage is obtained by the charterer, at least to the extent of covering liability not included in the owner’s insurance. 6. Crew termination: The charterer may discharge, for cause, the captain or any crew without approval from the yacht’s beneficial owner. 7. Inspection: The vessel is surveyed upon delivery and return to the owner. a Certificate of Inspection (COI). This restriction includes a scenario in which two separate charters meet at anchor, each with 12 passengers, and decide to
raft. At no point can either of the yachts carry more than 12 passengers. A charter yacht is considered to be carrying “passengers” whether moored or underway. The charter operation starts at the time the contract is signed. This includes when the yacht is moored, anchored, or any other operation for that pre-determined period of time. The owner of the yacht may not serve as the captain, be part of the crew, or in any way be on board during the vessel’s charter. If the owner of the yacht is involved in any of the mentioned actions, the requirement of relinquishing ownership is not met. If one determines that a potential bareboat charter may not meet the specific regulations, the US Coast Guard invites direct communication to clarify any and all concerns. The Prevention Department at the Sector Command where the yacht is located should be contacted. Details are listed online at: homeport.uscg.mil Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (yachtbureau. org). Comment at editor@the-triton.com.
March 2020 The-Triton.com
Operations 13
Leaving safety systems undone in rush of repair courts disaster Engineer’s Angle JD Anson
Many times during repairs, engineers are rushed to complete the task and get the system running again. Unfortunately, this means that often safety systems and protections that were removed to facilitate the repair are left undone with the expectation that they would be reinstalled at the next opportune time. These items can be as simple as a physical guard to keep fingers attached to hands, or a complex arrangement of sensors protecting against unseen hazards such as electrical shock. While done with good intentions, leaving these protections undone removes a designed safety from the system. This could cause injury or death to an unsuspecting crew mate. Engineering spaces are inherently dangerous areas with many parts that are hazardous because of heat, shock hazard or movement. Pumps that are not close-coupled require physical guards over the coupling mechanisms to prevent fingers, loose clothing or hair from becoming entangled in the rotating parts. Though small, their mass creates quite a hazard when running at the high speed that they do. I once met a former engineer with an unnaturally perfect set of pearly white teeth. Unfortunately for him, they were not his, but the result of his tie becoming caught in the coupling of a fuel transfer pump. He said the tie fell as he was leaning over the pump and was grabbed by the spider coupling. It instantly pulled him face-first into the pump motor and shattered all the front teeth out of his mouth. After this meeting, I always insisted on clip-on ties for my dress uniforms. Likewise, belt drives are required to have guard cages over the entire belt. Air compressors have large powerful motors driving spoked pulleys to create high air pressure. The kinetic energy of these pulleys could wrench off a finger or two without even slowing for a moment. Air compressors also create high heat at the output and should have covers there to avoid burns. Physical guards are also required to be present around engines. While this may seem a bit silly while tied to the dock, in rough weather it is easy to lose
balance and fall onto a hot engine surface. Those stainless grab bars around main engines are not just for looks. They protect from burns as well as falls into the shaft couplings and other rotating parts. Personal protection is just as vital to crew safety. Ensuring that safety glasses and proper ear protection are stationed at each entrance will help guard against eye and ear damage. Engine rooms can generate noise levels of more than 120db(A). Since IMO regulations require mandatory hearing protection at any exposure over 85 db(A), good quality ear protection is paramount. Remember, only seconds of exposure at 120 decibels can cause permanent hearing loss. Electrical equipment has its own special requirements. One can’t detect an issue without specialized equipment. Since mere milliamps of stray current can be deadly, monitoring for electrical faults is especially critical. Ensuring solid connections and dry environments goes a long way to ensuring safety for users. Ground fault monitors should be checked daily. This can be an early indication of a problem, protecting both crew and the boat. Even though we may be conscientious of doing our repairs correctly, a previous engineer’s ability or diligence is an unknown. Smart practice is to spend some time on a new boat checking for hazards. Besides the obvious missing guards or loose mounts, finding and rectifying something as simple as a bonding wire that was not reconnected could literally save your life. A shorted component can energize a housing, and if there is not a good ground, the circuit breaker will not trip until something makes this circuit complete. A quick check for continuity from each electrical load to the ship’s ground takes but a few moments and can make all the difference. Becoming more diligent in completing tasks correctly and awareness of potential dangers can make for safer working environments on board. If there isn’t time to do it right, there isn’t time to do it again. JD Anson has over 20 years of experience as a chief engineer on megayachts. He is currently project manager at Fine Line Marine Electric (finelinemarineelectric. com) in Fort Lauderdale. Comment at editor@the-triton.com.
Operations News 14 Crew
The-Triton.com March 2020
New yachting traditions will evolve from refit challenges Refit Matters Jon Wilson
The great traditions of the maritime industry have flourished for good reason. Starting with the most fundamental one – the navigational rules of the road – we can be grateful for the elegant ways in which traditions have developed. They have given us protocols and procedures for navigating in all types of situations. And when everyone knows and abides by those rules, maritime navigation is relatively safe, predictable, and largely uneventful. Principles of design and construction have become established in similar ways over decades – centuries, in fact – because designers and builders learned from mistakes, or built upon successes. Good ideas were shared – or adapted – by others striving for better solutions to age-old challenges. It’s not only that necessity is the mother of invention. Imagination itself drives innovation in ways that are exciting and inspiring. The same can be said about every aspect of shipboard practice, and it should also apply to the business of major yacht refits. And while there are many deeply experienced refit shipyards that achieve astonishing results for owners on time and within situational budget parameters, there are other projects that turn into something else altogether. So why do certain refit projects go so out of control in those ways that they do? What are the common denominators that descend upon certain projects, turning them into shocking and sometimes outrageous stories? And notwithstanding how great it is that there are specialists who can come in to a project and “turn it around,” it’s still an outrage that there’s a need for these specialists in the first place. The damage done to the refit industry by what amounts to malpractice is working against the shipyards, technicians and trades that bring legitimate experience, excellence, integrity – and perhaps most important – innovation to their endeavors. How do we mix innovation with tradition? An example worth sharing recently came to our attention. We’re all familiar with the application of “soft” panels on certain overhead and bulkhead surfaces, where traditional hard-panel construc-
tion can bring increased weight, high acoustic resonance, and limited access to hidden systems. Innovations in soft panels have offered attractive solutions, but access issues have continued to challenge crew. Fort Lauderdale-based yacht craftsman Wil Fisher found a solution. As he writes for Repair & Refit Report this month, “Hayfu II is an 82-foot luxury catamaran motor yacht. She’s very well built, inside and out, but certain systems and structures have begun to age. Because a water leak had developed somewhere in the overhead and was staining the Whisper Walls fabric system installed to save weight, the crew called me in to create an access point in one of the walls. I began by trying to gain access through the overhead panels, but I found to my surprise that the crew was virtually “locked out” of their own overhead spaces. All the electrical runs, plumbing, piping, and all visual access to the structure itself – including hidden sources of leaks, for example – was out of their reach, except at tremendous inconvenience and work, not to mention risk of possible damage by crew members inexperienced with that system. “I offered what I thought was a simpler and more sustainable solution. We could replace the Whisper Wall system with separate, individually wrapped panels, and use the Fastmount hardware and panel-mounting system instead. The owner and crew agreed to try it in the main salon and one guest cabin, but only one week into the project the crew, having seen the obvious benefits, asked me to fit out the entire yacht with the system. They could see that one person, even one with no experience in panel removal and replacement, could have complete access to every previously inaccessible space, nook and cranny throughout. And because every panel now has a hidden access point that doesn’t impinge on its beauty or aesthetic look, the panels can be easily removed. To the untrained eye it’s simply a ceiling. In addition, the new panels actually serve to dampen noise better than fabric alone.” Innovation is happening all around us. We just have to pay attention, and encourage it whenever we can. It’s how traditions evolve. Jon Wilson is editor of Repair & Refit Report (www.refitreport.com). Comment on this column at editor@the-triton.com.
CrewCareer News 15 Operations
March 2020 The-Triton.com
Upgrades in weather models offer better solutions for forecasts Sea Science Jordanna Sheermohamed
Weather forecast models have become much more sophisticated as computing processing power has increased. It stands to reason that a better forecast means more accurate and better lead time to prepare for environmental disasters. But what exactly happens under the hood with these weather models and how do these upgrades help with producing a better weather forecast? A weather model is a computer program designed to take actual weather observational data as input and predict a potential outcome based on the laws of physics – the movement of mass, energy and forces through space and time. Somewhere in its output, a forecast is made with some degree of accuracy in place, but this will rely on several important factors. First is the quality of the input data; ideally, frequent data with a high degree of accuracy would be best. Frequent can refer to the geographical distribution
of measurements or in the frequency at which the measurement occurs – continuous, every 15 seconds, every minute, every hour or even every day. Every day, twice a day, 900 weather balloons are simultaneously released across the world, allowing a vertical snapshot of the atmosphere’s major weather parameters at several levels: temperature, pressure, dew point, wind speed and direction. This real time data will be used as input for a weather model. The second major factor is the computing power of the machine that will be processing the data. One processor is great, but a million is clearly better. A faster machine gets a forecast out earlier or allows for multiple potential outcomes to simultaneously run. The third major factor is the way a specific weather model weights the microphysical processes of the atmosphere. The program algorithms will incorporate atmospheric physics, the laws of fluid dynamics, mathematical laws and a statistical analysis of the data crunched through the program. The unique skill of a weather model rests on the ability to juggle all of the
above, in addition to integrating how Earth’s spheres may influence weather conditions, especially ocean dynamics and land/water formations. In recent years, there has been concern over the lack of capturing ocean/atmospheric interaction in the models; having that closely interpreted in the model physics would likely create a better forecast. When it comes to global models, the major players include the American Global Forecast System (GFS), the European Center for Medium Range Forecasts (ECMWF), the U.K. MetOffice’s UKMET, and the Canadian Meteorological Center (CMC).Regional models that focus on smaller regions under a National Oceanic and Atmospheric Administration jurisdiction also tend to do well up through the short range, such as the NOAA High Resolution Rapid Refresh (HRRR) and the National Blended Model (NBM). The U.K. recently indicated an intention to spend about $1.6 billion on a new weather and climate model supercomputer to replace its current model, which will yield a sixfold performance increase. This massive upgrade in
computing power will allow for better resolution in both the horizontal surface of the earth, and the vertical levels of the atmosphere. In comparison, the American GFS was given an upgrade in 2019, which was to increase performance by 50% and adding 60% more storage capacity for observations. Because weather balloons can’t be launched over the ocean with the same frequency as they are over land, the open ocean is practically a data desert when it comes to weather models. This makes it one of the hardest types of forecast outputs to produce. Surface wind measurements over the ocean are often derived from satellite data, which brings its own difficulties in frequent global coverage. This is also why many of the maritime forecasts lean heavily on the forecaster’s knowledge of geographical influences and nuances of atmospheric pressure patterns. Jordanna Sheermohamed is president and lead meteorologist of Weather Forecast Solutions, a weather-forecasting firm (WeatherForecastSolutions.com). Comment at editor@the-triton.com.
Operations News 16 Crew
The-Triton.com March 2020
Outbreaks such as coronavirus pose security risk to yachts, too
depending on the vessels overall location and operations. It is also a good idea to have some type of medical reach-back Corey D. Ranslem service you can access with qualified doctors. This type of service is great for questions regarding common illnesses as well as life-and-death emergency situations. It isn’t typical for a security columnist to write about the outbreak of a vi- Medical reach back is a resource that will rus or disease. However, this column is help protect the vessel for a reasonable cost. Reach back can also help you set up called Secure@Sea, and understanding the basics of the novel coronavirus out- an onboard plan when it comes to dealing with medical issues. break is important to the overall safety There are several steps recommended and security of any vessel, including a by both the WHO and the U.S. Centers large yacht. for Disease Control when it comes to Throughout my time in the Coast protecting yourself and your vessel from Guard, we dealt with the common cold the spread of this virus or any others. or an occasional intestinal viral outThese steps can also be put in place break on board our cutters. One thing I learned very quickly is that if one person when it comes to dealing with common colds. The following are recommended: got sick on board, several people on board would have some type of symp Avoid close contact with people toms. This is true for cargo ships, cruise who are sick. lines and large yachts. Avoid touching The fact that cruise lines your eyes, nose and When it comes to have the highest incident mouth. protecting your of viral outbreaks is due Stay home or isovessel, whether to the number and movelated in your cabin when ment of passengers in you are sick. security- or such a short time period. Cover your cough or medical-related You typically don’t see sneeze with a tissue, then issues, it always this with large yachts, but throw the tissue in the starts with a good it can happen. trash. foundational plan. The current situation Clean and disinfect with the novel coronavifrequently touched objects rus – or COVID-19, as and surfaces using a regudesignated by the World Health Organilar household cleaning spray or wipe. zation – is rapidly changing. This disease Follow CDC’s and WHO’s recomcreates a situation much different from mendations for using a facemask. other diseases of similar pathophysiology Wash your hands often with within the current age. As of the writsoap and water for at least 20 seconds, ing of this column, there are more than especially after going to the bathroom, 72,000 confirmed cases, close to 2,000 before eating, and after blowing your deaths worldwide, and slightly more than nose, coughing or sneezing. 11,500 who have completely recovered. If soap and water are not readily The majority of these cases are loavailable, use an alcohol-based hand cated within a large area of central and sanitizer with at least 60% alcohol. Aleastern China, however, there are sevways wash hands with soap and water if eral reports and confirmed cases of the hands are visibly dirty. disease within other countries, includIf several crew members contract ing the U.S., Canada, the U.K., France some type of sickness it could cause and several others. Currently there potentially major issues with the vessel’s are no reported cases within any of the safety and security, especially when countries in the Caribbean. The second you are underway. Keeping your vessel largest concentration of cases – more Secure@Sea involves not only security than 450 – is on a Princess Cruise ship issues, but safety and medical as well. currently docked in Japan. When it comes to protecting your Corey Ranslem, CEO at International vessel, whether security- or medicalMaritime Security Associates (www. related issues, it always starts with a good imsa.global), has more than 24 years of foundational plan. You should have a combined Coast Guard and maritime good medical kit and someone on board industry experience. Comment at editor@ with basic-to-advanced medical training, the-triton.com.
Secure@Sea
March 2020 The-Triton.com
Crew Health 17
Vaccine is pricey, but avoiding shingles is worth every penny Sea Sick Keith Murray
As I am writing this, I can still feel the nerve pain and headache from shingles. It has been over three weeks and although the pain is subsiding, I am not yet 100%. I am not complaining, because it could have been a lot worse. My friend Robby is still recovering from shingles, and his outbreak was not only on his face – it was on his lips, inside his mouth and on his tongue. He said the pain, which he described as bees stinging the inside of his mouth, literally made him cry. My symptoms started off with a very bad headache, elevated blood pressure, and a rash about the size of a quarter on my forehead. I thought the rash was from rescuing a litter of kittens the day prior, after the mother cat was hit by a car. I am allergic to cats, but I still rescued the kittens and bottle-fed them until a new home was found. The headache I assumed was from elevated blood pressure – and that, I figured, was from work-related stress. After several days of not feeling well, I went to an urgent care clinic, where a doctor told me it was most likely shingles. I was instructed to start taking medication immediately: Valacyclovir, three times a day for seven days. Valacyclovir, the generic form of the brand Valtrex, is an antiviral medication that is used to treat shingles, but is also used to treat oral and genital herpes. What causes shingles? Shingles occurs when the virus that causes chickenpox reactivates in your body. Most of us had chickenpox as children and forgot about it. What happens is the chickenpox virus goes to sleep in your nerve roots. In some people, it stays dormant forever. In others, the virus “wakes up” when disease, stress or aging weakens the immune system. For me, it was stress that woke up the virus. Is shingles contagious? Yes, and no. According to the Centers for Disease Control, a person with active shingles can spread the virus when the rash is in the blister phase, but only to someone who has never had chickenpox. If you had chickenpox, you usually have antibodies against the virus in your body and won’t catch shingles from someone else. The patient is not infectious before the blisters appear or once the rash crusts. The virus also doesn’t spread
when the blisters are well-covered. Anyone who has had chickenpox is at risk for getting shingles. The risk goes up as you get older – shingles is most common in people over age 50 – but even children can get it. Most people who get shingles will make a full recovery and are unlikely to get shingles again. According to the CDC, about one out of every three people in the U.S. will develop shingles, also known as herpes zoster, in their lifetime. An estimated 1 million people get shingles each year in this country. Early signs of shingles include burning or shooting pain, and tingling or itching. Typically, shingles is on one side of the body or face. The pain can be mild to severe. My pain was about a 7 on a scale of 10, while my friend Robby experienced a 10 on the pain scale. One to 14 days later, you will get a rash. It consists of blisters that typically scab over in 7 to 10 days. The rash is usually a single stripe around either the left or the right side of the body. In other cases, the rash occurs on one side of the face. In rare cases, usually among people with weakened immune systems, the rash may be more widespread and look similar to a chickenpox rash. Other symptoms that can occur are fever, headache, chills and upset stomach. There is a vaccine to prevent shingles or at least lessen its effects. The CDC recommends that healthy adults over age 50 get the Shingrix vaccine. Shingrix requires two doses, given two to six months apart, at a cost of about $150 per dose. I plan to get the vaccine as soon as my symptoms are gone – just in case. The irony is that I predicted I would get it. While watching the 2019 World War II movie “Midway” with my father, I saw Fleet Admiral William “Bull” Halsey suffer with shingles, where ultimately he had to be taken off the ship and hospitalized. So, I wrote myself a note to get the vaccine. A week later I went to the pharmacy for my flu shot and asked for the shingles vaccine at the same time. I was told that I can’t get both at once, to pick one and come back in a week for the other – guess which one I picked? Moral of the story: If you are over 50, don’t make my mistake – get the vaccine. It’s worth every penny not to suffer shingles. EMT Keith Murray provides onboard CPR, AED and first-aid training as well as AED sales and service. His company can be found at TheCPRSchool.com. Comment at editor@the-triton.com.
18 Crew Health
The-Triton.com March 2020
Prescription for weight control: Meal timing, moderate exercise Take It In Carol Bareuther
Eat breakfast like a king, lunch like a prince and dinner like a pauper. Add moderate exercise to this age-old wisdom and you’ve got the prescription for weight loss or weight maintenance without necessarily following a special diet. These are the results and take-home recommendations of two recent studies. In the first, Australian researchers writing in the January 2020 issue of Exercises and Sports Sciences Review looked at the effect of what they termed time-restricted eating, or TRE. This means eating over 8 to 10 hours a day so
When the Australian researchers rethat the other 14 to 16 hours of the day viewed previous studies, they found that you’re, in effect, fasting. What led the a limited eating “window” researchers to look at the of less than 10 hours a day idea of TRE was the realResearchers helped in weight control. ization that our ancestors’ found that a Specifically, in one study, biological clock, including limited eating overweight subjects lost when they ate, was set by ‘window’ of less 3% of their body weight by natural factors like sunrise than 10 hours eating 20% fewer calories by and sunset. The rise and fall eating over 10 hours rather of various hormones in our a day helped in than 14. An example of 10 bodies operates much the weight control. hours is having breakfast at same way today. 8 a.m., dinner just before 6 However, our lifestyle is very different. We can keep lights on any p.m. and lunch somewhere in the middle. Researchers noted that the TRE suchour of the day, and we have round-thecess could be because what we eat often clock access to food. Add in not getcorresponds to time of day. In other ting enough sleep or exercise to today’s words, perhaps these subjects weren’t lifestyle, and these are all key culprits having that big bowl of ice cream, bag of causing the current obesity epidemic.
PHOTO/DEAN BARNES
chips, or box of cookies while watching TV at night because they didn’t eat after a certain time. They did note that eating earlier in the day proved more beneficial than a 10-hour span running later, such as noon to 10 p.m. A bonus in this research is that subjects maintained their weight loss for a year, yet they didn’t change what or how much they ate. This makes the idea of TRE a practical, even painless, method of long-term weight control. The second study found that adding exercise wasn’t only a way to burn calories, but to help curb appetite and make it easier to stick to a calorie-reduced diet. Specifically, U.S. researchers writing in the March 2020 issue of the Journal of Health Psychology found that when study participants engaged in an hour of moderate physical activity, the odds of overeating or “going off their diet” dropped from 12% to 5%. This they ascribed to the appetite suppressing effect of exercise. Interestingly, the researchers noted that moderate exercise was better at decreasing appetite and overeating than vigorous activity. That means, a brisk walk, game of doubles tennis or bike ride at less than 10 mph might be better exercise for appetite control than swift running, swimming laps or aerobic dancing. Taken together, these two studies suggest that limiting eating to 10 hours and adding moderate exercise to your day can be potent, yet rather painless, ways to reach or maintain a healthy weight. Of course, while neither study directly addressed diet, eating nutrient-rich foods is always a plus. This means plenty of fruits and vegetables, whole grains, low-fat dairy foods, and lean proteins from meat, poultry, fish, nuts, seeds and beans. Carol Bareuther is a registered dietitian and freelance health and nutrition writer. Comment at editor@the-triton.com.
Career 19
March 2020 The-Triton.com
Working on attitude, habits will help crew stay on top in the job Crew Coach Capt. Rob Gannon
Recently I ran into a former coaching client of mine. She originally contacted me after breaking into the yachting industry a couple of years ago. We had not been in touch for quite a while, so we had some catching up to do. Turns out she is out of the industry now, but she doesn’t regret diving in and, overall, really enjoyed the experience. As we reflected back on our time together in the coaching process, I asked her if there was anything in particular she remembers or took away from those sessions. Without much hesitation, she said: attitude and habits. She then reminded me about our prior conversation. She had been interested in knowing what it took to be successful in the yachting world. What two traits or attributes should she work on and stay on top of? She said she never forgot my answer (which I was flattered to hear) – that if you want to pick just two, start with attitude and habits. I remember stating at the time that it really didn’t matter what field one is going into, or is already in, but as crew in yachting, where you may be living and working together, things can get magnified. Keeping on top of the attitude and the habits can be a savior. Let’s just look at attitude for a moment. I know, we’ve all heard the expression “attitude is everything,” and although I don’t know if anything is everything, a healthy attitude is pretty up there in importance. We have all seen it around us on board, and probably have had to check in with our own. Attitude – both good and bad – is a force. It’s an energy that is felt, and it has an effect on oneself and on others. We have all been around a “Negative Niles” or “Debbie Downer” – or even a “Let’s Talk Behind Everyone’s Back Brad.” It’s not fun, not cool, and it becomes a drag and a negative force that’s got to be stopped. It can actually go as far as costing you your job. I know – I’ve seen it happen. Someone has to be let go because it “just isn’t working out.” Poor attitude can lead to poor job performance, which can lead to being shown the door. All avoidable if the attitude was just checked and adjusted. Now, with that being said, sometimes a position or a situation is truly not right for someone. Being a newer part of a team, there probably isn’t much say in how things are being done. It might be
and can kick in as soon as we wake up time for a decision about whether this can work for us. It might be time to look to start the day. Are there good habits for other opportunities and leave on our in place to get things rolling? I have own terms rather than let the attitude go worked for a few wealthy, successful down, sour this experience and possibly yacht owners, and one thing I noticed about them is that damage our reputation. they are always ready It’s also wise when Attitude – both good to start the new day. working with someone and bad – is a force. It’s They weren’t dragging with clearly a healthier an energy that is felt. along in some mornattitude than our own ing fog. They would to see if we can raise be showered and dressed well, and after our own, maybe even model ourselves a good breakfast, ready to get on with after their positive influence. That apthe day. This readiness and presenting proach will always serve us better than ourselves well is a good habit. How do being annoyed by them or mocking we look? Is the uniform clean? Are we them to others. rested? OK, let’s go, let’s do it. Good, healthy habits can also aid us Try to carry the good habits through in staying on track and moving forward. the day and right up to preparing for This can include a whole lot of areas,
sleep. We don’t have to get obsessive or nuts about it, but a little self-discipline and finding a routine to perform well in a demanding position is not a bad idea. Now there are also the thought and reaction habits, but that is a whole column in itself, so I’ll save that for another time. When we take a look at it, I think you might see how attitude and habits are not really separate entities. There is a connection there; the one will either help out or hinder the other. It’s our call, it’s our choice. Choose wisely, my friends. Enjoy the voyage. Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comment at editor@the-triton.com.
20 Career
The-Triton.com March 2020
Job expertise doesn’t happen without intentional practice Taking the Helm Paul Ferdais
I was recently on a boat doing a stern-to anchoring in a bay. The plan was to set the anchor, then back up toward and attach to some rocks to secure the vessel for the night. Before the maneuver, there was a team meeting to describe what was to be done and what everyone’s task was. The bosun was on the bow operating the windlass, paying out the chain while the captain backed the boat into position. As the boat was reversing, the captain was on the radio to the bosun, asking to know how much chain was in the water, how tight the chain was and asking for more chain to be paid out. The bosun may have been a little inexperienced or not completely focused on his task – at the beginning, when the captain asked for the anchor to be dropped and two shackles to go in the water, the bosun proceeded to drop the anchor and let the chain run and run, without control on the windlass, dumping the chain in a big pile on the sea floor. After a short time, with the sound of the chain running, the captain rushed to the bow to tell the bosun to stop the chain and control the descent. The captain then returned to the wing station. The bosun was visibly flustered. Next, the bosun was asked to pay out another shackle of chain when they were getting the vessel into the final position. Unfortunately, apparently no one on the bow was paying attention to the paint marks on the chain and the final end of the chain came out of the chain locker and went sailing through the hawsepipe. The only thing keeping the chain from completely dumping into the sea was the safety line attached to the last link. There was much radio chatter, the captain came to look and then called the engineers to the bow to assist with the chain retrieval. Fortunately, everything worked out in the end. The point of the above story is that while we put in the effort to keep the boat looking good with wash downs, paint repairs, dock protection, regular maintenance and more, we often overlook keeping ourselves in tip top form with training in job-related duties. It’s often taken for granted that someone with experience gained on another vessel will
know what we need on our vessel. This is, of course, incorrect. What was done on another vessel may be totally different on this boat. For example, shackles on a chain. Yes, the paint markings may be “standard” between a few boats, but this doesn’t mean they’re standard everywhere. In the above circumstance, the bosun either didn’t know what to do or was so flustered from the captain’s correction that a serious mistake was made. Either way, it points out everyone needs to practice their tasks in real situations in order to become an expert. Repetition is key to learning and developing excellent levels of skill in anything we do. If we leave practicing big tasks like anchoring or tender retrieval only until they’re required, expect everyone to fail in the beginning. For example, launching the tender is usually straight forward. At the same time, when I’m new to the boat and we’re on a charter and this is the first time I’ve launched the boat, expect me to make mistakes until I learn this boat’s system. And this leads to embarrassment, as well as looking less than professional in the eyes of the guests. To make accomplishments look effortless, we should be good at all aspects of the job, so outsiders will comment that it looked easy. For a bosun, this includes not just washing the boat, but anchoring, launching the tender, getting jet skis ready, dock arrangements, setting up the gangway, etc. This applies to anyone in any role. When we practice, we must intentionally think about what we do, how we do it and when we do it. This takes conscious thought, rather than relying on habit to help us get through. Your guests will then never realize the work or the thinking that went into whatever task they see you perform. Part of intentional practice requires feedback and input. Ask how this can be better or what can be done more efficiently. Schedule practice into our busy lives. This way, after hours of practice, we know what to do and comments such as “You could have…,” “You should have…,” or “What were you thinking…” won’t show up. Capt. Paul Ferdais, skipper of a motor yacht, has a master's degree in leadership and previously ran a leadership training company for yacht crew. Comment at editor@the-triton.com.
March 2020 The-Triton.com
Career 21
Storm holdup good reminder to consider ‘food chain’ effect Crew Compass Lauren Loudon
Last month, I touched on the unpredictability of yachting and how the unknown can affect all of us involved in the yachting food chain. Shortly after I wrote the article, a lingering storm came over the islands that we were cruising. This meant taking shelter in the safe haven of Palapa Marina in St. Maarten, with the boss on board. Anybody who knows the area knows that it’s generally better known for the crew favorite Soggy Dollar bar and the proximity to cheap food spots – not to mention the adultonly establishment a stone’s throw away. Let’s just say, perhaps it's not the ideal hideout for an owner on the first week of his Caribbean season. The storm brought strong gusts of wind and, of course, with that came choppy seas. The docks were full in the whole of the Simpson Bay Lagoon and for about five days, nobody moved. We made the most of the time and got a few repairs completed on board. Meanwhile, the owner took the land approach and explored the island by splashing through water – only this time it was driving on wheels through puddles of rain rather than being propelled by a jet engine on the Caribbean Sea. While the captain was feeling guilty for the weather being beyond his control, the stew and I took a drive to do some provisioning. Crossing the Causeway Bridge in St. Maarten takes you from the Dutch side to the French side across the lagoon of Simpson Bay. This is where the majority of yachts dock and is seemingly the most protected area. It wouldn’t appear so, however, to the stew, who for her first time on the island was witnessing first-hand the remains of the Irma devastation. The overturned yachts from the 2017 hurricane lay in a jumbled pile just off the side of the bridge and bore a solid reminder of the devastation. We couldn’t help but shiver with the thought of how terrifying gusts any stronger than the 40 knots we’d experienced earlier that day would be. Later, I was talking to a friend on a yacht in St. Kitts who was feeling the wrath of the same storm on the nearby island. With a craving to flow on her yoga mat, she was unable to unroll it on deck or on the dock due to the strength of the wind and after a couple of days
began to feel frustrated. Not only this, but as a fellow chef I was showing her the quality of the produce I’d just picked up – something that impressed me greatly, given the fact that the last time I’d been in St. Maarten was just two months after Irma destroyed the main supermarkets. She, however, had a different scenario completely. The supermarket was awaiting a delivery of a container. The ship carrying said container was stuck in the weather pattern. You know what’s coming. For three days the supermarket sat with empty shelves – no fresh produce, meat or milk. Being a small island with only one chain of supermarkets, she was in contact with the manager of the store, who was keeping her updated with the status of fresh goods. Suddenly it
PHOTO/LAUREN LOUDON
dawned on us both that not only was she relying on him getting the delivery so that she could satisfy the crew’s vegetable fix, but the island was in turn relying on the yachts to get their provisions and make a living for themselves. It’s easy to get wrapped up in the self when something beyond our control holds us up in some way. But with this lingering storm, I got to thinking about the whole food chain: the pile of yachts abandoned in the lagoon from Irma, the businesses that struggle without the yachts, and all the others who get held back by the gusts of wind or the downpours of rain. The struggle spans far beyond the worries that we conjure up and allow into our heads, and although the local people may be used to dealing with these uncertainties, it doesn’t necessarily make it any easier to swallow the effects or reduce the inconvenience. Everything is relative and everyone feels the pain; we just get to decide how we deal with it. Lauren Loudon has worked as a yacht chef for more than four years. She hails from Lancashire, England. Comment at editor@the-triton.com.
22 Miami Yacht Show
T
he Miami Yacht Show opened to sunny skies and strong breezes in downtown Miami for the second year. Yacht crew were on the dock and onboard with smiles and greetings for brokers and guests. Photos by Dorie Cox
The-Triton.com March 2020
March 2020 The-Triton.com
Miami Yacht Show 23
24 Miami Yacht Show
T
he boat show’s largest yachts were on display at Island Gardens Deep Harbour Marina, just across the bay from downtown Miami. Photos/Dorie Cox
The-Triton.com March 2020
March 2020 The-Triton.com
Miami Yacht Show 25 Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Feb. 15. Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 548/591 Savannah, Ga. 670/NA Caribbean St. Thomas, USVI 945/NA St. Maarten 805/NA Antigua 795/NA Valparaiso 840/NA North Atlantic Bermuda (Ireland Island) 645/NA Cape Verde 560/NA Azores 616/1,267 Canary Islands NA/857 Mediterranean Gibraltar 524/NA Barcelona, Spain 770/1,164 Palma de Mallorca, Spain NA/1,191 Antibes, France 1,288/1,342 Loano, Italy 753/1,539 San Remo, Italy 775/1,626 Naples, Italy 701/1,496 Venice, Italy 965/1,689 Corfu, Greece 643/1,409 Piraeus, Greece 589/1,386 Istanbul, Turkey 660/1,120 Malta 779/1,408 Tunis, Tunisia 600/NA Bizerte, Tunisia 606/NA Oceania Auckland, New Zealand 710/NA Sydney, Australia 818/NA Fiji 645/NA Algiers, Algeria 471/NA Bejaia, Algeria 471/NA Saranda, Albania 555/NA
One year ago Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Feb. 15, 2019 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 575/622 Savannah, Ga. 650/NA Caribbean St. Thomas, USVI 939/NA St. Maarten 829/NA Antigua 760/NA Valparaiso 820/NA North Atlantic Bermuda (Ireland Island) 694/NA Cape Verde 537/NA Azores 628/1,444 Canary Islands NA/912 Mediterranean Gibraltar 615/NA Barcelona, Spain 772/1,223 Palma de Mallorca, Spain NA/1,242 Antibes, France 1,357/1,623 Loano, Italy 865/1,678 San Remo, Italy 714/1,717 Naples, Italy 789/1,641 Venice, Italy 735/1,765 Corfu, Greece 679/1,529 Piraeus, Greece 639/1,473 Istanbul, Turkey 800/1,200 Malta 950/1,416 Tunis, Tunisia 637/NA Bizerte, Tunisia 641/NA Oceania Auckland, New Zealand 630/NA Sydney, Australia 567/NA Fiji 624/NA Algiers, Algeria 538/NA Bejaia, Algeria 538/NA Saranda, Albania 600/NA
*When available according to local customs.
26 Miami Yacht Show
The-Triton.com March 2020
Yacht location, interior volume, crew comfort top list to sell to U.S. market By Dorie Cox As the Miami Yacht show ramped up to speed on the shore of downtown Miami in February, yacht brokers and vendors hoped to make the annual show worth the trip with sales. To increase understanding of the U.S. market and the sale of yachts in the United States, Brandon Flaherty, sales broker with MarineMax, and Crom Littlejohn, commercial director with Northrop & Johnson’s U.S. division, addressed a small audience during a forum with Merijn de Waard, founder of Superyacht Times. With a decrease in the number of U.S.-based yacht builders, these questions were posed: Are European yachts suitable for the
U.S. market? Modifications to interior spaces can help sales of European yachts in the U.S. market, Flaherty said. American consumers prefer larger refrigeration capabilities and more storage than a typical European client, he said. “U.S.-built boats have large closet spaces. We’re working with them [builders] on increasing the volume on European boats.” We see more European and Taiwan builders; can the U.S. enter this market? Building materials and supplies are more of a challenge for the U.S., but customers do want U.S.-built vessels, Flaherty said. Although the market does want yachts 30m and above, the U.S. market has few builders, said Littlejohn.
“We get that because of environmental restrictions, Longshore insurance, and the cost of labor here is triple,” Littlejohn said. “Americans go where the boats are available, which is Europe.” Although the pool of new U.S.-built yachts is not growing, there seems to be a lot of trading around of used boats in the United States, according to de Waard. One reason is that Americans are more comfortable with fiberglass construction; it lasts and continues to hold value, Littlejohn said. Large U.S. boat builders have disappeared. What could help? “If we don't get deferred importation tax changes, it is going to be a deterrent forever,” Littlejohn said. “Yachting is not a trickle down industry – it is a
flood down.” And regulations need to be addressed, including new emission standards coming into play on vessels 78 feet and larger, according to Flaherty. This will affect boats with a reduction in interior space by January 2021. How important is physical location for selling and buying boats? “Obviously, Fort Lauderdale is a prime location to have a boat,” Flaherty said. “Visitors can have multiple choices.” Northrop & Johnson has three offices on the U.S. West Coast, according to Littlejohn. Less inventory and longer distances between boats for sale on the West Coast limit choices. “But in Fort Lauderdale, you can see a dozen yachts on one dock,” Littlejohn said. “First, people look locally where they are, but eventually find themselves in Fort Lauderdale.” Americans like faster boats. How much does that play into sales? “During the last 10 years, we have seen high-speed boats, but now that trend is more toward the 10 to 15 knots for increased comfort,” Flaherty said. “I would say we’re in transition. “On the larger boats, they enjoy the 12 to 15 knots,” Littlejohn said. Yachting is a lifestyle for families. What does it take to sell a boat in the 80- to 120-foot range? Innovations like the axe bow, a wavepiercing type of design, make more interior space available, Flaherty said. “The American market seeks features they find in their home,” Littlejohn said. “Europeans want a different experience on their boat. “Also, more owners get out of yachting with unpleasant crew situations,” he said. “So keeping crew happy with better cabin configurations and amenities, it helps incredibly. And engine rooms that are not as intimidating for owneroperators.” The seminar also addressed a few current events including the coronavirus, which the panelists agreed could be a factor in yachting. A recent charter trip was canceled when guests arriving from Southeast Asia were denied entry into the Bahamas. And the U.S. presidential elections in November may play a temporary part in end-of-year sales. “Every year, the election is an excuse for buyers not to move forward,” Littlejohn said. “Buying will slow toward year end, and then everyone will move on. I sure hope so.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.
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March 2020 The-Triton.com
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t felt as though hundreds of guests filed through the 154-foot Delta M/Y Usher on Feb. 13 for the International Superyacht Society’s member reception. Part of Fleet Miami, Usher’s crew and her owner were on hand to welcome and mingle with association members and guests. Photos by Dorie Cox
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The-Triton.com March 2020
Winners of Innovation Award announced at Miami boat show Winners of the 2020 Progressive Insurance Miami International Boat Show Innovation Awards were announced by the National Marine Manufacturers Association and Boating Writers International on Feb. 14. The awards, which recognize groundbreaking new marine products, were presented at the show’s annual Innovation Breakfast, held at the Rusty Pelican on Virginia Key. This year’s program evaluated 71 products across 21 categories, according to an NMMA press release. The judges selected 18 winners.
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The judges committee comprised seven BWI members who perform product testing throughout the year and have specific expertise in marine products and equipment. The committee was co-chaired by Zuzana Prochazka and Ben Stein, and the other judges were Kaylie Jasinski, Alan Jones, Lenny Rudow, Ed Sherman and Alan Wendt.
The winners are: Boat Care and Maintenance: Finsulate Panama, Finsulate. Cabin Cruisers: Cutwater Boats, C-32 CB. “A lot of engineering went into making a trailerable 32-foot retractable flybridge boat with all of the features included,” stated Jasinski. Center Console/Walkaround Fishing Boats: Solace Boats, SOLACE Boats 345 Luxury Center Console. “With a combined 150 years’ experience in the boating business, the judges unanimously agreed we’d never seen this much innovation in a center console,” stated Rudow. Consumer Electronics/Mobile Applications & Software: Maretron, Maretron N2KView Anchoring. Consumer Safety Equipment: ACR Electronics, ACR ResQLink View Personal Locator Beacon. Cuddy Cabin and Bowrider Boats: Sea Ray Boats, SLX-R 400e Outboard. “Sea Ray’s SLX-R 400e is an example of integrating a series of innovations, including their Fathom E-Power generator-free boat electric system, to make a better boat,” stated Wendt. Deck Equipment & Hardware: Chaparral Boats, Infinity Power Step. “It’s an easy way to enjoy relaxing in the water and will be the hottest thing at the sandbar this year,” stated Jones. Docking & Fendering Equipment: Golden Boat Lifts, Golden Dock Stabilizer. Electric Motor/Battery Powered Propulsion: Correct Craft, Ingenity Electric Drive System. “They’ve gone further than anyone to date in bringing a high level of electric propulsion to the tow boat market,” stated Sherman. Fishing Equipment/Gear and Tackle: GemLux, Coastal Base. Inboard Engines: Pleasurecraft Marine Engines, PCM Z Series Engines. “With common service points, catalytic converters, closed cooling, and the ability to run on 89 octane, PCM’s Z series engines are environmentally friendly and provide a wide range of power options,” stated Wendt. Mechanical & Electrical Systems: Seakeeper Inc., Seakeeper 1. “This brings the magic of Seakeeper and a stable boat all the way down to a 23foot boat and makes installation easy,” stated Stein. Outboard Engines: Mercury Marine, Mercury Racing 450R. Personal Gear/Soft Goods: Stay Put Systems, Magnetic Coasters. Personal Watercraft (PWCs): Hobie Cat, Mirage Drive 360. Propulsion Equipment & Parts: Sharrow Engineering, Sharrow MX1. “This is a breakthrough prop design that promises lower vibration, increased efficiency and could truly change the industry,” stated Sherman. Tow Boats: Nautique Boat Co., G23 Paragon. “With a host of innovative features like a telescoping tower, hull-sides used as a running surface and the ability to literally dial in your ideal surf wake, this boat has it all,” stated Wendt. Watersport Equipment: International Leisure Products Pro Marine Division, Pup Plank. For more information, visit nmma.org.
March 2020 The-Triton.com
New Volvo Penta line for ‘slower’ yachts
Engine manufacturer Volvo Penta has expanded its line to address the needs of semi-displacement yachts. According to a company press release, the updated D13 IPS 1350 SD – an inboard performance system, or IPS, for semidisplacement yachts – is designed with a torque curve that has been modified to cope with higher thrust loads at slower speeds. It also has a wider speed range, down from 25 knots to 19 knots. Two new propellers, the QS4 and QS5, have been added to Volvo Penta’s Q-series exclusively for use with the new D13 IPS 1350 SD. “Recently, we have seen a trend of larger yachts going down in speed,” stated Björn Rönnvall, product manager with Volvo Penta. “We wanted to be able to bring the benefits of our IPS system to these larger, slower semidisplacement yachts.” According to the company, the individually steerable IPS drives, controlled by joystick, allow the yacht to navigate tight spaces and maintain stability in all sea conditions. These advantages were previously not available for larger semidisplacement yachts. For more, visit volvopenta.com.
FarSounder gets fifth US patent
Rhode Island-based FarSounder, a manufacturer of 3D forward-looking sonar systems, has been issued its fifth U.S. patent. This latest invention is related to integrating acoustic data from its sonar system with other down-looking sonar and side-scanning sonar, according to the company. This allows operators to have a display in the boat that provides information in a variety of directions, increasing reliability when navigating and affording a clear understanding of the seafloor beneath the vessel. For more, visit farsounder.com.
Anchor VR joins training group
Anchor VR, a 3D and virtual reality company that helps superyacht clients to visualize and develop their yachts, now includes crew training in its 3D, VR (virtual reality) and AR (augmented reality) services. The company recently joined the Superyacht Training Group, an international syndicate that brings together global providers of onboard crew training and consultancy services. According to Anchor VR, its services enhance traditional forms of training with extended reality approaches that have proven effective in fields such as aviation and medicine. Whether it’s teaching best practices to crew or conditioning them with worst-case sce-
TECHNOLOGY BRIEFS narios, extended reality technologies can simulate standard operating procedures (SOPs) including fire security, first-aid training, helicopter and tender operation, and organizing a perfect galley.
According to the company, its training options can be used at all points along the yacht development timeline. For instance: l For superyachts close to delivery,
Anchor VR’s technologies help make crew aware of the nuances of onboard systems. VR and AR provide detailed visuals of machinery. l Anchor-VR may also step into a project earlier to assist in the design. Stakeholders, designers, managers and engineers can proof the project at 1:1 scale in VR, and discuss it remotely. l When the boat has been in operation for a few months, Anchor VR can help with 360-degree photo and video content to document best practices to aid in new crew orientation. For more, visit anchor-vr.com.
Inmarsat, ITC Global expand services
Inmarsat and ITC Global have announced a five-year strategic partnership that will enable the organizations to combine their services to offer broadband connectivity and connectivity
News 29 solutions to customers in the maritime, yachting and offshore energy sectors. ITC Global will offer Inmarsat’s Fleet Xpress service, incorporating the Ka-band solution into its existing range of Ku-band connectivity services. Fleet Xpress is powered by the Global Xpress Ka-band network, combined with the reliability of Inmarsat’s flagship FleetBroadband L-band service. Delivering high data speeds, continuous connectivity and guaranteed performance, the Ka-band service – which is now installed on over 8,000 vessels – sets a new standard for maritime global communications, according to the two companies. Benefits include affordable voice calls, multiple voice options for crew and operations, and high-speed broadband for internet access, plus 24/7 online support.
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Yacht crew compete, learn in Caribbean Crewfest By Triton Staff Crew from 18 yachts kept busy with education and exercise during the 5th annual Caribbean Crewfest at IGY Yacht Haven Grande Marina in St. Thomas, USVI on Jan. 14-17. This year’s event saw 120 crew participate in eight workshops on topics including roll-period, leadership, cigars, cybersecurity, flowers, hospitality, data and bandwidth management, and travel visas. There were a variety of outdoor activities such as volleyball, soccer, team games and hiking with a culmination of competition during the Crewfest Games and a barbeque party. PHOTOS PROVIDED BY ACREW
March 2020 The-Triton.com
CrewCareer News 31
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Learning to recognize and manage stress a crucial skill for crew Culinary Waves Mary Beth Lawton Johnson
Stress. Chefs feel it with the ticking of the clock, when the timing of food prep is not precise, or an ingredient is not available for the owner’s meal. Stews encounter it when things don’t go perfectly smooth with service, and engineers most certainly feel it when there is a problem with the engine. Captains probably have the most stressful job of all in yachting. In fact, just about all crew will at some time or another deal with some form of stress – or extreme stress – on board. When one crew member becomes sick, the rest must pick up that person’s
job, adding even more stress. And what if you work with people who you don’t get along with? Now we’re talking extreme stress. For a chef, the day in, day out job of providing perfect food precisely cooked for complete strangers, as well as being constantly on-game to the best of your ability without a day off, is extremely stressful. Top that with an irate boss or captain or fellow crew who you don’t see eye to eye with, and it can be unbearable. That’s the reason there is so much turnover in yachting. There are several kinds of stress, and if left unchecked, all can have detrimental effects on the body. For this column, I have decided to focus on emotional stress and stress in general.
Emotional stress happens more often than we care to admit, and it can stem from a variety of scenarios, such as breaking up with a partner on board, being told by the chief stew that you don’t measure up, or a worrisome family issue at home. Anger, irritability, lack of motivation, depression, trouble sleeping, trouble eating, withdrawal and lack of interest can all be signs of emotional stress. How does it affect the body? The hypothalamus reacts to stress by telling the adrenal glands to release the hormones adrenaline and cortisol, which in chronic conditions can result in an inability to become pregnant, excess weight, hair loss, heart palpitations and a stress rash. Stress manifests in several ways
and affects everyone differently. Some physical signs of stress are the inability to sleep or sleep pattern interruption; either lack of appetite or overeating, such as binge eating; and abuse of alcohol or drugs. Here are some ways to combat stress on board: When having a hard time with a coworker, see if it is possible to talk to that person and try to iron out your differences amicably. If work is simply too much to handle, perhaps a job coach might be the answer, or scaling back on duties to take care of yourself first. If you don’t take care of yourself, you can’t take care of the passengers on board. Yoga or meditation can alleviate stress. Find a quiet place on board if at all possible when not close to shore. This could be in your cabin, on the bow, or any place where you can find even 5 minutes of calm. I go into the walk-in cooler and just chill when stress becomes too much to handle. Find a chat room devoted to stress awareness and alleviation, join a group online or seek help remotely with a trained therapist from an online service. If you have a hobby or some free time for writing or reading, do it. Getting out of your head and into a good book might help calm matters for you. I have found that writing about what’s happening takes a load off. Listen to calming music. Drink tea that offers calming qualities. Get a workout in, if the time is available. I have found that running is a huge stress reliever for me. If you find that you are about to blow up at fellow crew member, please do everyone a favor and walk away. If you still feel the same way the next day or a few days later, then say something – but only if it will help the situation, not as an explosive, self-destructive pattern. If you are on a self-destructive path, please seek help with a trained professional to help you figure out what can be done to alleviate your stress. It’s not easy, I can tell you, as someone who has been in yachting for more than 26 years. But learning how to manage stress so that it doesn’t affect you physically and mentally – or your job – is the best coping mechanism. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine, and has worked on yachts for more than 25 years. Comment at editor@the-triton.com.
March 2020 The-Triton.com
Low Country Boil unlikely hit in upriver Papua New Guinea
our guide Ange, from Melanesian Yacht Services, the guests disembark in villages Top Shelf nothing more than a collection of huts Chef Tim MacDonald smack bang on the beach. Immediately the local children On a bucket list tick-off period of my paddle up to the yacht in makeshift canoes, selling what they can to make a career, I have accepted a mission this buck: pineapples, star apples, reed/grass winter to check out yachting in Ausbaskets filled with limes. Local fishertralia and its immediate potential as a man also arrive, selling the local mancharter touring area. grove mud crab and spiny lobsters. The journey to Papua New Guinea The ice is what stands out to me. The was an example of what can be expected. children have never seen ice before, and This is a do-once-and-move-on, tick-itlike McKenna’s gold, the frozen cubes are off type situation for any charter chef. dispersed at great velocFresh produce is ity to the hungry, waiting taken on six days before the The ice is what arms from the aft deck. guests actually arrive. There stands out to With the clients being is an option to fly in, but me. The children Southern and considerI highly "dis-recommend" have never seen ing my history in Savanthis option. Up there, ice before. nah, mud crab and local upriver, you really are on lobsters are used to create your own with no support a Low Country Boil in the form of an chefs. The question is why? Well, it’s a edible table setting. Nothing more than one-off and best left at that. a seasoned boil of corn, old bay, lemon, Arriving far upriver after a three-day butter, baby potatoes and seafood. The voyage, I can only be reminded of Coppot is spilled onto the table setting and pola’s masterpiece. The solemn, silent the guests crack, gnaw and chew their gazes – gazes that are quick to turn into way through the ‘boil.’ smiles bigger than Carly Simon’s once it’s clear that we mean no harm. In “Apocalypse” the patrol boat’s horn was Tim MacDonald (timothymacdonald. weebly.com) has more than 20 years sounded to disperse the locals. In our case, chocolates are thrown to break the experience as a chef. He was named Concours de Chefs winner for Yachts over ice and disperse the locals. 160 feet at the 2011 Antigua Charter Miles and miles of mangrove swamp Yacht Show. His recipes are designed and unpolluted rain forests flood by for the owner and guests. Comments are as we motor to remote villages in the welcome at editor@the-triton.com. eastern part of PNG. With the help of
LOW COUNTRY BOIL: AN EDIBLE TABLE SETTING Ingredients
Sweet corn, mud crabs, scallops, shrimp, lobster, yabbies, calamari, baby potatoes, Old Bay Seasoning and lemon ...
Method
The method is really simple: It’s nothing more than boiling up all the ingredients in a broth made using lemon, Old Bay and salt. Each crustacean, once boiled, is cleaned and prepared. On this particular night, I used scallops and calamari, which I breaded. The key is to get the timing correct, as it’s all last minute. With a dinner time of 7:30, I started to refresh the seafood through the boil broth and then, while it was still warm, I spilled into onto the table. PHOTO/TIM MACDONALD
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The-Triton.com March 2020
This surefire crowd-pleaser is a quick, easy treat Crew’s Mess Capt. John Wampler
This variation on jalapeño poppers works great as a creative party appetizer, a quick meal or a hearty snack. It’s simple to prepare and present, requires minimal baking, and can be made in advance, then heated to serve. Capt. John Wampler (yachtaide.com) has worked on yachts for more than 30 years. His recipes are casual enough for anyone to prepare. Comment at editor@ the-triton.com.
JALAPENO POPPER STUFFED BREAD Ingredients
18 ounces cream cheese, softened 1 cup grated cheddar 1 cup grated mozzarella 3 jalapenos, finely diced 1/2 teaspoon pepper 3 baguettes Bacon rashers
Cut each baguette in half lengthwise and scoop out some of the insides. Save for breadcrumbs. Fill each cavity with the cheese mix, then place the top half of the baguette on top of the bottom half. Arrange bacon flat on a parchmentlined baking sheet.
Preparation
Top with one baguette and wrap, herringbone-style, with the bacon.
Preheat oven to 375 F.
Repeat with other baguettes.
In a large bowl, mix together cream cheese, cheddar, mozzarella, jalapenos and pepper.
Bake for 20-30 minutes, or until bacon is cooked and golden brown. Enjoy.
PHOTOS/JOHN WAMPLER
March 2020 The-Triton.com
Taking note of crew concerns could ease owners’ grievances Stew Cues Alene Keenan
One of the most common grievances that yacht owners have is dealing with crew issues, and high turnover is near the top of the list. A definite balance is required here, and as always, there are two sides to every complaint. Stews want to know certain things before joining a boat, and I have often wondered if owners are aware of the concerns of new crew. It seems logical that if owners were aware of these matters, it might make the relationship between owner and crew easier to navigate. Professional crew want to know about longevity on board. When applying for a position, it’s always good to know why that position is available. A high turnover rate is not a good sign. On the other hand, a strong record of longevity usually means that crew are happy and there is a healthy working environment on board. It suggests that crew are not being overworked, living conditions are acceptable, they are paid professional wages, and there is good team spirit. Crew typically leave when they are unhappy or not being treated right. Crew living spaces can make or break a deal. The ambiance of the luxurious yacht interior is rarely present in the crew areas. Stews very seldom have private cabins, and cabins on some boats are so small there is barely space to turn around inside the room. Three or more crew from two cabins may share a bathroom, and if someone forgets to unlock the door when they are finished, it creates an awkward situation. It is not a big deal to share a cabin, even with someone of the opposite sex, unless one roommate is a sexual predator, a big drinker who keeps late hours, or an ill-mannered and inconsiderate jerk who wakes others up by being noisy, turning the lights on, snoring loudly or repeatedly locking other occupants out of the aforementioned shared “Jack and Jill” bathroom. Crew need to be able to get a decent amount of rest, have a modicum of privacy, and feel safe in their environment. A program that promotes fitness or even allows crew room to work out is a big plus. A fit, healthy lifestyle and a work/life balance is appealing to the majority of professional crew. Staying on top of fitness and health can be challenging. For most stews, moving con-
stantly means that following a workout routine is not going to be an option. The combination of a hectic charter schedule, an abundance of elaborate food, and a high level of stress almost guarantee that healthy eating and fitness will go out the window. If existing crew already have a fitness routine in place and can provide support, stews have a better chance of a balanced lifestyle. Crew want to know what the plans are for the boat, and what level of service they are expected to deliver. The nationalities of the owners and the crew have an impact as well. Some nationalities have a reputation for certain standards and expectations. The captain will fill you in somewhat on what the owner is like and how often they will use the boat, but very often you won’t learn who the owner is until after you are offered the position. It’s tricky to get information about the owners without asking directly, but this is part of the privacy and confidentiality of the boat. One of the biggest draws of this lifestyle is being paid a wage while taking advantage of the opportunity to see and explore new places. You may not have a chance like this to see the places you are in again, so it is wise to take advantage of the options. Unfortunately, yacht crew have a reputation for being party animals, and for many it’s easy to blow an entire paycheck in a bar. Most professional stews would rather have crewmates who appreciate the travel perks that the job provides and spend some money wisely to explore the places the boat is in to enrich their lives. Good communication is key to the success of any yachting program and to discovering what the underlying issues are in terms of the owner/crew balance. Reducing crew turnover solves one of the most common issues. Unfortunately, the process very often is one of trial and error. With any luck, the relationship between owner and crew will balance out once common concerns are addressed and a mutually beneficial solution is reached. Too much tension in tight quarters creates some pretty rough seas. Alene Keenan is former lead instructor of interior courses at Maritime Professional Training in Fort Lauderdale. She shares more than 20 years experience as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht,” available at yachtstewsolutions.com. Comment at editor@the-triton.com.
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36 News
BUSINESS BRIEFS
The-Triton.com March 2020
Get weather data with limited internet
Weather Routing Inc., a marine meteorological consulting firm based in Glen Falls, New York, recently launched OnBoard, a software program that allows clients with limited bandwidth and connectivity to view weather and oceanographic data, and to create and compare routes without the need of a constant internet connection. Since 1961, WRI has provided customized routing/forecast services to the commercial shipping, cruise and yacht sectors. The company also offers weather information through its online service, SeaWeather (seaweather.net). Subscribers can perform a one-time download of the new software (compatible with Mac or Windows desktop devices) while in port from their online account. They then can receive data files, which are delivered via e-mail up to four times a day (frequency can be changed based on preference). These files are then imported into the software. Complimentary trials of SeaWeather and the OnBoard software are offered without obligation to subscribe. For details, visit wriwx.com.
PI Marine, Yachtcomputing merge
PI Marine and Yachtcomputing have announced the pending merger of the two companies. The merger will combine the audio-visual technologies of PI Marine with the information technology of Yachtcomputing into a single provider with integrated solutions for yacht owners’ AVIT needs, according to a company press release. PI Marine, with offices in Fort Lauderdale and Stamford, Connecticut, has provided custom AV system design, integration, installation and support to yachts for more than 12 years. Yachtcomputing, with offices in Miami and the South of France, has provided wired and wireless network infrastructure, internet access, bandwidth management and customized email hosting to megayachts for more than 20 years. In addition to the installation and configuration of network systems, the company manages and supports the networks of more than 60 yachts worldwide as part of its suite of services. For details, visit pimarine.net.
Triton new sponsor of Newport show
The Triton has signed up as a media sponsor for the 2020 Newport Charter Yacht Show, to be held June 22-25 at Safe Harbor Newport Shipyard. The trade-only show typically features about two dozen luxury yachts available for charter in the United States. The charter-focused event also showcases ancillary goods and services
aimed at captains and crew, and hosts a series of industry-focused seminars on destination cruising, maritime law, new products and technology. As media sponsor, The Triton will promote the show in the pages of its crew-focused international publication as well as coverage of the show and its events. Yachting magazine, which targets the charter client, is also a media sponsor. “We are so delighted to have The Triton onboard as one of our media sponsors for the 2020 Newport Charter Yacht Show presented by Helly Hansen Newport,” said Veronica Brown, director of the show, which is owned and organized by the shipyard. “The Triton is such a well-known and respected publication among yacht captains and crew, making them an important and trusted partner for the Charter Show. They have done an amazing job covering the show in the past, and we are happy to continue Safe Harbor Newport Shipyard’s long-running relationship with the magazine. Having [Publisher] Lucy [Reed] and [Editor] Dorie [Cox] here for the show gives us the real-time coverage that we know captains and crew enjoy, and we sincerely appreciate their endorsement and partnership in the show.” Helly Hansen Newport, the oldest Helly Hansen licensed store in North America, is presenting sponsor of the show for the fifth straight year and will have its merchandise for sale at the show. Other sponsors include Alexseal Yacht Coatings, Sea Hawk Paints, KVH Industries, and Fore Points Marina. “This is a great opportunity for us to interact with yacht captains and crew on a different level, as participants in the show,” said Lucy Reed, publisher of The Triton based in Fort Lauderdale.
Hatteras Yachts has new CEO, CFO
Hatteras - Cabo Yachts has named board member Gary Smith as chief executive officer and Dave Goodman as chief financial officer of New Bern, North Carolina-based Hatteras Yachts.
March 2020 The-Triton.com The company, which builds luxury motor yachts of 60-105 feet and sportfishing yachts of 41-70 feet, pioneered the production of large offshore fiberglass powerboats, beginning with its first model, Knit Wits, in 1959, according to a company press release. Smith, who has been advising the company as a board member, joins Hatteras’ management having most recently led the renewal and sale of Polartec, the global manufacturer of technical and performance fabrics. Previously, Smith served as president of Timberland’s Outdoor Group, and was a partner at McKinsey & Co. He succeeds Kelly Grindle, who has resigned to pursue other opportunities after helping guide Hatteras through a renewal phase. Goodman brings years of industry experience, including as CFO of yacht manufacturer The Hinckley Company. He began at PricewaterhouseCoopers, and he also served as CFO of Christie’s International and VP of Sony Music Entertainment. “We are delighted to welcome these highly accomplished professionals to the Hatteras team,” stated Gregory L. Segall, CEO of Hatteras’ controlling shareholder Versa Capital Management. For more information, visit hatteras yachts.com.
BUSINESS BRIEFS BWA Yachting Turkey. Adding to existing offices in Gocek, Marmaris, Bodrum Yalikavak and Bodrum Center, as well as headquarters in Kusadasi, the new Istanbul office is expected to help meet a growing demand, according to a company press release. Service users can get help with everything from berthing reservations, bunkering and provisioning to itinerary advice. Other services include help with clearance procedures, logistics and technical issues. For more, visit bwayachting.com.
YPI hires engineer in London
Former yacht engineer Adrian Tinkler has joined Yachting Partners International as a yacht management partner in its London office. Tinkler worked for more than 13 years at Burgess as a fleet technical manager, managing all yacht requirements during operational, refit and new build periods, according to a press release from YPI. Prior to that, Tinkler served on several large yachts as engineer and chief engineer for more than a decade and he served in the Royal Navy as a marine engineering artificer for seven years, with subsequent service on nuclear submarines. He also worked ashore for two years on several engineering projects before beginning his career in yachting.
Ward Eshleman ABYC chairman again
BWA Yachting opens office in Turkey
BWA Yachting, a global yacht agency and yachting services provider, has opened a new office at West Istanbul Marina in Istanbul, Turkey. The marina, which is a port of entry, has 600 moorings, 155,000 square meters of surface mooring, and onsite facilities that include workshops, restaurants, shops, fitness facilities and a beach club. “Our new office is located on the Bosphorus, which connects the Black Sea and the Mediterranean, and we are optimistic about the new opportunities Istanbul brings in terms of business,” said Ugur Kara, managing partner of
Ward Eshleman II, president and CEO of Fort Lauderdale-based Ward’s Marine Electric, began his second term as chairman of the American Boat and Yacht Council board of directors during the organization’s annual meeting in New Orleans in January. Eshleman has been a member of ABYC since 1981, according to a company press release. His volunteer service to the organization started as a member of the electrical primary technical committee, for which he has served as committee chair for the past 10 years. Eshleman has also served on the technical board, as well as on the board of directors. “We are extremely fortunate and grateful for the time Ward is dedicating to ABYC and boating safety,” stated ABYC President John Adey. ABYC is a nonprofit, member organization that develops voluntary global safety standards for the design, construction, maintenance and repair of recreational boats. Ward’s Marine Electric is a familyowned business founded in 1950. For more, visit wardsmarine.com.
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38 Write to Be Heard
FROM OUR READERS
The-Triton.com March 2020
Maritime communications on the brink of transformation By Dave George Traditional marine radio communications have always been uniquely different from land mobile radio. Smaller vessels from 80 to 180 feet typically used VHF handhelds for internal and external communications. Now, some VHF two-way radios include both marine and land mobile frequencies with programmable channels for navigation and communications. Vessels over 180 feet required the more powerful UHF signal to transmit effectively through bulkheads, floors and hulls. Newer programmable portable radios came along, which allowed captains and crew to departmentalize channels by area, or to create interior channels for crew-to-crew communications. Today, because of advancements in digital technologies, maritime communications are on the brink of an industrywide transformation.
Wireless evolution continues
Though hard-wired communications are still most common, wireless has begun to proliferate throughout industry, as evidenced by the increasing use of non-marine digital radios and push-totalk accessories. To illustrate, an increasing number of boats use the ICOM F62 analog/digital VHF/UHF portable with built-in Bluetooth, even though it isn’t technically a marine radio. Trends also indicate growing use of Push-to-Talk (PTT) wireless accessories that pair with internal radio Bluetooth, such as the Pryme BTH-300 headset or BTH-600 wireless speaker microphone. Still, transitioning to new technologies is difficult, particularly in conservative industries like maritime. A large contingent of two-way radio users aren’t quite ready to make the jump to wireless, yet are intrigued by its potential. What most don’t realize is that a simple hybrid solution exists: Bluetooth adapters for radios. These adapters easily convert two-way radios to Bluetooth by adding a wireless headset or microphone.
Digital transformation grows
Emerging marine-specific software applications are helping spur the digital transformation. Team communications apps such as Slack and Zello are just two of many on the market today. With the advent of Push-to-Talk over Cel-
lular (PoC), captains and crew can now tap networks using walkie-talkie apps that live on smartphones, and leverage specialized PTT wireless accessories to access them hands-free. The key to the digital transformation is connectivity. Unlike the fast and reliable wireless data services on land, maritime has inherent limitations, including low throughput of legacy analog VHF radio systems, regulatory compliance concerns, and the IMO’s 2021 cyber security mandates. Implementing new network-centric communications systems also faces challenges posed by lack of infrastructure, interoperability, spectrum, interference and the diverse ocean environment. The need for more robust communications technologies is also being driven by the big data requirements of “smart ships,” such as crewless boats, remotecontrolled tugs, and oceanographic exploration, research and training vessels. Next generation solutions are being developed to handle large volumes of information for intelligence gathering, live video streaming, etc., as well as the internet-of-things (IoT) to support sensors for real-time cargo tracking, predictive maintenance, routing optimization, vessel performance, and the like. The escalating demand for maritime digital services has prompted many industry collaborations to improve connectivity. Recently deployed commercial maritime broadband services, along with existing equipment upgrades, provide voice services and internet connectivity. Maritime wireless mesh networks (MWMNs) are also on the near horizon, while artificial intelligence (AI)-based predictive positioning system trials have demonstrated excellent potential. While the maritime world “turns the tide” toward digital, an integrated mix of communications technologies will continue to coexist. A case can be made for both analog and digital communications in the maritime environment. However, more benefits of mobile wireless surface daily. Transformative mobility technologies present captains and crew with a world of new opportunities. Dave George is chief technologist and president of Pryme Radio. An RF engineer for more than 40 years, he holds 29 patents and coaches a Southern California high school robotics team. Comments are welcome at editor@the-triton.com.
March 2020 The-Triton.com
Bradford to buy Pipewelder property
Fort Lauderdale Yacht Harbor, owner of Bradford Marine, has announced an agreement with Pipewelders Inc. to buy Billfish Marina and all affiliated companies, including Pipewelders Marine, P&R Canvas and High Seas Technology. The cash acquisition is expected to close in April, according to a company press release. Both properties are to continue operations as normal and will retain the “Bradford Marine,” “Billfish Marine” and affiliate names under FLYH ownership. In acquiring Bradford Marine one year ago, Fort Lauderdale Yacht Harbor COO Michael Kelly said he and his father, CEO John Kelly, had looked forward to becoming a part of the Fort Lauderdale marine community and helping to grow the marine industry’s $8.9 billion economic impact in Broward County. “Entering into a purchase contract for the purchase of Billfish Marina and its affiliated companies reinforces our commitment to those stated goals,” Michael Kelly stated. Trey Irvine, president of Billfish Marina/Pipewelders Inc., said the acquisition will enhance the customer experience and create growth opportunities for employees at Billfish Marina, Pipewelders Marine, P&R Canvas and High Seas Technology. “I can see that John and Michael Kelly are committed to the same high standards my father and I had building Billfish Marina and our other companies to what they are today,” Irvine stated. He will continue as an adviser to the Kellys after the transaction closes. Both Bradford Marine and Billfish Marina are full-service boatyards on the New River in Fort Lauderdale, Billfish just to the east, separated from Bradford by Yacht Management South Florida. For details, visit bradford-marine.com.
Derecktor gets state environmental nod
Derecktor shipyard in Dania Beach, Florida, has been recognized by the Florida Department of Environmental Protection and the Clean Boating Partnership as a Florida Clean & Resilient Boatyard. By becoming a designated Clean & Resilient Boatyard, Derecktor Dania has
MARINAS / SHIPYARDS pledged to maintain and improve the state’s waterways by reducing or eliminating the release of harmful substances and phasing out practices that can damage aquatic environments, according to a company press release. “As an industry leader, it’s important we lead by example when it comes to environmental stewardship,” stated Ken Imondi, chief operating officer at Derecktor. The Florida Clean Marina Program is a voluntary, partnership-driven initiative that encourages marinas to incorporate environmental practices exceeding regulatory requirements. These practices address environmental issues such as
sensitive habitats, waste management, stormwater control, spill prevention and emergency preparedness.
Dockwa app now has 1,000 marinas
Dockwa, the makers of marina management software used by marinas, yacht clubs, and boatyards throughout the U.S. and Caribbean, has reached 1,000 marina partners, making it the largest marina booking and contract management platform in the world, according to the company. Founded in May 2015, Dockwa is an award-winning marina operations and boater relationship platform. Boaters search, reserve and pay for dockage
News 39 online or in-app. Among Dockwa’s 1,000 marina partners are: l Management groups such as Safe Harbor Marinas, Suntex Marinas, and Westrec Marinas. l Municipal harbors such as St. Petersburg, Florida; Edgartown, Massachusetts; Chicago Harbors; and Dana Point, California. l Independent marinas and resort destinations of all sizes across 38 U.S. states. According to Dockwa, its marina partners account for more than 150,000 slips, moorings, and other dockage assets. For details, visit dockwa.com.
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BOATS / BROKERS brought the buyer. Asking price was just under €3.88 million.
New in the sales fleet
Yachts sold
M/Y Global, above, a 220-foot (67m) workboat built by U.S. yard Bender in 1982 and converted into an expedition yacht by Shadow Marine in 2007, sold by United Yacht Sales broker Christopher Cooke, who represented the seller, and Camper & Nicholsons Asia, which brought the buyer. Asking price was $6.99 million. Project Witchcraft, a 197-foot (60m) Amels 60 Limited Edition new build, with Sean Moran of Moran Yacht & Ship representing the buyer and supervising the build. Delivery is expected in autumn 2022. M/Y Sotavento, a 164-foot (50m) Benetti launched in 1999, sold by IYC brokers Frank Grzeszczak and Frank Grzeszczak Jr., and Worth Avenue broker Shannon McCoy, who represented the seller, and Parsifal Yachting broker Nicholas Hidiroglou, who brought the buyer. Asking price was $9.9 million. M/Y T6, a 159-foot (48.5m) expedition yacht built by Flyghtship in New Zealand in 2007, by Ocean Independence broker Thom Conboy, who represented the seller, and Merle Wood of Merle Wood & Associates who brought the buyer. Asking price was $15.95 million. M/Y Lady Ellen II, a 158-foot (48.2m) CRN launched in 1996, by Burgess, who represented the seller, and Northrop & Johnson broker Ed Dickinson, who brought the buyer. Asking price was €5.95 million.
M/Y Gitana, above, a 132-foot (40.2m) Benetti launched in 2017, sold by Merle Wood & Associates broker John Cohen, who represented the seller, and Superyacht Sales & Charter broker Neil Emmott, who brought the buyer. M/Y Tommy Belle (formerly JBH), a 116-foot (35.5m) Lubeck launched in 2011, sold by IYC broker Kevin Bonnie. Asking price was €6.9 million. M/Y La Rubia, a 103-foot (31.4m) Azimut launched in 2010, sold in an in-house deal by West Nautical brokers Dmitry Lukin, who represented the buyer, and Andrey Lomakin, who
M/Y Elements, a 262-foot (80m) yacht launched by Yachtley Shipyard in 2019, listed with Camper & Nicholsons. M/Y Huntress, a 197-foot (60m) Lurssen launched in 2010, listed with Merle Wood & Associates for €49 million. Project Triton, a 164-foot (50m) Heesen motor yacht ready for delivery Feb. 28, no longer under offer and listed with Heesen broker Thom Conboy for €33.9 million. M/Y Loon, a 155-foot (47.24m) Christensen launched in 1997, listed with IYC brokers Michael Rafferty and Barbara Stork Landeweer for $10.45 million. A 139-foot (42.5m) full-custom new-build project by Feadship has been sold by Camper & Nicholsons broker Alex Lees-Buckley to a repeat client with eight previous new build projects at de Vries. Delivery scheduled for summer 2022. M/Y M4, a 132-foot (40m) Trident launched 1999, listed with IYC broker Mark Elliott for $6 million. M/Y Seagull of Cayman, a 131-foot (40m) classic Feadship launched in 1980, listed with IYC broker Kevin Bonnie for €5.4 million. M/Y You & G, a 130-foot (39.5m) Mangusta launched in 2009, jointly listed with IYC and Ultimate Yachts Consulting for €8.09 million. M/Y Beachouse, a 130-foot (40m) Mangusta launched in 2009, listed with IYC broker Kevin Bonnie for €7.5 million. M/Y What a Country, a 121-foot (36.8m) Benetti launched in 2011, listed with Reel Deal Yachts for just under $9.5 million. S/Y Sojana, a 115-foot (35m) Farr Yacht Design custom ketch built by Fast Cruising Ltd/Green Marine in 2003, listed with YPI broker Will Bishop for €6.75 million.
M/Y Platinum Princess, a 105-foot (32m) Heesen launched in 1988, listed with Merle Wood & Associates broker Iain Lawrie for just under $1.2 million.
M/Y RJ, above, a 103.6-foot (31.57m) Arcadia A105 launched in 2018, listed with Camper & Nicholsons for €7.9 million. M/Y C, a 100-foot (30.6m) Custom Line launched in 2014, listed with IYC broker Scott Jones for $5.5 million. M/Y Lady Gray, a 100-foot (30.5m) Broward launched in 1995, in donation and listed with IYC broker Michael Rafferty for $1.45 million. M/Y The Program, a 97-foot (30m) Hargrave launched in 2006, listed with Merle Wood & Associates for just under $3.3 million. M/Y Conquest of 1966, a 94-foot (28.6m) custom built yacht launched in 1966, listed with IYC broker Christian Ekeberg for €1.49 million.
S/Y Tahia (formerly L’Oréal), above, an 85-foot (25.7m) racing sloop built by Gamelin Shipyard in 2001, listed with BGYB for €389,000. M/Y Stephanie, an 85-foot (26m) Princess launched in 2011, listed with Northrop & Johnson broker Kristen Klein for $2.5 million. M/Y Dash, a 79-foot (24m) Leopard launched in 2007, listed with IYC brokers Michel Chryssicopoulos and Frank Grzeszczak Jr. for just under $1.1 million.
News in the charter fleet
M/Y Indigo Star I, a 125-foot (38m) Siar-Moschini launched in 1995, available for summer charter in the Western Med and Adriatic through Hill Robinson Charter Management.
M/Y Arkadia, above. a 112-foot (34m) Sanlorenzo launched in 2018, listed with Denison broker David Johnson for just under $11 million.
Numarine sells five XP units
Numarine, a shipyard in Istanbul that builds yachts to 147 feet (45m), has announced five sales of its XP series: hull Nos. 7, 8, 9 and 10 of the 26XP model;
The-Triton.com March 2020 and hull No. 4 of the 32XP. The 26XP and 32XP are expedition yachts with a futuristic design that includes angular windows and a vertical bow. Can Yalman designed both the exteriors and interiors. Umberto Tagliavini handled the naval architecture. A pair of MAN engines with 800hp each powers the new 32XP, which is another new feature for the shipyard’s flagship. The layout includes six guest cabins. All four new 26XP yachts were built on the same platform and have identical layouts, with a salon on the main deck and all four guest cabins on the lower deck. One unit has a semi-displacement hull and a pair of MAN engines with 1200hp each. The three other yachts are equipped with displacement hulls and economical motors: twin MAN with 560-800hp each.
Feadship launches 99.95m Moonrise
Feadship recently announced the Feb. 7 launch of M/Y Moonrise, above, the largest superyacht by waterline length built in the Netherlands to date. The yacht’s extended autonomy, a long cruising range, streamlined hull design and cutting-edge wastewater processing and storage facilities set a new benchmark for efficiency, according to a Feadship press release. At 328 feet (99.95m) with a 51-foot (15.5m) beam, the yacht’s Studio De Voogt design includes interior space for 16 people in eight staterooms. Rémi Tessier Design has styled a minimalistic interior. Accommodations for up to 32 crew are also high-end, according to Feadship. Twin MTU engines power Moonrise up to 19.5 knots, with a cruising speed of 16 knots. Exhaust gas treatment has been fitted to the main engines, in addition to the Feadship proprietary generator exhaust cleaning system. Propeller and appendages have been designed to ensure minimum noise levels underwater, reducing both the yacht’s impact as well as interior sound levels. A heat recovery system installed on the generators allows Moonrise’s jacuzzi to be warmed using less electrical power and an ECO-certified system for dynamic positioning facilitates the most energysaving generator use in this mode. For more information, visit www. feadship.nl.
March 2020 The-Triton.com
BOATS / BROKERS Zeelander opens in U.S.
Heesen launches second hybrid yacht
Heesen has launched a second hybrid yacht in the 164-foot (50m) 5000 aluminum FDHF class with a propulsion package that combines conventional diesel propulsion with diesel-electric, according to a company press release. YN 19150, Project Electra, is the successor to M/Y Home, which received international accolades for its innovative and eco-friendly propulsion system and fast displacement hull design. After the commissioning of its systems, Project Electra will undergo sea trials in the North Sea. The yacht is due for delivery in April.
Benetti launches first Diamond 145 unit
Benetti launched its first Diamond 145 unit in Viareggio on Jan. 25. Azimut Benetti Group President Paolo Vitelli welcomed authorities, the public, suppliers and the company’s workers and office staff to watch M/Y Ink, a 144-foot (44m) fiberglass vessel, move down the slipway into the water for the first time. “Diamond 145 springs from a project with a mission to improve life on board, not only for owners and guests, but for all the crew, too,” said designer Giorgio M. Cassetta, who worked on the yacht’s exteriors. “The sheer size of the yacht has made it possible to adopt an impressively ergonomic approach that ensures a majestic stance, while embracing ultramodern details combined with a style that reflects the concept of a timeless yacht.” The Diamond 145, sold thanks to the brokerages Domeyachts and The Doc Yacht Services, has a fiberglass hull, gross tonnage of 456 metric tons, and range of 3,600nm at a cruising speed of 11 knots. According to Benetti, it’s the only fiberglass yacht of this size available on the market. Ink is one of two units sold so far.
Dutch builder Zeelander Yachts recently launched Zeelander North America. Based in Fort Lauderdale, the new branch will have sales and service functions at various locations along the U.S. East Coast. Anthony Baranello will run the shipyard’s new branch, which will help American clients with sales and technical support, according to a company press release. “I come to Zeelander from 30 years in the oil trading business, a field requiring the highest levels of performance and reliability,” Baranello stated. “We aim to direct those standards toward fully engaging with every current, past and future owner of a fine Zeelander yacht. Our goal is understanding every element of their yachting life, and how we can help improve it.” Zeelander North America’s team also includes yachting professionals Dave Mallach, who will lead the sales team, and Charles Jenkins and Jake Rotunno, who handle service and technical support, along with sales. “We are very much looking forward to showing our new inventory boats – a Zeelander Z55 with a new-style interior for delivery this April, and a 40-knot ZeelanderZ72 arriving at the end of the year,” Baranello stated.
Merle Wood adds new broker
Nick Cardoza has joined Merle Wood & Associates as a yacht broker, according to a company press release. Cardoza grew up on the southeast coast of New England where he sailed for his high school sailing team. After attending culinary schools in New York and Europe, he worked on motor and sailing yachts in a variety of roles – including chef, deckhand and cap- Cardoza tain – before moving to South Florida to work as fleet/corporate captain for yacht brokerages and yacht companies while providing yacht management services for owners. Cardoza’s later work in yacht sales included positions with Ferretti Group South America, HMY and Allied Marine, and VanDutch. He also cofounded the YachtLife app for booking charters and opened his own yacht brokerage before joining Merle Wood & Associates. Cardoza, who lives in Miami Beach, is fluent in English, Spanish and Italian, and is a member of the International Yacht Brokers Association.
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42 Crew News
The-Triton.com March 2020
Course change from 500-foot ship, captain moves to yachts By Dorie Cox
Capt. Christopher Monroe expected his new job to feel unfamiliar. At 49 years old, he had made a significant course correction for a new tour of duty. Formerly a U.S. Navy commander, Capt. Monroe’s last position was in command of a 506-foot U.S. Navy guided-missile destroyer. Now, he would join a 120-foot yacht – signed on as a volunteer first mate and deckhand. Once onboard, he noticed just how different life would be when a 19-yearold deckhand offered him advice on how to coil a line. “It might be easier if you throw it over your shoulder,” he told Capt. Monroe. Right from the start, as he prepared for 22 days in the Bahamas, he was well aware of other differences. The deckhand had packed a GoPro, a skateboard, and a drone. “I think underwear,” Capt. Monroe said with a laugh. To help Capt. Monroe with a transition into work on yachts, the veteran
yacht captain that had hired him created a custom training position. The yacht captain helped leverage Capt. Monroe’s credentials and watchstanding skills while allowing him to learn the deck side of things. With 20 years in his Navy career and 286 sailors under his command on the destroyer, Capt. Monroe speculated that his experience might intimidate a yacht captain. Instead, he found mutual respect. And when the yacht stew asked if he would vacuum the salon, Capt. Monroe knew no one was intimidated. Looking back to the course that brought him back around to smaller boats, he recalled growing up along the coast of Maine where his parents owned a sailboat. Seeing a potential future, he enlisted in the Reserve Officers' Training Corps (ROTC). “My passion ripened in the Navy,” Capt. Monroe said of life on the water. He thrived in military service and followed the well-defined path to commander. When he retired in 2013, he chose a practical field – law school and a career in corporate law. But those two years in a law firm
didn’t pan out as he expected. “I was sitting at a desk, billing in sixminute increments,” Capt. Monroe said. “I realized I would be happier at sea.” It was then he decided to go back to boating. Years in the Navy gave him plenty of sea time and he aimed to get his personal interests aligned with a professional pursuit. He is still licensed as an attorney and the GI bill helped pay for school and helped manage the transition. Interestingly, even with a high-ranking position in military service, Capt. Monroe had no mariner license. “The Navy does not operate with licensed officers,” he said. To remedy that and to gain credentials, he attended 36 mate and master courses over nine months at Maritime Professional Training in Fort Lauderdale and STAR Center in Dania Beach, Florida. He was surprised at the cost and time involved. He reckons he spent more than $30,000 and, considering his experience, he saw the process “a huge barrier” for military veterans. “We don’t presently have a good way to get credit,” he said. Just his time
PHOTO FROM U.S. NAVY
Capt. Christopher Monroe photographed during his 20-year service in the U.S. Navy, including time on a destroyer.
counted and that military seatime was valid for seven years. Since he left his command in 2012 and worked in law, the sea time clock ticked on. Finally, he sat for his U.S. Merchant Marine license in November – with just four months to spare on the seven-year window. It was there he met a yacht captain in his Global Maritime Distress and Safety System (GMDSS) class. “How would you like a delivery job for four days? No pay, just for the expe-
CrewCareer News 43
March 2020 The-Triton.com rience?” the captain offered. And Capt. Monroe stepped on a “big” white boat. Many things were different on a vessel considerably less than all of his vessels over 3,000 gross tons – this one was more than 350 feet shorter. But what first surprised Capt. Monroe was how similar the two careers turned out to be. “Primarily, your purpose is safe navigation and collision avoidance,” he said. “That's what we’re good at.” And he landed on the 0400-0800 watch, with the stew as an extra lookout, and the 1600-2000 watch. “That’s what I’m used to in the Navy.” He continued to be an early riser, thanks to his Navy training, and the yacht captain stressed the hours of work and rest. “I would get instructed to go down to rest,” he said. The engine room is similar; he learned how to dewater and start the fire pumps like he did in the military. “The things guests never see, but every crew can do,” Capt. Monroe said. Similarly, safety was first on the yacht, also. The systems are comparable, from water production to sewage systems, including handling of damage control, and the self-contained breathing apparatus is almost identical, he said. “In the Navy, we are good stewards of the tax investment, but I was impressed by the stewardship,” he said of the yacht’s program. It is a similar level of trust, with both taxpayer assets and a millionaire’s yacht. Citing crew duties as small as stowing the cushions after each trip and putting them out again each morning showed a level of detail he had not considered would be onboard. “There was an amazing amount of care,” he said. “And professionalism, a unity of effort with everyone dedicated to a common purpose.” As to differences, those were pretty clear with life onboard a 120-foot vessel. On the destroyer, there were more crew on duty at any given time. “In the bridge, we would have at least a dozen guys,” Capt. Monroe said. “You have helmsmen, lee helmsmen, and I would have a navigator.” Bridge resource management differs because there are so many people, Capt. Monroe said. On the yacht, “we did with three what I would do with dozen on the destroyer.” At the helm, ship handling was a world apart. Military vessels do not have bridge wings or crew on the stern calling distances. The speed slowed from 30 knots to 8-10 knots on the yacht. “I was using way too much rudder,”
Capt. Monroe said. “The captain said, ‘You will spill his [the owner’s] drink.” “And I have never heard the report, ‘We’re touching fenders’,” he said. “We do not do that; ships do not drape fenders.” Capt. Monroe has embraced his new course and enjoys a more casual approach. “Decisions were made at the owner’s breakfast table,” he said. “It would be, ‘Let’s get underway.’ In the Navy, we would have a plan of the week. That’s part of the joy of yachting.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.
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The-Triton.com March 2020
Captain in command when it comes to ensuring coverage in shipyards INSURANCE, from Page 1 panies, shipyards and marinas are talking about managing insurance coverage. “Insurance underwriters are very cautious following recent fire losses,” said Scott Stamper, senior vice president of Atlass Insurance Group. “The yacht and shipyard have to be in agreement. Most importantly, the underwriter has to be in agreement.” The captain is the one at the helm to notify insurers of a risk profile change. New cruising grounds, adding a tender, or visiting a yard are considered a change of risk and require policies be reevaluated. When a captain compares yards for work, he or she should bring in the insurance broker to look at different yards’ conditions. And captains should know that when a vessel is left unattended, the risk profile changes. “As the risk increases, we together have to develop a reasonable plan to mitigate the increased risks,” Stamper said. Yachts are typically insured to be used as boats, as a navigating risk, said AIG senior yacht underwriter Sean Blue. “If it is under a paint shed, that is a different status of risk, a change of circumstance – and it [the policy]needs to be changed, we need to be notified,” Blue said. “Make sure you understand what it covers and doesn’t, and your obligations,” Blue said. “What’s the difference between repair and maintenance? No. 1 is to call the broker, inform him of what you’re doing, and to send a copy of the yard contract in advance of signing. “Captains call all the time, but we wish it would happen more,” he said. Yacht insurance premiums don’t balance with payouts after some yacht fires. “The contractor may carry insurance coverage of significantly less than the value of the yacht,” Stamper said. “The liability may be $2 million, but a claim can be beyond $2 million. Now the risk is transferred to the yacht underwriter. It’s not fair that underwriters be expected to take on this additional risk without being party to the discussions regarding the scope of work and safety protocols to be taken.” Since underwriters often do not know the skill sets of hired contractors, they must clarify work scope, safety protocols, and shipyard or contractor insurance coverage, he said. Even then, “once we learn and agree, we still have a large
amount of risk,” and owners expect to be paid by the insurance company should the vessel suffer loss beyond the limits of the yard or contractor, he said. “When you’ve hired someone without sufficient limits of coverage, and if we are being asked to cover the additional risk that rightfully belongs to your contractor or shipyard, then we need additional premium,” Stamper said. In addition, the insured parties are often unaware of the totality of claim expenses following a loss. This can extend to environmental concerns with fuel, contamination, and damage to structures and docks. “These repair expenses fall to the marina,” Stamper said. “Typically repairs and cleanup need to be made immediately to avoid fines and penalties, and to avoid extended business interruption. When a marina suffers a loss and submits a claim, it follows that their premiums increase at renewal – it is a ripple effect that goes with the loss often emanating from the yacht. Does the shipyard have legal standing to recover their losses against the contractor, the yacht or both?” To address the financial imbalance, companies such as AIG are selective about who they insure and attempt to spread the risks with coverage through the several hundred megayachts over $10 million that they insure, Blue said. “Out of 25,000 boats, it is a large significant segment of premium base, but it spreads the risk,” he said. “So one large loss is not a big deal; we built our portfolio to sustain large losses by who we insure.” AIG dedicates efforts to ensure that those clients lessen their risks, said Carl Lessard, yacht loss prevention specialist with AIG. “We educate clients to not have claims, to hire the best crew, to maintain the yacht to a high standard, and to be proactive to manage risk,” Lessard said. And there’s a personal side, such as last year’s AIG-sponsored crew training for M/Y Archimedes, a 222-foot (68m) Feadship, for fire and water damage control before a trip to South America and Antarctica. It is a significant value to the vessel to have the crew work as a team and it will have a bottom-line impact, Lessard said. Such educational outreach is proving to mitigate losses. “We know it’s working; we have improvement of the loss ratio,” Blue added.
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March 2020 The-Triton.com Marinas and shipyards attempt to prevent their liability for losses also, according to Doug West, president of Lauderdale Marine Center (LMC). “Our boat handling agreement has limits on liability,” he said. “When based on an incident not caused by LMC, we would be excluded from liability. If it is based on damage we caused, it is based on the the value of the boat.” LMC works closely with insurance companies, but yacht captains and representatives are still integral, he said. “Boats should check with their carriers to make sure they are OK with the language,” West said of the contracts. Along with yacht coverage, LMC has insurance requirements for contractors. “First, general liability. If they are at work on a boat and do something that causes damage to the property or an adjacent boat, it will be covered,” West said. “They also need ship repair liability coverage – this covers damage to the boat they are working on if damage occurs as a result of the work they are doing on the boat. “If a boat wants to hire someone without it, they have to sign a ‘hold harmless,’ ” West said. “If you want to take that chance with a contractor without coverage, you are responsible.” All of this legal work is about trying to protect the customer, he said, and he shared a scenario to illustrate. “There was a company blasting fuel tanks in a boat. They did not do proper containment and damaged the engine room. They didn’t have ship repair liability coverage, so the boat had to claim it on their insurance and their rates went up. This was because of the yacht’s choice to use a contractor without sufficient insurance coverage, he said. In most shipyards, work is managed through the office, according to West. “The contractors are chosen through the yard, so work is covered under the yard’s insurance,” he said. “In our model, the yacht works with the contractor directly and we are out of the equation.” So where does all of this conversation leave the industry with regard to insurance? Rates are going up in the yacht market after significant losses, Blue said. Factors include the $700 million loss after the 2018 Lurssen yard fire, recent hurricane damages, and worldwide losses in the offshore energy market, as well as other yacht fires. “That caused markets to decide that they don’t want to be in that line of business,” Blue said. “Now there are fewer players in and then the price goes up. And reinsurance goes up. “Yes, we are taking increases, but also we’re being more selective – like not
letting yachts tow with quads [engines], which up until last year was common,” Blue said. “Underwriters are doing less risky things.” These increases are not just due to fires, but fires are important because often they are severe, impact multiple boats and are total losses, he said. Another hot topic is hot work – welding, cutting, soldering, grinding or using spark-producing tools – and there is more acute awareness of such work in shipyards. This brings with it a focus on the boat, the vendors, the plan and the work, according to Nancy Poppe, North American yacht practice leader with Willis Marine Superyachts. Captains should work with their insurance broker or underwriter in advance, with full-disclosure on the scope of work, whether it is routine maintenance or hot work, Poppe said.
“It’s critical to a smooth yard period that insurance coverage is not compromised,” she said. “Don’t sign any forms with terms and conditions that may set up who is responsible for what. Then it’s not that the yacht didn’t tell anyone, it’s that they signed that paper.” It is incumbent on everyone from captains to owners to be clear on coverage and ask questions, she said. “We love nothing more than to hear from a captain, ‘I read this on page 40 and I don’t understand this,’ ” she said. “That shows us an attention to detail.” And this is especially vital because often the yacht owners don’t see the yard or work contracts. “The captains sign them to move things along,” Oversea’s Jarvie said. Captains act for the owner on insurance policies, signing documents, arranging yard time and hiring contractors.
Usually the captain chooses a contractor that the owner doesn’t know. “This makes understanding policies even more important for the captains to know – even more than the yacht owners,” Jarvie said. And that’s why, after each yacht fire, from Polar Bear to Lohengrin, the phones begin to ring at Oversea Yacht Insurance and insurance brokers are standing by to do what they try to encourage people in the industry to do on a regular basis: double-check their coverage. “Very few people do read their policy, even with home or auto insurance,” Jarvie said. The first thing they ask about their insurance policy is, “Am I covered?’ ” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.
46 From the Bridge
The-Triton.com March 2020 Attendees of The Triton’s From the Bridge discussion for this issue are, back row from left, Capt. Spence Gallagher of M/Y Cherish II; Capt. Michael Ovdiyenko; Capt. Brendan Emmons of M/Y Mobility; and Capt. Mike Wiener; front row from left, Capt. Don Anderson of S/Y M5 and Capt. Scott Mulvania. PHOTO/DORIE COX
Captains who make their living running someone else’s yacht are welcome to join in the conversation. Email to editor@thetriton.com for an invitation to our monthly From the Bridge discussion.
Captains warn larger not always the dream route BRIDGE, from Page 1 Individual comments are not attributed to encourage candid discussion; attending captains are identified in the accompanying photograph.
“I want a 150 to 160 to take them wherever they want to go, to take them there safely and correctly,” a third captain said. Don’t larger yachts come with more salary, more opportunities and more prestige? Was this just captains making the best of a situation? “It's so much more fun on the 90-footer,” said a captain with larger yacht experience. “There are less crew – which are a huge hassle – less paperwork, and there are more options on places you can go.” “I thought about moving up, but I like this,” said a captain of a yacht about 100 feet. He hopes to stay with the owners for a long time and spend less of his time managing crew. If something changes with the owner, then he hopes to work on private yachts, but “definitely this size range.” Marinas and dockage can be more of a challenge for the larger yachts, a captain said, “A 70- to 100-footer can get in to more places.” Plus, there is a kink in the numbers equation: More and more yacht owners want bigger boats, but there are not that many places to put them, a captain said. The conversation turned to the reality of life on larger yachts. For the crew, sometimes their daily duties are different from what they imagine. Often they see just a small part of vessel life, as opposed to more encompassing work on
smaller yachts where each crew typically ally learn that that may not be the best way to go.” gets opportunities to learn navigation, Several captains agreed. But where deck operations, interior, driving and larger yacht programs do entice capeven galley time on a smaller boat, a tains is with potential for time-off. A captain said. refit followed by a charter trip had a “On the bigger boats, you can have captain on a smaller boat with few crew night shifts that may not even get to go up on deck,” a captain said. “Sometimes at work seven days a week with long hours. you have no interaction at all with the “I don't mind the work if it is guests, or maybe your job is to repaid to me on the weekend,” wash the bow only. That's he said. “We could be sitnot yachting.” ting in cubicles.” “On a big boat, ‘Crew say, “I hear Across the table, you can be pretty they got new big a captain pointed isolated.” another tenders, I want to out the large yacht captain said. work there.” That's alternative, “You “I know a an interesting way to can have a third second engineer engineer and get who worked approach this career,’ weekends off. On nights and had a captain said. ‘I think smaller boats, with no clue there they will eventually say four crew, if you were even guests learn that that may not leave, there goes 25% on board,” a third be the best way to go.’ of the crew.” captain said. “Zero If another person is interaction.” off, now you've lost 50% of Larger yachts are the crew, he said. often anchored or on comAside from time off, it is assumed mercial docks, and this makes that captains might want to work on it harder to connect with the crew on bigger boats to make more money. For smaller boats that are together in mariyears, it has been commonly said that nas, he added. But stories like this do not stop many captains earn annual salaries based on $1,000 a foot of yacht length. But many crew from aiming big. in this group don’t see it that way. “Crew say, ‘I hear they got new big “You get what you ask for. That tenders, I want to work there.’ That's an interesting way to approach this career,” $1,000-a-foot needs to go away,” a a captain said. “I think they will eventu- captain said. “I know some are getting Captains who make their living running someone else’s yacht are welcome to join in the conversation. Email to editor@the-triton.com for an invitation to our monthly From the Bridge discussion.
From the Bridge 47
March 2020 The-Triton.com $1,200 or $1,400.” One captain recommended that captains work with the owner’s salary offer by bringing incentives to the discussion, like engineering, accounting and management skills. “If you don't ask, you don't get it – but do prepare to justify it,” he said. “Ask him [yacht owner], ‘Do you want your company CFO paid less than scale?’ ” “They will pay, maybe not off the bat,” another captain said. “With the right recommendations and experience, you should be able to ask.” Whether they prefer big or not-so-big yachts, we wondered if these captains had set a course for themselves early in their careers. “I did not see the future, I did not ever have a plan,” a captain said. “I was not specifically looking for anything, I just bounced around. It was always the program more than that boat. If the boat was going to England or Italy or Australia, enjoying life, that was more important to me.” He went to school, went to regattas, and always had two or three events scheduled for the future. And that grew into his current career. “My name was bouncing around and I found new opportunities,” he said. The captains said that even shortterm plans quite often go off-course, with boats sold, economic fluctuations such as the 2008 recession, or yacht owners leaving the industry. Each of these captains’ futures continues to remain a bit unpredictable. “More than 10 years is impossible to plan,” a captain said. “Maybe five you could probably do.” One captain had set his sights on a specific sized yacht, but even that shifted. “I always knew – well, I thought – a 70 to 80 foot,” he said. “Now, 90 is the new 70.” Akin to a personal plan, we asked if captains see clear paths to follow in yachting. “Well, a license is a path. If you want to be the captain, you do need to do this and this,” a captain said. “Even as deck people, you minimally have STCW, so you begin to see a path.” Many of the nautical training courses are best done in a certain order, a captain said. But compared with attending college for a degree, there is no mutually agreed upon end-goal in yachting, he said. There is no governing body that sets rules with entry-level or career paths, another captain said. “It’s not like you’re a deck for two years, or this for two years, right?” he
said. But senior level positions typically follow a path, another captain pointed out. He cited the example of a chief stew who works his or her way up through the second and first positions and wants to remain a chief stew. A veteran captain said the path into and through yachting is different for each person, and flexibility is key. “I do try to plan, but I always keep a bag packed. I don't bring more to the yacht than I want to carry to the airport,” he said. “I have gotten jobs because I'm available.” Even with his plans, he was disappointed with a change in his course
because he expected a recent boat to be his last one, “I was hoping to retire with that boat.” As we wound up the conversation, each captain responded to one final thought: Whether on a large or small yacht, are they where they always wanted to be? “Well, I am happier doing this than any other thing,” a captain said. “Otherwise, I wouldn’t keep doing it.” “I would work on a smaller boat if the program was what I want,” another captain said. “Am I in my dream job? Yes, but I would like to be on that charter boat that’s clean cut, impressive, that boat
that is just knocking it out with the happy crew with all the doodads and really look like they have it going on,” a third captain said. “They’re dressed to the nines. You can tell when it just clicks.” Another captain summed up what many in the group felt: “I think so, but who knows what's down the road. I’m happy now.” And sometimes others see that. One of the captains said he has had yacht crew say, “How do I become you?” Dorie Cox is editor of The Triton. Comments on this story are welcome at editor@the-triton.com.
48 News
The-Triton.com March 2020
French, Italian VAT charter laws change for the Mediterranean By Sara Ammannati and Camille Penquerch
January was a month of significant changes for charter activity in the Mediterranean following discussions that began March 8, 2018, between the European Commission and some European Union member states. In Italy and France, new rules implemented in accordance with the EU principle of taxation of services on the effective use of the yacht outside the European Union mean that the lump sum VAT (value-added tax) criteria is no longer applicable. The EU Commission’s goal was to harmonize rules by abolishing the separate laws that were in place in Italy,
France, Malta and Cyprus for the reduction of VAT on the taxable base for charter contracts, and to instead apply the general criteria contained in articles 56 and 59a of the EU VAT Directive 2006/112/CE. The aim of the EU Commission was to allow a reduction of VAT on charters only on an actual calculation method in accordance with the provisions of the above-mentioned articles in order to combat VAT evasion. “In order to achieve fair taxation, we need to take action wherever necessary to combat VAT evasion,” said Pierre Moscovici, commissioner for Economic and Financial Affairs, Taxation and Customs Union. “We cannot allow this type of favorable tax treatment granted
to private boats, which also distorts competition in the maritime sector. Such practices violate EU law and must come to an end.” The new Italian Law (Italian Budget Law No.160 of Dec. 27), published in the Italian Official Gazette (Gazzetta Ufficiale) on Dec. 30, changes the provision of the application of the Italian VAT due on short-term charters with departure from the Italian territory, and will be applicable as of April 1 to all Italian charters that start in Italian territory. The ordinary Italian VAT rate of 22% will be due on all Italian charters, regardless of the date of signature and payment of the charter contract. By Feb. 29, the Italian Tax Office will issue new guidelines for the calculation
of VAT-free “effective use” of the yacht outside EU territory, clarifying whether effective use refers to the time or the miles spent in international waters. “I’m currently involved with Ucina Confindustria Nautica – the Italian Association of Yachting – working close to the Italian Tax Authority on the new guidelines that will lead the VAT on charters starting from April 1, 2020,” stated Ezio Vannucci, of Moores Rowland Partners. Similarly, the French Tax Authorities published the French Official Tax Bulletin on Jan. 29 that specified the French VAT lump sum reduction will be replaced by an actual reduction in proportion of the time spent outside European waters. At this stage, the Tax Circular is open for public comment and changes are possible up to March 1. In the meantime, the current proposal is applicable. “I was unofficially warned of the change of rule in July 2019,” stated Thierry Voisin, director of SOS Yachting France and president of ECPY Association. “The formal information of the change was made on Nov. 29. On this date I had a meeting with French Authorities. Since then we have been negotiating with them, and the result is the publication of the Official Bulletin published Jan. 29.” The new regulation specifies that the French VAT will be due at its full 20% rate for the time spent in French waters or EU waters. The time spent outside French and EU territory will be VATexempt, but the owning company will have to demonstrate by proper evidence the use of the yacht outside EU waters. The new French regulation will be applicable from April 1 to charter contracts signed after March 30. This is different from Italy, where the new VAT regulation will be applicable to all charter contracts, even those with a date of signature and payment of first installment prior to April 1. Both countries are still working out how to put the new regulations into practice. In France, it is clear that time will be a determining consideration in calculating effective use, whereas in Italy, this has yet to be clarified. Sara Ammannati and Camille Penquerch work with SOS Yachting, an independent, specialized company (www. sosyachting.com) that offers fiscal agency and representation services to EU and non-EU yacht owning companies chartering in the EU. Comment at editor@the-triton.com
March 2020 The-Triton.com
PICK OF THE MONTH March 26-29 Palm Beach International Boat Show 35th edition of the Palm Beach International Boat Show, expected to feature more than $1.2 billion worth of boats, yachts and accessories from 8-foot inflatables to superyachts of nearly 300 feet. Arrive by boat and tie up free south of the in-water display. www.pbboatshow.com
March 27 Top Notch Tabletop Challenge Top Notch Tabletop Challenge judging at the Palm Beach International Boat Show by Aqualuxe. Interior staff showcase their creativity and design during the show. topnotchtabletop.com
March 4 Triton Networking, 6-8 p.m.,
70 boats gathering debris. www.waterwaycleanup.org
March 11 Start of the inaugural Eleu-
thera Race, a 295-mile race from South Beach, Miami to Cape Eleuthera Resort and Marina. www.eleutherarace.org
March 12 Improving Crew Retention,
Antibes. A one-day conference to consider the rules, regulations, trends and benefits that keep good crew. quaynote.com
March 13-15 Firestone Grand Prix of St. Petersburg, Fla. Boaters can reserve a slip in the exclusive yacht club by contacting Kim Green at +1 727-898-4639, kgreen@gpstpete.com. www.gpstpete.com March 13-15 Miami International Map
Fair. The 25th anniversary of the fair, the largest map fair in the world. Search “map fair” at www.historymiami.org
March 18 Triton Networking, 6-8 p.m.,
March 5 The Triton From the Bridge
March 19-22 St. Barths Bucket Regatta. A congenial, invitational regatta set in the Corinthian spirit open to yachts over 30.5m. www.bucketregatta.com
March 5-8 40th edition of the St.
Maarten Heineken Regatta, Port de Plaisance in Simpson Bay. www.heinekenregatta.com
March 5-9 Moscow Boat Show, Russia. eng.mosboatshow.ru/boat
March 6-15 37th Miami International
Film Festival, various locations in Miami. www.miamifilmfestival.com
March 7 43rd annual Waterway Clean-
up, Fort Lauderdale area. Organized and sponsored by the Marine Industries Association of South Florida, it is Broward County's largest environmental event with about 2,000 volunteers and
MONTHLY EVENT
March 10-14 Dubai International Boat Show, Dubai Harbour. This year marks the 28th year of the show. www.boatshowdubai.com
the first Wednesday of every month at rotating locations in Fort Lauderdale. This time with Sirocco Marine. Captains, crew and industry professionals are welcome to join us for casual networking, no RSVP required. Until then, read more about the brand and company behind it on page 50 or visit www.the-triton.com and click on Next Triton Event. captains luncheon, Fort Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@ the-triton.com or 954-525-0029. Space is limited.
Events 49
CALENDAR
the third Wednesday of most months at rotating locations in Fort Lauderdale. This time with Global Marine Travel GMT. Captains, crew and industry professionals are welcome to join us for casual networking. Until then, read more about the brand and company behind it on page 51 or visit www.the-triton.com and click on Next Triton Event.
March 20 annual Marine Engineering
The Triton’s From the Bridge captains discussion Monthly event, noon Fort Lauderdale A roundtable lunchtime conversation on issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@the-triton.com or 954-525-0029. Space is limited.
April 1-2 Superyacht Technology Conference, Barcelona. A new conference dedicated to superyacht technology with demos and workshops. www.quaynote.com April 4-5 Marine Industries Association of South Florida's 24rd annual Plywood Regatta, Dania Beach City Marina, Florida. Boat-building event to introduce youth and the community to the art of boat building. Proceeds benefit marine industry education. www.plywoodregatta.org April 19 National Marine Suppliers’ Yachty Nationals Invitational annual golf tournament, Hollywood, Florida. www.nationalmarine.com
MAKING PLANS
Science and Technology (IMarEST) annual dinner. Guildhall, London. imarest.org
March 20-22 18th annual Savannah Boat Show, Savannah, Georgia. Showcases powerboats, with a focus on saltwater fishing. Each year, fishing experts are on-hand for seminars and demonstrations. www.savannahboatshow.com March 25 8th annual Opportunities in
Superyachts conference, Malta. The program will include topics such as: Who are the owners of the future?, How will they pay for their yachts?, the plasticfree marina, caring for on-board art and antiques, and flag registration procedures in different jurisdictions. www.quaynote.com
April 15 Triton Expo Bahia Mar, Fort Lauderdale Our popular Triton Expo is open to all yacht crew – both working and looking – to help develop the contacts that can make your careers better. We gather 50 vendors with the goods and services to help you do your job and manage your career, plus food and drink, music and great networking. All free. www.the-triton.com
50 Triton CareerNetworking
SIROCCO MARINE
The-Triton.com March 2020
western United States. We are fortunate to have Tom Thies, director of dealer development, leading this charge. Q. With all that growth, have you encountered any surprises in your client base or perhaps trends? No question, we had a great 2019. And the sales trends today have changed since we first opened. Early on, our top sellers were 10- to 14-foot tenders, mostly white or light grey. Now, we’re selling larger models; our top sellers are 15-33 feet. We always thought there was an unmet market need for larger RIBs and we’re seeing that play out. Plus, we have them in stock so we can meet customers’ immediate needs. Additionally, we see a growing interest in darker tubes – black and navy. Q. Sirocco donated a few tenders to the Bahamas after Hurricane Dorian. Tell us about that. Q. Tell us about Sirocco Marine. We donated two RIBs to United And what’s the difference between Badges of Honor. The organization’s Sirocco and Brig? goal is to inspire and mobilize the miliSirocco Marine is Fort Lauderdale’s tary and first responder community in premier RIB retailer featuring the Brig Miami through camaraderie and brothand Fluid Watercraft brands. On avererhood. In this particular instance, age, we carry 100 boats in-stock in the group collaborated with our 20,000-square-foot showthe city of Oakland Park and room, ready for captains Next other relief organizations on and owners to immediately Triton Event work in the Bahamas. take home. No other South Seeing the human sufFlorida dealer carries the March 4 fering as a consequence of volume of RIBs we do. 6-8 pm Dorian really inspired us to Our inventory ranges take action. from 9 feet to 36 feet to be Q. What’s next for you? used as tenders, tow-behinds or So much! This year, we have family boats. launched the Eagle 6.7 and the Eagle Brig is the primary product line 4. Both are upgraded versions of the we carry. The Brig factory has been Eagle 650 and Eagle 380. We took the producing RIBs for 28 years and is, by best parts of those boats and made them volume, the largest RIB manufacturer even better. On the E6.7, we completely in the world. Its designs are innovative, redesigned the deep V hull to improve functional and visually appealing. And the prices are pretty incredible for high- seaworthiness, handling, and stability. The E6.7 console can now accommodate quality material and construction. up to two 9-inch devices. And the Eagle Q. Why do Brigs make good yacht 4 is just a bit longer than the E380. tenders? Our consignment program is up and Our Eagle 10 is a 33-foot (10m) tow running and we need inflatables … of behind for $240,000. That’s a highly any brand. We also accept trade-ins. For competitive price – about half that of captains just wanting to sell a RIB, we a comparable hard-sided, tow-behind offer no storage fees for the first 90 days. tender. And it has advantages over As for events, we have worked out a hard-sided boats as well. It’s lightweight, calendar of boat shows, trade shows, lomaking it efficient to tow and, like RIBS in general, easy to maintain. We sold six cal events, and networking events – such as Triton Networking on March 4. of this model last year and we expect it, We plan to grow our network, along with our other models (E8, E6.7 so don’t be surprised to see more of and E5) to be top sellers in 2020. Isabelle, Catherine and Gina at more Q. A year ago, you were named industry events. Brig’s No. 2 distributor in the world. How’d you do it? Our Fort Lauderdale retail location is All captains, crew and industry pros are home of the U.S. distributorship for Brig welcome to join us on March 4 from 6-8 p.m. at Sirocco Marine. No RSVP necesproducts. We work with a strong core sary; just bring a smile and some business set of dealers, but are always looking cards. You never know who you’ll bump to expand our network. I see our 2020 into at Triton Networking. footprint heavily expanding into the The Triton hosts its monthly networking events on the first and third Wednesdays of every month during season, and always from 6-8 p.m. Only the location changes. Catch up with us on the first Wednesday in March at Sirocco Marine, dealers of the Ukranian-designed Brig RIBs. Come Tomkies check out these high performance tenders and enjoy some camaraderie on March 4 at Sirocco’s showroom and warehouse at 3277 SE 14th Ave. in Fort Lauderdale (33316). Until then, learn more about the company from CEO Boyd Tomkies.
March 2020 The-Triton.com
Triton Networking 51
GLOBAL MARINE TRAVEL seat assignment fees, etc.) or it will simGlobal Marine Travel – GMT – will host our mid-month Triton Networking ply say “sold out”. For those lucky enough to book the event on March 18. All captains, crew low fare from the screen-scraping sites and industry profesbut then want to make a date change, sionals are welcome well, forget about it. There’s little chance to join us at GMT’s to do it online or get a human on the offices off 17th Street phone to help. The screen scrapers in Fort Lauderdale make their money from the advertising, from 6-8 p.m. not necessarily the airline ticket. Until then, Our model is simple: Our price is learn more about fair market value and is all inclusive. the travel benefits We transparently show the airline costs marine profession- Davey and our one-time service fee, which als can receive from offers 24-hour coverage via our agents, company founder Tim Davey. who are awake and working shifts in Q. Tell us about GMT. different parts of the globe, including GMT is a niche travel agency dedicated to the maritime industry that pro- our new acquired business in Athens, Greece. We now have 15 agents joining vides marine air fares on more than 50 our network from their base in Athens. airlines and their partners worldwide. This not only strengthens our European After I finished my 10-year career at coverage but gives us access to even betsea, I started GMT in December 2001 ter air fares. with the help of an equity partner. At Q. There have been other acquisithe time, there was no one in the yachttions recently. Tell us about those. ing community who focused on the Our business is volume based. travel needs of yachts, their captains, Outside of the yachting industry, we crews and guests. We saw a niche busisupport cruise lines, container vessels ness and decided to build upon it. and the offshore oil industry with their Today, we’ve expanded to become a travel needs as well. For instance, with truly global travel manager, giving our clients 24-hour coverage along with our one cruise line, we fly 18,000 travelers a year just from the Philippines alone to flexible, refundable, changeable airline wherever their vessels are around the ticket program. world. Q. Tell us about that program. To attract and manage that A marine airfare is a negotibusiness, we’ve needed to ated one-way refundable and bring in strong partnerships, changeable ticket with extra Next industry leaders free baggage allowance; Triton Event hence such as Inchcape Shipping therefore, the flight reserMarch 18 Services and now V. Group vations can be changed or 6-8 pm have been vital to our concancelled at minimum or tinued growth. Our turnover no fee. It is convenient when now exceeds $250 million and vessels need to fly in crew. This our goal is to reach $300 million way they don’t need to purchase by the end of 2021. a round trip and lose the other part of What that means is access to better the ticket. The same special fares apply terms and conditions, plus more favorto companies flying technicians and able fares from the airlines that we can engineers to service the vessel. pass down to all our travelers. Q. With the internet in everyone’s Q. How should crew contact GMT? hand these days, why would a crew Our preferred method of contact is member use an old-fashioned travel still via email, as then we have a trackagent to book a flight? able record of all requests. However, if Yes, with the internet, everyone’s a that’s not convenient, our main phone travel agent. But in a way, that’s easier number (+1 954-761-9595) plus our for us since the traveler is more edulocal numbers around the world will cated. Unfortunately, it also leads to frustration, as well. For instance, travel- get any crew member straight to a live agent at all times who can assist. Travelers will see great prices on Kayak or ers can also place a request via our Skyscanner and say, “why can’t you get website as well (www.flygmt.com). those prices?” Those screen-scraping sites tease GMT is hosting Triton Networking on travelers with a lead-in of low prices the third Wednesday in March (March and will flash advertising as they click 18) in the parking lot of its building at through the site. At the end, the low 1800 S.E. 10th Ave. in Fort Lauderdale fare has either increased with the extra (33316). No RSVPs required. charges (baggage fees, service charges,
52 Write to Be Heard
FROM OUR READERS
Simple ‘canned smoke’ tests keep smoke detectors honest
CREW EYE
Smoke in a can is the best way to test detectors [“Yacht fires light up crew awareness, training”, posted Jan. 28]. The canned smoke is so convenient to walk around with on a weekly check and give a detector a squirt each month, or more frequently if needed. Fires are certainly my biggest fear on the small expedition yacht that I run. I’m based in Bali, Indonesia, where the shore power can be questionable and the local fire service underfunded and undertrained. So we have regular drills on board, monthly, when all emergency gear is tested and the drills logged. But, as mentioned, the insurance premiums are still rocketing up. Duncan via the-triton.com
One word can change everything
PHOTO COURTESY OF CHEF CHRIS PARTHEMORE
C
hef Chris Parthemore, left, and First Mate Tom Robertson at anchor just outside Gustavia, St. Barts in February. “Tom got the first fish on, it was his first tarpon,” Parthemore wrote to The Triton. “After a few nice jumps and about a 15-minute fight, I was able to land it, still in my chef whites. Our guest hooked up about 10 minutes into Tom's fight, which made things interesting. He then landed the next two with the help of Tom and myself. All fish were safely released unharmed. Hence our name M/Y Release Me. Nothing better then when my two passions collide.” What is your crew up to? Share updates and photos via editor@the-triton.com.
Cautious captains contribute to bad behavior of colleagues Regarding your From the Bridge captains lunch conversation [“Captains cautious to comment on bad behavior”, posted Feb. 4], the culture of an organization is defined by the worst behavior leaders will tolerate. James Morrison via the-triton.com I’m actually surprised how passive-aggressive this group is in dealing with other professional mariners who step out of line or break
The-Triton.com March 2020
the rules/laws. It’s a fragility of the ego, like they don’t want to call out anyone lest they be called out when they mess up. No one is infallible, and this tendency to stay silent when something is wrong in the moment allows preventable incidents to occur. How many lives have been lost throughout history because of the ego of the captain while others stay silent? Capt. Steve via the-triton.com
Regarding Capt. Rob Gannon’s column in the January issue [“Success with resolutions relies on changing how we see things”, page 19], his advice is the most sage and realistic I have read in a very long time. Like many, I take my advice with an egg spoon and later realize a soup ladle would have been more fitting (nay, even a bucket or skip). But this resonates, and I am sure it will do the same with a lot of readers. Thanks, Rob. That advice is a keeper. As a British resident (some of the time), I am a BBC consumer, and they broadcast a clever motivational exercise some time ago: For a day, try using the word ‘and’ instead of ‘but.’ It changes most things from a negative to a positive if you continue with the transposition. Using Rob’s example: “I was due two days off this week but the owner changed all that with a trip to Bahamas” (followed by Grrr, mental or
spoken). It becomes: “I was due two days off this week and that changed because the owner wants to go to the Bahamas (keep it going…) and that’s great because I can catch up with Audrey and I love the Bahamas at this time of year and was getting a bit fed up with being here. I think I’ll get three days off, too, for changing my plans and that can’t be bad.” (OK, we wore out the ‘and’ word, but you get the drift.) If nothing else, it’s a fun game that will stop those negative vibes. Larry Rumbol marine business development manager Spectro | Jet-Care
Tracker would have helped
Regarding your recent Rules of the Road column [“Trackers play crucial roles in emergencies,” posted Jan. 30], I worked on a yacht that towed a large tender. It was lost at sea during the tow at night. The tender was not found by the yacht that night; it was eventually discovered stripped of all equipment on the coast of Cuba. This could create a navigation hazard at sea. A tracking device of some sort could have helped an early recovery. Robert Deutschbein via the-triton.com
Engine room checks for one and all
Excellent practice, JD. [Engineer’s Angle: “Engine room checks not just for engineers”, posted Feb. 5] Years later, after moving up to 70 meters, even with three engineers, I still felt more comfortable as PIC, personally doing ER checks, as well as training the watchstanders to walk through the rest of the yacht. Thanks for the article. Paul Lyons via the-triton.com
TRITON FILE PHOTO
March 2020 The-Triton.com
TRITON SPOTTER
For nearly 15 years, Capt. Steven Naimoli has been a faithful follower of The Triton for news and networking. He was spotted at Miami Yacht Show in February and wanted to say thanks. He opened his wallet and pulled out his original Triton networking “Point of Entry Pass� that he has carried for more than a decade. Capt. Naimoli is currently a freelancer and attends networking events when he is in Fort Lauderdale. A new virtual version of the card is in the works.
The Triton bookkeeper Diane Jensen spotted this bicyclist waiting for the closing of the 17th Street Causeway Bridge on Feb. 8. Over the past 15 years, a variety of Triton T-shirts have been handed out to yacht captains and crew at boat shows around the world.
The Triton was spotted at the Atlanta Boat Show with the team of Grass Shack at Lake Lanier along with several show visitors. The 58th annual indoor show ran the second week in January in Atlanta, Georgia, with more than 100 seminars and workshops for a range of entry-level boaters and aficionados.
Yacht crew: Use your device to read online at The-Triton.com or pack a paper then share where you take your Triton. Send your eye-catching photo to editor@the-triton.com for possible future publication.
Where in the World 53
54 Business cards
Search hundreds of companies in the Triton Directory.
The-Triton.com March 2020
March 2020 The-Triton.com
Find the Directory online at www.The-Triton.com.
Business cards 55
56 Business cards
Search hundreds of companies in the Triton Directory.
The-Triton.com March 2020
March 2020 The-Triton.com
Find the Directory online at www.The-Triton.com.
Business cards 57
58 Business cards
Search hundreds of companies in the Triton Directory.
The-Triton.com March 2020
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